# [DRAFT]{.underline} xxxx 2001

**[DRAFT NOTAM OR STATE AIP (AERONAUTICAL INFORMATION
PUBLICATION)]{.underline}**

**[RVSM IMPLEMENTATION IN THE xxxx FIR]{.underline}**

## 

## **1.0 Introduction**

1.1 The International Civil Aviation Organization (ICAO) Third Asia/
Pacific Regional Air Navigation meeting recommended that Reduced
Vertical Separation Minimum (RVSM) should be introduced in the Pacific
region after successful implementation in the North Atlantic region.
This is also due to the significant benefits to be gained by aircraft
operators and air traffic services (ATS) providers. ICAO Document 9574,
*Manual on Implementation of a 300 m \[1 000 ft\] Vertical Separation
Minimum Between FL 290 and FL 410 Inclusive* contains an explanation of
RVSM.

1.2 Benefits to be gained from RVSM include:

a.  adoption of an ICAO endorsed navigation requirement;

b.  improved utilization of airspace for ATC conflict resolution; and

c.  fuel savings of ≈ 1% for flight closer to optimum cruise altitude.

## 

## 1.3 CONTENT. The following policies are addressed in the paragraphs of this document: 

## 

a.  Identification of RVSM airspace (para 2.0)

b.  Airworthiness Approval and Monitoring (para 3.0)

c.  In-flight Procedures Within RVSM Airspace (para 4.0)

d.  Special procedures for In-flight Contingencies -- General Procedures
    (para 5.0)

e.  In-flight Contingency Procedures for Subsonic Aircraft Requiring
    Rapid Descent, Turn-back or Diversion (para 6.0)

f.  Weather Deviation Procedures (para 7.0)

g.  Special Procedures to Mitigate Wake Turbulence Encounters and
    Distracting Aircraft System Alerts (para 8.0)

h.  Transition areas (para 9.0)

i.  Flight Planning Requirements (para 10.0)

j.  Procedures for Operation of non-RVSM Compliant Civil Aircraft in
    RVSM Airspace (para 10.2)

k.  Procedures for Operation of Non-RVSM Compliant State Aircraft in
    RVSM Airspace (para 11.0)

l.  Separation Applied to Non-RVSM Compliant Aircraft and Provision for
    Continuous Climb/Descent of Non-compliant Aircraft Through RVSM
    Airspace (para 12.0)

m.  Procedures for Suspension of RVSM (para 13.0)

## 

## **2.0 Identification of RVSM airspace**

2.1. PACIFIC OCEANIC FIR'S. On 24 February 2000, RVSM was implemented in
the following Flight Information Regions (FIR's): Anchorage Arctic and
Oceanic; Auckland Oceanic, Brisbane, Honiara, Melbourne, Nandi, Naha,
Nauru, New Zealand, Oakland Oceanic, Port Moresby, Tahiti and Tokyo.

2.2 PACIFIC OCEANIC TRANSITION AREAS. On 24 February 2000, RVSM
transition areas were established in the following FIR's: Anchorage
Continental, Los Angeles, New Zealand, Oakland, Seattle and Vancouver.

2.3 Effective 21 February 2002 at xxxx UTC, RVSM airspace is prescribed
within the \_\_\_\_\_\_\_\_\_FIR's within controlled airspace between FL
310 and FL 410 (inclusive). The flight level orientation scheme (FLOS)
is \_\_\_\_\_\_\_\_\_\_\_?single alternate, per ICAO Annex 2, Appendix
3a.

## 

## **3.0 Airworthiness and Operational Approval and Monitoring**

3.1 APPROVAL PROCESS. Operators must obtain operational approval from
the State of Registry or State of the Operator, as appropriate, to
conduct RVSM operations. On behalf of the Pacific Air Traffic Service
Providers, the FAA is maintaining a website containing documents and
policy for RVSM approval. [Address is:]{.underline}
**www.faa.gov/ats/ato/rvsm1.htm.** In the "RVSM Documentation" section,
under "Documents Applicable to All RVSM Approvals", the
"Aircraft/Operator Approval Events Outlines" for US and Non-US Operators
provide an outline of approval process tasks with references to related
documents.

