NORTH AND SOUTH AMERICA - CNATRA - The US Navy

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3-48 UNITED STATES (b) The pilot intends to climb to or descend from FL430 or above in accordance with paragraph l. (c) An emergency situation exists. (2) GUIDANCE ON SEVERE TURBULENCE AND MOUNTAIN WAVE ACTIVITY (MWA) (a) The information and practices in this section are provided to emphasize to pilots and controllers the importance of taking appropriate action in RVSM Airspace when aircraft experience severe turbulence and/or MWA that is of sufficient magnitude to significantly affect altitude-keeping. (b) SEVERE TURBULENCE - Severe turbulence causes large, abrupt changes in altitude and/or attitude usually accompanied by large variations in indicated airspeed. Aircraft may be momentarily out of control. Encounters with severe turbulence must be remedied immediately in any phase of flight. Severe turbulence may be associated with MWA. (c) PRIORITY FOR CONTROLLER APPLICATION OF MERGING TARGET PROCEDURES - 1 EXPLANATION OF MERGING TARGET PROCEDURES - As described below, ATC will use "merging target procedures" to mitigate the effects of both severe turbulence and MWA. These procedures have been adapted from existing procedures published in FAA Order 7110.65, paragraph 5-1-8 (Merging Target Procedures). Paragraph 5-1-8 calls for enroute controllers to advise pilots of potential traffic that they perceive may fly directly above or below his/her aircraft at minimum vertical separation. In response, pilots are given the option of requesting a radar vector to ensure their radar target will not merge or overlap with the traffic's radar target. 2 The provision of "merging target procedures" to mitigate the effects of severe turbulence and/or MWA is not optional for the controller, but rather is a priority responsibility. Pilot requests for vectors for traffic avoidance when encountering MWA or pilot reports of "Unable RVSM due turbulence or MWA" are considered first priority aircraft separation and sequencing responsibilities. (FAA Order 7110.65, paragraph 2-1-2 states that the controller's first priority is to separate aircraft and issue safety alerts). 3 EXPLANATION OF THE TERM "TRAFFIC PERMITTING" - The contingency actions for MWA and severe turbulence detailed in following paragraphs, state that the controller will "vector aircraft to avoid merging targets with traffic at adjacent flight levels, traffic permitting." The term "traffic permitting" is not intended to imply that merging target procedures are not a priority duty. The term is intended to recognize that, as stated in FAA Order 7110.65, paragraph 2-1-2, there are circumstances when the controller is required to perform more than one action and must "exercise their best judgment based on the facts and circumstances known to them" to prioritize their actions. Further direction given is: "That action which is most critical from a safety standpoint is performed first." (d) TCAS SENSITIVITY - For both MWA and severe turbulence encounters in RVSM Airspace, an additional concern is the sensitivity of collision avoidance systems when one or both aircraft operating in close proximity receive TCAS advisories in response to disruptions in altitude hold capability. (e) PRE-FLIGHT TOOLS - Sources of observed and forecast information that can help the pilot ascertain the possibility of MWA or severe turbulence are: Forecast Winds and Temperatures Aloft (FD), Area Forecast (FA), SIGMETS and PIREPS. (f) PILOT ACTIONS WHEN ENCOUNTERING WEATHER (e.g., Severe Turbulence or MWA) 1 WEATHER ENCOUNTERS INDUCING ALTITUDE DEVIATIONS OF APPROXIMATELY 200' - When the pilot experiences weather induced altitude deviations of approximately 200', the pilot will contact ATC and state "Unable RVSM Due (state reason) (e.g., turbulence, mountain wave). See contingency actions in paragraph j. 2 SEVERE TURBULENCE (including that associated with MWA) - When pilots encounter severe turbulence, they should contact ATC and report the situation. Until the pilot reports clear of severe turbulence, the controller will apply merging target vectors to one or both passing aircraft to prevent their targets from merging: Pilot: "Yankee 123, FL310, unable RVSM due severe turbulence". Controller: "Yankee 123, fly heading 290; traffic twelve o'clock, 10 miles, opposite direction; eastbound MD-80 at FL320"; (or the controller may issue a vector to the MD-80 traffic to avoid Yankee 123) 3 MWA - When pilots encounter MWA, they should contact ATC and report the magnitude and location of the wave activity. When a controller makes a merging targets traffic call, the pilot may request a vector to avoid flying directly over or under the traffic. In situations where the pilot is experiencing altitude deviations of 200' or greater, the pilot will request a vector to avoid traffic. Until the pilot reports clear of MWA, the controller will apply merging target vectors to one or both passing aircraft to prevent their targets from merging: Pilot: "Yankee 123, FL310, unable RVSM due mountain wave". Controller: "Yankee 123, fly heading 290; traffic twelve o'clock, 10 miles, opposite direction; eastbound MD-80 at FL320"; (or the controller may issue a vector to the MD 80 traffic to avoid Yankee 123) 4 FLIGHT LEVEL CHANGE OR RE-ROUTE - To leave airspace where MWA or severe turbulence is being encountered, the pilot may request a FL change and/or reroute, if necessary. (3) GUIDANCE ON WAKE TURBULENCE - (a) Pilots should be aware of the potential for wake turbulence encounters in DRVSM airspace. Experience has shown that such encounters are generally moderate or less in magnitude. operating: (b) Pilots should be alert for wake turbulence when 1 In the vicinity of aircraft climbing or descending through their altitude. 2 Approximately 10-30 NM after passing 1000' below opposite direction traffic. 3 Approximately 10-30 NM behind and 1000' below same-direction traffic. (c) Pilots encountering or anticipating wake turbulence in DRVSM Airspace have the option of requesting a vector, FL change or if capable, a lateral offset.
