DispatchRVSM1.doc

DispatchRVSM1.doc Rev 1: 13 March 2002

Dispatcher Guidance for RVSM Operations

1. References and Revision Changes

A. FAA Interim Guidance (IG) 91-RVSM (change 1, 6/30/99). This document was developed in ICAO sponsored international working groups to provide guidance on airworthiness and operations programs for RVSM. ICAO has recommended that State Civil Aviation Authorities use IG 91-RVSM or an equivalent State document for approval of aircraft and operators to conduct RVSM operations. Appendices 4 and 5 contain practices and procedures for pilots and dispatchers involved in RVSM operations. This dispatcher guidance was developed using those appendices as the reference.

B. State Aeronautical Information Publications (AIP) and NOTAMS. The ICAO sponsored Pacific RVSM Task Force has developed sample AIP’s and NOTAMS for Pacific ATS providers to publish in the December timeframe. These documents contain ATS policy and procedures for filing and flying in each Pacific FIR where RVSM will be applied.

C. Changes Contained in Revisions. See Attachment 2, the Change Page.

2. Dispatch Checklist. A checklist for aircraft dispatch into RVSM airspace is attached to this document.

3. General. The Aircraft Dispatcher shares responsibility for Operational Control with the Pilot in Command (PIC) of the aircraft. The Aircraft Dispatcher is responsible for providing the PIC with information necessary for the safety of flight under the appropriate state CAA regulatory requirements. ICAO Annex VI recommends that the dispatcher/flight operations officer be responsible for providing the PIC with information necessary for the safety of flight while enroute.

4. Flight Planning

A. RVSM AIRSPACE. RVSM airspace is defined as any airspace between
FL 290-410 where 1,000 foot vertical separation is applied. Some regions have elected to implement RVSM in phases. For example, RVSM is currently applied in the North Atlantic between FL 310 and 390 (inclusive) and is planned to be applied between FL 290 and 390 in the Pacific FIR’s. The prudent dispatcher will be familiar with the FL’s where RVSM approval is required in each area of operations into which aircraft will be dispatched.
B. LIMITS OF OPERATIONAL AUTHORIZATION. In the flight planning process, the dispatcher is responsible for selecting and filing a route of flight that is consistent with the carrier’s operational authorization (e.g., Operations Specifications) and with all route, aircraft, weather considerations, crew constraints, and limitations.

C. MINIMUM EQUIPMENT LIST. When planning and filing into RVSM airspace, the dispatcher must ensure that the route meets the requirements of the paragraph above and that the aircraft meets certain Minimum Equipment Lists (MEL) provisions as well.

D. WEATHER. The dispatcher must review reported and forecast weather conditions with specific emphasis on conditions such as greater than moderate turbulence that may affect the aircraft’s capability to maintain level flight.

E. TCAS. It is recommended that, for those aircraft that are TCAS equipped, TCAS should be operational for dispatch into RVSM airspace. TCAS is not required aircraft equipage for RVSM and is not required for dispatch into RVSM airspace, however, TCAS enhances operational safety by enhancing pilot situational awareness and by providing a system for collision avoidance.

Note: aircraft are required to be equipped with TCAS to operate in certain areas (such as the U.S., Europe and NAT MNPS airspace), however, there are provisions for MEL relief. The dispatcher must dispatch the aircraft in accordance with MEL provisions for flight in the specific area of operations.

F. MAINTENANCE FLIGHTS. ATS providers have established policy to enable aircraft that are temporarily non-RVSM compliant to fly in most RVSM airspace for the purpose of positioning the aircraft at a maintenance facility. This policy requires prior coordination with appropriate ATC centers so that 2,000 foot separation can be applied between the non-compliant aircraft and other aircraft. The dispatcher must be informed of and comply with the policy for such operations published in NOTAMS, Aeronautical Information Publications and other appropriate documents.

G. DELIVERY AND HUMANITARIAN FLIGHTS. ATS have made provision for limited flights by aircraft not approved for RVSM for delivery and humanitarian flights. The dispatcher must comply with the policies for this operation published in State AIP’s, NOTAMS and other appropriate documents.
5. Enroute Contingencies

A. PRIOR TO ENTRY INTO RVSM AIRSPACE.

(1) The following equipment is required to be operational at entry into RVSM airspace:

· Two independent primary altimetry systems

· One automatic altitude control system

· One altitude alerting device

(2) If any required equipment fails prior to entering RVSM airspace, the PIC will notify ATS and obtain a new oceanic clearance above or below the RVSM stratum. The pilot should accept the new clearance contingent upon review by the dispatcher.