3.2 TCAS RECOMMENDATION. If TCAS is installed in RVSM compliant
aircraft, the equipment should be updated to Change 7, or a later
approved version, for optimum performance in RVSM airspace.

3.3 AIRCRAFT MONITORING. Operators are required to participate in the
RVSM aircraft monitoring program. This is an essential element of the
RVSM implementation program in that it confirms that the aircraft
altitude-keeping performance standard is being met. The Asia Pacific
Approvals Registry and Monitoring Organization (APARMO) will process the
results of monitoring. For further information on RVSM monitoring, the
APARMO web site can be accessed:

(a) Accessing the "RVSM Documentation" section of the FAA RVSM website
    and clicking on the link to the APARMO website or...

(b) Using this address:
    http://www.tc.faa.gov/act500/rvsm/aparmo_intro.html

**4.0 In-flight procedures within RVSM airspace**

4.1 Before entering RVSM airspace, the pilot should review the status of
required equipment. **(See Appendix 4 of FAA Interim Guidance 91-RVSM
for pilot RVSM procedures).** The following equipment should be
operating normally:

a.  two primary altimetry systems:

b.  one automatic altitude-keeping device; and

c.  one altitude-alerting device.

4.2 The pilot must notify ATC whenever the aircraft:

a.  is no longer RVSM compliant due to equipment failure; or

b.  experiences loss of redundancy of altimetry systems; or

c.  encounters turbulence that affects the capability to maintain flight
    level.

**(See Appendix 5 of FAA Interim Guidance 91-RVSM for pilot and
controller actions in such contingencies).**

## 

## 4.3 TRANSITION BETWEEN FL's. During cleared transition between levels, the aircraft should not overshoot or undershoot the assigned FL by more than 150 ft (45 m). 

4.4 PILOT LEVEL CALL. Except in an ADS or radar environment, pilots
shall report reaching any altitude assigned within RVSM airspace.

5.  **Special Procedures for In-flight Contingencies ???in oceanic
    airspace in the \_\_\_\_FIR**

***[General procedures]{.underline}***

5.1 Paragraphs 5.0, 6.0, 7.0 and 8.0 below contain procedures for
in-flight contingencies that have been updated for RVSM operations.

5.2 The following general procedures apply to both subsonic and
supersonic aircraft and are intended as guidance only. Although all
possible contingencies cannot be covered, they provide for cases of
inability to maintain assigned level due to:

a.  weather;

b.  aircraft performance;

c.  pressurization failure; and

d.  problems associated with high-level supersonic flight.

5.3 The procedures are applicable primarily when rapid descent and/or
turn-back or diversion to an alternate airport is required. The pilot's
judgment shall determine the sequence of actions to be taken, taking
into account specific circumstances.

5.4 If an aircraft is unable to continue flight in accordance with its
air traffic control clearance, a revised clearance shall, whenever
possible, be obtained prior to initiating any action, using a distress
or urgency signal as appropriate.

5.5 If prior clearance cannot be obtained, an ATC clearance shall be
obtained at the earliest possible time and, until a revised clearance is
received, the pilot shall:

a)  if possible, deviate away from an organized track or route system;

b)  establish communications with and alert nearby aircraft by
    broadcasting, at suitable intervals: flight identification, flight
    level, aircraft position, (including the ATS route designator or the
    track code) and intentions on the frequency in use, as well as on
    frequency 121.5 MHz (or, as a back-up, the VHF inter-pilot
    air-to-air frequency 123.45 );

c)  watch for conflicting traffic both visually and by reference to ACAS
    (if equipped); and

d)  turn on all aircraft exterior lights (commensurate with appropriate
    operating limitations).

## 

## **6.0 In-flight Contingency Procedures for Subsonic aircraft requiring rapid descent, turn-back or diversion in oceanic airspace in the \_\_\_\_FIR**

### 

###  *[Initial action]{.underline}*

6.1 If unable to comply with the provisions of paragraph 5.3 to obtain a
revised ATC clearance, the aircraft should leave its assigned route or
track by turning 90 degrees right or left whenever this is possible. The
direction of the turn should be determined by the position of the
aircraft relative to any organized route or track system (for example,
whether the aircraft is outside, at the edge of, or within the system).
Other factors to consider are terrain clearance and the levels allocated
to adjacent routes or tracks.

