Reduced Vertical Separation Minima

Introduction

RVSM Pilot Procedures

Pilot RVSM Training Guide RVSM Phraseology

December 2012 Inflight Contingency procedures in RVSM airspace

Communication failure procedure

Captain Souhaiel DALLEL
IFALPA Executive Vice President
TCAS II
Africa & Middle East
1

What is RVSM Airspace ? RVSM Airspace benefits

RVSM airspace provides significant 400
benefits in terms of economy, en-route
airspace capacity and environment 380
RVSM airspace is any protection.
airspace or route 360
between FL 290 and FL
The reduction of standard vertical 340
410 inclusive where
separation from 2,000 ft/600 meters to
aircraft are separated 1,000 ft/300 meters between aircraft
vertically by 300m 320
being flown at FL290 through FL410
(1,000 ft). adds 6 new Flight Levels
300

RVSM Airspace benefits RVSM Compliance Operations

Qualifications: All aircraft entering RVSM Airspace must
be State RVSM operationally approved. In order to obtain
State RVSM Operational approval there are two steps to
the approval process:
1. RVSM Airworthiness Approval indicating that an aircraft has
been successfully modified and/or inspected in compliance with
the applicable criteria. RVSM Operational Approval indicates:
that the aircraft holds the relevant State RVSM
Airworthiness Approval and
that the ongoing operating procedures and continued
airworthiness procedures (e.g. maintenance and repair) are
fully acceptable to the appropriate Civil Aviation Authority.
2. The aircraft is expected to take part in the AFI RVSM Height
Monitoring program on a regular basis. Height Monitoring
results from other Regions contributes to the AFI Height
Monitoring program. Such exchange of data is supported by
ICAO.

