RVSM approval will encompass the following elements:. RVSM approval issued for one region will always be valid for RVSM operations in another region provided specific restrictions have not been imposed on the operator by the State of Operator or State of Registry. Monitoring should be completed as soon as possible but not later than 6 months after the issue of RVSM approval and thereafter as directed by the RMA. The ASE is the difference between the altitude which the pilot, ground controller, and aircraft systems believe aircraft to be at and the actual altitude. To be compliant with international standards, the ASE of an aircraft must be less than ft 75 m.
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Aircraft operators and air traffic services ATS providers may gain significant benefits. In addition, operators shall flight plan in accordance with these tables.
Bay of Bengal. Flight level allocation. Coordinated Level. All other flight levels are available subject to coordination. FLAS for international traffic over continental India. Note 1 - Airlines to flight plan in accordance with the FLAS mentioned above to cross Indian continental airspace on -.
All RVSM flight levels. FLOther levels may. Other levels. FL available as no. PDC level. FL not available. This is an essential element of the RVSM implementation program in that it confirms that the aircraft altitude-keeping performance standard is being met. Before entering RVSM airspace, the pilot should review the status of required equipment.
The following equipment should be operating normally. The pilot must notify ATC whenever the aircraft. During cleared transition between levels, the aircraft should not overshoot or undershoot the assigned FL by more than Ft 45M. Contingency Procedures: Paragraphs 8, 9, 10, and 11 below contain procedures for in-flight contingencies that have been updated for RVSM operations. The contingency procedures in paragraphs 8, 9 and the offset procedures in paragraph 11 should be applied in Oceanic operations.
The weather deviation procedures in paragraph 10 may be applied in all airspace in the region. Same levels on adjacent routes may be allocated as long as the concerned flights are RNP10 capable. If RNP capability of either aircraft degrades, then different flight levels will be allocated to aircraft so cleared to maintain levels below published vertical limits of adjacent EMARSSH routes.
Although all possible contingencies cannot be covered, the procedures in 8. With regard to 8. Air traffic control shall render all possible assistance. 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-.
Leave the assigned route or track by initially turning 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 facts which may affect the direction of the turn are. Establish communications with an 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 frequencies in use and on Maintain a watch for conflicting traffic visually and by reference to ACAS if equipped.
Turn on all aircraft exterior lights commensurate with appropriate operating limitations. Take action as necessary to ensure the safety of the aircraft. When leaving the assigned track to acquire and maintain the track laterally separated by 28KM 15NM , the flight crew should, where practicable avoid bank angles that would result in overshooting the track to be acquired, particularly in airspace where a If the Contingency Procedures are employed by a twin engine aircraft as a result of an Engine shutdown or failure of an ETOPS critical system, the pilot should advise ATC as soon as practicable of the situation, reminding ATC of the type of aircraft involved and request expeditious handling.
The following procedures are intended for deviations around adverse meteorological condition. The pilot shall inform ATC when weather deviation is no longer required, or when a weather deviation has been completed and aircraft has returned to its cleared route.
Actions to be taken when controller-pilot communications are established. The pilot should notify ATC and request clearance to deviate from track, advising, when possible, the extent of the deviation expected.
When appropriate separation can be applied issue clearance to deviate from track; or. Comply with air traffic control clearance issued; or. Advise ATC of intentions and execute the procedures detailed in para 9.
Actions to be taken if a revised air traffic control clearance cannot be obtained. The provision of this section apply to situations where a pilot needs to exercise the authority of pilot-in-command under the provisions of Annex 2, para 2. If the aircraft is required to deviate from track to avoid adverse meteorological conditions and prior clearance cannot be obtained and ATC clearance shall be obtained at the earliest possible time until an ATC clearance is received the pilot shall take the following actions.
Note - If, as a result of action taken under the provisions of 9. Route center-line track. Level Change. If contact was established, continue to keep ATC advised of intentions and obtain essential traffic information. The ATS route segments listed above for the application of special procedures, for in flight contingencies in some cases, encompass a portion of continental airspace of India.
This has been done for ease of application of the procedures and to avoid insertion of additional waypoints on the ATSRoutes. Procedures for Strategic lateral offsets in oceanic and remote continental airspace. If wake turbulence needs to be avoided, one of the three available options centerline, 1NM or 2NM right offset shall be used.
For ATS route segment in Oceanic airspace refer para 7. The following special procedures are applicable to mitigate wake turbulence or distracting aircraft system alerts [e. In the contingency circumstances below, ATC will not issue clearances for lateral offsets and will not normally respond to actions taken by the pilots. An aircraft that encounters wake vortex turbulence or experiences distracting aircraft system alerts shall notify ATC and request a flight level, track or speed change to avoid the condition.
However, in situations where such a change is not possible or practicable, the pilot may initiate the following temporary lateral offset procedure with the intention of returning to center line as soon as practicable:. The operator must determine that the appropriate State authority has granted them RVSM operational approval and they will meet the RVSM requirements for the filed route of flight and any planned alternate routes. The letter. Note: The aircraft owned by the state governments will not qualify for State Aircraft status.