### 

###  *[Subsequent action]{.underline}*

6\. 2 AIRCRAFT ABLE TO MAINTAIN LEVEL. An aircraft able to maintain its
assigned level should acquire and maintain in either direction a track
laterally separated by ????\_\_\_25 NM from its assigned route or track
and once established on the offset track, climb or descend 500 ft (150
m).

6.3 AIRCRAFT UNABLE TO MAINTAIN LEVEL. An aircraft NOT able to maintain
its assigned level should, whenever possible, minimize its rate of
descent while turning to acquire and maintain in either direction a
track laterally separated by ???\_\_\_ 25 NM from its assigned route or
track. For subsequent level flight, a level should be selected which
differs by 500 ft (150 m) from those normally used.

6.4 DIVERSION ACROSS THE FLOW OF ADJACENT TRAFFIC. Before commencing a
diversion across the flow of adjacent traffic, the aircraft should,
while maintaining the ???\_\_\_\_25 NM offset, expedite climb above or
descent below levels where the majority of aircraft operate (***e.g., to
a level above FL 400 or below FL 290***) and then maintain a level which
differs by 500 ft (150 m) from those normally used. However, if the
pilot is unable or unwilling to carry out a major climb or descent, the
aircraft should be flown at a level 500 ft above or below levels
normally used until a new ATC clearance is obtained.

6.5 ETOPS AIRCRAFT. If these contingency procedures are employed by a
twin engine aircraft as a result of an engine shutdown or a failure of
an ETOPS critical system, the pilot should advise ATC as soon as
practicable of the situation, reminding ATC of the type of aircraft
involved and requesting expeditious handling.

**7.0 Weather deviation procedures ??? for oceanic and non-radar
airspace (if applicable) in the \_\_\_\_FIR.**

### 

###  *[General procedures]{.underline}*

7.1 The following procedures are intended to provide guidance. All
possible circumstances cannot be covered. The pilot's judgment shall
ultimately determine the sequence of actions taken and ATC shall render
all possible assistance.

7.2 If the aircraft is required to deviate from track to avoid weather
and prior clearance cannot be obtained, an air traffic control clearance
shall be obtained at the earliest possible time. In the meantime, the
aircraft shall follow the procedures detailed in paragraph 7.9 below.

7.3 The pilot shall advise ATC when weather deviation is no longer
required, or when a weather deviation has been completed and the
aircraft has returned to the centerline of its cleared route.

7.4 When the pilot initiates communications with ATC, rapid response may
be obtained by stating \"WEATHER DEVIATION REQUIRED\" to indicate that
priority is desired on the frequency and for ATC response.

7.5 The pilot still retains the option of initiating the communications
using the urgency call \"PAN PAN\" to alert all listening parties to a
special handling condition which may receive ATC priority for issuance
of a clearance or assistance.

7.6 When controller-pilot communications are established, the pilot
shall notify ATC and request clearance to deviate from track, advising,
when possible, the extent of the deviation expected. ATC will take one
of the following actions:

a.  if there is no conflicting traffic in the horizontal dimension, ATC
    will issue clearance to deviate from track; or

b.  if there is conflicting traffic in the horizontal dimension, ATC
    will separate aircraft by establishing vertical separation or, if
    unable to establish vertical separation, ATC shall:

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i)  advise the pilot unable to issue clearance for requested deviation

ii) advise pilot of conflicting traffic

    iii\) request pilot's intentions

SAMPLE PHRASEOLOGY:

> ***"Unable (requested deviation), traffic is (call sign, position,
> altitude, direction), advise intentions."***

7.7 The pilot will take the following actions:

> \(a\) Advise ATC of intentions by the most expeditious means
> available.
>
> \(b\) Comply with air traffic control clearance issued or...
>
> \(c\) Execute the procedures detailed in 7.9 below. (ATC will issue
> essential traffic information to all affected aircraft).
>
> \(d\) If necessary, establish voice communications with ATC to
> expedite dialogue on the situation

#### Actions to be taken if a revised air traffic control clearance cannot be obtained

7.8 The pilot shall take the actions listed below under the provision
that the pilot may deviate from rules of the air (e.g., the requirement
to operate on route or track centre line unless otherwise directed by
ATC), when it is absolutely necessary in the interests of safety to do
so.