NOTE 1: Offsets of approximately a wing span upwind generally can move the aircraft out of the immediate vicinity of another aircraft's wake vortex. NOTE 2: In domestic US airspace, pilots must request clearance to fly a lateral offset. The Strategic Lateral Offset Program used in oceanic airspace does not apply in domestic US RVSM Airspace. (AFFSA/AFFSA FIL 05-476) i. PILOT/CONTROLLER PHRASEOLOGY: UNITED STATES 3-49 Standard Phraseology for DRVSM Operations j. CONTINGENCY ACTIONS: WEATHER ENCOUNTERS Message Phraseology For a controller to ascertain the RVSM approval status of an aircraft: Pilot indication that flight is RVSM approved Pilot will report lack of RVSM approval (non-RVSM status): a. On the initial call on any frequency in the RVSM Airspace and . . . b. In all requests for flight level changes pertaining to flight levels within the RVSM Airspace and . . . c. In all read-backs to flight level clearances pertaining to flight levels within the RVSM Airspace and. . . d. In read back of flight level clearances involving climb and descent through RVSM Airspace (FL290-410) Pilot report of one of the following after entry into RVSM Airspace: all primary altimeters, automatic altitude control systems or altitude alerters have failed. (See paragraph j ). (This phrase is to be used to convey both the initial indication of RVSM aircraft system failure and on initial contact on all frequencies in RVSM Airspace until the problem ceases to exist or the aircraft has exited RVSM Airspace). ATC denial of clearance into RVSM Airspace *Pilot reporting inability to maintain cleared flight level due to weather encounter. (See paragraph j). (call sign) confirm RVSM approved Affirm RVSM Negative RVSM, (supplementary information, e.g., "Certification flight"). Unable RVSM Due Equipment Unable issue clearance into RVSM Airspace, maintain FL . *Unable RVSM due (state reason) (e.g., turbulence, mountain wave) ATC requesting pilot to confirm that an aircraft has regained RVSM-approved status or a pilot is ready to resume RVSM Pilot ready to resume RVSM after aircraft system or weather contingency Confirm able to resume RVSM Ready to resume RVSM AND AIRCRAFT SYSTEM FAILURES - The following figures provide pilot guidance on actions to take under certain conditions of aircraft system failure and weather encounters. They also describe the expected ATC controller actions in these situations. It is recognized that the pilot and controller will use judgment to determine the action most appropriate to any given situation. Contingency Actions: Weather Encounters and Aircraft System Failures Initial Pilot Actions in Contingency Situations Initial Pilot Actions when unable to maintain FL or unsure of aircraft altitude-keeping capability: - Notify ATC and request assistance as detailed below. - Maintain cleared flight level, to the extent possible, while evaluating the situation - Watch for conflicting traffic both visually and by reference to TCAS, if equipped - Alert nearby aircraft by illuminating exterior lights (commensurate with aircraft limitations) Severe Turbulence and/or Mountain Wave Activity (MWA) Induced Altitude Deviations of Approximately 200’ Pilot will: - When experiencing severe turbulence and/or MWA induced altitude deviations of approximately 200’ or greater, pilot will contact ATC and state "Unable RVSM Due (state reason)" (e.g., turbulence, mountain wave) - If not issued by the controller, request vector clear of traffic at adjacent FL - If desired, request FL change or reroute - Report location and magnitude of turbulence or MWA to ATC Controller will: - Vector aircraft to avoid merging target with traffic at adjacent FL, traffic permitting - Advise pilot of conflicting traffic - Issue FL change or re-route, traffic permitting - Issue PIREP to other aircraft Mountain Wave Activity (MWA) Encounters - General NOTE: MWA encounters do not necessarily result in altitude deviations on the order of 200’. The guidance below is intended to address less significant MWA encounters.
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DoD FLIGHT INFORMATION PUBLICATION
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INTRODUCTION INTRODUCTION 1 GENERAL
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INTRODUCTION 3 (1) Military airspac
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TERMINAL NOISE ABATEMENT PROCEDURES
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ADDITIONAL INFORMATION. . . . . . .
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FLIGHT PLANNING . . . . . . . . . .
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PARAGUAY . . . . . . . . . . . . .
