> **Revision Sept. 1, 2005**

**[GEN04009]{.underline}**

**[Operational Policy/Procedures For RVSM In the]{.underline}**

**[Domestic U.S., Alaska, Offshore Airspace and the San Juan
FIR]{.underline}**

**[Revisions to November 24, 2004 Edition]{.underline}**

**GEN04009 Revisions Effective Sept. 1, 2005.** This GEN04009 revision
contains new aircraft equipment suffixes for FAA Flight Plans that are
effective September 1. The suffixes indicate Advanced RNAV and RVSM
capability. **See paragraph d and the attachment.**

**Explanation/Effective Date.** The operational policy and procedures
for Reduced Vertical Separation Minimum (RVSM) contained in this notice
were effective as of

January 20, 2005 at 0901 UTC. Paragraph "a." (Applicability and RVSM
Mandate) discusses their applicability in the airspace of the lower 48
states, Alaska, the

San Juan FIR and Atlantic and Gulf of Mexico High Offshore Airspace.
This revised notice is posted in the Domestic/International NOTAM book
under Part 4 (Graphic Notices).

**Coordination/Distribution.** To harmonize North American RVSM
policy/procedures to the maximum extent possible, the material has been
coordinated with Canadian and Mexican authorities. During the review
process, the FAA received comment on the material from FAA organizations
and from industry. The notice has been distributed to FAA organizations
and industry and posted on the RVSM Documentation Webpage. (See
paragraph c 2). The material will be published in the August 4, 2005
edition of the Aeronautical Information Manual (AIM).

**Paragraph Revisions.** Paragraphs containing revisions are marked with
a line in the left hand border.

**Separate Notices With Information On RVSM Operations In the Gulf of
Mexico and Oceanic Airspace In the West Atlantic Route System (WATRS)
and the**

**San Juan FIR.** On November 25, 2004 two other notices were published.
One updated and replaced the 7/13/01 notice on WATRS RVSM operations.
The other provides additional information on RVSM operations and the
Strategic Lateral Offset Procedure in Gulf of Mexico operations. The
notices are posted on the RVSM Documentation Webpage under "Area of
Operations Specific Information and Operational Policy/Procedures".

**[Table of Contents]{.underline}**. The following is a list of the
major paragraphs in this notice:

> [Page]{.underline}
>
> a\. Applicability and RVSM Mandate: Date/Time and Area...........3
>
> b\. Flight Level Orientation
> Scheme.........................................4
>
> c\. Aircraft and Operator Approval Policy/Procedures,
>
> Monitoring and Approvals Databases...................................4
>
> **[Table of Contents (cont.)]{.underline}**
>
> d\. Flight Planning Into DRVSM
> Airspace..................................6
>
> e\. Pilot RVSM Operating Practices and Procedures....................8
>
> f\. Guidance on Mountain Wave Activity (MWA) and Severe
>
> Turbulence.....................................................................8
>
> g\. Guidance on Wake
> Turbulence.......................................\...10
>
> h\. Pilot/Controller
> Phraseology..............................................12
>
> i\. Contingency Actions: Weather Encounters and Aircraft
>
> System
> Failures..............................................................13
>
> j\. Policy/Procedures for Accommodation of Non-RVSM
> Aircraft..........................................................................15

k.  Non-RVSM Aircraft Requesting Climb/Descent Through RVSM Flight
    Levels (Without Intermediate Level off) To/From Flight levels Above
    RVSM Airspace.....................................................17

> Attachment
>
> (FAA Flight Plan Aircraft Suffixes: Effective Sept. 1,
> 2005)............\...18

a\. APPLICABILITY AND RVSM MANDATE (DATE/TIME AND AREA)

1\. Applicability. The policies, guidance and direction in this notice
apply to RVSM operations in the airspace over the lower 48 states,
Alaska, Atlantic and Gulf Of Mexico High Offshore Airspace and airspace
in the San Juan FIR where VHF or UHF voice direct controller-pilot
communication (DCPC) is normally available. Policies, guidance and
direction for RVSM operations in oceanic airspace where VHF or UHF voice
DCPC is not available and the airspace of other countries are posted on
the FAA "RVSM Documentation" Webpage described in paragraph c 2.

2\. Mandate. At 0901 UTC on January 20, 2005, the FAA implemented RVSM
between flight level (FL) 290-410 (inclusive) in the following airspace:
the airspace of the lower 48 states of the United States, Alaska,
Atlantic and Gulf of Mexico High Offshore Airspace and the San Juan FIR.
(A chart showing the location of Offshore airspace is posted on the
DRVSM Webpage. See paragraph c 2). On the same time and date, RVSM was
also introduced into the adjoining airspace of Canada and Mexico to
provide a seamless environment for aircraft traversing those borders. In
addition, RVSM was implemented on the same date in the Caribbean and
South American regions.

3\. RVSM Authorization. In accordance with Title 14 of the Code of
Federal Regulations

(14 CFR) Section 91.180, with only limited exceptions, prior to
operating in RVSM airspace, operators and aircraft must have received
RVSM authorization from the responsible civil aviation authority. (See
paragraph c). If the operator or aircraft or both have not been
authorized for RVSM operations, the aircraft will be referred to as a
"Non-RVSM" aircraft. Paragraph j discusses ATC policies for
accommodation of Non-RVSM aircraft flown by the Department of Defense,
Air Ambulance (Lifeguard) operators, foreign State governments and
aircraft flown for certification and development. Paragraph k contains
policies for Non-RVSM aircraft climbing and descending through RVSM
airspace to/from flight levels above RVSM airspace.

4\. Benefits. DRVSM enhances ATC flexibility, mitigates conflict points,
enhances sector throughput, reduces controller workload and enables
crossing traffic. Operators gain fuel savings and operating efficiency
benefits by flying at more fuel efficient flight levels and on more user
preferred routings.