7.9 If ***a revised air traffic control clearance cannot be obtained***
and deviation from track is required to avoid weather, the pilot shall
take the following actions:

a)  if possible, deviate away from an organized track or route system;

b)  establish communication with and alert nearby aircraft by
    broadcasting, at suitable intervals: flight identification, flight
    level, aircraft position (including the ATS route designator or the
    track code) and intentions (including the magnitude of the deviation
    expected) on the frequency in use, as well as on frequency 121.5 MHz
    (or, as a back-up, the VHF inter-pilot air-to-air frequency 123.45).

c)  watch for conflicting traffic both visually and by reference to ACAS
    (if equipped);

d)  turn on all aircraft exterior lights (commensurate with appropriate
    operating limitations);

e)  for deviations of less than ??\_\_\_10 NM***,*** aircraft should
    remain at the level assigned by ATC;

f)  for deviations of greater than ??\_\_\_ 10NM, when the aircraft is
    approximately ??\_\_\_10 NM from track, initiate a level change
    based on the following criteria:

+-----------------------+-----------------------+-----------------------+
| Route centre line     | Deviations \>10 NM    | Level change          |
| track                 |                       |                       |
+-----------------------+-----------------------+-----------------------+
| EAST                  | LEFT                  | ***DESCEND 300 ft***  |
|                       |                       |                       |
| 000-179 magnetic      | RIGHT                 | ***CLIMB 300 ft***    |
+-----------------------+-----------------------+-----------------------+
| WEST                  | LEFT                  | ***CLIMB 300 ft***    |
|                       |                       |                       |
| 180-359 magnetic      | RIGHT                 | ***DESCEND 300 ft***  |
+-----------------------+-----------------------+-----------------------+

> Note: 7.9 b) c) above call for the pilot to: broadcast aircraft
> position and pilot's intentions, identify conflicting traffic and
> communicate air-to-air with near-by aircraft. If the pilot determines
> that there is another aircraft at or near the same FL with which his
> aircraft might conflict, then the pilot is expected to adjust the path
> of the aircraft, as necessary, to avoid conflict..
>
> g\) if contact was not established prior to deviating, continue to
> attempt to contact ATC to obtain a clearance. If contact was
> established, continue to keep ATC advised of intentions and obtain
> essential traffic information.

h\) when returning to track, be at its assigned flight level, when the
aircraft is within approximately ??\_\_\_10 NM of centre line.

8.  **Special procedures to mitigate wake turbulence encounters and
    distracting aircraft system alerts in oceanic and non-radar
    airspace**

[ACTION:]{.underline} review for application in non-radar continental
airspace???

8.1 The following special procedures are applicable to mitigate wake
turbulence or distracting aircraft system alerts (e.g., ACAS, Ground
Proximity Warning System (GPWS)) in Asia and Pacific airspace where RVSM
is applied:

Note: in the contingency circumstances below, ATC will not issue
clearances for lateral offsets and will not normally respond to actions
taken by the pilots.

8.2 An aircraft that encounters wake vortex turbulence or experiences
distracting aircraft system alerts shall notify ATC and request a flight
level, track or speed change to avoid the condition. However, in
situations where such a change is not possible or practicable, the pilot
may initiate the following temporary lateral offset procedure with the
intention of returning to centre line as soon as practicable:

a.  the pilot should establish contact with other aircraft, if possible,
    on the appropriate VHF inter-pilot air to air frequency; and

b.  one (or both) aircraft may initiate lateral offset(s) not to exceed
    2 NM from the assigned track, provided that:

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i)  as soon as practicable to do so, the offsetting aircraft notify ATC
    that temporary lateral offset action has been taken and specify the
    reason for doing so (ATC will not normally respond); and

ii) the offsetting aircraft notify ATC when re-established on assigned
    route(s) or track(s) (ATC will not normally respond).

## 

## **9.0 Transition areas**

9.1 Transition areas and procedures for transition from RVSM to non-RVSM
airspace within the \_\_\_\_\_FIR's are identified
in\_\_\_\_\_\_\_\_\_\_\_\_\_.

