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38.6.1.5 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 adviso-ries in response to disruptions in altitude hold capability.
38.6.2 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.
38.6.3 Pilot Actions When Encountering Weather (e.g., Severe Turbulence or MWA)
38.6.3.1 Weather Encounters Inducing Altitude Deviations of Approximately 200 feet. When the pilot experiences weather induced altitude deviations of approximately 200 feet, the pilot will contact ATC and state “Unable RVSM Due (state reason)” (e.g., turbulence, mountain wave). See contingency actions in paragraph 38.9.
38.6.3.2 Severe Turbulence (including that asso-ciated 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:
EXAMPLE.
“Yankee 123, FL 310, unable RVSM due severe turbulence.”
“Yankee 123, fly heading 290; traffic twelve o’clock, 10 miles, opposite direction; eastbound MD.80 at FL 320” (or the controller may issue a vector to the MD.80 traffic to avoid Yankee 123).
38.6.3.3 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 feet 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:

Federal Aviation Administration Twentieth Edition
EXAMPLE.
“Yankee 123, FL 310, unable RVSM due mountain wave.”
“Yankee 123, fly heading 290; traffic twelve o’clock, 10 miles, opposite direction; eastbound MD.80 at FL 320” (or the controller may issue a vector to the MD.80 traffic to avoid Yankee 123).
38.6.3.4 FL Change or Re.route. To leave air-space where MWA or severe turbulence is being encountered, the pilot may request a FL change and/or re.route, if necessary.
38.7 Guidance on Wake Turbulence
38.7.1 Pilots should be aware of the potential for wake turbulence encounters in RVSM airspace. Experience gained since 1997 has shown that such encounters in RVSM airspace are generally moderate or less in magnitude.
38.7.2 Prior to DRVSM implementation, the FAA established provisions for pilots to report wake turbulence events in RVSM airspace using the NASA Aviation Safety Reporting System (ASRS). A “Safety Reporting” section established on the FAA RVSM Documentation webpage provides contacts, forms, and reporting procedures.
38.7.3 To date, wake turbulence has not been reported as a significant factor in DRVSM operations. European authorities also found that reports of wake turbulence encounters did not increase significantly after RVSM implementation (eight versus seven reports in a ten.month period). In addition, they found that reported wake turbulence was generally similar to moderate clear air turbulence.
38.7.4 Pilot Action to Mitigate Wake Turbulence Encounters
38.7.4.1 Pilots should be alert for wake turbulence when operating:
 a) In the vicinity of aircraft climbing or descending through their altitude.
 b) Approximately 10.30 miles after passing 1,000 feet below opposite.direction traffic.
 c) Approximately 10.30 miles behind and 1,000 feet below same.direction traffic.
38.7.4.2 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.

2.
In domestic U.S. airspace, pilots must request clearance to fly a lateral offset. Strategic lateral offsets flown in oceanic airspace do not apply.

38.7.5 The FAA will track wake turbulence events as an element of its post implementation program. The FAA will advertise wake turbulence reporting procedures to the operator community and publish reporting procedures on the RVSM Documentation Webpage (See address in paragraph 38.3, Aircraft and Operator Approval Policy/Procedures, RVSM Monitoring and Databases for Aircraft and Operator Approval.
38.8 Pilot/Controller Phraseology
　
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