**b. FLIGHT LEVEL ORIENTATION SCHEME**

1\. Altitude assignments for direction of flight follow a scheme of odd
altitude assignment for magnetic courses 000-179 degrees and even
altitudes for magnetic courses 180-359 degrees for

flights up to and including FL410, as indicated in the
![](media/image1.wmf){width="3.2118055555555554in"
height="2.7090277777777776in"}chart below.

***[RVSM Note:]{.underline}***

***Odd Flight Levels: Magnetic Course 000-179 Degrees***

***Even Flight Levels: Magnetic Course 180-359 Degrees***

**c. AIRCRAFT AND OPERATOR APPROVAL POLICY/PROCEDURES, RVSM MONITORING
AND DATABASES FOR AIRCRAFT AND OPERATOR APPROVAL**

1\. **RVSM Authority.** 14 CFR Section 91.180 applies to RVSM operations
within the U.S. Section 91.706 applies to RVSM operations outside the
U.S. Both sections require that the operator obtain authorization prior
to operating in RVSM airspace. Section 91.180 requires that, prior to
conducting RVSM operations within the U.S., the operator obtain
authorization from the FAA or from the responsible authority, as
appropriate. In addition, it requires that the operator and the
operator's aircraft comply with the standards of part 91 Appendix G
(Operations in RVSM Airspace).

2\. **Sources Of Information.** The FAA RVSM Website Homepage can be
accessed at: www.faa.gov/ats/ato/rvsm1.htm. The "RVSM Documentation*"*
and "Domestic RVSM" webpages are linked to the RVSM Homepage. "RVSM
Documentation" contains guidance and direction for an operator to obtain
aircraft and operator approval to conduct RVSM operations. It provides
information for DRVSM and oceanic and international RVSM airspace. It is
recommended that operators planning to operate in Domestic U.S. RVSM
airspace first review the following documents to orient themselves to
the approval process.

\(a\) Under "Area of Operations Specific Information", the document,
"Basic Operator Information on DRVSM Programs", provides an overview of
the DRVSM program and the related aircraft and operator approval
programs.

\(b\) In the "Getting Started" section, review the "RVSM Approval
Checklist -- US Operators" or "RVSM Approval Checklist -- Non-US
Operators" (as applicable). These are job aids or check lists that show
aircraft/operator approval process events with references to related
RVSM documents published on the website.

\(c\) Under "Documents Applicable to All RVSM Approvals", review "RVSM
Area New to the Operator". This document provides a guide for operators
that are conducting RVSM operations in one or more areas of operation,
but are planning to conduct RVSM operations in an area where they have
not previously conducted RVSM operations, such as the U.S.

3\. **TCAS Equipage.** TCAS equipage requirements are contained in 14
CFR sections 121.356, 125.224, 129.18 and 135.189. Part 91 Appendix G
does not contain TCAS equipage requirements specific to RVSM, however,
Appendix G does require that aircraft equipped with TCAS II and flown in
RVSM airspace be modified to incorporate TCAS II Version 7.0 or a later
version.

4\. **Aircraft Monitoring.** Operators are required to participate in
the RVSM aircraft monitoring program. The "Monitoring Requirements and
Procedures" section of the RVSM Documentation Webpage contains policies
and procedures for participation in the monitoring program. Ground-based
and GPS-based monitoring systems are available for the Domestic RVSM
program. Monitoring is a quality control program that enables the FAA
and other civil aviation authorities to assess the in-service
altitude-keeping performance of aircraft and operators.

5\. **Registration On RVSM Approvals Databases.** The "Registration on
RVSM Approvals Database" section of the RVSM Documentation Webpage
provides policies/procedures for operator and aircraft registration on
RVSM approvals databases.

\(a\) **Purpose of RVSM Approvals Databases.** ATC does
**[not]{.underline}** use RVSM approvals databases to determine whether
or not a clearance can be issued into RVSM airspace. RVSM program
managers do regularly review the operators and aircraft that operate in
RVSM airspace to identify and investigate those aircraft and operators
flying in RVSM airspace, but not listed on the RVSM approvals databases.

\(b\) **Registration of U.S. Operators.** When U.S. operators and
aircraft are granted RVSM authority, the FAA Flight Standards office
will make an input to the FAA Program Tracking and Reporting Subsystem
(PTRS). The Separation Standards Group at the FAA Technical Center
obtains PTRS operator and aircraft information to update the FAA
maintained U.S. Operator/Aircraft RVSM Approvals Database. Basic
database operator and aircraft information can be viewed on the RVSM
Documentation Webpage by clicking on the appropriate database icon.

\(c\) **Registration of Non-U.S. Operators.** Non-U.S. operators can
find policy/procedures for registration on the North American Approvals
Registry and Monitoring Organization (NAARMO) database in the
"Registration on RVSM Approvals Database" section of RVSM Documentation.

**d. FLIGHT PLANNING INTO DRVSM AIRSPACE**

1\. **Operators that do not file the correct aircraft equipment suffix
on the FAA or ICAO Flight Plan may be denied clearance into RVSM
airspace.** Policies for the FAA Flight Plan (FAA Form 7233-1) are
detailed in paragraph d.3 below. Policies for the ICAO Flight Plan are
detailed in d.4.

2\. **[Aircraft Equipment Suffix Table Revisions.]{.underline}**
**[Effective September 1, 2005,]{.underline}** when filing an FAA Flight
Plan, operators will use a new set of aircraft equipment suffixes.
Either "/J", "/K", "/L" or a newly defined "/Q" will be filed to
indicate Advanced RNAV and RVSM capabilities. "/W" will continue to
indicate RVSM capability only. The revised equipment suffix table is
attached to this notice and was published in the August 4, 2005 edition
of the AIM.

\(a\) **[Equipment Suffix Definition Changes.]{.underline}** The
September 1 table also contains significant changes to the definitions
of "/E", "/F" and "/Q". See the attachment to this Notice.