## 

## **10.0 Flight planning requirements**

10.1 Unless special arrangement is made as detailed below, RVSM approval
is required for aircraft to operate within designated RVSM airspace. The
operator must determine that the appropriate State authority has
approved the aircraft and will meet the RVSM requirements for the filed
route of flight and any planned alternate routes. The letter "**W**"
shall be inserted in item 10 (Equipment) of the ICAO standard flight
plan to indicate that the aircraft is RVSM approved aircraft.

**10.2 Procedures for operation of Non-RVSM Compliant Civil Aircraft in
RVSM airspace**

10.2.1 Non-RVSM compliant civil aircraft may not flight plan between
FL290 and FL390 inclusive within RVSM airspace, ***except*** non-RVSM
civil aircraft unable to fly to an appropriate destination at or below
FL280 and unable to fly at or above FL410 may, after special
coordination as detailed in 10.2.2 below, flight plan at RVSM flight
levels in the RVSM stratum provided the aircraft:

a.  is being initially delivered to the State of Registry or Operator
    (see paragraph 13.0\_\_\_ below for another option for delivery
    flights); or

b.  was formerly RVSM approved but has experienced an equipment failure
    and is being flown to a maintenance facility for repair in order to
    meet RVSM requirements and/or obtain approval; ***or is transporting
    a spare engine mounted under the wing*** or

c.  is being utilized for mercy or humanitarian purposes

    2.  Aircraft operators requesting approval as above shall:

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a.  if departing within \_\_\_\_FIR, obtain approval from
    \_\_\_\_\_\_\_Center normally not more than 12 hrs and not less than
    4 hrs prior to the intended departure time. (???The \_\_\_Center
    will provide notification of approval via ???fax or Email); or

b.  if transiting \_\_\_\_\_\_\_FIR, notify \_\_\_\_\_\_\_Center after
    approval is received from the first affected Center and prior to
    departure. (note that filing of the flight plan is not appropriate
    notification), and

c.  include the remarks "APVD non-RVSM" in Field 18 of the ICAO Flight
    Plan.

10.2.3 Contact details for approval request or notification are as
follows:

> \_\_\_\_\_\_\_\_\_Telephone: XXXXXX
>
> AFTN:
>
> FAX:
>
> E-MAIL:

10.2.4 Non-RVSM aircraft operating in the RVSM stratum will be separated
from all other aircraft by a minimum 2000 ft vertical separation.

10.2.5 This approval process is intended exclusively for the purposes
indicated above and not as a means to circumvent the normal RVSM
approval process.

## 

## **11.0 Procedures for operation of Non-RVSM Compliant State aircraft in RVSM airspace**

11.1 Operators of State aircraft (military, customs or police service)
that are **[not]{.underline}** RVSM compliant may flight plan within
\_\_\_\_\_\_ FIR RVSM airspace in accordance with the requirements of
paragraphs 10.2.2 (b), 10.2.2 c), 10.2.3 and 10.2.4. Also,
\_\_\_\_\_\_requires operators of State aircraft that are not RVSM
approved intending to operate in the \_\_\_\_\_\_FIR to notify the
appropriate \_\_\_\_\_\_ Center not more than 72 hours and not less than
**4 hrs** prior to the intended departure time. If transiting
\_\_\_\_\_FIR, notify the appropriate Control Center of intentions prior
to departure. (Note that filing of the flight plan is not appropriate
notification. Notification constitutes approval).

11.2 The requirements of 10.2 may not be applicable in other flight
information regions for State aircraft, dependent on requirements for
those flight information regions.

## 

## **12.0 Separation applied to Non-RVSM Compliant aircraft and Provision for continuous Climb/Descent of non-complaint aircraft through RVSM airspace**

12.1 VERTICAL SEPARATION APPLIED. It should be noted that RVSM approved
aircraft will be given priority for level allocation over non-RVSM
approved aircraft. The vertical separation minimum between non-RVSM
aircraft operating in the RVSM stratum and all other aircraft is 2,000
ft.

12.2 CLIMB AND DESCENT THROUGH RVSM AIRSPACE. Non-RVSM compliant
aircraft may be cleared to climb to and operate above FL \_\_\_\_410 or
descend to and operate below FL \_\_\_\_\_\_\_310 provided that they:

> a\) Do not climb or descend at less than the normal rate for the
> aircraft and...
>
> b\) Do not level off at an intermediate level while passing through
> the RVSM stratum.

