ENR 1.9 AIR TRAFFIC FLOW MANAGEMENT AND AIRSPACE MANAGEMENT

1 Air Traffic Flow Management

1.1 General

1.1.1 Air Traffic Flow Management (hereinafter referred to as “ATFM”) is a service established for the purpose of making a safer aviation environment and more effective air traffic flow by ensuring that ATC capacity is utilized to its maximum safe extent possible and actual air traffic volume is compatible with the capacity declared by the appropriate ATS units.

1.1.2 ATFM services are provided within Incheon FIR and applied to air traffic service units and it’s staff, airport operators, aircraft operators and IFR flights within Incheon FIR.

1.1.3 Operation Schedule

STEP	Period	Remarks
Trial Operation	‘17.7.19 1600 ~ ‘18.1.3 1559(UTC)	1.4.4.5 is not applicable
Operation	‘18.1.3 1600(UTC) ~	NOTAM will be issued when the schedule is changed.

1.2 Units and hours of operation

1.2.1 Air Traffic Command Center (hereinafter referred to as “ATCC”) is in charge of ATFM service in Incheon FIR and Flow Management Unit (hereafter known as “FMU”) is operated at DAEGU INCHEON ACC, SEOUL？GIMHAE？JEJU approach control and INCHEON GIMPO JEJU aerodrome control tower.

1.2.2 ATCC and FMUs operate 24 Hours 7 days a week.

1.3 ATFM Operation

1.3.1 ATFM is initiated when the following situations occur:

1.3.1.1 When an imbalance between demand and capacity occurs or is predicted due to abnormal situations at the airport or airspace caused by adverse weather or malfunction of air navigation aids, etc.

1.3.1.2 When smooth air traffic flow is or is predicted to be hinder due to traffic volume increase; and

1.3.1.3 When ATCC or FMU determines that traffic volume adjustment is necessary

1.3.2 The ATFM restrictions will be minimized to reduce the impact on the relevant aircraft.

1.4 Operational procedure

1.4.1 CDM(Collaborative Decision Making) Meeting

1.4.1.1 ATCC conduct a CDM meeting, which coordinate with military, MET agency, ATC facilities, airport operators and aircraft operators, to enhance the efficiency and the rationality of ATFM.

1.4.1.2 Regular CDM meeting will be held everyday 0700(UTC), Non-regular CDM will be held 2 hours before an predicted event (ex : adverse weather) or when necessary.

1.4.1.3 The result of CDM Meeting will be notified by ATFM Daily Plan(hereinafter referred to as “ADP”) or ATFM messages.

1.4.2 ADP

1.4.2.1 ADP will be issued at 1000(UTC) daily to notify of the following day’s ATFM plan in advance.

1.4.2.2 ADP will contain restrictions on aerodrome/airspace, start/end time, reason of the restrictions and expected ATFM measures.

1.4.3 ATFM message

1.4.3.1 When ATFM measures are in effect, ATCC will issue ATFM message, which supply the following information.

Application date and time period:
Application area (sectors, airports, etc.);
Reason for flow control execution;
Expected ATFM Measures
1. GDP (Ground Delay Program)
2. GS (Ground Stop)
3. AFP (Airspace Flow Program)
4. MIT (Miles In Trail)
5. MINT (Minutes In Trail)
6. Re-Route
other necessary information

1.4.3.2 When ATFM measures are not necessary or any change occurs to ATFM, cancellation or modification message will be issued.

1.4.4 COBT/CLDT Assignment, Exchanging and Compliance

1.4.4.1 When GDP or AFP are in effect, COWhen GDP or AFP are in effect, COBT(Calculated Off Block Time) or CLDT(Calculated Landing Time) will be issued by follow procedure.T(Calculated Off Block Time) or CLDT(Calculated Landing Time) will be issued by follow procedure.

PHASE	CONTENTS	REMARKS
STEP1	COBT/CLDT assign
STEP2	SLOT exchange	within 20minute after assign
STEP3	COBT/CLDT finalize

1.4.4.2 Use FMT(Flow Management Terminal) or call to +82 -53-668-0453~4 (ATCC) for ATFM SLOT exchange.

1.4.4.3 The compliance window of COThe compliance window of COBT is 5 minutes prior to and 10 minutes after COBT.T is 5 minutes prior to and 10 minutes after COBT.

