Seems a little strange-

On Tue, 25 Jan 2005 06:37:40 GMT, "Capt.Doug"
wrote:

It seems a little strange when Havana Center says "Cleared to flight level
three zero zero". It seems a little strange going eastbound at FL 310. It
seems a little strange when Atlanta Center actually has a different altitude
available while going to O'Hare. It seems very strange when another airliner
passes within a 1000' at FL 360.

I just finished my first trip with RVSM (Conveniently sitting on a Caribbean
island while many of ya'll got snowed on- Nah Nah!). It didn't take long to
overcome the strangeness and appreciate the new way (unlike when they
started calling airspace by classes).

It is good, unless you are one of the uncertified stuck at FL280. A friend
in Washington DC related to me that after the inauguration there was a
logjam of airplanes waiting to depart at FL280 while his RVSM ride went
around all of them for a hasty departure. Another friend who drives a Lear
is stuck at 280 and can barely make TEB from MIA now.

D.



Care to elaborate for us non-flight level flyers why FL280 is now some
sort of magic number? I didn't know you needed a special endorsement
to fly higher than that.

TIA,
z

Domestic Reduced Vertical Separation M?? begins at FL280.
Prior to January 20, 2005, vertical separation between aircraft above
FL280 was 2000 feet. As of 20 January 2005, the vertical separation
between aircraft at FL280 and above is 1000 feet. Only aircraft properly
equipped for DRVSM are permitted to fly above FL280.

In article , jsmith
wrote:

Domestic Reduced Vertical Separation M?? begins at FL280.
Prior to January 20, 2005, vertical separation between aircraft above
FL280 was 2000 feet. As of 20 January 2005, the vertical separation
between aircraft at FL280 and above is 1000 feet. Only aircraft properly
equipped for DRVSM are permitted to fly above FL280.


m = Minimums

non-RVSM aircraft can indeed fly above FL280, but will require special
handling (e.g., traffic permitting).

--
Bob Noel
looking for a sig the lawyers will like

Bob Noel wrote:
/snip/
non-RVSM aircraft can indeed fly above FL280, but will require special
handling (e.g., traffic permitting).


Bob,

That is what we thought, but there is more to it than that. This is from :
FAA Notice GEN04009 (Operational Policy/Procedures For RVSM In the
Domestic US, Alaska , Offshore Airspace and the San Juan FIR ( 24 Nov 04 )

http://www.faa.gov/ats/ato/150_docs/...N04009-120.doc




"2. Categories of Non-RVSM Aircraft That May Be Accommodated

* (a) Subject to FAA approval and clearance, the following categories
of Non-RVSM aircraft may operate in Domestic U.S. RVSM airspace provided
that they have an operational transponder:

• Department of Defense (DoD) aircraft

• Flights conducted for aircraft certification and development purposes

• Active Air Ambulance flights utilizing a “Lifeguard” call sign

• Aircraft climbing/descending through RVSM flight levels (without
intermediate level off) to/from FL’s above RVSM airspace (Policies for
these flights are detailed in paragraph k below)

• Foreign State (government) aircraft"

i.e. if you don't fit in the above categories, you *can not* operate
above FL280.

We've been slogging along at 280 all week...

Happy Flying!
Scott Skylane

In article ,
Scott Skylane wrote:


We've been slogging along at 280 all week...


In a DC-6?!

--
Dale L. Falk

There is nothing - absolutely nothing - half so much worth doing
as simply messing around with airplanes.

http://home.gci.net/~sncdfalk/flying.html

i.e. if you don't fit in the above categories, you *can not* operate
above FL280.

Not exactly true.
You can not operate in RVSM airspace if you don't fit in one of those
categories. You are allowed to transition it.
So if you can coax your plane up to FL430 you can operate above FL280
even without being RVSM equipped.

"jsmith" wrote in message ...
Domestic Reduced Vertical Separation M?? begins at FL280.
Prior to January 20, 2005, vertical separation between aircraft above FL280 was 2000 feet. As of 20 January 2005, the
vertical separation between aircraft at FL280 and above is 1000 feet. Only aircraft properly equipped for DRVSM are
permitted to fly above FL280.


Altimeter accuracy ±65' for current birds and ±130' for older ones. Pretty amazing stuff actually, something like 1/4 of
1%...

On Tue, 25 Jan 2005 23:15:41 GMT, "Blueskies"
wrote:


"jsmith" wrote in message ...
Domestic Reduced Vertical Separation M?? begins at FL280.
Prior to January 20, 2005, vertical separation between aircraft above FL280 was 2000 feet. As of 20 January 2005, the
vertical separation between aircraft at FL280 and above is 1000 feet. Only aircraft properly equipped for DRVSM are
permitted to fly above FL280.


Altimeter accuracy ±65' for current birds and ±130' for older ones. Pretty amazing stuff actually, something like 1/4 of
1%...


Pretty sure that the ±65' and ±130' tolerance is for the "automatic
altitude control system" in regard to the "acquired altitude" in
"straight and level flight under nonturbulent, nongust conditions". If
there is an altitude select/acquire system, it's tolerance is ±25'
between the selected/displayed altitude and the corresponding signal
to the autopilot.

The tolerance for altimetry error is roughly between ±140' and ±200'.
There is also a requirement for an altitude alerter with a nominal
±200' ±50' (newer aircraft) and ±300' ±50' (older aircraft) alert
threshold.

If these numbers have changed recently, I apologize, am looking at
older reference/study material.

TC

wrote in message ...
On Tue, 25 Jan 2005 23:15:41 GMT, "Blueskies"
wrote:


"jsmith" wrote in message ...
Domestic Reduced Vertical Separation M?? begins at FL280.
Prior to January 20, 2005, vertical separation between aircraft above FL280 was 2000 feet. As of 20 January 2005,
the
vertical separation between aircraft at FL280 and above is 1000 feet. Only aircraft properly equipped for DRVSM are
permitted to fly above FL280.


Altimeter accuracy ±65' for current birds and ±130' for older ones. Pretty amazing stuff actually, something like 1/4
of
1%...


Pretty sure that the ±65' and ±130' tolerance is for the "automatic
altitude control system" in regard to the "acquired altitude" in
"straight and level flight under nonturbulent, nongust conditions". If
there is an altitude select/acquire system, it's tolerance is ±25'
between the selected/displayed altitude and the corresponding signal
to the autopilot.

The tolerance for altimetry error is roughly between ±140' and ±200'.
There is also a requirement for an altitude alerter with a nominal
±200' ±50' (newer aircraft) and ±300' ±50' (older aircraft) alert
threshold.

If these numbers have changed recently, I apologize, am looking at
older reference/study material.

TC

Yup, I looked at the docs again and it looks like you got it right, except the total altimetry system error may not
exceed 120 feet for pre-97 planes and 80 feet for recent birds....

You are correct, sir.

Unless it's a non "group" aircaft, then it's 160 feet in the basic
envelope, and 200 feet in the full.

Am thinking I just fulfilled my recurring RVSM training requirements
while on Usenet.

Gotta love those federal regulations...

TC