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Chapter 1 THEATER SUPPLEMENTARY PRO
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EASTBOUND TRANSITION TO NEW YORK OC
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Airspace to Be Entered: New York Oc
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(3) All crossing traffic intending
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ADDITIONAL INFORMATION 1. When fili
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CARIBBEAN SUPPLEMENTARY PROCEDURES
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d. Atlantic Routes are shown with t
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NORTH AMERICAN SUPPLEMENTARY PROCED
Page 31 and 32: SOUTH AMERICAN SUPPLEMENTARY PROCED
Page 33 and 34: supersonic flight. They are applica
Page 35 and 36: Chapter 3 NATIONAL SUPPLEMENTARY PR
Page 37 and 38: 4. Airway A555, between 1200-2359Z,
Page 39 and 40: . Airspace classification E, VFR ra
Page 41 and 42: (1) RVSM approval is not required i
Page 43 and 44: Standard Pressure Region when a com
Page 45 and 46: (2) Flight Level*: Shanwick/Gander
Page 47 and 48: intending to fly an off airway trac
Page 49 and 50: there is a safety benefit to ensuri
Page 51 and 52: ATC, ICAO Annex 16 Chapter 3 or FAA
Page 53 and 54: a. Military airports, naval vessels
Page 55 and 56: (c) Keep the transponder equipment
Page 57 and 58: 2. Air Traffic Control provides ver
Page 59 and 60: NOTE: Some of the lower flight alti
Page 61 and 62: ECUADOR NATIONAL PROCEDURES GENERAL
Page 63 and 64: FRENCH GUIANA NATIONAL PROCEDURES G
Page 65 and 66: a. Central America heading to Havan
Page 67 and 68: Airspace Classifica -tion Distance
Page 69 and 70: NOTE: If a delay in departure (or c
Page 71 and 72: (1) File via B503 - UMZ - NUEVAS CO
Page 73 and 74: NETHERLANDS ANTILLES NATIONAL PROCE
Page 75 and 76: aircraft mode A/3 Code 1200. Other
Page 77 and 78: NAME DATE All Saint’ Day 1 Nov Fe
Page 79 and 80: (3) All other propeller driven airc
Page 81: and operator approval to conduct RV
Page 85 and 86: consideration for accommodation. On
Page 87 and 88: (2) The FAA has established an Airp
Page 89 and 90: aircraft enters the airspace. An AT
Page 91 and 92: position, altitude, radar beacon co
Page 93 and 94: j. CLASS G AIRSPACE (Uncontrolled A
Page 95 and 96: UNITED STATES 3-61
Page 97 and 98: c. LOW TEMPERATURE ERROR - Extreme
Page 99 and 100: out with number/code of Distinguish
Page 101 and 102: a. Transient pilots must report to
Page 103 and 104: passengers depart. Skid gear helico
Page 105 and 106: Cannon AFB (KCVS), NM 1. During win
Page 107 and 108: d. All 180° turns must be made on
Page 109 and 110: . In-flight meals restricted to 2 h
Page 111 and 112: 4. CAUTION - High mountainous terra
Page 113 and 114: VHF 138.15. Controlling agencies wi
Page 115 and 116: accommodate spraying when required.
Page 117 and 118: 8. GENERAL - a. Due to Military Air
Page 119 and 120: d. LANCASTER BLVD DEPARTURE - Depar
Page 121 and 122: Radar Service. Noise abatement proc
Page 123 and 124: Fallon NAS (KNFL), NV 1. VFR DEPART
Page 125 and 126: 3. CAUTION - Due to the barriers on
Page 127 and 128: a. ALL AIRCRAFT (1) Traffic Pattern
Page 129 and 130: for C-130 aircraft only. -95 start
Page 131 and 132: Holloman AFB (KHMN), NM 1. CAUTION
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a. BASH Phase I - All months not de
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water after periods of rain at hold
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(1) Bird Watch Condition SEVERE. He
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Lemoore NAS (KNLC), CA 1. Airfield
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ut are required to obtain a PPR num
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time period) of the Bird Aircraft S
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3. AIRFIELD RESTRICTIONS - Aircrews
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no contact relay arrival message th
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5. IFR OPERATIONS - a. ARRIVALS - M
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fall: September-November migratory
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2. BIRD WATCH CONDITIONS - Birds pr
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Nellis AFB (KLSV), NV 1. Due to hig
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and hangar space. Hazardous cargo a
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5. ARRIVALS RWY 29 - a. Visual entr
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(1) LOW - Normal bird activity on a
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commencing flight operations. Cours
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6. GENERAL - a. High potential for
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WNW, the horizon varies from 1/4 to
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travel to Scott AFB (KBLV) if given
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and holidays. All aircraft requirin
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a. VFR-Plan all arrivals and depart
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pattern unless required for safety
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a. Phase I Bird Activity - All mont
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d. Extensive arrival and departure
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8. NOISE ABATEMENT - Extremely nois
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TRANSITIONS PROHIBITED. Visual appr
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2. BIRD WATCH - During migratory se
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. Aircraft destined DTW should join
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a. This special air traffic rule ap
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2. R2508 COMPLEX a. The R2508 Compl
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a. APPROPRIATE TRAINING BOUNDARIES:
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ENROUTE PREFERRED IFR ROUTES - Info
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FORTUNA, CA (Rohnerville) (FOT) - 1
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NEWCASTLE, WY (Mondell Fld) (ECS) -
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VISALIA, CA (Muni) (VIS) - 107°, 5
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