1.4.4.4 International arrival flights which are subject to CLDT should keep its arrival time as close to CLDT as possible.

1.4.4.5 Any aircraft which does not comply with 1.4.4.3 above with intention may subject to be at a disadvantage related to departure or landing sequence.

1.4.5 ADP, ATFM message and COBT/CLDT will be distributed via FMT and http://ubikais.fois.go.kr

1.5 Flight plan submission

1.5.1 Despite of ENR Despite of ENR 21.10, an aircraft intended to fly IFR within Incheon FIR is recommended to file its flight plan as followings to maximize the effectiveness of ATFM:.10, an aircraft intended to fly IFR within Incheon FIR is recommended to file its flight plan as followings to maximize the effectiveness of ATFM:

Flights departing from Incheon FIR: at least 2 hours prior to the estimated off-block time (EOBT); and
Flights entering into Incheon FIR: at least 2 hours prior to entering Incheon FIR

1.6 Exception

1.6.1 The following aircraft groups should be exempted from ATFM restrictions.

Emergency aircraft (including high-jacked aircraft);
aircraft for mercy or humanitarian operations;
aircraft for medical support operations;
SAR (search and rescue) aircraft;
presidential aircraft;
any other particular aircraft requested by government authorities (including military aircraft)

1.6.2 An aircraft, which belonged 1.6.1 above, shall notify the ATC units their exemption status when requesting IFR clearance.

1.7 Contact information

1.7.1 Address : 50-12, 1gil Maeyeo-ro, Dong-gu,

Daegu, 41059, Republic of Korea

Tel : +82-53-668-0453,0454

Telefax : +82-53-668-0465

E-mail : atcc@korea.kr

AFTN : RKDAZAZX

2 RVSM Policy and Procedures in the Incheon FIR

2.1 Introduction

2.1.1 The International Civil Aviation Organization (ICAO) Third Asia/Pacific Regional Air Navigation Meeting (RAN/3) recommended that Reduced Vertical Separation Minimum (RVSM) should be introducedin the Asia and Pacific region. This is due to the significant benefits to be gained by aircraft operators and air traffic services (ATS) providers. ICAO Document 9574, Manual on Implementation of a 300 m (1 000 ft) Vertical Separation Minimum between FL290 and FL410 Inclusive contains an explanation of RVSM.

2.2 Identification of RVSM Airspace

2.2.1 RVSM airspace is prescribed within the Incheon FIR within all ATS routes FL290 and FL410 (inclusive)

2.3 Airworthiness and Operational Approval and Monitoring

2.3.1 APPROVAL DATE.

Operators must obtain operational approval from the State of Registry to conduct RVSM operations.

2.3.1.1 Operator/aircraft of national carriers shall submit the application for RVSM airspace operation to Office of Civil Aviation, Ministry of Land, Transport, and Maritime Affairs by 25 days before flying within RVSM airspace.

2.3.2 APPROVAL PROCESS.

(Source Document: FAA Interim Guidance (IG) 91-RVSM/JAA TGL #6) Operators must obtain airworthiness and operational approval from the State of Registry or State of the Operator, as appropriate, to conduct RVSM operations. On behalf of the ICAO Asia and Pacific Office, the FAA is maintaining a website (http://www.faa.gov/ats/ato/rvsm1.htm) containing documents and policy for RVSM approval.

2.3.3 AIRCRAFT MONITORING.

(Source Document: IG 91-RVSM/TGL #6, Pacific Minimum Monitoring Requirements) Operators are required to participate in the RVSM aircraft monitoring program. This is an essential element of the RVSM implementation program in that it confirms that the aircraft altitude-keeping performance standard is being met. The PARMO/MAAR will process the results of monitoring. For further information on RVSM monitoring, the PARMO web site can be accessed by accessing the "RVSM Documentation" section of the FAA RVSM website and clicking on the link to the PARMO/MAAR website.