## 

## **Delivery flights for aircraft that are RVSM compliant** 

13.1 An aircraft that is RVSM compliant on delivery may operate in RVSM
airspace provided that the crew is trained on RVSM policies and
procedures applicable in the airspace and the responsible State approves
the operation. In this case, the State authority should notify the
APARMO via e-mail or fax with the date, flight identification and
registration number. Email address is \_\_\_\_. Fax number is \_\_\_\_.

## 

## **14.0 Procedures for suspension of RVSM**

1.  Air traffic services will consider suspending RVSM procedures within
    affected areas of the \_\_\_\_\_\_\_FIR when there are pilot reports
    of greater than moderate turbulence. Within areas where RVSM
    procedures are suspended, the vertical separation minimum between
    all aircraft will be 2,000 ft.

**15.0 Guidance for pilots and controllers for actions in the event of
aircraft system malfuction or turbulence greater than moderate**

15.1 See the attachment for guidance in these circumstances.

[ATTACHMENT]{.underline}

[CONTINGENCY SCENARIOS]{.underline}. The following paragraphs summarize
pilot actions to mitigate the potential for conflict with other aircraft
in certain contingency situations. They should be reviewed in
conjunction with the expanded contingency scenarios detailed in
Paragraph 6 which contain additional technical and operational detail.

**[\*Scenario 1:]{.underline} The pilot is: 1) unsure of the vertical
position of the aircraft due to the loss or degradation of all primary
altimetry systems, or 2) unsure of the capability to maintain 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                 |                                 |
|                                    |                                 |
| > 1\) making maximum use of        |                                 |
| > exterior lights;                 |                                 |
| >                                  |                                 |
| > 2\) broadcasting position, FL,   |                                 |
| > and intentions on 121.5 MHz (as  |                                 |
| > a back-up, the VHF inter-pilot   |                                 |
| > air-to-air frequency may be      |                                 |
| > used).                           |                                 |
+------------------------------------+---------------------------------+
| Notify ATC of the situation and    | Obtain the pilot\'s intentions  |
| intended course of action.         | and pass essential traffic      |
| Possible courses of action         | information.                    |
| include:                           |                                 |
+------------------------------------+---------------------------------+
| > 1\) maintaining the CFL and      | > 1\) If the pilot intends to   |
| > route provided that ATC can      | > continue in RVSM airspace,    |
| > provide lateral, longitudinal or | > assess traffic situation to   |
| > conventional vertical            | > determine if the aircraft can |
| > separation.                      | > be accommodated through the   |
|                                    | > provision of lateral,         |
|                                    | > longitudinal, or conventional |
|                                    | > vertical separation, and if   |
|                                    | > so, apply the appropriate     |
|                                    | > minimum.                      |
+------------------------------------+---------------------------------+
| > 2\) requesting ATC clearance to  | > 2\) If the pilot requests     |
| > climb above or descend below     | > clearance to exit RVSM        |
| > RVSM airspace if the aircraft    | > airspace, accommodate         |
| > cannot maintain CFL and ATC      | > expeditiously, if possible.   |
| > cannot establish adequate        |                                 |
| > separation from other aircraft.  |                                 |
+------------------------------------+---------------------------------+
| > 3\) executing the Doc 7030       | > 3\) If adequate separation    |
| > contingency maneuver to offset   | > cannot be established and it  |
| > from the assigned track and FL,  | > is not possible to comply     |
| > if ATC clearance cannot be       | > with the pilot\'s request for |
| > obtained and the aircraft cannot | > clearance to exit RVSM        |
| > maintain CFL.                    | > airspace, advise the pilot of |
|                                    | > essential traffic             |
|                                    | > information, notify other     |
|                                    | > aircraft in the vicinity and  |
|                                    | > continue to monitor the       |
|                                    | > situation.                    |
+------------------------------------+---------------------------------+
|                                    | > 4\) Notify adjoining ATC      |
|                                    | > facilities/sectors of the     |
|                                    | > situation.                    |
+------------------------------------+---------------------------------+

**[Scenario 2:]{.underline} There is a failure or loss of accuracy of
one primary altimetry system (e.g., greater than 200 ft 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.
  -----------------------------------------------------------------------

[EXPANDED EQUIPMENT FAILURE AND TURBULENCE ENCOUNTER
SCENARIOS.]{.underline} Operators may consider this material for use in
training programs.

