Atc RVSM

23 JAN 09 AIR TRAFFIC CONTROL P-1
REDUCED VERTICAL SEPARATION MINIMUM (RVSM) PACIFIC REGION

1 INTRODUCTION 1.4.2 International General Aviation (IGA)
Transponder Equipage
1.1 GENERAL
ICAO Annex 6, Part II, states that, IGA airplanes
The International Civil Aviation Organization (ICAO) shall be equipped with a pressure altitude reporting
Third Asia / Pacific Regional Air Navigation meet- transponder which operates in accordance with the
ing recommended that Reduced Vertical Separation relevant provisions of Annex 10, Volume IV.
Minimum (RVSM) be introduced in the Pacific region
after successful implementation in the North Atlantic NOTE: These provisions are intended to support the
region. This is also due to the significant benefits to effectiveness of ACAS as well as to improve the effec-
be gained by aircraft operators and air traffic services tiveness of air traffic services.
(ATS) providers. ICAO Document 9574, Manual on 2 IN-FLIGHT PROCEDURES WITHIN
Implementation of a 300m [1000 ft] Vertical Separa-
tion Minimum Between FL290 and FL410 Inclusive RVSM AIRSPACE
contains an explanation of RVSM. 2.1 GENERAL
1.1.1 Benefits to be gained from RVSM include: Before entering RVSM airspace, the pilot should
a. adoption of an ICAO endorsed navigation review the status of required equipment. The follow-
requirement; ing equipment should be operating normally:
b. improved utilization of airspace for ATC conflict a. two primary altimetry systems:
resolution; and b. one automatic altitude-keeping device; and
c. fuel savings of ≈1% for flight closer to optimum c. one altitude-alerting device.
cruise altitude. 2.1.1 The pilot must notify ATC whenever the
1.2 APPLICATION OF RVSM AIRSPACE aircraft:
1.2.1 RVSM airspace has been implemented a. is no longer RVSM compliant due to equipment
throughout the region. See Pacific Enroute Charts. failure; or
b. experiences loss of redundancy of altimetry sys-
1.3 AIRWORTHINESS AND tems; or
OPERATIONAL APPROVAL c. encounters turbulence that affects the capability
AND MONITORING to maintain flight level.
1.3.1 In order to support the implementation
of Reduced Vertical Separation Minimum (RVSM) 2.2 TRANSITION BETWEEN FLIGHT
in the Pacific Region, the Asia/Pacific Air Naviga- LEVELS
tion Planning and Implementation Regional Group During cleared transition between levels, the aircraft
(APANPIRG) established a regional monitoring should not overshoot or undershoot the assigned FL
agency. This agency, the Pacific Approvals Registry by more than 150 ft (45m).
and Monitoring Organization (PARMO), is located at
the United States Federal Aviation Administration’s 2.3 PILOT LEVEL CALL
William J. Hughes Technical Center. Access the web Except in an ADS or radar environment, pilots shall
site through: report reaching any altitude assigned within RVSM
airspace.
http://www.faa.gov/about/office_org/headquar-
ters_offices/ato/service_units/enroute/rvsm/ 3 FLIGHT PLANNING
1.3.2 APPROVAL PROCESS. Operators must REQUIREMENTS
obtain airworthiness and operational approval from
3.1 GENERAL
the State of Registry or State of the Operator, as
appropriate, to conduct RVSM operations. Unless special arrangement is made as detailed
below, RVSM approval is required for aircraft to
1.3.3 AIRCRAFT MONITORING. Operators are operate within designated RVSM airspace. The
required to participate in the RVSM aircraft moni- operator must determine that the appropriate State
toring program. Monitoring accomplished for other authority has approved the aircraft and will meet the
regions can be used to fulfill requirements for the RVSM requirements for the filed route of flight and
Asia/Pacific region. The PARMO will process results any planned alternate routes. The letter “W” shall
or coordinate with other agencies to access informa- be inserted in item 10 (Equipment) on the ICAO
tion. See: standard flight plan to indicate that the aircraft is an
http://www.tc.faa.gov/acb300/PARMO/ RVSM approved aircraft.
1.4 ACAS II AND TRANSPONDER 3.2 PROCEDURES FOR OPERATION OF

EQUIPAGE NON-RVSM COMPLIANT AIRCRAFT
1.4.1 The APANPIRG recommends that those IN RVSM AIRSPACE
aircraft equipped with Airborne Collision Avoidance 3.2.1 It should be noted that RVSM approved
System (ACAS) and operated in RVSM airspace be aircraft will be given priority for level allocation over
equipped with ACAS II. (TCAS II systems with version non-RVSM approved aircraft.
7.0 incorporated meet ICAO ACAS II standards.) 3.2.2 The vertical separation minimum between
non-RVSM aircraft operating in the RVSM stratum
and all other aircraft is 2000 feet.
q$z
© JEPPESEN, 2002, 2009. ALL RIGHTS RESERVED.

