Pilot RVSM Training Guide December 2012 Captain Souhaiel

Pilot RVSM Training Guide December 2012 Captain Souhaiel DALLEL IFALPA Executive Vice President Africa & Middle East 1

Reduced Vertical Separation Minima Introduction RVSM Pilot Procedures RVSM Phraseology Inflight Contingency procedures in RVSM airspace Communication failure procedure TCAS II

What is RVSM Airspace ? RVSM airspace is any airspace or route between FL 290 and FL 410 inclusive where aircraft are separated vertically by 300 m (1, 000 ft).

RVSM Airspace benefits � RVSM airspace provides significant benefits in terms of economy, en-route airspace capacity and environment protection. � The reduction of standard vertical separation from 2, 000 ft/600 meters to 1, 000 ft/300 meters between aircraft being flown at FL 290 through FL 410 adds 6 new Flight Levels 400 380 360 340 320 300

RVSM Airspace benefits

RVSM Compliance Operations Qualifications: All aircraft entering RVSM Airspace must be State RVSM operationally approved. In order to obtain State RVSM Operational approval there are two steps to the approval process: 1. 2. RVSM Airworthiness Approval indicating that an aircraft has been successfully modified and/or inspected in compliance with the applicable criteria. RVSM Operational Approval indicates: �that the aircraft holds the relevant State RVSM Airworthiness Approval and �that the ongoing operating procedures and continued airworthiness procedures (e. g. maintenance and repair) are fully acceptable to the appropriate Civil Aviation Authority. The aircraft is expected to take part in the AFI RVSM Height Monitoring program on a regular basis. Height Monitoring results from other Regions contributes to the AFI Height Monitoring program. Such exchange of data is supported by ICAO.

RVSM Aircraft Equipment Required Ø Two independent altitude-measurement systems Ø One secondary surveillance radar transponder with an altitude-reporting system that can be connected to the altitude-measurement system in use for altitude-keeping Ø One altitude-alerting device, and Ø An automatic altitude-control system (Autopilot) MASPS requires that the altimetry systems have a maximum error of 80 feet/25 meters and that the automatic altitude control systems be able to hold altitude within 200 ft/60 m.

RVSM Aircraft Equipment Required � The AFI Region has adopted ACAS II requirements in conformity with the relevant provisions contained in ICAO Annexes 6 and 10. These requirements apply to AFI RVSM airspace. Additionally, the ICAO AFI RVSM Implementation Task Force recommends that those aircraft equipped with ACAS and operated in RVSM airspace shall be equipped with ACAS II. (TCAS II systems with Version 7. 0 incorporated meet ICAO ACAS II standards in Annex 6).

RVSM Pilot Procedures �ICAO requires States to establish for flight crews specific: �Initial training programs and �Recurrent training programs

Flight Crew Training � Knowledge and understanding of ATC phraseology � Crew X-check to ensure compliance with ATC clearance � Contingency procedures (including use of stand-by altimeter) � Problems of visual perception (other aircraft at 1000 ft) � Characteristics of aircraft altitude capture systems which may lead to overshoots; � Relationship between the aircraft's altimetry, automatic altitude control and transponder systems in normal and abnormal conditions; and � Any airframe operating restrictions, if required for the specific aircraft group, related to RVSM airworthiness approval.

Flight Planning � Operators of RVSM approved civil aircraft are required to indicate the approval status by inserting the letter W in Item 10 (Equipment) of the ICAO flight plan form or in Item Q of the repetitive flight plan, regardless of the requested flight level. � If a change of aircraft results in a modification of the RVSM approval status, the operator is required to submit a modification message (CHG). � Verify aircraft is RVSM compliant � Check forecasted and reported weather conditions � Check NOTAM (RVSM is not suspended) � Check DDPG (MEL) requirements � Check RVSM operating limitations, if applicable 11

Pre-flight at the Aircraft � Review technical logs and forms to determine the condition of equipment required for flight in the RVSM airspace. Ensure that maintenance action has been taken to correct defects to required equipment � Check DDPG (MEL) required systems operational � During the external inspection of aircraft, particular attention should be paid to the condition of static sources and the condition of the fuselage skin near each static source and any other component that affects altimetry system accuracy � Compare Altimeters to known ground elevation (difference not to exceed specified limits <75 ft) � Before take-off, equipment required for flight in RVSM airspace should be operative, and any indications of malfunction should be resolved. 12