\(b\) The September 1, 2005 change will mark the fourth and final phase
of a plan announced in October 2004 to enable operators to better
indicate Advanced RNAV and RVSM capabilities using aircraft equipment
suffixes. Phase 3 was implemented on January 20 to coincide with RVSM
implementation in the domestic U.S.

3\. **Policies for Use of the FAA Flight Plan Equipment Suffix.**

a\. Operators can only file one equipment suffix in block 3 of the FAA
Flight Plan. Only this equipment suffix is displayed directly to the
controller.

b\. All operators/aircraft that are RVSM-compliant are
**[required]{.underline}** to file "/J", "/K", "L", "/Q" or "/W", as
appropriate, in the FAA Flight Plan for flights between flight level
(FL) 290-410, inclusive. This includes operators filing through DUATS
and Flight Service Stations.

c\. **Flights To/From Hawaii.** The aircraft equipment suffixes
published in the AIM and in the attachment to this notice are
**[not]{.underline}** applicable to the FAA International Flight plan
(FAA Form 7233-4). The FAA International Flight Plan
**[or]{.underline}** an ICAO Flight Plan must be filed for flights
to/from Hawaii. See page 2 of the attachment for more detail.

d\. If the operator or aircraft has [not]{.underline} been authorized to
conduct RVSM operations, an equipment suffix indicating RVSM capability
will [not]{.underline} be filed. This is in accordance with 14 CFR Part
91 Appendix G, Section 4. The appropriate equipment suffix from the
Aircraft Equipment Suffix Table will be filed instead.

e\. **Aircraft with RNAV Capability.** For flight in RVSM airspace,
aircraft with RNAV and RVSM capability, but not "Advanced RNAV"
capability, will file "/W". Filing "/W" will not preclude such aircraft
from filing direct routes in enroute airspace.

4\. **Policy for ICAO Flight Plan Equipment Suffixes.**

\(a\) Operators/aircraft that are RVSM-compliant that file ICAO flight
plans will continue to file letter "W" in block 10 (Equipment) to
indicate RVSM authorization [and]{.underline} will also file the
appropriate ICAO Flight Plan suffixes to indicate navigation and
communication capabilities. **"/Q" is not an authorized ICAO equipment
suffix and will not be filed in an ICAO flight plan.**

\(b\) Operators/aircraft that file ICAO flight plans that include flight
in Domestic U.S. RVSM airspace must file letter "W" in block 10 to
indicate RVSM authorization.

5\. **Importance of Flight Plan Equipment Suffixes.** The operator must
file the appropriate equipment suffix in the equipment block of the FAA
Flight Plan (FAA Form 7233-1) [or]{.underline} the ICAO Flight Plan. The
equipment suffix informs ATC:

-   Whether or not the operator and aircraft are authorized to fly in
    RVSM airspace

-   The navigation and/or transponder capability of the aircraft (e.g.,
    Advanced RNAV, Transponder with Mode C)

**Significant ATC uses of the flight plan equipment suffix information
are:**

-   To issue or deny clearance into RVSM airspace

-   To apply a 2,000 foot vertical separation minimum in RVSM airspace
    to aircraft that are [not]{.underline} authorized for RVSM, but
    [are]{.underline} in one of the limited categories that the FAA has
    agreed to accommodate. (See paragraphs j and k for policy on limited
    operation of unapproved aircraft in RVSM airspace).

-   To determine if the aircraft has "Advanced RNAV" capabilities and
    can be cleared to fly procedures for which that capability is
    required.

**e. PILOT RVSM OPERATING PRACTICES AND PROCEDURES**

1\. **RVSM Mandate.** If either the operator or the aircraft or both
have not received RVSM authorization (Non-RVSM aircraft), the pilot will
neither request nor accept a clearance into RVSM airspace unless:

\(a\) The flight is conducted by a Non-RVSM DoD, Lifeguard,
certification/development or foreign State (government) aircraft in
accordance with paragraph j.

\(b\) The pilot intends to climb to or descend from FL 430 or above in
accordance with

paragraph k.

\(c\) An emergency situation exists.

2\. **Basic RVSM Operating Practices And Procedures.** Appendix 4 of
Guidance

91-RVSM contains pilot practices and procedures for RVSM. Operators must
incorporate Appendix 4 practices and procedures, as supplemented by the
applicable paragraphs of this notice, into operator training or pilot
knowledge programs and operator documents containing RVSM operational
policies. Guidance 91-RVSM is published on the RVSM Documentation
Webpage under "Documents Applicable to All RVSM Approvals".

3\. Appendix 4 contains practices and procedures for flight planning,
preflight procedures at the aircraft, procedures prior to RVSM airspace
entry, in-flight (enroute) procedures, contingency procedures and post
flight.

4\. The paragraphs below either clarify or supplement Appendix 4
practices and procedures.

**f. Guidance on Severe Turbulence and Mountain Wave Activity (MWA)**

1\. Introduction/Explanation

\(a\) The information and practices in this paragraph are provided to
emphasize to pilots and controllers the importance of taking appropriate
action in RVSM airspace when aircraft experience severe turbulence
and/or MWA that is of sufficient magnitude to significantly affect
altitude-keeping

\(b\) Severe Turbulence. Severe turbulence causes large, abrupt changes
in altitude and/or attitude usually accompanied by large variations in
indicated airspeed. Aircraft may be momentarily out of control.
Encounters with severe turbulence must be remedied immediately in any
phase of flight. Severe turbulence may be associated with MWA.

(c) Mountain Wave Activity (MWA).

\(1\) Significant MWA occurs both below and above the floor of RVSM
airspace, FL 290. MWA often occurs in western states in the vicinity of
mountain ranges. It may occur when strong winds blow perpendicular to
mountain ranges resulting in up and down or wave motions in the
atmosphere. Wave action can produce altitude excursions and airspeed
fluctuations accompanied by only [light turbulence.]{.underline} With
sufficient amplitude, however, wave action can induce altitude and
airspeed fluctuations accompanied by [severe turbulence.]{.underline}
MWA is difficult to forecast and can be highly localized and short
lived.