P-2 AIR TRAFFIC CONTROL 23 JAN 09
3.2.3 Non-RVSM compliant aircraft operating in c. include “APVD NON-RVSM” in Field 18 of the
RVSM airspace should use the phraseology in sec- ICAO Flight Plan.
tion 6. NOTE: Approval means able to operate in the RVSM
3.2.4 Non-RVSM compliant aircraft may be stratum. Aircraft cruising levels will be subject to Air
cleared to climb to and operate above FL410 or Traffic Control.
descend to and operate below FL290 provided that 3.2.7 This approval process is intended exclu-
they: sively for the purposes indicated above and not as
a. do not climb or descend at less than the normal a means to circumvent the normal RVSM approval
rate for the aircraft, and process.
b. do not level off at an intermediate level while 3.3 STATE AIRCRAFT
passing through the RVSM stratum. 3.3.1 Non-RVSM State aircraft may flight plan
3.2.5 Non-RVSM compliant aircraft may not within Oakland, Anchorage, and Fukuoka airspace
flight plan between FL290 and FL410 inclusive without prior coordination. State aircraft should
within RVSM airspace. After special coordination include in field 18 of the ICAO Flight Plan (remarks):
as detailed in paragraph 3.2.6 below, the following “STS/Military NON-RVSM” should be added to the
non-RVSM aircraft may flight plan at RVSM flight remarks section of the flight plan.
levels in the RVSM stratum:
3.4 DELIVERY FLIGHTS FOR AIRCRAFT
a. is being initially delivered to the State of Registry
or Operator; or THAT ARE RVSM COMPLIANT
ON DELIVERY
b. was formally RVSM approved but has experi-
enced an equipment failure and is being flown to 3.4.1 An aircraft that is RVSM compliant on
a maintenance facility for repair in order to meet delivery may operate in RVSM airspace provided
RVSM requirements and/or obtain approval; or that the crew is trained on RVSM policies and proce-
dures applicable in the airspace and the responsible
c. is transporting a spare engine mounted under
State issues the operator a letter of authorization
the wing; or
approving the operation. State notification to the
d. is being utilized for mercy or humanitarian pur- PARMO should be in the form of a letter, e-mail
poses; or or facsimile documenting the one-time flight. The
e. State aircraft (those aircraft used in military, cus- planned date of the flight, flight identification, reg-
toms and police services shall be deemed state istration number and aircraft type/series should be
aircraft). included.
3.2.6 Aircraft operators requesting approval as 3.5 PROCEDURES FOR SUSPENSION
above shall:
OF RVSM
a. obtain approval from the appropriate Air Traf-
3.5.1 Air traffic services will consider suspend-
fic Control Center normally not more than 72
ing RVSM procedures within the affected FIR when
hours (12 hours within the Oakland and Anchor-
there are pilot reports of greater than moderate tur-
age FIRs) and not less than 4 hours prior to the
bulence. Within areas where RVSM procedures are
intended departure time. The Air Traffic Control
suspended, the vertical separation minimum between
Center will provide notification of approval via
all aircraft will be 2000 feet.
telephone, AFTN, facsimile or e-mail as appro-
priate; or 4 PHRASEOLOGY RELATED TO
b. obtain approval from the first RVSM affected RVSM OPERATIONS
Center.
NOTE: The first Center will coordinate with the 4.1 CONTROLLER-PILOT
next Center. PHRASEOLOGY
Message Phraseology
For a controller to ascertain the RVSM approval status of an aircraft: (call sign) CONFIRM RVSM APPROVED
For a pilot to report non-RVSM approval status NEGATIVE RVSM*
i. on the initial call on any frequency within the RVSM airspace
(controllers shall provide a readback with this same phrase),
and
ii. in all requests for flight level changes pertaining to flight levels
within the RVSM airspace; and
iii. in all read-backs to flight level clearances pertaining to flight
levels within the RVSM airspace.
Additionally, except for State aircraft, pilots shall include this phrase
to read back flight level clearances involving the vertical transit
through FL290 or FL410.
See examples that follow.
For a pilot to report RVSM approval status. AFFIRM RVSM*
q$z