Procedures Prior to RVSM Airspace Entry � The following equipment should be operating normally: � Two primary altitude measurement systems � One automatic altitude-control system (Autopilot) � One altitude-alerting device � ACAS 13 II shall be carried and operated

Procedures Prior to RVSM Airspace entry � Should any of this equipment fail prior to the aircraft entering RVSM airspace, the pilot should: � Request a new clearance so as to avoid flight in this airspace. Or �follow 14 established contingency procedures

Enroute Procedures � Set all primary and standby altimeters to 1013. 2 (h. Pa) /29. 92 in. when passing the transition altitude, and rechecking for proper altimeter setting when reaching the initial cleared Flight Level � In level cruise it is essential that the aircraft is flown at the cleared flight level. This requires that particular care is taken to ensure that ATC clearances are fully understood and followed. � The aircraft should not intentionally depart from cleared flight level without a positive clearance from ATC unless the crew are conducting contingency or emergency maneuvers. 15

Enroute Procedures (cont. ) � Comply with RVSM operation limitations, if applicable � When changing levels, the aircraft should not be allowed to overshoot or undershoot the cleared flight level by more than 45 m (150 ft). � It is recommended that the level off be accomplished using the altitude capture feature of the automatic altitude-control system, if installed � The vertical rate should be reduced to less than 1500 fpm in the last 1000 ft before reaching the CFL � In cruise, fly with automatic altitude control (A/P) engaged except as required to trim aircraft or to disengage for turbulence � Altitude alert should be operational 16

Enroute Procedures (cont. ) � At intervals of approximately one hour, cross-checks between the primary altimeters should be made. A minimum of two will need to agree within ± 60 m (± 200 ft). � Failure to meet this condition will require that the altimetry system be reported as defective and notified to ATC. � Before entering RVSM airspace, the initial altimeter cross check of primary and standby altimeters should be recorded. � At least initial cross check should be recorded � Normally, altimeter controlling Autopilot should provide source for transponder reporting to ATC. � The usual scan of flight deck instruments should suffice for altimeter cross-checking on most flights. 17

Weather deviation procedures � The provisions of this section apply to situations where a pilot has the need to exercise the authority of a pilot-in-command under the provisions of Annex 2, 2. 3. 1. � If a revised ATC 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 the organized track or route system; b) establish communications with and alert nearby aircraft broadcasting, at suitable intervals: aircraft identification, flight level, aircraft position (including ATS route designator or the track code) and intentions, on the frequency in use and on frequency 121. 5 MHz (or, as a back-up, on 126. 9 MHz (IFBP); or on the VHF inter-pilot air-to-air frequency 123. 45 MHz); c) watch for conflicting traffic both visually and by reference to ACAS (if equipped);

Weather deviation procedures (cont. ) d) turn on all aircraft exterior lights (commensurate with appropriate operating limitations); e) for deviations of less than 19 km (10 NM), aircraft should remain at a level assigned by ATC; f) for deviations of greater than 19 km (10 NM), when the aircraft is approximately 19 km (10 NM) from track, initiate a level change on the following criteria: Route center line track EAST 000° – 179° magnetic WEST 180°– 359° magnetic Deviations >19 km (10 NM) LEFT Level change DESCEND 90 m (300 ft) RIGHT CLIMB 90 m (300 ft) LEFT CLIMB 90 m (300 ft) RIGHT DESCEND 90 m (300 ft)

Enroute Procedures (cont. ) �If the pilot is notified by ATC of an assigned altitude deviation which exceeds ± 90 m (± 300 ft) then the pilot should take action to return to cleared flight level as quickly as possible. 20

Strategic Lateral Offset Procedures (SLOP) � The flight crew may apply strategic lateral offsets on remote continental airspace (Non-radar airspace) when the aircraft is equipped with automatic offset tracking capability. � The decision to apply a strategic lateral offset shall be the responsibility of the flight crew. � The strategic lateral offset shall be established at a distance of 1 NM or 2 NM to the right of the centre line of the route relative to the direction of flight. � Pilots are not required to inform ATC that a strategic lateral offset is being applied. � Within radar airspace, the strategic lateral offset procedure requires approval by ATC. � Pilots applying SLOP as described in above, may request approval from ATC to continue with the offset upon entering radar airspace 21

Regional Procedures RVSM approval is Globally applicable However: From Region to Region there may be different procedures! (e. g. contingency procedures) Responsibility of Pilot in Command to be aware of Regional differences.

