Flight Crew Training - EUR RVSM

Joint Aviation Authorities Administrative and Guidance Material, Section One, General Part 3, Temporary Guidance Leaflet No. 6, Revision 1, Appendix 4 - Training Programmes and Operating Practices and Procedures

1. INTRODUCTION

Flight crews will need to have an awareness of the criteria for operating in RVSM airspace and be trained accordingly. The items detailed in paragraphs 2 to 6 of this appendix should be standardised and incorporated into training programmes and operating practices and procedures. Certain items may already be adequately standardised in existing procedures. New technology may also remove the need for certain actions required of the flight crew. If this is so, then the intent of this guidance can be considered to be met.

Note - This document is written for all users of RVSM airspace, and as such is designed to present all required actions. It is recognised that some material may not be necessary for larger public transport operators.

2. FLIGHT PLANNING

During flight planning the flight crew should pay particular attention to conditions that may affect operation in RVSM airspace.

These include, but may not be limited to:

(a) verifying that the airframe is approved for RVSM operations;

(b) reported and forecast weather on the route of flight;

(c) minimum equipment requirements pertaining to height keeping and alerting systems; and

(d) any airframe or operating restriction related to RVSM approval.

3. PRE-FLIGHT PROCEDURES AT THE AIRCRAFT FOR EACH FLIGHT

The following actions should be accomplished during the pre-flight procedure:

(a) 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;

(b) 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. This check may be accomplished by a qualified and authorised person other than the pilot (e.g. a flight engineer or ground engineer);

(c) before takeoff, the aircraft altimeters should be set to the QNH of the airfield and should display a known altitude, within the limits specified in the aircraft operating manuals. The two primary altimeters should also agree within limits specified by the aircraft operating manual. An alternative procedure using QFE may also be used. Any required functioning checks of altitude indicating systems should be performed.

Note - The maximum value for these checks cited in operating manuals should not exceed 23m (75ft).

(d) before take-off, equipment required for flight in RVSM airspace should be operative, and any indications of malfunction should be resolved.

4. PROCEDURES PRIOR TO RVSM AIRSPACE ENTRY

The following equipment should be operating normally at entry into RVSM airspace:

(a) Two primary altitude measurement systems.

(b) One automatic altitude-control system.

(c) One altitude-alerting device.

Note - Dual equipment requirements for altitude-control systems will be established by regional agreement after an evaluation of criteria such as mean time between failures, length of flight segments and availability of direct pilot-controller communications and radar surveillance.

(d) Operating Transponder. An operating transponder may not be required for entry into all designated RVSM airspace. The operator should determine the requirement for an operational transponder in each RVSM area where operations are intended. The operator should also determine the transponder requirements for transition areas next to RVSM airspace.

Note - Should any of the required equipment fail prior to the aircraft entering RVSM airspace, the pilot should request a new clearance to avoid entering this airspace.

5. IN-FLIGHT PROCEDURES

5.1 The following practices should be incorporated into flight crew training and procedures:

(a) Flight crews will need to comply with any aircraft operating restrictions, if required for the specific aircraft group, e.g. limits on indicated Mach number, given in the RVSM airworthiness approval.

(b) Emphasis should be placed on promptly setting the sub-scale on all primary and standby altimeters to 1013.2 (hPa) /29.92 in. when passing the transition altitude, and rechecking for proper altimeter setting when reaching the initial cleared flight level.

(c) 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 manoeuvres.

(d) When changing levels, the aircraft should not be allowed to overshoot or undershoot the cleared flight level by more than 45 m (150 ft).

Note - It is recommended that the level off be accomplished using the altitude capture feature of the automatic altitude-control system, if installed.

(e) An automatic altitude-control system should be operative and engaged during level cruise, except when circumstances such as the need to re-trim the aircraft or turbulence require disengagement. In any event, adherence to cruise altitude should be done by reference to one of the two primary altimeters. Following loss of the automatic height keeping function, any consequential restrictions will need to be observed.

(f) Ensure that the altitude-alerting system is operative.

(g) 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.

(i) The usual scan of flight deck instruments should suffice for altimeter cross-checking on most flights.