**\*Scenario 1: All automatic altitude control systems fail (e.g.,
Automatic Altitude Hold).**

+-----------------------------------+----------------------------------+
| **The Pilot should**              | **ATC can be expected to**       |
+-----------------------------------+----------------------------------+
| **Initially**                     |                                  |
+-----------------------------------+----------------------------------+
| Maintain CFL                      |                                  |
+-----------------------------------+----------------------------------+
| Evaluate the aircraft\'s          |                                  |
| capability to maintain altitude   |                                  |
| through manual control.           |                                  |
+-----------------------------------+----------------------------------+
| **Subsequently**                  |                                  |
+-----------------------------------+----------------------------------+
| Watch for conflicting traffic     |                                  |
| both visually and by reference to |                                  |
| TCAS, if equipped.                |                                  |
+-----------------------------------+----------------------------------+
| If considered necessary, alert    |                                  |
| nearby aircraft by                |                                  |
|                                   |                                  |
| > 1\) making maximum use of       |                                  |
| > exterior lights;                |                                  |
| >                                 |                                  |
| > 2\) broadcasting position, FL,  |                                  |
| > and intentions on 121.5 MHz (as |                                  |
| > a back-up, the VHF inter-pilot  |                                  |
| > air-to-air frequency may be     |                                  |
| > used.)                          |                                  |
+-----------------------------------+----------------------------------+
| Notify ATC of the failure and     |                                  |
| intended course of action.        |                                  |
| Possible courses of action        |                                  |
| include:                          |                                  |
+-----------------------------------+----------------------------------+
| > 1\) maintaining the CFL and     | > 1\) If the pilot intends to    |
| > route, provided that the        | > continue in RVSM airspace,     |
| > aircraft can maintain level.    | > assess 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.                       |
+-----------------------------------+----------------------------------+
| > 2\) requesting ATC clearance to | > 2\) If the pilot requests      |
| > climb above or descend below    | > clearance to exit RVSM         |
| > RVSM airspace if the aircraft   | > airspace, accommodate          |
| > cannot maintain CFL and ATC     | > expeditiously, if possible.    |
| > cannot establish lateral,       |                                  |
| > longitudinal or conventional    |                                  |
| > vertical separation.            |                                  |
+-----------------------------------+----------------------------------+
| > 3\) executing the Doc 7030      | > 3\) If adequate separation     |
| > contingency maneuver to offset  | > cannot be established and it   |
| > from the assigned track and FL, | > is not possible to comply with |
| > if ATC clearance cannot be      | > the pilot\'s request for       |
| > obtained and the aircraft       | > clearance to exit RVSM         |
| > cannot maintain CFL.            | > airspace, advise the pilot of  |
|                                   | > essential traffic information, |
|                                   | > notify other aircraft in the   |
|                                   | > vicinity and continue to       |
|                                   | > monitor the situation.         |
+-----------------------------------+----------------------------------+
|                                   | > 4\) Notify adjoining ATC       |
|                                   | > facilities/ sectors of the     |
|                                   | > situation.                     |
+-----------------------------------+----------------------------------+

**\*Scenario 2: Loss of redundancy in primary altimetry systems**

  -------------------------------------- --------------------------------
  **The Pilot should**                   **ATC can be expected to**

  If the remaining altimetry system is   Acknowledge the situation and
  functioning normally, couple that      continue to monitor progress
  system to the automatic altitude       
  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**