State Aircraft operating within RVSM Airspace �All State aircraft operating in RVSM Airspace will be considered as non-RVSM MASPS compliant and therefore non-RVSM approved. Therefore, the VSM required between State and other traffic shall be 2, 000 ft. �State aircraft, (i. e. military aircraft) might be exempted from RVSM requirements and where applicable, the indication that a non-RVSM approved aircraft is a State aircraft should be displayed. 23

State Aircraft operating within RVSM Airspace FL 350 FL 340 X FL 330 FL 320 FL 310 X Non-RVSM approved State Aircraft

Post flight � In making technical log entries against malfunctions in height keeping systems, the pilot should provide sufficient detail to enable maintenance to effectively troubleshoot and repair the system. � The pilot should detail the actual defect and the crew action taken to try to isolate and rectify the fault. 25

Post flight (cont. ) �The following information should be recorded when appropriate: � Primary and standby altimeter readings. � Altitude selector setting. � Subscale setting on altimeter. � Autopilot used to control the airplane and any differences when an alternative autopilot system was selected. � Differences in altimeter readings, if alternate static ports selected. � Use of air data computer selector fault diagnosis procedure. � The transponder selected to provide altitude information to ATC and any difference noted when an alternative transponder was selected. 26

Post flight �Annotate �Report maintenance documents altitude maintaining capability, transponder failures, altitude indications difference >200 ft �File the " ALTITUDE DEVIATION REPORT FORM" for any altitude deviation > 300 ft �File 27 the « wake turbulence encounter report »

RVSM Phraseology 28

Pilot-Controller Communication Phraseology RVSM Operation Circumstances Phraseology For a controller to ascertain the RVSM approval of an aircraft (Call Sign) Confirm RVSM approved For a pilot to report RVSM approved status (Call Sign) affirm RVSM For a pilot to report Non-RVSM approved status 1. On initial call on any frequency within RVSM airspace 2. In all requests for FL changes pertaining to FL within RVSM airspace; and 3. in all readbacks of level (Call Sign) negative RVSM [supplementary information, e. g. State aircraft] For a pilot of a non RVSM approved state aircraft to report non-RVSM approved status in response to the phrase (Call sign) (Call Sign) Negative RVSM state aircraft 29

Pilot-Controller Communication Phraseology RVSM Operation Circumstances To deny ATC clearance into RVSM airspace Phraseology (Call Sign) Unable issue clearance into RVSM airspace; Maintain, descend to or climb to FLXXX Pilot report when severe turbulence affects the (Call Sign) Unable RVSM due capability of an aircraft to maintain heightturbulence. keeping requirements for RVSM To report that the equipment of an aircraft has degraded below minimum aviation system performance standards (Call Sign) Unable RVSM due equipment 30

Pilot-Controller Communication Phraseology RVSM Operation Circumstances Phraseology To request an aircraft to provide information as soon as RVSM approved status has been regained or the pilot is ready to resume RVSM operations. Report when able to resume RVSM To request confirmation that an aircraft has regained RVSM approved status or a pilot is ready to resume RVSM operations Confirm able to resume RVSM To report ability to resume RVSM operations after an equipment or weather-related contingency Ready to resume RVSM 31

Inflight Contingency Procedures in RVSM Airspace 32

Degradation of Aircraft Equipment � When the pilot of an RVSM approved aircraft confirms that the aircraft’s equipment no longer meets the RVSM MASPS, the ATC shall: � Consider the aircraft as non-RVSM approved � Take action immediately to provide a minimum vertical separation of 2000 ft, or an appropriate horizontal separation minimum, from all other aircraft concerned. 33 2000 ft