2.3.3.1 Implementation of reduced vertical separation minimum (RVSM) shall be based on an airspace safety assessment. In order to conduct the airspace safety assessment prior to the implementation referred to ICAO Doc 9574, Large Height Deviation reports already started to collect from March 2004. Collection of those will be continued for the purpose of airspace safety monitoring after the completion of implementing RVSM. Information contained in the collected reports shall be used only for airspace safety assessment and safety monitoring

2.3.3.1.1 Action to be taken by Pilots.

Pilots of aircraft operating in accordance with IFR, when deviate for any reason, 300 feet or more from cleared by ATC unit between FL 290 and FL 410 inclusive within the RVSM airspace prescribed in paragraph 2.1 above shall submit reports using the Attachment A or radio to ATC unit on each occurrence of an altitude deviation. Such shall be submitted independently of "RA reports".

2.3.3.1.2 Aircraft operators involvement.

Operators approved by Ministry of Land, Transport and Maritime Affairs shall collect all Large Height Deviation reports referred in paragraph 4.3.3.1.1 and dispatch them as soon as possible to the following address: Air Traffic Management Division, Office of Civil Aviation Ministry of Land, Transport and Maritime Affairs

Tel : +82-44-201-4301

Fax : +82-44-201-5631

2.3.3.2 Monitoring accomplished for other regions can be used to fulfill the monitoring requirements for the Asia/Pacific region. The PARMO or MAAR will coordinate with other monitoring agencies to access this information.

PARMO:

Tel: +1-202-863-2175

Fax: +1-202-862-2398

E-mail: monitor@cssiinc.com
MAAR:

Tel: +66-2-287-8154

Fax: +66-2-287-8155

E-mail: maar@aerothai.co.th

2.4 ACAS II and Transponder Equipage

2.4.1 The ICAO Asia/Pacific RVSM Implementation Task Force recommends that those aircraft equipped with ACAS and operated in RVSM airspace be equipped with ACAS II. (TCAS II systems with Version 7.0 incorporated meet ICAO ACAS II standards).

2.4.1.1 Operators must take action to inform themselves of ACAS II equipage requirements and plan for compliance. ICAO and individual States have established policies requiring ACAS II equipage and schedules for compliance. In addition, the APANPIRG has endorsed early ACAS II equipage in the region.

2.5 In-flight Procedures within RVSM Airspace

2.5.1 Before entering RVSM airspace, the pilot should review the status of required equipment (see Appendix 4 of FAA IG 91-RVSM for pilot RVSM procedures). The following equipment should be operating normally:

two primary altimetry systems;
one automatic altitude-keeping device;
one altitude-alerting device; and
one SSR altitude reporting transponder.

2.5.2 See Attachment B to this AIP Supplement or Appendix 5 of FAA IG 91-RVSM for pilot and controller actions in contingencies. The pilot must notify ATC whenever the aircraft:

is no longer RVSM compliant due to equipment failure; or
experiences loss of redundancy of altimetry systems; or
encounters turbulence that affects the capability to maintain flight level.

2.5.2.1 In the event that ATC units are notified by the Pilot of any such condition, as described in paragraph 4.5.2, 2 000 FT(600 M) vertical separation or proper lateral separation shall be applied in the Incheon FIR.

2.5.2.2 In the event of Non-Radar environment, the contingency procedures prescribed Regional Supplement Procedures (ICAO SUPPS Doc 7030 MID/ASIA/RAC-4) will be applied in the Incheon FIR.

2.5.3 TRANSITION BETWEEN FL’s. During cleared transition between levels, the aircraft should not overshoot or undershoot the assigned FL by more than 150 ft (45 m).

2.5.4 PILOT LEVEL CALL. Except in radar environment, pilots shall report reaching any altitude assigned within RVSM airspace.