5 MAR 10 AIR TRAFFIC CONTROL P-3
Message Phraseology
For a pilot of a non-RVSM approved State aircraft to report NEGATIVE RVSM STATE AIRCRAFT*
non-RVSM approval status, in response to the phrase (call sign)
CONFIRM RVSM APPROVED.
Denial of clearance into the RVSM airspace: (call sign) UNABLE CLEARANCE
INTO RVSM AIRSPACE, MAINTAIN [or
DESCEND TO, or CLIMB TO] FLIGHT
LEVEL (number)
For a pilot to report when severe turbulence affects the aircraft’s UNABLE RVSM DUE TURBULENCE*
capability to maintain the height-keeping requirements for RVSM.
For a pilot to report that the aircraft’s equipment has degraded UNABLE RVSM DUE EQUIPMENT*
enroute below that required for flight within the RVSM airspace.
(This phrase is to be used to convey both the initial indication of
the non-MASPS compliance and, henceforth, on initial contact on
all frequencies within the lateral limits of the RVSM airspace until
such time as the problem ceases to exist, or the aircraft has exited
the RVSM airspace.)
For a pilot to report the ability to resume operations within the READY TO RESUME RVSM*
RVSM airspace after an equipment or weather-related contingency.
For a controller to confirm that an aircraft has regained its RVSM REPORT ABLE TO RESUME RVSM
approval status, or to confirm that the pilot is ready to resume
RVSM operations.
Example 1: A non-RVSM approved aircraft, maintaining FL260, subsequently requests a climb to FL320.
Pilot: (call sign) REQUEST FL320, NEGATIVE RVSM
Controller: (call sign) CLIMB TO FL320
Pilot: (call sign) CLIMB TO FL320, NEGATIVE RVSM
Example 4: A non-RVSM approved civil aircraft maintaining FL280, subsequently requests a climb to
FL320.
Controller: (call sign) UNABLE CLEARANCE INTO RVSM AIRSPACE, MAINTAIN
FL280
4.2 COORDINATION BETWEEN

ATS UNITS
Para Message Phraseology
1 To verbally supplement an automated NEGATIVE RVSM or NEGATIVE RVSM STATE
estimate message exchange which does AIRCRAFT [as applicable]
not automatically transfer Item 18 flight plan
information.
2 To verbally supplement estimate messages of NEGATIVE RVSM or NEGATIVE RVSM STATE
non-RVSM approved aircraft. AIRCRAFT [as applicable]
3 To communicate the cause of a contingency UNABLE RVSM DUE TURBULENCE [or
relating to an aircraft that is unable to conduct EQUIPMENT, as applicable]
RVSM operations due to severe turbulence or
other severe weather-related phenomenon {or
equipment failure, as applicable].