+-------------------------------------+--------------------------------+
| **The Pilot should**                | **ATC can be expected to**     |
+-------------------------------------+--------------------------------+
| Maintain CFL by reference to the    |                                |
| standby altimeter (if the aircraft  |                                |
| is so equipped).                    |                                |
+-------------------------------------+--------------------------------+
| Alert nearby aircraft by            |                                |
|                                     |                                |
| > 1\) making maximum use of         |                                |
| > exterior lights;                  |                                |
| >                                   |                                |
| > 2\) broadcasting position, FL,    |                                |
| > and intentions on 121.5 MHz (as a |                                |
| > back-up, the VHF inter-pilot      |                                |
| > air-to-air frequency may be       |                                |
| > used).                            |                                |
+-------------------------------------+--------------------------------+
| Consider declaring an emergency.    | > Obtain pilot\'s intentions,  |
| Notify ATC of the failure and       | > and pass essential traffic   |
| intended course of action. Possible | > information.                 |
| courses of action include:          |                                |
+-------------------------------------+--------------------------------+
| > 1\) maintaining CFL and route     | > 1\) If the pilot intends to  |
| > provided that ATC can provide     | > continue in RVSM airspace,   |
| > lateral, longitudinal or          | > assess traffic situation to  |
| > conventional vertical separation. | > determine if the aircraft    |
|                                     | > can be accommodated through  |
|                                     | > the provision of lateral,    |
|                                     | > longitudinal, or             |
|                                     | > conventional vertical        |
|                                     | > separation, and if so, apply |
|                                     | > the appropriate minimum.     |
+-------------------------------------+--------------------------------+
| > 2\) requesting ATC clearance to   | > 2\) If the pilot requests    |
| > climb above or descend below RVSM | > clearance to exit RVSM       |
| > airspace if ATC cannot establish  | > airspace, accommodate        |
| > adequate separation from other    | > expeditiously, if possible.  |
| > aircraft.                         |                                |
+-------------------------------------+--------------------------------+
| > 3\) executing the Doc 7030        | > 3\) If adequate separation   |
| > contingency maneuver to offset    | > cannot be established and it |
| > from the assigned track and FL,   | > is not possible to comply    |
| > if ATC clearance cannot be        | > with the pilot\'s request    |
| > obtained.                         | > 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.                   |
+-------------------------------------+--------------------------------+
|                                     | > 4\) Notify adjoining ATC     |
|                                     | > facilities/sectors of the    |
|                                     | > situation.                   |
+-------------------------------------+--------------------------------+

**Scenario 4: The primary altimeters diverge by more than 200ft (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.**

+------------------------------------+---------------------------------+
| **The Pilot should**               | **ATC can be expected to**      |
+====================================+=================================+
| Watch for conflicting traffic both |                                 |
| visually and by reference to TCAS, |                                 |
| if equipped.                       |                                 |
+------------------------------------+---------------------------------+
| If considered necessary, alert     |                                 |
| nearby aircraft by:                |                                 |
|                                    |                                 |
| 1\) making maximum use of exterior |                                 |
| lights;                            |                                 |
|                                    |                                 |
| > 2\) broadcasting position, FL,   |                                 |
| > and intentions on 121.5 MHz (as  |                                 |
| > a back-up, the VHF inter-pilot   |                                 |
| > air-to-air frequency may be      |                                 |
| > used).                           |                                 |
+------------------------------------+---------------------------------+
| Notify ATC of intended course of   |                                 |
| action as soon as possible.        |                                 |
| Possible courses of action         |                                 |
| include:                           |                                 |
+------------------------------------+---------------------------------+
| > 1\) maintaining CFL and route    | > 1\) Assess traffic situation  |
| > provided ATC can provide         | > to determine if the aircraft  |
| > lateral, longitudinal or         | > can be accommodated through   |
| > conventional vertical            | > the provision of lateral,     |
| > separation.                      | > longitudinal, or conventional |
|                                    | > vertical separation, and if   |
|                                    | > so, apply the appropriate     |
|                                    | > minimum.                      |
+------------------------------------+---------------------------------+
| > 2\) requesting flight level      | > 2\) If unable to provide      |
| > change, if necessary.            | > adequate separation, advise   |
|                                    | > the pilot of essential        |
|                                    | > traffic information and       |
|                                    | > request pilot\'s intentions.  |
+------------------------------------+---------------------------------+
| > 3\) executing the Doc 7030       | > 3\) Notify other aircraft in  |
| > contingency maneuver to offset   | > the vicinity and monitor the  |
| > from the assigned track and FL,  | > situation                     |
| > if ATC clearance cannot be       |                                 |
| > obtained and the aircraft cannot |                                 |
| > maintain CFL.                    |                                 |
+------------------------------------+---------------------------------+
|                                    | > 4\) Notify adjoining ATC      |
|                                    | > facilities/ sectors of the    |
|                                    | > situation.                    |
+------------------------------------+---------------------------------+