This will go in the Technical Talk section soon...
In the briefing I gave the other day on DRVSM which starts on 20 Jan at 0901Z.
Some tidbits:
1. Adjoining airspace of Canada and Mexico will implement RVSM to allow seamless transition along borders. Carribean and South America regions to implement on same date.
.2 DOD non-RVSM capable aircraft should minimize requests to operate in RVSM airspace for the first 96 hours after airspace transition.
3. Special Use Airspace remains status quo.
4. Min required equipment for RVSM ops is two independant altitude measuring systems, one Mode C transponder, one altitude alert/warning system, one automatic altitude keeping device. Should any of this equipment fail, the pilot shall request a new clearance so as to avoid flight in RVSM airspace.
5. RVSM ops require specific approval and equipment. Only RVSM compliant aircraft will utilize the suffix codes of /Q or /W indicating this capability, regardless of whether operating in RVSM airspace or not.
6. Formation flights are considered non-RVSM regardless of single-ship status. Procedures are being ironed out between FAA/DOD on formation flight of RVSM-compliant aircraft.
7. Currently, most fighter-type aircraft aren't RVSM capable. With aircraft like the T-38, lack of RVSM capability will affect divert calculations, since optimum divert profile is always above FL 280. Additionally, cross country range will be about 150 nm less due to fuel burn at FL 280 vs the normal FL 390 cruise. Additionally, restriction to FL280 may affect ability to avoid severe WX. For local ops, as stated before, RVSM will not apply to Special Use Airspace such as MOAs, Restricted Areas, Warning Areas, Alert Areas, or Prohibited Areas.
8. Non-RVSM aircraft may fly in RVSM airspace using one of three methods: LOA/MOU between DOD/FAA; File and Fly, or Preflight Coodinated Conditional Approval. For File and Fly, request RVSM once airborne. ATC will evaluate ability to authorize. For PCCA, cordinate for approval 1-4 hours prior to departure time for conditional approval. This becomes tentative approval to enter RVSM airspace based on time estimated to enter. Flights requiring special handling or will be fuel critical should use this procedure. Clearance based on ATC workload and traffic permitting. International flights entering US NAS will be coordinated by ATC and will not need to use this procedure.
9. Non-RVSM aircraft requesting climb to or descent from flight levels above RVSM aispace without intermediate level off will utilize file and fly procedures.
10. Non-RVSM aircraft climbing to or descending from RVSM airspace are only considered for accomodation provided they are capable of continuous climb/descent and do not need intermediate level off for operational considerations. And they are capable of climb/descent at normal rate for aircraft.
11. Priority for access to RVSM airspace shall be: a) RVSM compiant aircraft, b) Conditionally approved flights, c) File anf Fly flights. Operators/Planners must consider the possibliity they may be denied access to RVSM airspace. Consider planning fuel consumption based on RVSM denial, which may affect standard divert planning.
12. FAA-established standard phraseology for use in RVSM include: a) Phraseology for non-RVSM aircraft at FL 290-410l; b) Aircraft encountering severe WX/turbulance; c) Aircraft experiencing system failures. Required calls for non-RVSM aircraft: Inform ATC of lack of RVSM using "negative RVSM."
13. "Negative RVSM" report: a) Required on any frequency while in RVSM airspace; b) In all requests for flight level changes pertaining to flight levels in RVSM airspace; c) In all readbacks to flight level clearances pertaining to flight levels in RVSM airspace; d) In readbacks of flight level clearances involving climb and descent through RVSM airspace.
In the briefing I gave the other day on DRVSM which starts on 20 Jan at 0901Z.
Some tidbits:
1. Adjoining airspace of Canada and Mexico will implement RVSM to allow seamless transition along borders. Carribean and South America regions to implement on same date.
.2 DOD non-RVSM capable aircraft should minimize requests to operate in RVSM airspace for the first 96 hours after airspace transition.
3. Special Use Airspace remains status quo.
4. Min required equipment for RVSM ops is two independant altitude measuring systems, one Mode C transponder, one altitude alert/warning system, one automatic altitude keeping device. Should any of this equipment fail, the pilot shall request a new clearance so as to avoid flight in RVSM airspace.
5. RVSM ops require specific approval and equipment. Only RVSM compliant aircraft will utilize the suffix codes of /Q or /W indicating this capability, regardless of whether operating in RVSM airspace or not.
6. Formation flights are considered non-RVSM regardless of single-ship status. Procedures are being ironed out between FAA/DOD on formation flight of RVSM-compliant aircraft.
7. Currently, most fighter-type aircraft aren't RVSM capable. With aircraft like the T-38, lack of RVSM capability will affect divert calculations, since optimum divert profile is always above FL 280. Additionally, cross country range will be about 150 nm less due to fuel burn at FL 280 vs the normal FL 390 cruise. Additionally, restriction to FL280 may affect ability to avoid severe WX. For local ops, as stated before, RVSM will not apply to Special Use Airspace such as MOAs, Restricted Areas, Warning Areas, Alert Areas, or Prohibited Areas.
8. Non-RVSM aircraft may fly in RVSM airspace using one of three methods: LOA/MOU between DOD/FAA; File and Fly, or Preflight Coodinated Conditional Approval. For File and Fly, request RVSM once airborne. ATC will evaluate ability to authorize. For PCCA, cordinate for approval 1-4 hours prior to departure time for conditional approval. This becomes tentative approval to enter RVSM airspace based on time estimated to enter. Flights requiring special handling or will be fuel critical should use this procedure. Clearance based on ATC workload and traffic permitting. International flights entering US NAS will be coordinated by ATC and will not need to use this procedure.
9. Non-RVSM aircraft requesting climb to or descent from flight levels above RVSM aispace without intermediate level off will utilize file and fly procedures.
10. Non-RVSM aircraft climbing to or descending from RVSM airspace are only considered for accomodation provided they are capable of continuous climb/descent and do not need intermediate level off for operational considerations. And they are capable of climb/descent at normal rate for aircraft.
11. Priority for access to RVSM airspace shall be: a) RVSM compiant aircraft, b) Conditionally approved flights, c) File anf Fly flights. Operators/Planners must consider the possibliity they may be denied access to RVSM airspace. Consider planning fuel consumption based on RVSM denial, which may affect standard divert planning.
12. FAA-established standard phraseology for use in RVSM include: a) Phraseology for non-RVSM aircraft at FL 290-410l; b) Aircraft encountering severe WX/turbulance; c) Aircraft experiencing system failures. Required calls for non-RVSM aircraft: Inform ATC of lack of RVSM using "negative RVSM."
13. "Negative RVSM" report: a) Required on any frequency while in RVSM airspace; b) In all requests for flight level changes pertaining to flight levels in RVSM airspace; c) In all readbacks to flight level clearances pertaining to flight levels in RVSM airspace; d) In readbacks of flight level clearances involving climb and descent through RVSM airspace.