\(2\) Wave activity is not necessarily limited to the vicinity of
mountain ranges. Pilots experiencing wave activity anywhere that
significantly affects altitude-keeping can follow the guidance provided
below.

##### (3) In-flight MWA Indicators (Including Turbulence). Indicators that the aircraft is being subjected to MWA are:

##### Altitude excursions and/or airspeed fluctuations [with or without]{.underline} associated turbulence

##### Pitch and trim changes required to maintain altitude with accompanying airspeed fluctuations.

-   Light to Severe Turbulence depending on the magnitude of the MWA.

\(d\) Priority for Controller Application of Merging Target Procedures.

\(1\) Explanation of Merging Target Procedures. As described in
paragraph 3 below, ATC will use "merging target procedures" to mitigate
the effects of both severe turbulence and MWA. The procedures in
paragraph 3 have been adapted from [existing procedures]{.underline}
published in FAA Order 7110.65, paragraph 5-1-8 (Merging Target
Procedures). Paragraph 5-1-8 calls for enroute controllers to advise
pilots of potential traffic that they perceive may fly directly above or
below his/her aircraft at minimum vertical separation. In response,
pilots are given the option of requesting a radar vector to ensure their
radar target will not merge or overlap with the traffic's radar target.
[]{.mark}

[]{.mark}

\(2\) The provision of "merging target procedures" to mitigate the
effects of severe turbulence and/or MWA is not optional for the
controller, but rather is a priority responsibility. Pilot requests for
vectors for traffic avoidance when encountering MWA or pilot reports of
"Unable RVSM due turbulence or MWA" are considered first priority
aircraft separation and sequencing responsibilities. (FAA Order 7110.65,
paragraph 2-1-2 states that the controller's first priority is to
separate aircraft and issue safety alerts).

\(3\) Explanation of the term "traffic permitting". The contingency
actions for MWA and severe turbulence detailed in paragraph "i", state
that the controller will "vector aircraft to avoid merging targets with
traffic at adjacent flight levels, traffic permitting." The term
"traffic permitting" is not intended to imply that merging target
procedures are not a priority duty. The term is intended to recognize
that, as stated in FAA Order 7110.65, paragraph 2-1-2, there are
circumstances when the controller is required to perform more than one
action and must "exercise their best judgment based on the facts and
circumstances known to them" to prioritize their actions. Further
direction given is: "That action which is most critical from a safety
standpoint is performed first."

\(e\) **TCAS Sensitivity.** For both MWA and severe turbulence
encounters in RVSM airspace, an additional concern is the sensitivity of
collision avoidance systems when one or both aircraft operating in close
proximity receive TCAS advisories in response to disruptions in altitude
hold capability.

##### 2. Pre-flight tools. Sources of observed and forecast information that can help the pilot ascertain the possibility of MWA or severe turbulence are: Forecast Winds and Temperatures Aloft (FD), Area Forecast (FA), SIGMETS and PIREPS.

3\. Pilot Actions When Encountering Weather (e.g., Severe Turbulence or
MWA)

\(a\) **Weather Encounters Inducing Altitude Deviations of Approximately
200 feet.** When the pilot experiences weather induced altitude
deviations of approximately 200 feet, the pilot will contact ATC and
state "Unable RVSM Due (state reason) (e.g., turbulence, mountain wave).
See contingency actions in paragraph i.

\(b\) **Severe Turbulence (including that associated with MWA).** When
pilots encounter severe turbulence, they should contact ATC and report
the situation. **Until the pilot reports clear of severe turbulence, the
controller will apply merging target vectors to one or both passing
aircraft to prevent their targets from merging:**

> Pilot: Yankee 123, FL 310, unable RVSM due severe turbulence.
>
> Controller: Yankee 123, fly heading 290; traffic twelve o'clock, 10
> miles, opposite direction; eastbound MD-80 at FL 320; *(or the
> controller may issue a vector to the*
>
> *MD-80 traffic to avoid Yankee 123)*

\(c\) **MWA.** When pilots encounter MWA, they should contact ATC and
report the magnitude and location of the wave activity. When a
controller makes a merging targets traffic call, the pilot may request a
vector to avoid flying directly over or under the traffic. **In
situations where the pilot is experiencing altitude deviations of 200
feet or greater, the pilot will request a vector to avoid traffic. Until
the pilot reports clear of MWA, the controller will apply merging target
vectors to one or both passing aircraft to prevent their targets from
merging:**

> Pilot: Yankee 123, FL 310, unable RVSM due mountain wave.
>
> Controller: Yankee 123, fly heading 290; traffic twelve o'clock, 10
> miles, opposite direction; eastbound MD-80 at FL 320; *(or the
> controller may issue a vector to the*
>
> *MD-80 traffic to avoid Yankee 123)*

\(d\) **FL Change or Re-route.** To leave airspace where MWA or severe
turbulence is being encountered, the pilot may request a FL change
and/or reroute, if necessary.

**g. GUIDANCE ON WAKE TURBULENCE**

1\. Pilots should be aware of the potential for wake turbulence
encounters following DRVSM implementation. Experience gained since 1997,
however, has shown that such encounters in RVSM airspace are generally
moderate or less in magnitude.

2\. It is anticipated that, in DRVSM airspace, wake turbulence
experience will mirror European RVSM experience gained since January
2002. European authorities have found that reports of wake turbulence
encounters had not increased significantly since RVSM implementation
(eight versus seven reports in a ten month period). In addition, they
found that reported wake turbulence was generally similar to moderate
clear air turbulence.

3\. Pilot Action To Mitigate Wake Turbulence Encounters.

\(a\) Pilots should be alert for wake turbulence when operating:

\(1\) In the vicinity of aircraft climbing or descending through their
altitude.

\(2\) [Approximately]{.underline} 10-30 miles after passing 1,000 feet
below opposite direction

traffic.