P-4 AIR TRAFFIC CONTROL 5 MAR 10
5 SPECIAL PROCEDURES FOR action with respect to that aircraft shall be based on
IN-FLIGHT CONTINGENCIES the intentions of the pilot and the overall air traffic
situation.
The procedures detailed below, extracted from ICAO
DOC 4444, have been adopted in the following Flight If prior clearance cannot be obtained, until a revised
Information Regions: clearance is received the following contingency
– Australian Oceanic FIRs procedures should be employed and the pilot shall
advise air traffic control as soon as practicable,
– Anchorage Oceanic FIR
reminding them of the type of aircraft involved and
– Auckland Oceanic FIR / South Pacific Area the nature of the problem. In general terms, the
– Fukuoka FIR aircraft should be flown at a flight level and on an
– Kota Kinabalu / Kuala Lumpur FIRs offset track where other aircraft are least likely to be
encountered. Specifically, the pilot shall:
– Nadi FIR
a. leave the assigned route or track by initially turn-
– Oakland Oceanic FIR
ing at least 45 degrees to the right or to the left,
– Singapore FIR in order to acquire a same or opposite direc-
In addition, the following FIRS have adopted similar tion track offset 15 NM (28km) from the assigned
procedures, except that the lateral track separation track centerline. When possible, the direction of
for in-flight contingencies in oceanic airspace is 25 the turn should be determined by the position
NM as adopted under earlier ICAO DOC 4444 guid- of the aircraft relative to any organized route or
ance. Since these countries may adopt the current track system. Other factors which may affect the
ICAO guidance at any time, operators should deter- direction of the turn are:
mine with applicable FIR controlling agencies the cur- 1. the direction to an alternate airport;
rent lateral track separation required.
2. terrain clearance;
– Bangkok FIR
3. any strategic lateral offset being flown; and
– Ho Chi Minh FIR / Hanoi FIR
4. the flight levels allocated on adjacent
– Hong Kong FIR routes or tracks;
– Manila FIR b. having initiated the turn:
– Pnomh Penh FIR 1. if unable to maintain the assigned flight
– Taipei FIR level, initially minimize the rate of descent
– Tahiti FIR to the extent that is operationally feasible
(pilots should take into account the possi-
Although all possible contingencies cannot be
bility that aircraft below on the same track
covered, the procedures in 5.1 and 5.2 provide for
may be flying a 1 or 2 NM strategic lateral
the more frequent cases such as:
offset procedure (SLOP)) and select a final
a. inability to maintain assigned flight level due to altitude which differs from those normally
meteorological conditions, aircraft performance used by 150m (500 ft) if at or below FL 410,
or pressurization failure; or by 300m (1000 ft) if above FL 410;
b. enroute diversion across the prevailing traffic or
flow; and
2. if able to maintain the assigned flight
c. loss of, or significant reduction in, the required level, once the aircraft has deviated 19km
navigation capability when operating in an (10 NM) from the assigned track center-
airspace where the navigation performance line, climb or descend to select a flight level
accuracy is a prerequisite to the safe conduct of which differs from those normally used by
flight operations. 150m (500 ft), if at or below FL 410, or by
With regard to a) and b), the procedures are appli- 300m (1000 ft) if above FL 410;
cable primarily when rapid descent and/or turnback c. establish communications with and alert nearby
or diversion is required. The pilot’s judgement shall aircraft by broadcasting, at suitable intervals on
determine the sequence of actions to be taken, hav- 121.5 MHz (or, as a backup, on the inter-pilot
ing regard to the prevailing circumstances. Air traffic air-to-air frequency 123.45 MHz) and where
control shall render all possible assistance. appropriate on the frequency in use: aircraft
5.1 GENERAL PROCEDURES identification, flight level, position (including
the ATS route designator or the track code, as
If an aircraft is unable to continue the flight in accor- appropriate) and intentions;
dance with its ATC clearance, and/or an aircraft is
unable to maintain the navigation performance accu- d. maintain a watch for conflicting traffic both visu-
racy specified for the airspace, a revised clearance ally and by reference to ACAS (if equipped);
shall be obtained, whenever possible, prior to initiat- e. turn on all aircraft exterior lights (commensurate
ing any action. with appropriate operating limitations); and
The radiotelephony distress signal (MAYDAY) or f. keep the SSR transponder on at all times.
urgency signal (PAN PAN) preferably spoken three
times shall be used as appropriate. Subsequent ATC

