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A71I1M0.65R CHG 2 37//1315//078
2/14/08 AIM
Operational Policy/Procedures for Reduced Vertical Separation Minimum (RVSM) in the 4−6−1
Domestic U.S., Alaska, Offshore Airspace and the San Juan FIR
Section 6. Operational Policy/Procedures for Reduced
Vertical Separation Minimum (RVSM) in the Domestic
U.S., Alaska, Offshore Airspace and the San Juan FIR
4−6−1. Applicability and RVSM Mandate
(Date/Time and Area)
a. Applicability. The policies, guidance and
direction in this section apply to RVSM operations in
the airspace over the lower 48 states, Alaska, Atlantic
and Gulf of Mexico High Offshore Airspace and
airspace in the San Juan FIR where VHF or UHF
voice direct controller−pilot communication (DCPC)
is normally available. Policies, guidance and
direction for RVSM operations in oceanic airspace
where VHF or UHF voice DCPC is not available and
the airspace of other countries are posted on the FAA
“RVSM Documentation” Webpage described in
paragraph 4−6−3, Aircraft and Operator Approval
Policy/Procedures, RVSM Monitoring and Databases
for Aircraft and Operator Approval.
b. Mandate. At 0901 UTC on January 20, 2005,
the FAA implemented RVSM between flight
level (FL) 290−410 (inclusive) in the following
airspace: the airspace of the lower 48 states of the
United States, Alaska, Atlantic and Gulf of Mexico
High Offshore Airspace and the San Juan FIR. (A
chart showing the location of offshore airspace is
posted on the Domestic U.S. RVSM (DRVSM)
Webpage. See paragraph 4−6−3.) On the same time
and date, RVSM was also introduced into the
adjoining airspace of Canada and Mexico to provide
a seamless environment for aircraft traversing those
borders. In addition, RVSM was implemented on the
same date in the Caribbean and South American
regions.
c. RVSM Authorization. In accordance with
14 CFR Section 91.180, with only limited exceptions,
prior to operating in RVSM airspace, operators
and aircraft must have received RVSM authorization
from the responsible civil aviation authority. (See
paragraph 4−6−10, Procedures for Accommodation
of Non−RVSM Aircraft.) If the operator or aircraft or
both have not been authorized for RVSM operations,
the aircraft will be referred to as a “non−RVSM”
aircraft. Paragraph 4−6−10 discusses ATC policies
for accommodation of non−RVSM aircraft flown by
the Department of Defense, Air Ambulance
(Lifeguard) operators, foreign State governments and
aircraft flown for certification and development.
Paragraph 4−6−11, Non−RVSM Aircraft Requesting
Climb to and Descent from Flight Levels Above
RVSM Airspace Without Intermediate Level Off,
contains policies for non−RVSM aircraft climbing
and descending through RVSM airspace to/from
flight levels above RVSM airspace.
d. Benefits. RVSM enhances ATC flexibility,
mitigates conflict points, enhances sector throughput,
reduces controller workload and enables crossing
traffic. Operators gain fuel savings and operating
efficiency benefits by flying at more fuel efficient
flight levels and on more user preferred routings.
4−6−2. Flight Level Orientation Scheme
Altitude assignments for direction of flight follow a
scheme of odd altitude assignment for magnetic
courses 000−179 degrees and even altitudes for
magnetic courses 180−359 degrees for flights up to
and including FL 410, as indicated in FIG 4−6−1.
FIG 4−6−1
Flight Level Orientation Scheme
NOTE−
Odd Flight Levels: Magnetic Course 000−179 Degrees
Even Flight Levels: Magnetic Course 180−359 Degrees.
AIM 2/14/08
4−6−2 Operational Policy/Procedures for Reduced Vertical Separation Minimum (RVSM) in the
Domestic U.S., Alaska, Offshore Airspace and the San Juan FIR
4−6−3. Aircraft and Operator Approval
Policy/Procedures, RVSM Monitoring and
Databases for Aircraft and Operator
Approval
a. RVSM Authority. 14 CFR Section 91.180
applies to RVSM operations within the U.S. 14 CFR
Section 91.706 applies to RVSM operations outside
the U.S. Both sections require that the operator obtain
authorization prior to operating in RVSM airspace.
14 CFR Section 91.180 requires that, prior to
conducting RVSM operations within the U.S., the
operator obtain authorization from the FAA or from
the responsible authority, as appropriate. In addition,
it requires that the operator and the operator’s aircraft
　
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