In-Flight Contingency Procedures � The pilot should notify ATC of contingencies (equipment failures, weather) which affect the ability to maintain the cleared flight level, and co-ordinate a plan of action appropriate to the airspace concerned. � ATC to be notified for: Failure of automatic altitude control system � Loss of primary altimetry system � Loss of engine thrust requiring descent � Loss of any equipment affecting height keeping � Encounter with greater than moderate turbulence � If unable to notify ATC and obtain an ATC clearance prior to deviating from the cleared flight level, the pilot should follow any established contingency procedures and obtain ATC clearance as soon as possible. 34

In-Flight Contingency Procedures (cont. ) � Air traffic control actions will be based on the intentions of the pilot, the overall air traffic situation, and the real-time dynamics. � Suspension of RVSM refers to a discontinuance of the use of a vertical separation minimum of 1 000 ft between RVSM approved aircraft operating within the RVSM Airspace. � A vertical separation minimum of 2 000 ft shall be applied between all aircraft operating within the portion of the RVSM Airspace where RVSM has been suspended, regardless of the RVSM approval status of the aircraft. 35

Procedures Related to Emergencies, Communication Failure and Contingencies The radiotelephony distress signal (MAYDAY) or urgency signal (PAN PAN) preferably spoken three times shall be used as appropriate. Subsequent ATC action with respect to that aircraft shall be based on the intentions of the pilot and the overall air traffic situation. � 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) leave the assigned route or track by initially turning 90 degrees to the right or to the left. When possible, the direction of the turn should be determined by the position of the aircraft relative to any organized route or track system. Other factors which may affect the direction of the turn are: 1) the direction to an alternate airport, terrain clearance; 2) any lateral offset being flown; and 3) the flight levels allocated on adjacent routes or tracks; �

Procedures Related to Emergencies, Communication Failure and Contingencies b) following the turn, the pilot should: 1) 2) 3) 4) if unable to maintain the assigned flight level, initially minimize the rate of descent to the extent that is operationally feasible; take account of other aircraft being laterally offset from its track; acquire and maintain in either direction a track laterally separated by 28 km (15 NM) from the assigned route; and once established on the offset track, climb or descend to select a flight level which differs from those normally used by 150 m (500 ft);

Procedures Related to Emergencies, Communication Failure and Contingencies c) d) e) f) g) Establish communications with and alert nearby aircraft by broadcasting, at suitable intervals: aircraft identification, flight level, position (including the ATS route designator or the track code, as appropriate) and intentions, on the frequency in use and on 121. 5 MHz (or, as a backup, on 126. 9 MHz (IFBP) or on the inter-pilot airto-air frequency 123. 45 MHz); Maintain a watch for conflicting traffic both visually and by reference to ACAS (if equipped); Turn on all aircraft exterior lights (commensurate with appropriate operating limitations); Keep the SSR transponder on at all times; and Take action as necessary to ensure the safety of the aircraft.

Procedures Related to Emergencies, Communication Failure and Contingencies When leaving the assigned track to acquire and maintain the track laterally separated by 28 km (15 NM), the flight crew, should, where practicable, avoid bank angles that would result in overshooting the track to be acquired, particularly in airspace where a 55. 5 km (30 NM) lateral separation minimum is applied.

Contingency Scenarios in RVSM Airspace

Weather encounters and aircraft system failures initial Pilot actions � Contingency Actions: Initial Pilot Actions when unable to maintain flight level (FL) or unsure of aircraft altitudekeeping 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 using all available means � Alert nearby aircraft by illuminating exterior lights (commensurate with aircraft limitations) � If unable to contact ATC, broadcast position, FL and intention on 121. 5 MHz , or, as a backup on 126. 9 MHz (IFBP) or 123. 45 41

