PILOTS |
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Question P1: Do I require ACAS/TCAS to operate in RVSM airspace? |
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Answer: The carriage and operation of ACAS/TCAS is not an RVSM requirement in itself. As of 1 January 2005, ACAS II version 7.0 must be carried and operated in the European Region by all civil, fixed-wing turbine-engined aircraft having a maximum take-off mass exceeding 5,700 kg or a maximum approved passenger seating configuration of more than 19.
On 20 December 2011, the European Commission published an Implementing Rule mandating the carriage of ACAS II version 7.1 within European Union airspace earlier than the dates stipulated in ICAO Annex 10 (see question above) by all aircraft with a maximum certified take-off mass exceeding 5,700 kg or authorised to carry more 19 passengers from 1 March 2012 with the exception of aircraft with an individual certificate of airworthiness issued before 1 March 2012 that must be equipped as of 1 December 2015. Aircraft not referred above but which will be equipped on a voluntary basis with ACAS II, must be equipped with version 7.1. |
| Question P2: Should an aircraft temporarily not meet RVSM requirements due to equipment problems, is it possible to obtain an exemption from the European RVSM requirements for such aircraft for transit purposes? |
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Answer: With regards to an in-flight degradation of aircraft equipment to the extent that the vertical navigation performance requirements for the European RVSM airspace cannot be maintained, the ICAO Regional Supplementary Procedures for Europe (Doc 7030/4) specify that:
- the pilot is required to inform ATC as soon as possible of any such circumstances;
- the pilot shall obtain a revised ATC clearance prior to initiating any deviation from the cleared route and/or flight level, whenever possible. When a revised ATC clearance could not be obtained prior to such a deviation, the pilot shall obtain a revised clearance as soon as possible thereafter;
- ATC shall consider the aircraft as non-RVSM approved, and take action immediately to provide a minimum vertical separation of 600 metres (2000 feet) or an appropriate horizontal separation from all other aircraft concerned that are operating in the European RVSM airspace; and
- ATC shall normally clear a civil aircraft rendered non-RVSM approved out of European RVSM airspace when it is possible to do so. This will depend on the intentions of the pilot, the overall traffic situation and the real-time dynamics of the contingency.
The ICAO Regional Supplementary Procedures for Europe also stipulate that, except for operations within airspace specified as RVSM transition airspace, only RVSM approved aircraft and non-RVSM approved State aircraft shall be issued an ATC clearance to enter European RVSM airspace.
There is no 'exemption' policy for civil aircraft rendered non-RVSM approved due to equipment problems to transit European RVSM airspace. |
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Question P3: In case of loss of RVSM capability just before entering RVSM airspace, what is the procedure? |
| Answer: The pilot is required to inform ATC of such circumstances as soon as possible. ATC will issue a revised ATC clearance for the aircraft to operate outside RVSM airspace, as required. |
| Question P4: If I lose my horizontal navigation capability while operating in RVSM airspace, is the flight still considered RVSM approved? |
| Answer: Yes, if the vertical navigation performance required for operation in European RVSM airspace can be maintained. However, you are required to inform ATC of loss of horizontal navigation capability as soon as possible, since ATC may need to issue a new clearance for horizontal separation purposes. |
| Question P5: If experiencing moderate to severe turbulence while operating in RVSM airspace, what is the flight crew and ATC expected to do? |
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Answer: If the aircraft can maintain its cleared flight level, the RVSM flight status remains unchanged, and ATC will continue to consider the aircraft to be RVSM approved.
However, if the pilot believes that the aircraft will not be able to maintain its cleared flight level, the pilot is required to inform ATC as soon as practicable, using the phraseology "UNABLE RVSM DUE TURBULENCE". ATC is required to establish an appropriate horizontal separation or an increased minimum vertical separation. Additionally, ATC shall, to the extent possible, accommodate pilot requests for flight level and/or route changes, and shall provide traffic information, as required. |
| Question P6: What are the rates of climb/descent to be applied in European RVSM airspace? |
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Answer: Effective 22 November 2008, the following provision is applicable in ICAO PANS-OPS Doc. 8168 (within or outside RVSM airspace): Pilots should use appropriate procedures by which an aeroplane climbing or descending to an assigned altitude or flight level, especially with an autopilot engaged, may do so at a rate less than 8 m/s (or 1 500 ft/min) throughout the last 300 m (or 1 000 ft) of climb or descent to the assigned altitude or flight level when the pilot is made aware of another aircraft at or approaching an adjacent altitude or flight level, unless otherwise instructed by ATC. These procedures are intended to avoid unnecessary airborne collision avoidance system (ACAS II) resolution advisories in aircraft at or approaching adjacent altitudes or flight levels. For commercial operations, these procedures should be specified by the operator.
Some European States have published regulations in their Aeronautical Information Publications (AIPs) specifying vertical rates, so it is important to refer to relevant AIPs for specific information. |
| Question P7: If I lose one of my primary altimeters, can I stay RVSM compliant by using my standby altimeter? |
| Answer: Joint Aviation Authorities (JAA) LEAFLET No. 6, Revision 1, provides a Minimum Aircraft Systems Performance Specification (MASPS) for altimetry to support the use of a 300 metre (1000 feet) vertical separation minimum. The RVSM MASPS specifies that two operating primary RVSM-compliant altimeters are required for flight in the European RVSM airspace. Otherwise, the aircraft is rendered non-RVSM approved, and the pilot is required to notify ATC as soon as possible. The use of the standby altimeter instead of two primary altimeters does not meet the RVSM MASPS requirements. |
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Question P8: Now that RVSM is implemented, do pilots still need to file reports on wake vortex encounters in European RVSM airspace? |
| Answer: Yes, these reports are taken into account in the assessment of RVSM post-implementation safety assurance. Pilots are requested to report any wake vortex encountered above FL245 within the lateral limits of the European RVSM area - see Wake Vortices and the Library page for further details and a downloadable report form. |
| Question P9: The revised radio communication failure procedures for Europe became effective in January 2002 when RVSM was implemented in Europe. Does this mean that these communication failure procedures are applicable only to RVSM airspace? |
Answer: The amended air-ground radio communication failure procedures for Europe which became effective in January 2002 were applicable in all European Region airspace.
However, since 24 November 2005 the applicable air-ground communication failure procedures are specified in the ICAO publication "Procedures for Air Navigation Services Air Traffic Management", Doc 4444, Chapter 15, paragraph 15.3. |