Extended Range Operations By Aeroplanes b. establish communications with and alert nearby
With Two-Turbine Power-Units (ETOPS) aircraft by broadcasting, at suitable intervals: air-
If the contingency procedures are employed by a craft identification, flight level, position (includ-
twin-engine aircraft as a result of an engine shut- ing ATS route designator or the track code) and
down or failure of an ETOPS critical system, the intentions, on the frequency in use and on 121.5
pilot should advise ATC as soon as practicable of MHz (or, as a back-up, on the inter-pilot air-to-air
the situation, reminding ATC of the type of aircraft frequency 123.45 MHz);
involved, and request expeditious handling. c. watch for conflicting traffic both visually and by
reference to ACAS (if equipped);
5.2 WEATHER DEVIATION
NOTE: If, as a result of actions taken under the
PROCEDURES
provisions of b) and c) above, the pilot deter-
General mines that there is another aircraft at or near the
NOTE: The following procedures are intended for same flight level with which a conflict may occur,
deviations around adverse meteorological condi- then the pilot is expected to adjust the path of the
tions. aircraft, as necessary, to avoid conflict.
When the pilot initiates communications with ATC, d. turn on all aircraft exterior lights (commensurate
a rapid response may be obtained by stating with appropriate operating limitations);
“WEATHER DEVIATION REQUIRED” to indicate e. for deviations of less than 19km (10 NM) remain
that priority is desired on the frequency and for ATC at a level assigned by ATC;
response. When necessary, the pilot should initiate f. for deviations greater than 19km (10 NM), when
the communications using the urgency call “PAN the aircraft is approximately 19km (10 NM) from
PAN” (preferably spoken three times). track, initiate a level change in accordance with
The pilot shall inform ATC when weather deviation is Table 1;
no longer required, or when a weather deviation has
Table 1
been completed and the aircraft has returned to its
cleared route. Route center Deviations >
Level Change
line track 19km (10 NM)
Actions To Be Taken When Controller-pilot EAST LEFT DESCEND 90m (300 ft)
Communications Are Established
000° – 179° RIGHT CLIMB 90m (300 ft)
The pilot should notify ATC and request clearance MAGNETIC
to deviate from track, advising, when possible, the WEST LEFT CLIMB 90m (300 ft)
extent of the deviation expected.
180° – 359° RIGHT DESCEND 90m (300 ft)
ATC should take one of the following actions: MAGNETIC
a. when appropriate separation can be applied, g. when returning to track, be at its assigned flight
issue clearance to deviate from track; or level when the aircraft is within approximately
b. if there is conflicting traffic and ATC is unable to 19km (10 NM) of the center line; and
establish appropriate separation, ATC shall: h. if contact was not established prior to deviating,
1. advise the pilot of inability to issue clear- continue to attempt to contact ATC to obtain a
ance for the requested deviation; clearance. If contact was established, continue
2. advise the pilot of conflicting traffic; and to keep ATC advised of intentions and obtain
essential traffic information.
3. request the pilot’s intentions.
The pilot should take the following actions: 5.3 PROCEDURES FOR STRATEGIC
a. comply with the ATC clearance issued; or LATERAL OFFSETS IN OCEANIC
b. advise ATC of intentions and execute the proce- AND REMOTE CONTINENTAL
dures detailed as follows: AIRSPACE
NOTE 1: Annex 2, 3.6.2.1.1 requires authorization
Actions To Be Taken If A Revised ATC
for the application of strategic lateral offsets from
Clearance Cannot Be Obtained
the appropriate ATS authority responsible for the
NOTE: The provisions of this section apply to situa- airspace concerned.
tions where a pilot needs to exercise the authority of
NOTE 2: The following incorporates lateral offset pro-
a pilot-in-command under the provisions of Annex 2,
cedures for both the mitigation of the increasing lat-
2.3.1.
eral overlap probability due to increased navigation
If the aircraft is required to deviate from track to avoid accuracy, and wake turbulence encounters.
adverse meteorological conditions and prior clear-
NOTE 3: The use of highly accurate navigation sys-
ance cannot be obtained, an ATC clearance shall be
tems (such as the global navigation satellite system
obtained at the earliest possible time. Until an ATC
(GNSS)) by an increasing proportion of the aircraft
clearance is received, the pilot shall take the follow-
population has had the effect of reducing the mag-
ing actions:
nitude of lateral deviations from the route center line
a. if possible, deviate away from an organized track and, consequently, increasing the probability of a col-
or route system; lision, should a loss of vertical separation between
aircraft on the same route occur.