Severe turbulence and/or mountain wave activity (MWA) induced altitude deviations of approximately 200 ft Pilot actions Controller actions • When experiencing severe turbulence and/or MWA induced altitude deviations of approximately 200 ft or greater, pilot will contact ATC and state “Unable RVSM Due (state reason)” (e. g. , turbulence, mountain wave) • If not issued by the controller, request vector clear of traffic at adjacent FL’s • If desired, request FL change • Report location and magnitude of turbulence or MWA to ATC • Assess the traffic situation to determine if the aircraft can be accommodated through the provision of lateral, longitudinal or increased vertical separation and, if so, apply the appropriate minimum. • Advise pilot of conflicting traffic • Issue FL change, traffic permitting • Issue PIREP to other aircraft 42

Mountain wave activity encounters MWA encounters do not necessarily result in altitude deviations on the order of 200 ft. The guidance below is intended to address less significant MWA encounters. Pilot actions Controller actions • Contact ATC and report experiencing MWA, • Report location and magnitude of MWA to ATC, • If so desired, pilot may request a FL change. • Advise pilot of conflicting traffic at adjacent FL, • If pilot requests, vector aircraft to avoid merging target with traffic at adjacent RVSM flight levels, traffic permitting, • Issue FL change or re-route, traffic permitting, • Issue PIREP to other aircraft 43

Suspension of RVSM � Air traffic services will consider suspending RVSM procedures within affected areas of AFI FIRs 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 within the same RVSM FLAS (Flight Level Allocation Scheme) 44

Wake turbulence encounters Pilot actions Controller actions • Contact ATC and request vector, FL change or, if capable, a lateral offset. • Issue vector, FL change or lateral offset clearance, traffic permitting Pilots encountering or anticipating wake turbulence in AFI RVSM airspace have the option of requesting; a) FL change, or b) a vector (if possible) or c) applying SLOP (no ATC clearance required in remote continental airspace 45

Unable RVSM due to equipment failure of automatic altitude control system, altitude alerter or all primary altimeters Pilot actions Controller actions • Contact ATC and state “Unable RVSM Due Equipment”, • Provide 2, 000 ft vertical separation or appropriate horizontal separation, • Request clearance out of RVSM airspace unless operational situation dictates otherwise 46 • Clear aircraft out of RVSM airspace unless operational situation dictates otherwise.

One primary altimeter remains operational Pilot actions Controller actions • Cross check stand-by altimeter, • Acknowledge operation with single primary altimeter, • Relay to other controllers or facilities who will subsequently handle the aircraft and any special handling requirement or being provided. • Notify ATC of operation with single primary altimeter, • If unable to confirm primary altimeter accuracy follow actions for failure of all primary altimeters 47

Transponder failure Pilot actions Controller actions • Contact ATC and request authority to • Consider request to continue to operate at cleared flight level, • Comply with revised ATC clearance, if issued. 48 • Issue revised clearance, if necessary.

Aircraft Requiring Rapid Descent Pilot actions Controller actions The aircraft shall, if able: Issue ATC a. Initiate a turn away from the assigned route or track before clearance to commencing the emergency descent; change FL b. advise the appropriate air traffic control unit as soon as possible of the emergency descent; c. Set transponder Code to 7700 and select the Emergency Mode on the automatic dependent surveillance/controller-pilot data link communications (ADS/CPDLC) system, if applicable; d. turn on exterior lights; e. watch for conflicting traffic both visually and by reference to ACAS (if equipped), and f. coordinate its further intentions with the appropriate ATC unit. The aircraft shall not descend below the lowest published minimum altitude which will provide a minimum vertical clearance of 300 m (1000 ft) or in designated mountainous terrain 600 m (2000 ft) above all obstacles located in the area 49

Communication Failure 50

Communication failure � The ICAO Procedures specify that the applicable vertical separation minimum between an aircraft experiencing a communication failure in flight and any other aircraft, where both aircraft are operating within the RVSM Airspace, shall be 2 000 ft, unless an appropriate horizontal separation minimum exists. 51

Communications failure procedure � If the aircraft fails to indicate that it is able to receive and acknowledge transmissions, separation shall be maintained between the aircraft having the communication failure and other aircraft, based on the assumption that the aircraft will: a) if in visual meteorological conditions: 1. continue to fly in visual meteorological conditions; 2. land at the nearest suitable aerodrome; and 3. report its arrival by the most expeditious means to the appropriate air traffic control unit; or b) if in instrument meteorological conditions or when conditions are such that it does not appear likely that the pilot will complete the flight in accordance with a):