2.6 FLAS (Flight Level Assignment Scheme)

2.6.1 Single Alternate FLOS(Flight Level Orientation Scheme) will be used within Incheon FIR:

FLAS on A593

SADLI

0°∼179°

NIRAT

Remarks

FL410

FL370

FL350

FL330

FL270*

→

FL410

FL370

FL350

FL330

FL270*

CVSM Level

SADLI

180°∼359°

NIRAT

Remarks

FL380

FL360

FL340

FL320

FL260*

←

FL380

FL360

FL340

FL320

FL260*

CVSM Level

FLAS : A586

RUGMA

0°∼179°

CJU

Remarks

FL380

FL360

FL340

FL320

FL260*

←

FL380

FL360

FL340

FL320

FL260*

CVSM Level

RUGMA

180°∼359°

CJU

Remarks

FL410

FL370

FL350

FL330

FL270*

→

FL410

FL370

FL350

FL330

FL270*

CVSM Level

FLAS on G203

PSN

0°∼179°

KALEK

Remarks

FL410

FL390

FL370

FL350

FL330

FL310

FL290

→

FL410

FL390

FL370

FL350

FL330

FL310

FL290

PSN

180°∼359°

KALEK

Remarks

FL380

FL340

FL300

←

FL380

FL340

FL300

FLAS on G339

PSN

0°∼179°

INVOK

Remarks

FL410

FL390

FL370

FL350

FL330

FL310

FL290

→

FL410

FL390

FL370

FL350

FL330

FL310

FL290

PSN

180°∼359°

INVOK

Remarks

FL400

FL360

FL320

←

FL400

FL360

FL320

FLAS on A582

PSN

0°∼179°

APELA

Remarks

FL410

FL390

FL370

FL350

FL330

FL310

FL290

→

FL410

FL390

FL370

FL350

FL330

FL310

FL290

PSN

180°∼359°

APELA

Remarks

FL380

FL340

FL300

←

FL380

FL340

FL300

Note. Altitude assignment in RVSM Airspace not listed above will be applied in accordance with the Letter of Agreement between the ACC concerned based on Single Alternate FLOS.

2.6.2 When transitioning between levels, the aircraft will not overshoot or undershoot the assigned FL by more than 150 FT (45 M).

2.7 Flight Planning Requirements

2.7.1 Except Paragraph 2.8.4 and 2.8.5 below, RVSM approval is required for operators and aircraft to operate within designated RVSM airspace. The operator must determine that the appropriate State authority has granted them RVSM operational approval and they will meet the RVSM requirements for the filed route of flight and any planned alternate routes. The letter "W" shall be inserted in item 10 (Equipment) of the ICAO standard flight plan to indicate that both the aircraft and operator are RVSM approved.

2.7.2 All operators of RVSM approval aircraft shall also include the letter "W" in Item Q of the repetitive flight plan (RPL), regardless of the requested flight level. If a change of aircraft operated in accordance with a repetitive flight plan results in a modification of the RVSM approval status as stated in Item Q, a modification message (CHG) shall be submitted by the operator.

2.8 Procedures for Operation of RVSM Non Compliant Aircraft in RVSM Airspace

2.8.1

FLIGHT PRIORITY. It should be noted that RVSM approval aircraft will be given priority for level allocation over non-RVSM approval aircraft.

2.8.2 VERTICAL SEPARATION APPLIED. The vertical separation minimum between RVSM non compliant aircraft operating in the RVSM stratum and all other aircraft is 2 000 ft.

2.8.3 PHRASEOLGY. Phraseologies to be used for RVSM operations are listed in Chapter 12 of the ICAO PANS-ATM. (Doc 4444)

2.8.4 CONTINUOUS CLIMB/DESCENT OF NON COMPLIANT AIRCRAFT THROUGH RVSM AIRSPACE. RVSM non compliant aircraft may be cleared to climb to and operate above FL410 or descend to and operate below FL290 provided that they:

Do not climb or descend at less than the normal rate for the aircraft and
Do not level off at an intermediate level while passing through the RVSM stratum.

2.8.5 SPECIAL COORDINATION PROCEDURES FOR CRUISE OPERATION OF RVSM NON COMPLIANT AIRCRAFT IN RVSM AIRSPACE. RVSM non compliant aircraft may not flight plan between FL290 and FL410 inclusive within RVSM airspace except for the following situations:

The aircraft is being initially delivered to the State of Registry or Operator (see Paragraph 9 for additional details and information); or
The aircraft was formally RVSM approved but has experienced an equipment failure and is being flown to a maintenance facility for repair in order to meet RVSM requirements and/or obtain approval; or
The aircraft is transporting a spare engine mounted under the wing; or
The aircraft is being utilized for mercy or humanitarian purposes; or
State aircraft (those aircraft used in military, custom and police services shall be deemed state aircraft)

Note: These procedures are intended exclusively for the purposes of indicated above and not as a means to circumvent the normal RVSM approval process.