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RVSM Aircraft Equipment Required
Two independent altitude-measurement systems
One secondary surveillance radar transponder
with an altitude-reporting system that can be
connected to the altitude-measurement system in
use for altitude-keeping
One altitude-alerting device, and
An automatic altitude-control system (Autopilot)
MASPS requires that the altimetry systems have a
maximum error of 80 feet/25 meters and that the
automatic altitude control systems be able to hold
altitude within 200 ft/60 m.
RVSM Pilot Procedures
ICAO requires States to establish for flight
crews specific:
Initial training programs
and
Recurrent training programs
Flight Planning
Operators of RVSM approved civil aircraft are
required to indicate the approval status by
inserting the letter W in Item 10 (Equipment) of
the ICAO flight plan form or in Item Q of the
repetitive flight plan, regardless of the requested
flight level.
If a change of aircraft results in a modification of
the RVSM approval status, the operator is
required to submit a modification message (CHG).
Verify aircraft is RVSM compliant
Check forecasted and reported weather conditions
Check NOTAM (RVSM is not suspended)
Check DDPG (MEL) requirements
Check RVSM operating limitations, if applicable
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RVSM Aircraft Equipment Required
The AFI Region has adopted ACAS II requirements
in conformity with the relevant provisions
contained in ICAO Annexes 6 and 10. These
requirements apply to AFI RVSM airspace.
Additionally, the ICAO AFI RVSM Implementation
Task Force recommends that those aircraft
equipped with ACAS and operated in RVSM
airspace shall be equipped with ACAS II. (TCAS II
systems with Version 7.0 incorporated meet ICAO
ACAS II standards in Annex 6).
Flight Crew Training
Knowledge and understanding of ATC phraseology
Crew X-check to ensure compliance with ATC clearance
Contingency procedures (including use of stand-by
altimeter)
Problems of visual perception (other aircraft at 1000ft)
Characteristics of aircraft altitude capture systems
which may lead to overshoots;
Relationship between the aircraft's altimetry, automatic
altitude control and transponder systems in normal and
abnormal conditions; and
Any airframe operating restrictions, if required for the
specific aircraft group, related to RVSM airworthiness
approval.
Pre-flight at the Aircraft
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
Check DDPG (MEL) required systems operational
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
Compare Altimeters to known ground elevation
(difference not to exceed specified limits <75 ft)
Before take-off, equipment required for flight in
RVSM airspace should be operative, and any
indications of malfunction should be resolved.
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Procedures Prior to RVSM Airspace Entry
The following equipment should be operating
normally:
Two primary altitude measurement systems
One automatic altitude-control system
(Autopilot)
One altitude-alerting device
ACAS II shall be carried and operated
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Enroute Procedures
Set 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
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 maneuvers.
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Enroute Procedures (cont.)
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.
Before entering RVSM airspace, the initial altimeter
cross check of primary and standby altimeters should
be recorded.
At least initial cross check should be recorded
Normally, altimeter controlling Autopilot should
provide source for transponder reporting to ATC.
The usual scan of flight deck instruments should
suffice for altimeter cross-checking on most flights.
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Procedures Prior to RVSM Airspace entry
Should any of this equipment fail prior to the
aircraft entering RVSM airspace, the pilot should:
Request a new clearance so as to avoid flight in
this airspace.
Or
follow established contingency procedures
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Enroute Procedures (cont.)
Comply with RVSM operation limitations, if
applicable
When changing levels, the aircraft should not be
allowed to overshoot or undershoot the cleared
flight level by more than 45 m (150 ft).
It is recommended that the level off be
accomplished using the altitude capture feature of
the automatic altitude-control system, if installed
The vertical rate should be reduced to less than
1500 fpm in the last 1000 ft before reaching the
CFL
In cruise, fly with automatic altitude control (A/P)
engaged except as required to trim aircraft or to
disengage for turbulence
Altitude alert should be operational
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Weather deviation procedures
The provisions of this section apply to situations where a
pilot has the need to exercise the authority of a pilot-in-
command under the provisions of Annex 2, 2.3.1.
If a revised ATC clearance cannot be obtained and
deviation from track is required to avoid weather, the pilot
shall take the following actions:
a) if possible, deviate away from the organized track or route
system;
b) establish communications with and alert nearby aircraft
broadcasting, at suitable intervals: aircraft identification,
flight level, aircraft position (including ATS route
designator or the track code) and intentions, on the
frequency in use and on frequency 121.5 MHz (or, as a
back-up, on 126.9 MHz (IFBP); or on the VHF inter-pilot
air-to-air frequency 123.45 MHz);
c) watch for conflicting traffic both visually and by reference
to ACAS (if equipped);
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Weather deviation procedures (cont.) Enroute Procedures (cont.)
d) turn on all aircraft exterior lights (commensurate with
appropriate operating limitations); If the pilot is notified by ATC of an assigned
e) for deviations of less than 19 km (10 NM), aircraft should
remain at a level assigned by ATC; altitude deviation which exceeds ±90 m
f) for deviations of greater than 19 km (10 NM), when the (±300 ft) then the pilot should take action to
aircraft is approximately 19 km (10 NM) from track, initiate
a level change on the following criteria: return to cleared flight level as quickly as
Route center line track Deviations >19 km Level change
(10 NM) possible.
LEFT DESCEND 90 m (300 ft)
EAST
000° – 179° magnetic
RIGHT CLIMB 90 m (300 ft)
LEFT CLIMB 90 m (300 ft)
WEST
180°– 359° magnetic
RIGHT DESCEND 90 m (300 ft)

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Strategic Lateral Offset Procedures (SLOP) Regional Procedures

The flight crew may apply strategic lateral offsets on
remote continental airspace (Non-radar airspace)
when the aircraft is equipped with automatic offset RVSM approval is Globally applicable
tracking capability.
The decision to apply a strategic lateral offset shall be
the responsibility of the flight crew. However:
The strategic lateral offset shall be established at a
distance of 1 NM or 2 NM to the right of the centre
line of the route relative to the direction of flight. From Region to Region there may be different
Pilots are not required to inform ATC that a strategic procedures! (e.g. contingency procedures)
lateral offset is being applied.
Within radar airspace, the strategic lateral offset
procedure requires approval by ATC. Responsibility of Pilot in Command to be
Pilots applying SLOP as described in above, may aware of Regional differences.
request approval from ATC to continue with the offset
upon entering radar airspace
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State Aircraft operating within RVSM

