Executing an RVSM Flight

4.4.1. Flight Planning. While planning a flight that will operate in RVSM airspace, the flight crew and mission planners (if applicable) should pay particular attention to conditions that may affect operation in RVSM airspace. These include, but may not be limited to:

4.4.1.1. Consulting regional or area specific FLIP regarding guidance and contingency procedures while operating in RVSM airspace.

4.4.1.2. Verifying the aircraft has been certified/approved for RVSM operations and required equipment is operating normally (see paragraph 4.3).

4.4.1.3. If the aircraft is not RVSM-approved or the required equipment not operating within designed specifications, the flight crew must comply with applicable procedures for a non-RVSM capable aircraft and file using the appropriate non-non-RVSM suffix code.

4.4.1.4. To meet mission requirements, the FAA may be contacted prior to an aircraft’s departure (1-4 hours in advance) to receive a conditional or tentative approval for a

non-compliant aircraft to operate in domestic RVSM airspace. The FAA facility to be contacted and the method used depends on the number of the “centers” the flight will traverse in RVSM airspace:

4.4.1.4.1. Two hours or less prior to departure: The Traffic Management Unit (TMU) should be contacted at the Air Route Traffic Control Center’s (ARTCC) airspace office where the

departure airport is located. Contact information can be found at the following link:

http://www.faa.gov/about/office_org/headquarters_offices/ato/service_units/enroute/rvsm /

4.4.1.4.2. Three or more hours from departure: The FAA has set up a specific website (DOD Priority Mission Site) where military units can enter specific information. It is located at the following link:

https://www.fly.faa.gov/rvsm/rvsmSignIn.html (note the https)

4.4.1.5. Annotate on the FAA, ICAO, or military flight plan the appropriate suffix code indicating that the aircraft is approved for RVSM operations.

4.4.1.5.1. NOTE: Only RVSM-approved aircraft with required equipment may use an aircraft equipment suffix indicating RVSM capability. Refer to FLIP General Planning for RVSM flight plan equipment suffix guidance.

4.4.1.6. Obtain reported and forecast weather conditions, particularly areas of turbulence, on the route of flight that may affect RVSM operations.

4.4.1.6.1. NOTE: For information regarding domestic, oceanic, and international RVSM airspace, requirements, and procedures; pilots, crews, and mission planners can access an FAA RVSM website at:

http://www.faa.gov/about/office_org/headquarters_offices/ato/service_units/enroute/rvsm/

4.4.2. Preflight Actions. The following preflight actions should be accomplished prior to flight in RVSM airspace:

4.4.2.1. Review maintenance forms to ascertain the condition of equipment required for flight in RVSM airspace. Equipment required for flight in RVSM airspace should be operational and any malfunction resolved.

4.4.2.2. During the external inspection of the aircraft, particular attention should be paid to the condition of static sources and the condition of the fuselage skin in the vicinity of each static source and any other component that may affect altimeter accuracy

4.4.2.3. Before takeoff, the aircraft altimeters should be set to the local altimeter setting and should display a known elevation (e.g., field elevation) within the limits specified in aircraft flight manuals. The difference between the known elevation and the elevation displayed on the altimeters should not exceed 75 ft. Both altimeters should also agree within limits as specified in the aircraft flight manual between each other.

4.4.3. Inflight Actions. During flight in RVSM airspace:

4.4.3.1. Flight crews should understand and use proper pilot/controller phraseology while operating in RVSM airspace. Refer to FLIP Area Planning documents for proper RVSM phraseology.

4.4.3.2. Flight crews should ensure aircraft equipment required for operations continue to function normally. Any malfunction or failure that potentially degrades the aircrafts ability to operate safely and meet RVSM requirements should be reported to ATC or appropriate controlling agency.

4.4.3.3. All primary and standby altimeters (if installed) should be promptly set to 29.92 in. Hg when passing the transition altitude and rechecked for proper setting when reaching assigned flight level (FL).

4.4.3.4. In level cruise it is essential that the aircraft is flown at the assigned FL. Except in contingency or emergency situations, the aircraft should not intentionally depart from assigned FL without a positive clearance from ATC or controlling agency.

4.4.3.5. When climbing or descending between assigned FL(s) in RVSM airspace, the aircraft should not be allowed to overshoot or undershoot the cleared FL by more than 150 ft. It is recommended that the level off be accomplished using the altitude capture feature of the automatic altitude-control system, if installed.

4.4.3.6. When entering or changing flight levels within RVSM airspace, vertical speeds should be limited to 1000 feet per minute or less. This helps ensure the aircraft does not overshoot or undershoot the assigned FL by more than 150 feet and reduce the likelihood of inadvertent TCAS resolution advisories occurring.

4.4.3.7. An automatic altitude-control system (autopilot) should be operative and engaged during level cruise, except when circumstances such as re-trimming the aircraft or encountering turbulence require disengagement.

4.4.3.8. At intervals of approximately one hour, it is recommended that the pilot/crew crosscheck the altitude displayed on both primary altimeters and the stand-by altimeter (if installed). The two primary altimeters should agree within 200 ft (60 m) or a lesser value if specified in the aircraft flight manual. (Failure to meet this condition requires the altimetry system be reported as defective and ATC or controlling agency notified). The difference between the primary and stand-by altimeters should be noted for use in contingency situations.

4.4.3.9. Normally, the altimetry system being used to control the aircraft should be selected to provide the input to the altitude-reporting transponder transmitting information to ATC. If the pilot is notified by ATC of an altitude deviation error that exceeds 300 ft, the pilot should take action to return to assigned FL as quickly as possible or resolve the issue.

4.4.3.10. The pilot/crew should notify ATC of contingencies (aircraft system failures, weather conditions) that affect the ability to maintain the assigned FL (within ± 200 feet or greater) and coordinate a plan of action. Contingency procedures for specific regions and areas are located in FLIP Area Planning documents.

4.4.3.11. Pilots should be aware of the potential for wake turbulence encounters while operating in RVSM airspace, particularly:

4.4.3.11.1. In the vicinity of aircraft climbing or descending through their altitude.

4.4.3.11.2. Approximately 12-15 miles after passing 1,000 feet below opposite direction traffic.

4.4.3.11.3. Approximately 12-15 miles behind and 1,000 below same-direction traffic.

4.4.3.11.3.1. NOTE: Regions may implement use of track-offset procedures to mitigate the effect of wake turbulence and reduce the likelihood of operational errors in RVSM airspace.

Specific offset procedures are located in FLIP Area Planning documents.