\(3\) [Approximately]{.underline} 10-30 miles behind and 1,000 below
same-direction traffic.

\(b\) Pilots encountering or anticipating wake turbulence in DRVSM
airspace have the option of requesting a vector, FL change or if
capable, a lateral offset.

*NOTE 1. Offsets of approximately a wing span upwind generally can move
the aircraft out of the immediate vicinity of another aircraft's wake
vortex.*

*NOTE 2. In domestic U.S. airspace, pilots must request clearance to fly
a lateral offset. Strategic lateral offsets flown in oceanic airspace do
not apply.*

4\. The FAA will track wake turbulence events as an element of its post
implementation program. The FAA will advertise wake turbulence reporting
procedures to the operator community and publish reporting procedures on
the RVSM Documentation Webpage. (See address in

paragraph c. 2).

**h. PILOT/CONTROLLER PHRASEOLOGY**

Figure 1 shows standard phraseology that pilots and controllers will use
to communicate in DRVSM operations.

**[FIGURE 1]{.underline}**

**[Standard Phraseology for DRVSM Operations]{.underline}**

+-----------------------------------+-----------------------------------+
| # Message                         | # Phraseology                     |
+-----------------------------------+-----------------------------------+
| For a controller to ascertain the | (call sign) confirm RVSM approved |
| RVSM approval status of an        |                                   |
| aircraft:                         |                                   |
+-----------------------------------+-----------------------------------+
| Pilot indication that flight is   | ## Affirm RVSM                    |
| RVSM approved                     |                                   |
+-----------------------------------+-----------------------------------+
| Pilot will report lack of RVSM    | ## Negativ                        |
| approval                          | e RVSM, (supplementary informatio |
|                                   | n, e.g., "Certification flight"). |
| (Non-RVSM status):                |                                   |
|                                   |                                   |
| a\. On the initial call on any    |                                   |
| frequency in the RVSM airspace    |                                   |
| and...                            |                                   |
|                                   |                                   |
| b\. In all requests for flight    |                                   |
| level changes pertaining to       |                                   |
| flight levels within the RVSM     |                                   |
| airspace and...                   |                                   |
|                                   |                                   |
| c\. In all read-backs to flight   |                                   |
| level clearances pertaining to    |                                   |
| flight levels within the RVSM     |                                   |
| airspace and...                   |                                   |
|                                   |                                   |
| d\. In read back of flight level  |                                   |
| clearances involving climb and    |                                   |
| descent through RVSM airspace     |                                   |
|                                   |                                   |
| (FL290-410)                       |                                   |
+-----------------------------------+-----------------------------------+
| Pilot report of one of the        | ## Unable RVSM Due Equipment      |
| following after entry into RVSM   |                                   |
| airspace: all primary altimeters, |                                   |
| automatic altitude control        |                                   |
| systems or altitude alerters have |                                   |
| failed. (See paragraph i ).       |                                   |
|                                   |                                   |
| (*This phrase is to be used to    |                                   |
| convey both the initial           |                                   |
| indication of RVSM aircraft       |                                   |
| system failure and on initial     |                                   |
| contact on all frequencies in     |                                   |
| RVSM airspace until the problem   |                                   |
| ceases to exist or the aircraft   |                                   |
| has exited RVSM airspace).*       |                                   |
+-----------------------------------+-----------------------------------+
| ATC denial of clearance into RVSM | ## Unable issue clearance into RV |
| airspace                          | SM airspace, maintain FL \_\_\_ . |
+-----------------------------------+-----------------------------------+
| Pilot reporting inability to      | Unable RVSM due (state reason)    |
| maintain cleared flight level due | (e.g., turbulence, mountain wave) |
| to weather encounter.             |                                   |
|                                   |                                   |
| (See paragraph i).                |                                   |
+-----------------------------------+-----------------------------------+
| ATC requesting pilot to confirm   | ## Confirm able to resume RVSM    |
| that an aircraft has regained     |                                   |
| RVSM-approved status or a pilot   |                                   |
| is ready to resume RVSM           |                                   |
+-----------------------------------+-----------------------------------+
| Pilot ready to resume RVSM after  | ## Ready to resume RVSM           |
| aircraft system or weather        |                                   |
| contingency                       |                                   |
+-----------------------------------+-----------------------------------+

**i. CONTINGENCY ACTIONS: WEATHER ENCOUNTERS AND AIRCRAFT SYSTEM
FAILURES**

Figure 2 provides pilot guidance on actions to take under certain
conditions of aircraft system failure and weather encounters. It also
describes the expected ATC controller actions in these situations. It is
recognized that the pilot and controller will use judgment to determine
the action most appropriate to any given situation.

**[FIGURE 2]{.underline}**

**[Contingency Actions: Weather Encounters and Aircraft System
Failures]{.underline}**

> **[Initial Pilot Actions in Contingency Situations]{.underline}**

+-----------------------------------------------------------------------+
| **Initial Pilot Actions when unable to maintain flight level (FL) or  |
| unsure of aircraft altitude-keeping capability:**                     |
+-----------------------------------------------------------------------+
| -   Notify ATC and request assistance as detailed below.              |
|                                                                       |
| -   Maintain cleared flight level, to the extent possible, while      |
|     evaluating the situation                                          |
|                                                                       |
| -   Watch for conflicting traffic both visually and by reference to   |
|     TCAS, if equipped                                                 |
|                                                                       |
| -   Alert nearby aircraft by illuminating exterior lights             |
|     (commensurate with aircraft limitations)                          |
+-----------------------------------------------------------------------+