The following shall be taken into account by the where such offsets have been authorized by the
appropriate. ATS authority when authorizing the use appropriate ATS authority and when the aircraft is
of strategic lateral offsets in a particular airspace: equipped with automatic offset tracking capability.
a. strategic lateral offsets shall only be autho- The strategic lateral offset shall be established at a
rized in enroute oceanic or remote continental distance of 1.85km (1 NM) or 3.7km (2 NM) to the
airspace. Where part of the airspace in ques- right of the center line relative to the direction of flight.
tion is within radar coverage, transiting aircraft
NOTE 1: Pilots may contact other aircraft on the inter-
should normally be allowed to initiate or con-
pilot air-to-air frequency 123.45 MHz to coordinate
tinue offset tracking;
offsets.
b. strategic lateral offsets may be authorized for the
NOTE 2: The strategic lateral offset procedure has
following types of routes (including where routes
been designed to include offsets to mitigate the
or route systems intersect):
effects of wake turbulence of preceding aircraft. If
1. uni-directional and bi-directional routes; wake turbulence needs to be avoided, one of the
and three available options (center line, 1.85km (1 NM)
2. parallel route systems where the spacing or 3.7km (2 NM) right offset) may be used.
between route center lines is not less than NOTE 3: Pilots are not required to inform ATC that a
55.5km (30 NM); strategic lateral offset is being applied.
c. in some instances it may be necessary to
impose restrictions on the use of strategic lat- 6 GUIDANCE FOR PILOTS AND
eral offsets, e.g. where their application may CONTROLLERS FOR ACTIONS
be inappropriate for reasons related to obstacle IN THE EVENT OF AIRCRAFT
clearance;
SYSTEM MALFUNCTION OR
d. strategic lateral offset procedures should be
implemented on a regional basis after coordi-
TURBULENCE GREATER
nation between all States involved; THAN MODERATE
e. the routes or airspace where application of 6.1 CONTINGENCY SCENARIOS
strategic lateral offsets is authorized, and the The following paragraphs summarize pilot action to
procedures to be followed by pilots, shall be mitigate the potential for conflict with other aircraft
promulgated in aeronautical information publi- in certain contingency situations. They should be
cations (AIPs); and reviewed in conjunction with the expanded contin-
f. air traffic controllers shall be made aware of the gency scenarios which contain additional technical
airspace within which strategic lateral offsets are and operational details.
authorized.
The decision to apply a strategic lateral offset shall
be the responsibility of the flight crew. The flight crew
shall only apply strategic lateral offsets in airspace
Scenario 1: The pilot is: (a) unsure of the vertical position of the aircraft due to the loss or
degradation of all primary altimetry systems, or (b) unsure of the capability to maintain cleared
flight level (CFL) due to turbulence or loss of all automatic altitude control systems.
The Pilot should: ATC can be expected to:
Maintain CFL while evaluating the situation;
Watch for conflicting traffic both visually and by
reference to ACAS, if equipped;
If considered necessary, alert nearby aircraft by
(a) making maximum use of exterior lights;
(b) broadcasting position, FL, and intentions on
121.5 MHz (as a backup, the VHF inter-pilot
air-to-air frequency, 123.45 MHz, may be used).
q$z

Scenario 1: The pilot is: (a) unsure of the vertical position of the aircraft due to the loss or degradation
of all primary altimetry systems, or (b) unsure of the capability to maintain cleared flight level
(CFL) due to turbulence or loss of all automatic altitude control systems. (continued)
Notify ATC of the situation and intended course of Obtain the pilot’s intentions and pass essential traffic
action. Possible courses of action include: information.
(a) maintaining the CFL and route provided that ATC (a) If the pilot intends to continue in RVSM
can provide lateral, longitudinal or conventional airspace, access traffic situation to determine
vertical separation. if the aircraft can be accommodated through
the provision of lateral, longitudinal, or
conventional vertical separation; and, if so,
apply the appropriate minimum.
(b) requesting ATC clearance to climb above or (b) If the pilot requests clearance to exit RVSM
descend below RVSM airspace if the aircraft airspace, accommodate expeditiously, if
cannot maintain CFL and ATC cannot establish possible.
adequate separation form other aircraft. (c) If adequate separation cannot be established
and it is not possible to comply with the pilot’s
request for clearance to exit RVSM airspace,
advise the pilot of essential traffic information,
notify other aircraft in the vicinity and continue
to monitor the situation.
Notify adjoining ATC facilities/sectors of the situation.
Scenario 2: There is a failure or loss of accuracy of one primary altimetry system (e.g.,
greater than 200 feet difference between primary altimeters).
The Pilot should:
Cross check standby altimeter, confirm the accuracy
of a primary altimeter system and notify ATC of the
loss of redundancy. If unable to confirm primary
altimeter system accuracy, follow pilot actions listed in
the preceding scenario.
6.2 EXPANDED EQUIPMENT FAILURE

AND TURBULENCE ENCOUNTER
SCENARIOS
Operators may consider this material for use in train-
ing programs.