(ii) Before entering RVSM airspace, the initial altimeter cross check of primary and standby altimeters should be recorded.

Note - Some systems may make use of automatic altimeter comparators.

(h) In normal operations, the altimetry system being used to control the aircraft should be selected for the input to the altitude reporting transponder transmitting information to ATC.

(i) If the pilot is advised in real time that the aircraft has been identified by a height-monitoring system as exhibiting a TVE greater than ±90 m (±300 ft) and/or an ASE greater than ±75 m (±245 ft) then the pilot should follow established regional procedures to protect the safe operation of the aircraft. This assumes that the monitoring system will identify the TVE or ASE within the set limits for accuracy.

(j) 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.

5.2 Contingency procedures after entering RVSM airspace are:

5.2.1 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. Detailed guidance on contingency procedures is contained in the relevant publications dealing with the airspace. Refer to Appendix 4, paragraph 8, of this document.

5.2.2 Examples of equipment failures which should be notified to ATC are:

(a) failure of all automatic altitude-control systems aboard the aircraft;

(b) loss of redundancy of altimetry systems;

(c) loss of thrust on an engine necessitating descent; or

(d) any other equipment failure affecting the ability to maintain cleared flight level.

5.2.3 The pilot should notify ATC when encountering greater than moderate turbulence.

5.2.4 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.

6. POST FLIGHT

6.1 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.

6.2 The following information should be recorded when appropriate:

(a) Primary and standby altimeter readings.

(b) Altitude selector setting.

(c) Subscale setting on altimeter.

(d) Autopilot used to control the aeroplane and any differences when an alternative autopilot system was selected.

(e) Differences in altimeter readings, if alternate static ports selected.

(f) Use of air data computer selector for fault diagnosis procedure.

(g) The transponder selected to provide altitude information to ATC and any difference noted when an alternative transponder was selected.

7. SPECIAL EMPHASIS ITEMS: FLIGHT CREW TRAINING

7.1 The following items should also be included in flight crew training programmes:

(a) knowledge and understanding of standard ATC phraseology used in each area of operations;

(b) importance of crew members cross checking to ensure that ATC clearances are promptly and correctly complied with;

(c) use and limitations in terms of accuracy of standby altimeters in contingencies. Where applicable, the pilot should review the application of static source error correction/ position error correction through the use of correction cards;

Note - Such correction data will need to be readily available on the flight deck.

(d) problems of visual perception of other aircraft at 300 m (1,000 ft) planned separation during darkness, when encountering local phenomena such as northern lights, for opposite and same direction traffic, and during turns;

(e) characteristics of aircraft altitude capture systems which may lead to overshoots;

(f) relationship between the aircraft's altimetry, automatic altitude control and transponder systems in normal and abnormal conditions; and

(g) any airframe operating restrictions, if required for the specific aircraft group, related to RVSM airworthiness approval.

SPECIFIC REGIONAL OPERATIONAL PROCEDURES

The areas of applicability (by Flight Information Region) of RVSM airspace in identified ICAO Regions is contained in the relevant sections of the ICAO Regional Supplementary Procedures for Europe (Doc 7030 EUR). In addition these sections contain operational and contingency procedures unique to the regional airspace concerned, specific flight planning requirements, and the approval requirements for aircraft in the designated region.

For the North Atlantic Minimum Navigation Performance Specification (MNPS) airspace, where RVSM have been in operation since 1997, further guidance (principally for State Approval Agencies) is contained in ICAO Doc NAT 001 T13/5NB.5 with comprehensive operational guidance (aimed specifically at aircraft operators) in the North Atlantic MNPS Airspace Operational Manual.

Comprehensive guidance on operational matters for European RVSM Airspace is contained in EUROCONTROL Document ASM ET1.ST.5000 entitled "The ATC Manual for a Reduced Vertical Separation (RVSM) in Europe" with further material included in the relevant State Aeronautical Publications.

During the life of this document, it is expected that additional ICAO regions or parts of regions may introduce RVSM into their airspace. For example, plans are well in hand to introduce RVSM into parts of the Pacific region. The area of applicability and associated procedures will be published in the ICAO Regional Supplementary Procedures for Europe where reference will be made to additional material as necessary.

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