######### Severe Turbulence and/or Mountain Wave Activity (MWA) Induced 

######### Altitude Deviations of Approximately 200 feet

######### 

+-----------------------------------+-----------------------------------+
| ######### Pilot will:             | ######### Controller will:        |
|                                   |                                   |
| -   When experiencing severe      | -   Vector aircraft to avoid      |
|     turbulence and/or MWA induced |     merging target with traffic   |
|     altitude deviations of        |     at adjacent flight levels,    |
|     approximately 200 feet or     |     traffic permitting            |
|     greater, pilot will contact   |                                   |
|     ATC and state "Unable RVSM    | -   Advise pilot of conflicting   |
|     Due (state reason)" (e.g.,    |     traffic                       |
|     turbulence, mountain wave)    |                                   |
|                                   | -   Issue FL change or re-route,  |
| -   If not issued by the          |     traffic permitting            |
|     controller, request vector    |                                   |
|     clear of traffic at adjacent  | -   Issue PIREP to other aircraft |
|     FL's                          |                                   |
|                                   | **Paragraph f (d) (3) explains    |
| -   If desired, request FL change | "traffic permitting."**           |
|     or re-route                   |                                   |
|                                   |                                   |
| -   Report location and magnitude |                                   |
|     of turbulence or MWA to ATC   |                                   |
|                                   |                                   |
| **See paragraph f for detailed    |                                   |
| guidance.**                       |                                   |
+-----------------------------------+-----------------------------------+

**[Mountain Wave Activity (MWA) Encounters -- General]{.underline}**

[Note:]{.underline} MWA encounters do not necessarily result in altitude
deviations on the order of 200 feet. The guidance below is intended to
address less significant MWA encounters.

+-----------------------------------+----------------------------------+
| **Pilot actions:**                | **Controller actions:**          |
|                                   |                                  |
| -   Contact ATC and report        | -   Advise pilot of conflicting  |
|     experiencing MWA              |     traffic at adjacent FL       |
|                                   |                                  |
| -   If so desired, pilot may      | -   If pilot requests, vector    |
|     request a FL change or        |     aircraft to avoid merging    |
|     re-route                      |     target with traffic at       |
|                                   |     adjacent RVSM flight levels, |
| -   Report location and magnitude |     traffic permitting           |
|     of MWA to ATC                 |                                  |
|                                   | -   Issue FL change or re-route, |
| **See paragraph f for guidance on |     traffic permitting           |
| MWA.**                            |                                  |
|                                   | -   Issue PIREP to other         |
|                                   |     aircraft                     |
|                                   |                                  |
|                                   | **Paragraph f (d) (3) explains   |
|                                   | "traffic permitting."**          |
+-----------------------------------+----------------------------------+

######### []{.mark}

**[Wake Turbulence Encounters]{.underline}**

+-----------------------------------+-----------------------------------+
| **Pilot should:**                 | **Controller should:**            |
|                                   |                                   |
| -   Contact ATC and request       | -   Issue vector, FL change or    |
|     vector, FL change or, if      |     lateral offset clearance,     |
|     capable, a lateral offset     |     traffic permitting            |
|                                   |                                   |
| **See paragraph g for guidance on | **Paragraph f(d)(3) explains      |
| wake turbulence.**                | "traffic permitting."**           |
+-----------------------------------+-----------------------------------+

**["Unable RVSM Due Equipment"]{.underline}**

**[Failure of Automatic Altitude Control System, Altitude Alerter or All
Primary Altimeters.]{.underline}**

+---------------------------------+------------------------------------+
| **Pilot will:**                 | **Controller will:**               |
|                                 |                                    |
| -   Contact ATC and state       | -   Provide 2,000 ft. vertical     |
|     "Unable RVSM Due Equipment" |     separation or appropriate      |
|                                 |     horizontal separation          |
| -   Request clearance out of    |                                    |
|     RVSM airspace unless        | -   Clear aircraft out of RVSM     |
|     operational situation       |     airspace unless operational    |
|     dictates otherwise          |     situation dictates otherwise   |
+---------------------------------+------------------------------------+

**[One Primary Altimeter Remains Operational.]{.underline}**

+---------------------------------+------------------------------------+
| **Pilot will:**                 | **Controller will:**               |
|                                 |                                    |
| -   Cross check stand-by        | -   Acknowledge operation with     |
|     altimeter                   |     single primary altimeter       |
|                                 |                                    |
| -   Notify ATC of operation     |                                    |
|     with single primary         |                                    |
|     altimeter                   |                                    |
|                                 |                                    |
| -   If unable to confirm        |                                    |
|     primary altimeter accuracy, |                                    |
|     follow actions for failure  |                                    |
|     of all primary altimeters   |                                    |
+---------------------------------+------------------------------------+

**[Transponder Failure]{.underline}**

+---------------------------------+------------------------------------+
| **Pilot will:**                 | **Controller will:**               |
|                                 |                                    |
| -   Contact ATC and request     | -   Consider request to continue   |
|     authority to continue to    |     to operate at cleared flight   |
|     operate at cleared flight   |     level                          |
|     level                       |                                    |
|                                 | -   Issue revised clearance, if    |
| -   Comply with revised ATC     |     necessary                      |
|     clearance, if issued        |                                    |
|                                 |                                    |
| [Note:]{.underline} Part 91     |                                    |
| Section 91.215 (ATC transponder |                                    |
| and altitude reporting          |                                    |
| equipment and use) regulates    |                                    |
| operation with the transponder  |                                    |
| inoperative.                    |                                    |
+---------------------------------+------------------------------------+

**j. PROCEDURES FOR ACCOMMODATION OF NON-RVSM AIRCRAFT**

1\. General Policies For Accommodation Of Non-RVSM Aircraft.

\(a\) The RVSM mandate calls for only RVSM authorized aircraft/operators
to fly in designated RVSM airspace with limited exceptions. The policies
detailed below are intended exclusively for use by aircraft that the FAA
has agreed to accommodate. They are not intended to provide other
operators a means to circumvent the normal RVSM approval process.

\(b\) If either the operator or aircraft or both have not been
authorized to conduct RVSM operations, the aircraft will be referred to
as a \"Non-RVSM\" aircraft. 14 CFR 91.180 and part 91 Appendix G enable
the FAA to authorize a deviation to operate a Non-RVSM aircraft in RVSM
airspace.

