Air Traffic Services Brief -- U.S. Domestic Reduced Vertical Separation Minimum (DRVSM)

Air Traffic Services Brief

U.S. Domestic Reduced Vertical Separation Minimum (DRVSM)

The Issue

Reduced Vertical Separation Minimum (RVSM) is the use of reduced vertical separation of 1,000 feet (from the current 2,000 feet) for approved aircraft operating between FL290 and FL410 in designated airspace. In an effort to address current and projected capacity issues within the U.S. National Airspace System, the Federal Aviation Administration (FAA) will move forward with the domestic implementation of its Reduced Vertical Separation Minima (DRVSM) program.

Internationally established RVSM practices, such as the North Atlantic (NAT) RVSM program, will be implemented within the U.S. National Airspace System on January 20, 2005, at 0901 UTC. DRVSM will reduce the vertical separation to the same standards used in international RVSM programs.

The Importance to Our Members

Although not typically considered a general aviation issue, DRVSM has the potential to impact many high-end operators throughout the country. Activation of DRVSM will mandate additional operator and aircraft certification requirements for all general aviation aircraft and operators operating between FL290 and FL410 (inclusive). While the implementation of DRVSM will provide significant cost-saving benefits to operators, costs will be associated with initial aircraft and operator RVSM certification requirements.

Background

As a traffic management tool, RVSM is an internationally established practice. The North Atlantic (NAT) RVSM program was implemented in 1997 and, based on its success, premiered in the Asian-Pacific theater in February 2000. Following these earlier implementations, the West Atlantic Route System (WATRS) RVSM program and the European (EUR) RVSM program were fully implemented in January 2002 and the activation of the RVSM programs in the United States, Canada, and Mexico in January 2005.

AOPA's Position

AOPA understands the FAA's need to address continued traffic growth within the National Airspace System. AOPA has continued to advocate for a phased implementation schedule that would offer the long-term benefits of DRVSM while allowing the general aviation (GA) community the time needed to prepare affected aircraft.

In May 2000, AOPA participated in a Flight Standards briefing to discuss the implementation process for DRVSM. In this meeting, AOPA reiterated its objection to a Phase 1 DRVSM floor at FL290, instead wishing for a FL350-FL390 stratum by 2004. While representatives of the National Business Aviation Association (NBAA) voiced similar concerns, the representatives from most major airlines as well as the National Air Traffic Controllers Association (NATCA) stated their desire to see a single DRVSM rollout that includes FL290-FL410. As with the GA community, the issue for the airlines is one of economics. Given that the RVSM certification of their fleets is inevitable, airlines wish to take advantage of DRVSM as soon as possible. NATCA's concerns were centered on the work load and human factors difficulties associated with applying differing separation standards throughout the en route environment.

In the FAA's Operational Evolution Plan (OEP), a commitment was given to a phased DRVSM implementation schedule that would have encompassed FL350-FL390 by 2004, with lower altitudes (down to FL290) to be included in the years to follow. This position was reinforced in a February 2001 meeting with industry in which a consensus-based decision was made to move forward with a Phase 1 implementation date of 2004 that would have included airspace between FL350-FL390.

However, based on concerns raised at a meeting with its Eurocontrol counterparts, the FAA subsequently put forth a proposal to discuss a Phase 1 implementation schedule that would include FL290-FL410 by 2004. AOPA went on record in May 2001 opposing the FAA's plan, as it is contrary to the FL350-FL390 stratum discussed earlier in the OEP phased implementation.

DRVSM Air Traffic Implementation

Despite the efforts of AOPA and other GA user groups, the FAA issued the final rule, which will move forward with a single-phase approach to DRVSM that will encompass FL290-FL410 starting at 0901 UTC on January 20, 2005. U.S. Domestic RVSM will include the National Airspace System of the lower 48 states, Alaska, Gulf of Mexico, and Atlantic High Offshore airspace (including Houston and Miami oceanic airspace) and the San Juan FIR. At that same moment, RVSM will also be activated in the adjourning airspace of Canada and Mexico, as well RVSM will be implemented on the same date and time in the Caribbean and South American regions.

The FAA extended the deadline for domestic RVSM to January 20, 2005, rather than the previous deadline of December 31, 2004. According to the FAA, the change complies with dates for publishing international aeronautical charts.

DRVSM Authorization

In accordance with Federal Aviation Regulations (FAR) Section 91.180, prior to operating in RVSM airspace, with few exceptions, operators and aircraft will be required to receive RVSM authorization from the FAA or their responsible civil aviation authority. Specifically, it requires that the operator and the operator's aircraft comply with the standards of Part 91 Appendix G.

Airspace where RVSM is applied should be considered special qualification airspace. The appropriate FAA offices must approve both the individual operator and the specific aircraft type or types the operator intends to use before the operator conducts flight in RVSM airspace. Process information for RVSM approval is discussed below:

Aircraft Authorization:

For in-service aircraft operating under 14 CFR Part 91 operations, an aircraft manufacturer should contact their assigned Aircraft Certification Office (ACO) to determine the process and procedures for RVSM airworthiness approval. An individual operator seeking approval for its aircraft should contact the manufacturer of the specific aircraft type and their local flight standards district office (FSDO) to determine/coordinate the process for RVSM approval.

For experimental aircraft, RVSM operations conducted within the United States under 14 CFR Part 129, aircraft should be approved by the state of the operator or registry. Experimental aircraft should be approved through special flight authorizations.

Operator Authorization:

Part 91 operators should contact their local FSDO to start the process to receive a letter of authorization (LOA) needed to grant authorization for RVSM operations. The operator can expect the FSDO to consult the FAA General Aviation Operations Inspector's Handbook, FAA Order 8700.1, and the Airworthiness Inspector's Handbook, FAA Order 8300.10, as necessary for guidance on RVSM approval and for sources of technical assistance.

For additional information, visit the FAA RVSM Web site. The " RVSM Documentation" link on the home page contains guidance and direction for an operator to obtain aircraft and operator approval to conduct RVSM operations. It provides information for DRVSM and oceanic and international RVSM airspace. It is recommended that operators planning to operate in Domestic U.S. RVSM airspace first review the documents to orient themselves to the approval process.