Airspace
State Aircraft operating within RVSM
Airspace
All State aircraft operating in RVSM
Airspace will be considered as non-RVSM FL 350
MASPS compliant and therefore non-RVSM
approved. Therefore, the VSM required
between State and other traffic shall be
FL 340
X Non-RVSM
2,000 ft. FL 330 approved State
Aircraft
State aircraft, (i.e. military aircraft) might be
exempted from RVSM requirements and
where applicable, the indication that a non-
FL 320
X
RVSM approved aircraft is a State aircraft FL 310
should be displayed.
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 Post flight
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.
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Post flight (cont.)
The following information should be recorded
when appropriate:
Primary and standby altimeter readings.
Altitude selector setting.
Subscale setting on altimeter.
Autopilot used to control the airplane and any
differences when an alternative autopilot system was
selected.
Differences in altimeter readings, if alternate static
ports selected.
Use of air data computer selector for fault diagnosis
procedure.
The transponder selected to provide altitude
information to ATC and any difference noted when
an alternative transponder was selected.
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Post flight
Annotate maintenance documents
Report altitude maintaining capability,
transponder failures, altitude indications
difference >200 ft
File the " ALTITUDE DEVIATION REPORT
FORM" for any altitude deviation > 300 ft RVSM Phraseology
File the « wake turbulence encounter
report »
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Pilot-Controller Communication Phraseology Pilot-Controller Communication Phraseology

RVSM Operation RVSM Operation
Circumstances Phraseology Circumstances Phraseology
For a controller to ascertain the RVSM approval (Call Sign) To deny ATC clearance into RVSM (Call Sign) Unable issue
of an aircraft Confirm RVSM airspace clearance into RVSM
approved airspace; Maintain,
For a pilot to report RVSM approved status (Call Sign) affirm descend to or climb to
RVSM FLXXX
For a pilot to report Non-RVSM approved status (Call Sign) Pilot report when severe turbulence
1. On initial call on any frequency within RVSM negative RVSM affects the capability of an aircraft to (Call Sign) Unable RVSM
airspace [supplementary maintain height-keeping requirements due turbulence.
2. In all requests for FL changes pertaining to FL information, for RVSM
within RVSM airspace; and e.g. State
3. in all readbacks of level aircraft] To report that the equipment of an
aircraft has degraded below minimum (Call Sign) Unable RVSM
For a pilot of a non RVSM approved state aircraft (Call Sign) aviation system performance due equipment
to report non-RVSM approved status in response Negative RVSM standards
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to the phrase (Call sign) state aircraft

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 Pilot-Controller Communication Phraseology
RVSM Operation
Circumstances Phraseology
To request an aircraft to provide information Report when
as soon as RVSM approved status has been able to resume
regained or the pilot is ready to resume RVSM RVSM
operations.
To request confirmation that an aircraft has Confirm able to
regained RVSM approved status or a pilot is resume RVSM
ready to resume RVSM operations Inflight Contingency
To report ability to resume RVSM operations Ready to resume
Procedures in RVSM
after an equipment or weather-related
contingency
RVSM Airspace
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Degradation of Aircraft Equipment In-Flight Contingency Procedures

When the pilot of an RVSM
approved aircraft confirms that
the aircraft’s equipment no
longer meets the RVSM MASPS,
the ATC shall:
Consider the aircraft as non-
RVSM approved
Take action immediately to
provide a minimum vertical
separation of 2000 ft, or an
appropriate horizontal separation
minimum, from all other aircraft
concerned.
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.
ATC to be notified for:
Failure of automatic altitude control system
Loss of primary altimetry system
2000 ft Loss of engine thrust requiring descent
Loss of any equipment affecting height keeping
Encounter with greater than moderate turbulence
If unable to notify ATC and obtain an ATC clearance prior
2000 ft to deviating from the cleared flight level, the pilot should
follow any established contingency procedures and
obtain ATC clearance as soon as possible.