(3) The dispatcher shall evaluate the new clearance with due consideration for the effect on fuel consumption, time enroute, any MEL/CDL issues or any other operational factors. The dispatcher shall make a recommendation to the PIC regarding continuing to destination, amending the release to allow the aircraft to proceed to an intermediate airport, or returning to the departure airport. The pilot will then either confirm the new clearance with ATS or request a new clearance to another airport. The final decision rests with the PIC.

B. AFTER ENTRY INTO RVSM AIRSPACE. IG 91-RVSM, Appendix 5 provides guidance for pilot and controller actions if RVSM required aircraft equipment fails after entry into RVSM airspace or the aircraft encounters turbulence that effects the aircraft’s ability to maintain level. If any required RVSM equipment fails or turbulence greater than moderate is encountered, the PIC is expected to notify ATS of the intended course of action.

(1) The PIC has the following options:

(a) Continue with original ATS clearance if ATC can apply an alternate form of separation (i.e., lateral, longitudinal or 2,000 ft vertical separation).

(b) Request ATC clearance to climb above or descend below RVSM airspace if ATC cannot provide adequate separation from other aircraft.

(c) Execute ICAO contingency procedures to offset from track and FL, if ATC cannot provide adequate separation from other aircraft. The PIC will maintain the offsets until a revised ATC clearance can be obtained.

(2) Dispatcher Actions

(a) OPTION (a). If the PIC elects Option (a), no dispatcher action is required.

(b) OPTION (b). If the PIC elects to follow option (b), the PIC will contact the dispatcher, if required by the responsible civil aviation authority. The dispatcher will evaluate the clearance with due consideration for the effect on fuel consumption, time enroute, any MEL/CDL issues or any other operational factors. The dispatcher shall make a recommendation to the PIC regarding continuing to destination, amending the release to allow the aircraft to proceed to an intermediate airport or returning to the departure airport. The pilot will then either confirm the new clearance with ATS or request a new clearance to another airport. The final decision rests with the PIC.

(c OPTION (c. If the PIC elects to follow option (c, when time permits, the PIC will advise the dispatcher of the offset. No action by the dispatcher is required since the effect on performance should be minimal.

Attachment 1

Checklist for Aircraft Dispatch into RVSM Airspace

The dispatcher must:

1. Determine flight level (FL) floor, FL ceiling and horizontal boundaries of RVSM airspace.

2. Determine if RVSM approval is specifically required to file for flight into an airspace.

(Example. Tahiti allowed both RVSM approved and non-RVSM approved aircraft to file for flight in the Tahiti FIR until the August 2000 timeframe. (2,000 foot vertical separation will be applied between approved and unapproved aircraft). With limited exceptions, RVSM approval is required to file for flight in most other Pacific and North Atlantic FIR’s.

3. Verify that the airframe is RVSM approved.

4. Determine if any operating restrictions apply to the aircraft for RVSM operations (e.g., speed or altitude limitations)

5. Check the MEL for system requirements related to RVSM

6. Check block 10 (Equipment) of the ICAO flight plan to ensure that it correctly reflects RVSM approval status. For Pacific and North Atlantic operation, letter “W” indicates to ATS that the operator and aircraft are RVSM approved.

7. Review reported and forecast weather conditions enroute with specific emphasis on conditions such as turbulence greater than moderate which may affect aircraft ability to maintain level flight.

8. Determine if TCAS is operational. (TCAS is recommended, but not required for RVSM operations).

9. FLIGHT OF NON-RVSM COMPLIANT AIRCRAFT. The dispatcher must comply with ATS requirements for flight of non-RVSM compliant aircraft for maintenance, aircraft delivery or humanitarian flights.

Attachment 2

Change Page

1. Paragraph 4F, last sentence. Words added: “…and comply with…” .

2. Paragaph 5B(2)(b), first sentence. Words added: “…if required by the responsible civil aviation authority.”
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