Communications failure procedure 1) 2) Unless otherwise prescribed on the basis of a regional air navigation agreement, in airspace where procedural separation is being applied, maintain the last assigned speed and level, or minimum flight altitude if higher, for a period of 20 minutes following the aircraft’s failure to report its position over a compulsory reporting point and thereafter adjust level and speed in accordance with the filed flight plan; or In airspace where an ATS surveillance system is used in the provision of air traffic control, maintain the last assigned speed and level, or minimum flight altitude if higher, for a period of 7 minutes following: i. iii. the time the last assigned level or minimum flight altitude is reached; or the time the transponder is set to Code 7600 or the ADS-B transmitter is set to indicate the loss of air-ground communications; or the aircraft’s failure to report its position over a compulsory reporting point; whichever is later and thereafter adjust level and speed in accordance with the filed flight plan;

Communications failure procedure 3) 4) When being vectored or having been directed by ATC to proceed offset using RNAV without a specified limit, proceed in the most direct manner possible to rejoin the current flight plan route no later than the next significant point, taking into consideration the applicable minimum flight altitude; Proceed according to the current flight plan route to the appropriate designated navigation aid or fix serving the destination aerodrome and, when required to ensure compliance with 5), hold over this aid or fix until commencement of descent;

Communications failure procedure 5) 6) 7) Commence descent from the navigation aid or fix specified in 4) at, or as close as possible to, the expected approach time last received and acknowledged; or, if no expected approach time has been received and acknowledged, at, or as close as possible to, the estimated time of arrival resulting from the current flight plan; Complete a normal instrument approach procedure as specified for the designated navigation aid or fix; and Land, if possible, within 30 minutes after the estimated time of arrival specified in 5) or the last acknowledged expected approach time, whichever is later.

Non-RVSM Aircraft � Non-RVSM aircraft climbing/descending through RVSM FL’s to/from FL 430 and above: � Will be handled on a workload permitting basis � Aircraft must be capable of continuous uninterrupted climb/descent at a normal rate to a FL above/below RVSM airspace 56

TCAS II Version 7. 0 Operating Characteristics Traffic Alert threshold 850 ft. Preventive RA threshold 700 ft. Corrective RA threshold 600 ft. Operating Recommendation. Operate TCAS in TA/RA mode during RVSM operations including transition areas

TCAS II Version 7. 0 Operator Procedures � Operators should specify procedures by which an airplane climbing or descending to an assigned altitude or flight level, especially with an autopilot engaged, may do so at rate less than 1500 ft/min throughout the last 300 m (1000 ft) of climb or descent to the assigned level when the pilot is made aware of another aircraft at an adjacent altitude or flight level by an airborne traffic display. These procedures are intended to avoid unnecessary airborne collision avoidance system (ACAS II) RA (Resolution Advisories) in aircraft at adjacent levels. 58

Traffic Avoidance � Immediately accomplish the following by recall whenever a TCAS traffic advisory (TA) or resolution advisory (RA) occurs. � WARNING: � Comply with the RA if there is a conflict between the RA and air traffic control. � Once an RA has been issued, safe separation could be compromised if current vertical speed is changed, except as necessary to comply with the RA. This is because TCAS II-to. TCAS II coordination may be in progress with the intruder aircraft, and any change in vertical speed that does not comply with the RA may negate the effectiveness of the others aircraft’s compliance with the RA. 59

Recommandations � TCAS must be operated in RA mode to provide full safety benefit � Pilots must follow all RAs promptly and accurately � Pilots must never maneuver in the opposite sense of an RA � Pilots must report RAs to controllers as soon as possible � Controllers must not interfere with pilots’ reactions to RAs � TCAS traffic displays must not be used for self-separation � Vertical speed must be reduced when approaching cleared FL � VFR pilots must operate their altitude reporting transponder � Pilots and controllers must be recurrently trained on TCAS ops 60

For more information about the implementation of RVSM in Africa see the ICAO Regional office in Nairobi website: www. icao. int/esaf/RVSM www. atns. co. za/afi-rvsm 61