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PILOTS |
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Question P1: Do I require
ACAS/TCAS for RVSM? |
Answer:
Although RVSM itself does not require ACAS/TCAS,
the EUR ACAS implementation programme requires that aircraft
over 15000 kg or having more than 30 seats carry ACAS II, i.e.
TCAS II Version 7, see
http://www.eurocontrol.int/projects/eatchip/acas/.
The algorithms of TCAS II Version 7 take RVSM into account. The
"older" version of TCAS, TCAS V6.04a, is not compatible with
RVSM and it is likely that TCAS V6.04a will result in many false
‘nuisance’ alerts when operated in RVSM airspace. Even if not
mandated it is strongly recommended that for RVSM Operations
TCAS II Version 7 should be installed. |
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Question P2: Should an
aircraft temporarily not meet RVSM requirements due to equipment
problems, is it possible to obtain an exemption from RVSM
requirements for such aircraft for transit purposes? |
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Answer: There are no
provisions and there is no intention of introducing any such
provision for allowing aircraft inside RVSM airspace to return
to base to resolve an RVSM problem. The impact of non-RVSM
aircraft in the system is such that such a measure would
penalise a significant number of RVSM approved aircraft in the
air at that time should this exemption be introduced. |
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Question P3: In case of loss
of RVSM capability just before entering RVSM airspace, what is
the procedure? |
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Answer: Advise ATC. They
will issue a new clearance. |
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Question P4: If I lose my
navigation capability in RVSM airspace, is the flight still
RVSM? |
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Answer: Yes, since the
precision of your vertical navigation remains adequate. However,
you must advise ATC who may issue a new clearance for horizontal
separation purposes. |
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Question P5: If experiencing
moderate to severe turbulence, what is the flight crew and ATC
expected to do? |
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Answer: If within RVSM
tolerance in altitude keeping, then the RVSM flight status
remains unchanged. If the pilot is unable to maintain assigned
level in RVSM airspace, the pilot shall report to ATC
"UNABLE RVSM DUE TURBULENCE". ATC will then provide a 2000ft
Vertical Separation Minimum until the pilot reports "READY TO
RESUME RVSM". |
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Question P6: What are the
Rates of Climb / Rates of Descent to be applied in RVSM airspace
when being cleared from one RVSM level to another? |
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Answer: There is no specific
regulation as to the vertical speeds within EUR RVSM airspace.
The guidance to prevent over/undershooting and the triggering of
TCAS alerts should be followed. It is recommended that a
vertical speed of between 500 and 1000 fpm is applied between
1000 and 1500 feet from the Cleared Flight Level (CFL).
Therefore,
in the
absence of a specific ATC instruction with regard to climb rates,
a normal climb or descent rate appropriate to the profile should
be carried out until approximately 1000 - 1500 ft before the
CFL. |
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Question P7: What is the
procedure for indicating non-RVSM in cases of technical problems
affecting height keeping? |
Answer: The only
provision to indicate non-RVSM is to remove the ‘W’ from Item 10
of the flight plan either by canceling an existing flight plan
or by sending a modification (CHG) message to Item 10.
If the RVSM failure occurs during flight in RVSM airspace, the
standard contingency procedures should be followed. The pilot
would report to ATC the inability to maintain RVSM due to
equipment failure by using the standard RVSM phraseology and
then ATC will ensure that a minimum vertical separation of
2000ft is established with this flight and other aircraft
operating in RVSM airspace. Normally the aircraft would be
cleared out of RVSM airspace as soon as possible. |
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Question P8: If I lose one
of my primary altimeters, can I stay RVSM compliant by using my
standby altimeter? |
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Answer: The RVSM
requirements include the need for two primary RVSM compliant
altimeters. If one of these altimeters fails, the flight is
rendered non-RVSM, and ATC needs to be notified accordingly. The
standby altimeter does not meet the RVSM requirements. |
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Question P9: What scenarios
and subsequent operating procedures are expected to be
implemented by flight crew within EUR RVSM when in contingency? |
Answer: The major difference
between EUR and NAT operations in contingency is that in the EUR
RVSM environment there is direct pilot/controller voice
communications normally supported by radar surveillance. There
are two different categories of contingency:
First if the aircraft is unable to maintain the CFL due to a
failure or degradation of equipment – then the pilot declares
UNABLE RVSM DUE EUIPMENT and ATC would normally provide 2000ft
vertical separation and descend the flight below FL 290. There
is a similar procedure when encountering turbulence; the pilot
declares UNABLE RVSM DUE TURBULENCE. ATC would provide 2000ft
vertical separation or an appropriate horizontal separation but
would not normally clear the flight from the airspace - but wait
for the flight to be clear of turbulence so normal flight can be
resumed.
Second case is an emergency such as a loss of an engine and an
inability to maintain CFL, or cabin pressurization failure which
requires an emergency descent. In accordance with Amendment No.
204 to the ICAO Regional Supplementary Procedures for Europe
(Doc 7030/4 – EUR), The pilot will fly the aircraft, deal with
the emergency and declare an emergency to ATC as soon as
possible. ATC will deal with the situation on a tactical basis.
There is no requirement for the pilot to fly parallel routes,
turn off track by 90 degrees etc as in the NAT - ATC will
provide all the assistance by direct pilot/controller voice
communications. |
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Question P10: Now that RVSM
is implemented, do we still need to report wake vortex
encounters in EUR RVSM airspace? |
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Answer:
The RVSM Programme has to present a Post Implementation Safety
Case to compare the environment before and after RVSM
Implementation. Pilots are requested to report any wake vortex
encounters within the lateral limits of EUR RVSM area
encountered above FL 245 – see
Wake Vortices
and the
Library
page for further details and a downloadable report form.
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Question P11: The revised
Radio Communication Failure (RCF) procedures were effective on
24th January 2002, the same day as RVSM, does this mean that
these RCF procedures are applicable only to RVSM airspace? |
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Answer: These new radio
communication failure procedures, as of 24 January 2002, by way
of Amendment No. 201 to the ICAO Regional Supplementary
Procedures for Europe (Doc 7030/4 – EUR), replaced the former
RCF procedures.
The new procedures are applicable to all phases of flight, and
are not limited to entering or exiting the European RVSM
Airspace. By way of example, this means that the "3 minute
departing aircraft" procedure, formerly contained in ICAO Doc
7030/4 - EUR, paragraph 5.1, is replaced by the new radio
communication failure procedures. |
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