They will be categorized as General Aviation Aircraft. Do not climb or descend at less than the normal rate for the aircraft and.
Do not level off at an intermediate level while passing through the RVSM stratum. Note:The procedures are intended exclusively for the purposes indicated and not as a means to circumvent the normal RVSM approval process. Request for approval of such operations shall be made not less than 4 Hrs and not more than 72 Hrs prior to intended time of departure.
The operator shall be responsible for gaining approval from each FIR the flight will transit. Where necessary, the Air Traffic Control Center may be contacted as follows. An aircraft that is RVSM approved on delivery may operate in exclusive RVSM airspace provided that the crew is trained on RVSM policies and procedures applicable in the airspace and the responsible State issues the operator a letter of authorization approving the operation.
The details of the contact person are available in Para Within areas where RVSM procedures are suspended, the vertical separation minimum between all aircraft will be Ft. See Attachment A for guidance in these circumstances.
An aircraft operated as a controlled flight shall maintain continuous air-ground voice communication watch on the appropriate communication channel of, and establish two-way communication as necessary with, the appropriate air traffic control unit.
For aircraft forming part of aerodrome traffic at a controlled aerodrome the conditions given in Para If a communication failure precludes compliance with Para In addition, the aircraft, when forming part of the aerodrome traffic at a controlled aerodrome, shall keep a watch for such instructions as may be issued by visual signals. If in instrument meteorological conditions or when conditions are such that it does not appear feasible to complete the flight in accordance with Para Action by air traffic control units when unable to maintain two-way communication with an aircraft operating in a control area or control zone shall be as outlined in the paragraphs which follow.
As soon as it is known that two-way communication has failed, action shall be taken to ascertain whether the aircraft is able to receive transmissions from the air traffic control unit by requesting it to execute a specified manoeuvre which can be observed by radar or to transmit, if possible, a specified signal in order to indicate acknowledgement. In the continental airspace of Indian FIRs the applicable vertical separation minimum between an aircraft experiencing a communication failure in flight and any other aircraft shall be M Ft , unless an appropriate horizontal separation minimum exists.
If the aircraft fails to indicate that it is able to receive and acknowledge transmissions, the separation shall be maintained between the aircraft having the communication failure and other aircraft, based on the assumption that the aircraft will:. Action taken to ensure suitable separation shall cease to be based on the assumption stated in Para As soon as it is known that two-way communication has failed, appropriate information describing the action taken by the air traffic control unit, or instructions justified by any emergency situation, shall be transmitted blind for the attention of the aircraft concerned, on the frequencies available on which the aircraft is believed to be listening, including the voice frequencies of available radio navigation or approach aids.
Information shall also be given concerning:. Pertinent information shall be given to other aircraft in the vicinity of the presumed position of the aircraft experiencing the failure.
As soon as it is known that an aircraft, which is operating in its area of responsibility, is experiencing an apparent radio communication failure, an air traffic services unit shall forward information concerning the radio communication failure to all air traffic services units concerned along the route of flight. The ACC in whose area the destination aerodrome is located shall take steps to obtain information on the alternate aerodrome s and other relevant information specified in the filed flight plan, if such information is not available.
If circumstances indicate that a controlled flight experiencing a communication failure might proceed to one of the alternate aerodrome s specified in the filed flight plan, the air traffic control unit s serving the alternate aerodrome s and any other air traffic control units that might be affected by a possible diversion shall be informed of the circumstances of the failure andrequested to attempt to establish communication with the aircraft at a time when the aircraft could possibly be within communication range.
This shall apply particularly when, by agreement with the operator or a designated representative, a clearance has been transmitted blind to the aircraft concerned to proceed to an alternate aerodrome, or when weather conditions at the aerodrome of intended landing are such that a diversion to an alternate is considered likely. When an air traffic control unit receives information that an aircraft, after experiencing a communication failure has re-established communication or has landed, that unit shall inform the air traffic services unit in whose area the aircraft was operating at the time the failure occurred, and other air traffic services units concerned along the route of flight, giving necessary information for the continuation of control if the aircraft is continuing in flight.
If the aircraft has not reported within thirty minutes after:. It is the responsibility of the aircraft operators, or their designated representatives, and pilots-in-command of aircraft to determine whether they will resume normal operations or take other action.
Transponder-equipped aircraft experiencing radio-communication failure will operate the transponder on Mode A, Code If the action prescribed in Para In both the cases covered by Para Where it has been established by the action in Para
The system performance at all three HMU sites is currently degraded. Operators are recommended not to conduct special monitoring flights until this notice is removed. All civilian aircraft intending to operate in designated RVSM airspace are required to be approved by their Competent Authority. All operators of aircraft approved to fly with a 1, ft. Please see the latest HMU status above. To ensure the accuracy of the result, it is necessary for the aircraft to fly straight and level for a minimum of five minutes within the coverage area defined above. Advance notifications will help ATC ensure the aircraft can be operated in straight and level flight in the busy and complex nature of the airspace over the HMUs and thereby contribute to an accurate height monitoring measurement.
ICAO DOC 9574
European Regional Monitoring Agency