Scenario 1: All automatic altitude control systems fail (e.g., Automatic Altitude Hold)
Initially
Maintain CFL
Evaluate the aircraft’s capability to maintain altitude
through manual control.
Subsequently
reference to ACAS, if equipped.
Notify ATC of the situation and intended course of
action. Possible courses of action include:
(a) maintaining the CFL and route provided that the (a) If the pilot intends to continue in RVSM airspace,
aircraft can maintain level. access traffic situation to determine if the aircraft
can be accommodated through the provision
of lateral, longitudinal, or conventional vertical
separation; and, if so, apply the appropriate
minimum.
descend below RVSM airspace if the aircraft airspace, accommodate expeditiously, if
cannot maintain CFL and ATC cannot establish possible.
lateral, longitudinal or conventional vertical (c) If adequate separation cannot be established
separation. and it is not possible to comply with the pilot’s
Scenario 2: Loss of redundancy in primary altimetry systems

If the remaining altimetry system is functioning Acknowledge the situation and continue to monitor
normally, couple that system to the automatic altitude progress.
control system, notify ATC of the loss of redundancy
and maintain vigilance of altitude keeping.
Scenario 3: All primary altimetry systems are considered unreliable or fail

Maintain CFL by reference to the standby altimeter (if
the aircraft is so equipped).
Alert nearby aircraft by:
Consider declaring an emergency. Notify ATC of Obtain pilot’s intentions, and pass essential traffic
the failure and intended course of action. Possible information.
courses of action include:

23 JAN 09 AIR TRAFFIC CONTROL P-9
Scenario 3: All primary altimetry systems are considered unreliable or fail (continued)
(a) maintaining CFL and route provided that ATC (a) If the pilot intends to continue in RVSM airspace,
can provide lateral, longitudinal or conventional assess traffic situation to determine if the aircraft
vertical separation. can be accommodated through the provision
of lateral, longitudinal, or conventional vertical
minimum.
descend below RVSM airspace if ATC cannot airspace, accommodate expeditiously, if
establish adequate separation from other possible.
aircraft.
(c) If adequate separation cannot be established
and it is not possible to comply with the pilot’s
Scenario 4: The primary altimeters diverge by more than 200 ft (60m)

The Pilot should:
Attempt to determine the defective system through
established trouble-shooting procedures and/or
comparing the primary altimeter displace to the
standby altimeter (as corrected by the correction
cards, if required).
If the defective system can be determined, couple the
functioning altimeter system to the altitude-keeping
device.
If the defective system cannot be determined, follow
the guidance in Scenario 3 for failure or unreliable
altimeter indications of all primary altimeters.
Scenario 5: Turbulence (greater than moderate) which the pilot believes will impact
the aircraft’s capability to maintain flight level
Subsequently
reference to ACAS, if equipped.
Notify ATC of the situation and intended course of
action. Possible courses of action include:
(a) maintaining CFL and route ATC can provide (a) Assess traffic situation to determine if the aircraft
lateral, longitudinal or conventional vertical can be accommodated through the provision
separation. of lateral, longitudinal, or conventional vertical
minimum.
(b) requesting flight level change, if necessary. (b) If unable to provide adequate separation, advise
the pilot of essential traffic information and
request pilot’s intentions.
(c) Notify other aircraft in the vicinity and monitor
the situation.

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23 JAN 09 AIR TRAFFIC CONTROL P-1

REDUCED VERTICAL SEPARATION MINIMUM (RVSM) PACIFIC REGION

1.4 ACAS II AND TRANSPONDER 3.2 PROCEDURES FOR OPERATION OF

© JEPPESEN, 2002, 2009. ALL RIGHTS RESERVED.

REDUCED VERTICAL SEPARATION MINIMUM (RVSM) PACIFIC REGION

© JEPPESEN, 2002, 2009. ALL RIGHTS RESERVED.

4.2 COORDINATION BETWEEN

© JEPPESEN, 2002, 2010. ALL RIGHTS RESERVED.

REDUCED VERTICAL SEPARATION MINIMUM (RVSM) PACIFIC REGION

© JEPPESEN, 2002, 2010. ALL RIGHTS RESERVED.

© JEPPESEN, 2002, 2010. ALL RIGHTS RESERVED.

REDUCED VERTICAL SEPARATION MINIMUM (RVSM) PACIFIC REGION

© JEPPESEN, 2002, 2010. ALL RIGHTS RESERVED.

6.2 EXPANDED EQUIPMENT FAILURE

© JEPPESEN, 2002, 2010. ALL RIGHTS RESERVED.

REDUCED VERTICAL SEPARATION MINIMUM (RVSM) PACIFIC REGION

Scenario 2: Loss of redundancy in primary altimetry systems

Scenario 3: All primary altimetry systems are considered unreliable or fail

© JEPPESEN, 2002, 2010. ALL RIGHTS RESERVED.

Scenario 4: The primary altimeters diverge by more than 200 ft (60m)

© JEPPESEN, 2002, 2009. ALL RIGHTS RESERVED.

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