\(c\) Non-RVSM aircraft flights will be handled on a workload permitting
basis. The vertical separation standard applied between aircraft not
approved for RVSM and all other aircraft shall be 2,000 feet.

\(d\) **Required Pilot Calls. The pilot of Non-RVSM aircraft will inform
the controller of the lack of RVSM approval in accordance with the
direction provided in paragraph h (Pilot/Controller Phraseology).**

2\. Categories of Non-RVSM Aircraft That May Be Accommodated

\(a\) Subject to FAA approval and clearance, the following categories of
Non-RVSM aircraft may operate in Domestic U.S. RVSM airspace **provided
that they have an operational transponder:**

-   Department of Defense (DoD) aircraft

-   Flights conducted for aircraft certification and development
    purposes

-   Active Air Ambulance flights utilizing a \"Lifeguard\" call sign

-   Aircraft climbing/descending through RVSM flight levels (without
    intermediate level off) to/from FL\'s above RVSM airspace (Policies
    for these flights are detailed in paragraph k below)

-   Foreign State (government) aircraft

3\. Methods For Operators of Non-RVSM Aircraft To Request Access To RVSM
Airspace. **Effective May 12, 2005,** pre-coordinated conditional
approvals were eliminated. Operators may:

\(a\) [LOA/MOU.]{.underline} Enter into a Letter of Agreement (LOA)/
Memorandum of Understanding (MOU) with the RVSM facility (the Air
Traffic facility that provides air traffic services in RVSM airspace).
Operators must comply with LOA/MOU.

\(b\) [File-and-Fly.]{.underline} File a flight plan to notify the FAA
of their intention to request access to RVSM airspace.

**[Note:]{.underline}** Priority for access to RVSM airspace will be
afforded to RVSM compliant aircraft, then File-and-Fly flights.

\(c\) [DOD.]{.underline} Some DoD non-RVSM aircraft will be designated
as aircraft requiring special consideration. For coordination purposes
they will be referred to as STORM flights. DoD enters STORM flights on
the DoD Priority Mission website and notifies the departure RVSM
facility for flights that are within 60 minutes of departure.

[]{.mark}

*[**NOTE**:]{.underline} Special consideration will be afforded a STORM
flight; however, accommodation of any non-RVSM flight is workload
permitting*

4\. Center Phone Numbers. **Phone number changes that occur between
document publication cycles are posted on the RVSM Documentation
Webpage, North American RVSM section:**

<http://www.faa.gov/ats/ato/150_docs/Center_Phone_No._Non-RVSM_Acft.doc>

  ----------- --------------------------------- --------------------------
  **Ident**   **Centers**                       **Center Phone Numbers\
                                                **

  ZAB         Albuquerque                       505-856-4547

  ZAN         Anchorage                         907-269-1108

  ZAU         Chicago                           630-906-8686

  ZBW         Boston                            603-879-6861

  ZDC         Washington                        703-779-3743

  ZDV         Denver                            303-651-4202

  ZFW         Ft Worth                          817-858-7504

  ZHU         Houston                           281-230-6262

  ZID         Indianapolis                      317-247-2243

  ZJX         Jacksonville                      904-549-1460

  ZKC         Kansas City                       913-254-8795

  ZLA         Los Angeles                       661-575-2074

  ZLC         Salt Lake                         801-320-2565

  ZMA         Miami                             305-716-1736

  ZME         Memphis                           901-368-8249

  ZMP         Minneapolis                       651-463-5545

  ZNY         New York                          631-468-1080

  ZOA         Oakland                           510-745-3332

  ZOB         Cleveland                         440-774-0428

  ZSE         Seattle                           253-351-3529

  ZSU         San Juan                          787-253-8664

  ZTL         Atlanta                           770-210-7052

  ZUA         Guam CERAP                        671-366-5151

  E10         High Desert TRACON                661-277-3843
  ----------- --------------------------------- --------------------------

**k. NON-RVSM AIRCRAFT REQUESTING CLIMB TO AND DESCENT FROM FLIGHT
LEVELS ABOVE RVSM AIRSPACE WITHOUT INTERMEDIATE LEVEL OFF**

1\. File-and-Fly. Operators of Non-RVSM aircraft climbing to and
descending from RVSM flight levels should just file a flight plan.

2\. Non-RVSM aircraft climbing to and descending from flight levels
above RVSM airspace will be handled on a workload permitting basis. The
vertical separation standard applied in RVSM airspace between Non-RVSM
aircraft and all other aircraft shall be 2,000 feet.

3\. Non-RVSM aircraft climbing to/descending from RVSM airspace can only
be considered for accommodation provided:

\(a\) Aircraft is capable of a continuous climb/descent and does not
need to level off at an intermediate altitude for any operational
considerations and.

\(b\) Aircraft is capable of climb/descent at the normal rate for the
aircraft.

4\. **Required Pilot Calls. The pilot of Non-RVSM aircraft will inform
the controller of the lack of RVSM approval in accordance with the
direction provided in paragraph k (Pilot/Controller Phraseology).**