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Procedures Related to Emergencies,

In-Flight Contingency Procedures (cont.)
Air traffic control actions will be based on the
intentions of the pilot, the overall air traffic
situation, and the real-time dynamics.
Suspension of RVSM refers to a discontinuance of
the use of a vertical separation minimum of 1 000 ft
between RVSM approved aircraft operating within
the RVSM Airspace.
A vertical separation minimum of 2 000 ft shall be
applied between all aircraft operating within the
portion of the RVSM Airspace where RVSM has
been suspended, regardless of the RVSM approval
status of the aircraft.
Communication Failure and Contingencies
The radiotelephony distress signal (MAYDAY) or urgency signal (PAN
PAN) preferably spoken three times shall be used as appropriate.
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:
a) leave the assigned route or track by initially turning 90 degrees 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 factors which may affect the
direction of the turn are:
1) the direction to an alternate airport, terrain clearance;
2) any lateral offset being flown; and
3) the flight levels allocated on adjacent routes or tracks;

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 Procedures Related to Emergencies,
Communication Failure and Contingencies
b) following the turn, the pilot should:
1) if unable to maintain the assigned flight level, initially
minimize the rate of descent to the extent that is
operationally feasible;
2) take account of other aircraft being laterally offset from
its track;
3) acquire and maintain in either direction a track
laterally separated by 28 km (15 NM) from the
assigned route; and
4) once established on the offset track, climb or descend
to select a flight level which differs from those normally
used by 150 m (500 ft);
Procedures Related to Emergencies,
Communication Failure and Contingencies
c) Establish communications with and 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 frequency in use and on 121.5 MHz
(or, as a backup, on 126.9 MHz (IFBP) or on the inter-
pilot air-to-air frequency 123.45 MHz);
d) Maintain a watch for conflicting traffic both visually and
by reference to ACAS (if equipped);
e) Turn on all aircraft exterior lights (commensurate with
appropriate operating limitations);
f) Keep the SSR transponder on at all times; and
g) Take action as necessary to ensure the safety of the
aircraft.

Procedures Related to Emergencies,

Communication Failure and Contingencies
When leaving the assigned track to acquire and
maintain the track laterally separated by 28 km (15
NM), the flight crew, should, where practicable, avoid Contingency
bank angles that would result in overshooting the
track to be acquired, particularly in airspace where a
Scenarios in RVSM
55.5 km (30 NM) lateral separation minimum is Airspace
applied.

Weather encounters and aircraft system Severe turbulence and/or mountain wave activity
(MWA) induced altitude deviations of approximately
failures - initial Pilot actions 200ft
Contingency Actions: Initial Pilot Actions when Pilot actions Controller actions
unable to maintain flight level (FL) or unsure of
• When experiencing severe • Assess the traffic
aircraft altitude-keeping capability:
turbulence and/or MWA induced situation to determine if
Notify ATC and request assistance as detailed below. altitude deviations of approximately the aircraft can be
Maintain cleared flight level, to the extent 200ft or greater, pilot will contact accommodated through the
possible, while evaluating the situation ATC and state “Unable RVSM Due provision of lateral,
Watch for conflicting traffic using all available (state reason)” (e.g., turbulence, longitudinal or increased
means mountain wave) vertical separation and, if
• If not issued by the controller, so, apply the appropriate
Alert nearby aircraft by illuminating exterior request vector clear of traffic at minimum.
lights (commensurate with aircraft limitations) adjacent FL’s • Advise pilot of conflicting
If unable to contact ATC, broadcast position, • If desired, request FL change traffic
FL and intention on 121.5 MHz , or, as a • Report location and magnitude of • Issue FL change, traffic
backup on 126.9 MHz (IFBP) or 123.45 turbulence or MWA to ATC permitting
• Issue PIREP to other
41 42
aircraft

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 Mountain wave activity encounters Suspension of RVSM
MWA encounters do not necessarily result in altitude Air traffic services will consider suspending
deviations on the order of 200ft. The guidance below is
intended to address less significant MWA encounters. RVSM procedures within affected areas of AFI
Pilot actions Controller actions FIRs when there are pilot reports of greater
• Contact ATC and report • Advise pilot of conflicting traffic than moderate turbulence.
experiencing MWA, at adjacent FL,
• Report location and • If pilot requests, vector aircraft Within areas where RVSM procedures are
magnitude of MWA to to avoid merging target with traffic suspended, the vertical separation minimum
ATC, at adjacent RVSM flight levels,
• If so desired, pilot may traffic permitting, between all aircraft will be 2,000ft within the
request a FL change. • Issue FL change or re-route,
same RVSM FLAS (Flight Level Allocation
traffic permitting,
• Issue PIREP to other aircraft Scheme)

43 44

Unable RVSM due to equipment failure of automatic

Wake turbulence encounters altitude control system, altitude alerter or all primary
altimeters
Pilot actions Controller actions
• Contact ATC and request vector, • Issue vector, FL change Pilot actions Controller actions
FL change or, if capable, a lateral or lateral offset clearance,
offset. traffic permitting • Contact ATC and state “Unable • Provide 2,000ft vertical
RVSM Due Equipment”, separation or appropriate
horizontal separation,
• Request clearance out of RVSM
Pilots encountering or anticipating wake turbulence in AFI
airspace unless operational • Clear aircraft out of
RVSM airspace have the option of requesting; situation dictates otherwise RVSM airspace unless
a) FL change, or operational situation
b) a vector (if possible) or dictates otherwise.
c) applying SLOP (no ATC clearance required in remote
continental airspace

45 46

One primary altimeter remains

operational Transponder failure

Pilot actions Controller actions Pilot actions Controller actions

• Cross check stand-by altimeter,
• Notify ATC of operation with
single primary altimeter,
• If unable to confirm primary
altimeter accuracy follow actions
for failure of all primary altimeters special handling
• Acknowledge operation • Contact ATC and request • Consider request to
with single primary authority to continue to operate at continue to operate at
altimeter, cleared flight level, cleared flight level,
• Relay to other
controllers or facilities • Comply with revised ATC • Issue revised clearance,
who will subsequently clearance, if issued. if necessary.
handle
the aircraft and any
requirement or being
provided.

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 Aircraft Requiring Rapid Descent
Pilot actions Controller
actions
The aircraft shall, if able: Issue ATC
a. Initiate a turn away from the assigned route or track clearance to
before commencing the emergency descent; change FL
b. advise the appropriate air traffic control unit as soon as
possible of the emergency descent;
c. Set transponder Code to 7700 and select the Emergency
Mode on the automatic dependent surveillance/controller-
pilot data link communications (ADS/CPDLC) system, if
applicable; Communication
d. turn on exterior lights;
e. watch for conflicting traffic both visually and by reference Failure
to ACAS (if equipped), and
f. coordinate its further intentions with the appropriate ATC
unit.
The aircraft shall not descend below the lowest published
minimum altitude which will provide a minimum vertical
clearance
49
of 300m (1000ft) or in designated mountainous 50
terrain 600m (2000ft) above all obstacles located in the area

Communication failure Communications failure procedure

The ICAO Procedures specify that the applicable
vertical separation minimum between an aircraft
experiencing a communication failure in flight and
any other aircraft, where both aircraft are operating
within the RVSM Airspace, shall be 2 000 ft,
unless an appropriate horizontal separation
minimum exists.
If the aircraft fails to indicate that it is able to receive
and acknowledge transmissions, separation shall be
maintained between the aircraft having the
communication failure and other aircraft, based on
the assumption that the aircraft will:
a) if in visual meteorological conditions:
1. continue to fly in visual meteorological conditions;
2. land at the nearest suitable aerodrome; and
3. report its arrival by the most expeditious means to
the appropriate air traffic control unit; or
b) if in instrument meteorological conditions or when
conditions are such that it does not appear likely that
the pilot will complete the flight in accordance with a):

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Communications failure procedure Communications failure procedure