Attachment

+-----+----------------------------------------------------------------+
| **[ |                                                                |
| FAA |                                                                |
| Fli |                                                                |
| ght |                                                                |
| P   |                                                                |
| lan |                                                                |
| Ai  |                                                                |
| rcr |                                                                |
| aft |                                                                |
| Su  |                                                                |
| ffi |                                                                |
| xes |                                                                |
| ]{. |                                                                |
| und |                                                                |
| erl |                                                                |
| ine |                                                                |
| }** |                                                                |
|     |                                                                |
| **[ |                                                                |
| Eff |                                                                |
| ect |                                                                |
| ive |                                                                |
| Sep |                                                                |
| tem |                                                                |
| ber |                                                                |
| 1,  |                                                                |
| 2   |                                                                |
| 005 |                                                                |
| ]{. |                                                                |
| und |                                                                |
| erl |                                                                |
| ine |                                                                |
| }** |                                                                |
+-----+----------------------------------------------------------------+
| *   | **Equipment Capability**                                       |
| *Su |                                                                |
| ffi |                                                                |
| x** |                                                                |
+-----+----------------------------------------------------------------+
|     | **NO DME**                                                     |
+-----+----------------------------------------------------------------+
| /X  | No transponder                                                 |
+-----+----------------------------------------------------------------+
| /T  | Transponder with no Mode C                                     |
+-----+----------------------------------------------------------------+
| /U  | Transponder with Mode C                                        |
+-----+----------------------------------------------------------------+
|     | **DME**                                                        |
+-----+----------------------------------------------------------------+
| /D  | No transponder                                                 |
+-----+----------------------------------------------------------------+
| /B  | Transponder with no Mode C                                     |
+-----+----------------------------------------------------------------+
| /A  | Transponder with Mode C                                        |
+-----+----------------------------------------------------------------+
|     | **TACAN ONLY**                                                 |
+-----+----------------------------------------------------------------+
| /M  | No transponder                                                 |
+-----+----------------------------------------------------------------+
| /N  | Transponder with no Mode C                                     |
+-----+----------------------------------------------------------------+
| /P  | Transponder with Mode C                                        |
+-----+----------------------------------------------------------------+
|     | **AREA NAVIGATION (RNAV)**                                     |
+-----+----------------------------------------------------------------+
| /Y  | LORAN, VOR/DME, or INS with no transponder                     |
+-----+----------------------------------------------------------------+
| /C  | LORAN, VOR/DME, or INS, transponder with no Mode C             |
+-----+----------------------------------------------------------------+
| /I  | LORAN, VOR/DME, or INS, transponder with Mode C                |
+-----+----------------------------------------------------------------+
|     | **ADVANCED RNAV WITH TRANSPONDER AND MODE C** (If an aircraft  |
|     | is unable to operate with a transponder and/or Mode C, it will |
|     | revert to the appropriate code listed above under Area         |
|     | Navigation.)                                                   |
+-----+----------------------------------------------------------------+
| /E  | Flight Management System (FMS) with DME/DME and IRU position   |
|     | updating                                                       |
+-----+----------------------------------------------------------------+
| /F  | Flight Management System (FMS) with DME/DME position updating  |
+-----+----------------------------------------------------------------+
| /G  | Global Navigation Satellite System (GNSS), including GPS or    |
|     | WAAS, with enroute and terminal capability.                    |
+-----+----------------------------------------------------------------+
| /R  | Required Navigational Performance. The aircraft meets the RNP  |
|     | type prescribed for the route segment(s), route(s) and/or area |
|     | concerned.                                                     |
+-----+----------------------------------------------------------------+
|     | **Reduced Vertical Separation Minimum (RVSM).** Prior to       |
|     | conducting RVSM operations within the U.S., the operator must  |
|     | obtain authorization from the FAA or from the responsible      |
|     | authority, as appropriate[.]{.underline}                       |
+-----+----------------------------------------------------------------+
| /J  | /E with RVSM                                                   |
+-----+----------------------------------------------------------------+
| /K  | /F with RVSM                                                   |
+-----+----------------------------------------------------------------+
| /L  | /G with RVSM                                                   |
+-----+----------------------------------------------------------------+
| /Q  | /R with RVSM                                                   |
+-----+----------------------------------------------------------------+
| /W  | RVSM                                                           |
+-----+----------------------------------------------------------------+

Attachment

> Page 2

**[General Policies For Use of FAA Flight Plan Aircraft Equipment
Suffixes]{.underline}**

a\. **Introduction.** Paragraph d of this notice (Flight Planning Into
DRVSM Airspace) discusses policies for use of the Aircraft Equipment
Suffix Table when filing FAA Flight Plans. They are repeated below for
emphasis.

b\. **Policies for Use of the FAA Flight Plan Equipment Suffix.**

1\. Operators can only file one equipment suffix in block 3 of the FAA
Flight Plan. Only this equipment suffix is displayed directly to the
controller.

2\. All operators/aircraft that are RVSM-compliant are
**[required]{.underline}** to file "/J", "/K", "L", "/Q" or "/W", as
appropriate, in the FAA Flight Plan for flights between flight level
(FL) 290-410, inclusive. This includes operators filing through DUATS
and Flight Service Stations.

3\. If the operator or aircraft has [not]{.underline} been authorized to
conduct RVSM operations, an equipment suffix indicating RVSM capability
will [not]{.underline} be filed. This is in accordance with 14 CFR Part
91 Appendix G, Section 4. The appropriate equipment suffix from the
Aircraft Equipment Suffix Table will be filed instead.

4\. **Aircraft with RNAV Capability.** For flight in RVSM airspace,
aircraft with RNAV capability, but not Advanced RNAV capability, will
file "/W". Filing "/W" will not preclude such aircraft from filing
direct routes in enroute airspace.

5\. **Flights To/From Hawaii.** The aircraft equipment suffixes on the
previous page are applicable **[only]{.underline}** to the domestic US
FAA Flight Plan (FAA Form 7233-1), as published in the AIM. Flights
between the US mainland and Hawaii must file an ICAO Flight Plan
**[or]{.underline}** an **[FAA International Flight Plan]{.underline}**
(FAA Form 7233-4). The FAA International FP is published in the
International Flight Information Manual (IFIM) "Planning" section.
([[www.faa.gov/ats/aat/ifim/ifim0107.htm]{.underline}](../www.faa.gov/ats/aat/ifim/ifim0107.htm)).
The aircraft equipment suffixes published in the IFIM are used on the
FAA International FP. On the FAA International FP, operators can file
more than one equipment suffix and should file "W" for RVSM, "R" for RNP
and any other applicable suffixes published in the IFIM.