1) Unless otherwise prescribed on the basis of a regional air 3) When being vectored or having been directed by ATC to
navigation agreement, in airspace where procedural separation is proceed offset using RNAV without a specified limit,
being applied, maintain the last assigned speed and level, or
minimum flight altitude if higher, for a period of 20 minutes proceed in the most direct manner possible to rejoin the
following the aircraft’s failure to report its position over a current flight plan route no later than the next
compulsory reporting point and thereafter adjust level and speed in significant point, taking into consideration the
accordance with the filed flight plan; or
applicable minimum flight altitude;
2) In airspace where an ATS surveillance system is used in the
provision of air traffic control, maintain the last assigned speed 4) Proceed according to the current flight plan route to the
and level, or minimum flight altitude if higher, for a period of 7 appropriate designated navigation aid or fix serving the
minutes following:
i. the time the last assigned level or minimum flight altitude is reached; or
destination aerodrome and, when required to ensure
ii. the time the transponder is set to Code 7600 or the ADS-B transmitter is compliance with 5), hold over this aid or fix until
set to indicate the loss of air-ground communications; or commencement of descent;
iii. the aircraft’s failure to report its position over a compulsory reporting
point;
whichever is later and thereafter adjust level and speed in
accordance with the filed flight plan;

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 Communications failure procedure
5) Commence descent from the navigation aid or fix
specified in 4) at, or as close as possible to, the expected
approach time last received and acknowledged; or, if no
expected approach time has been received and
acknowledged, at, or as close as possible to, the
estimated time of arrival resulting from the current
flight plan;
6) Complete a normal instrument approach procedure as
specified for the designated navigation aid or fix; and
7) Land, if possible, within 30 minutes after the estimated
time of arrival specified in 5) or the last acknowledged
expected approach time, whichever is later.
TCAS II Version 7.0
Operating Characteristics
Traffic Alert threshold 850 ft.
Preventive RA threshold 700 ft.
Corrective RA threshold 600 ft.
Operating Recommendation.
Operate TCAS in TA/RA mode during RVSM operations
including transition areas
Traffic Avoidance
Immediately accomplish the following by recall
whenever a TCAS traffic advisory (TA) or
resolution advisory (RA) occurs.
WARNING:
Comply with the RA if there is a conflict between the
RA and air traffic control.
Once an RA has been issued, safe separation could
be compromised if current vertical speed is changed,
except as necessary to comply with the RA. This is
because TCAS II-to-TCAS II coordination may be in
progress with the intruder aircraft, and any change
in vertical speed that does not comply with the RA
may negate the effectiveness of the others aircraft’s
compliance with the RA.
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Non-RVSM Aircraft
Non-RVSM aircraft climbing/descending
through RVSM FL’s to/from FL 430 and above:
Will be handled on a workload permitting
basis
Aircraft must be capable of continuous
uninterrupted climb/descent at a normal
rate to a FL above/below RVSM airspace
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TCAS II Version 7.0 Operator Procedures
Operators should specify procedures by which
an airplane climbing or descending to an
assigned altitude or flight level, especially with
an autopilot engaged, may do so at rate less
than 1500ft/min throughout the last 300m
(1000ft) of climb or descent to the assigned
level when the pilot is made aware of another
aircraft at an adjacent altitude or flight level by
an airborne traffic display.
These procedures are intended to avoid
unnecessary airborne collision avoidance system
(ACAS II) RA (Resolution Advisories) in aircraft at
adjacent levels.
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Recommandations
TCAS must be operated in RA mode to provide full safety
benefit
Pilots must follow all RAs promptly and accurately
Pilots must never maneuver in the opposite sense of an
RA
Pilots must report RAs to controllers as soon as possible
Controllers must not interfere with pilots’ reactions to RAs
TCAS traffic displays must not be used for self-separation
Vertical speed must be reduced when approaching cleared
FL
VFR pilots must operate their altitude reporting
transponder
Pilots and controllers must be recurrently trained on
TCAS ops
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For more information about the implementation of
RVSM in Africa see the ICAO
Regional office in Nairobi website:
www.icao.int/esaf/RVSM
www.atns.co.za/afi-rvsm

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