2.8.5.1 The assignment of cruising levels to RVSM non compliant aircraft listed in paragraph 8.5 (a) to (e) shall be subject to an ATC clearance. But, In case of the aircraft listed in paragraph 8.5 (e), LOA or practical procedures between Incheon ACC and facilities concerned will be applied.

2.8.5.1.1 Aircraft operators of RVSM non compliant Aircraft listed in paragraph 8.5 (a) to (e) shall include the "STS/APVD NONRVSM" in Field 18 of the ICAO Flight Plan. The pilot must use the phraseology including "NEGATIVE RVSM" when requesting IFR Clearance; ATC facilities concerned shall notify this information to Incheon ACC.

2.8.5.2 When necessary, the Incheon Air Traffic Control Regional Office may be contacted as follows:

Incheon Air Traffic Control Regional Office(Incheon ACC)

Tel : +82-32-880-0288

Telefax : +82-32-889-5906

Email : g_atcdiv@molit.go.kr

AFS : RKRRZQZX

2.8.6

2.8.6.1

2.8.7

2.8.7.1

2.8.8

2.8.8.1

2.8.9

2.8.9.1

3 Offset Procedures

3.1 To improve safety in congested airways, Incheon ACC decides to enforce offset procedures to the civil aircraft that are equipped with FMS(Flight Management System). Each aircraft equipped with FMS is to receive offset instruction from an air traffic controller in concerned airways under this offset procedure enforcement.

3.2 Segment of Offset Operation

3.2.1 Between ANSIM and AGAVO on G597(W)/Y697(W)

3.2.2 Between KARBU and KAE and ANDOL on G597(E)/Y697(E)/B467/Y437/L512

3.2.3 Between MAKET and TOPAX on Y579

3.2.4 A582(Y782)

Weekdays : TGU - APELA
Weekend/holiday : VASLI - APELA

3.3 Offset Operation Hours

3.3.1 Offset procedure is operated on G597(W)/Y697(W) 24hours daily.

3.3.2 Offset procedures mentioned in 3.2.2 and 3.2.3 are operated 0700~2200KST (2200~1300UTC) daily.

3.4 Offset Procedure

3.4.1 Offset procedure between ANSIM and AGAVO on G597(W)/Y697(W)

Offset will be initiated as follows;

Incheon ACC will instruct offset 6 NM right of G597/Y697 centerline to all the aircraft bound for Shanghai FIR(bound for DONVO) via ANSIM- AGAVO on G597/Y697, and then Incheon ACC will transfer their air traffic controlling to Dalian ACC.
Offset will be cancelled as follows;

For the aircraft entering Incheon FIR instructed to do offset 6 NM right of G597/Y697 centerline by Dalian ACC, Incheon ACC will instruct them to join Y644 when needed. All aircraft must maintain their original offset status unless otherwise instructed by Incheon ACC.

3.4.1.1 Phraseology

Offset initiation

(Call Sign) Proceed offset 6miles Right of G597/Y697 Centerline/Track (Significant Point or Time) Until (Significant Point or Time)
Offset cancellation

(Call Sign) Cancel offset (instructions to rejoin cleared flight route or other information)

3.4.2 Offset procedure between KARBU and KAE and ANDOL on G597(E)/Y697(E)/B467/Y437/L512

Eastbound aircraft from KARBU will be applied 3 miles right of G597/Y697/B467/Y437/L512 centerline.
Westbound aircraft from ANDOL will be applied 3 miles right of G597/Y697/B467/Y437/L512 centerline.

3.4.2.1 Transfer point

Aircraft that lands at RKSI, RKSS will be transferred to Seoul Approach at 10NM northeast of KARBU after being instructed to proceed direct to KARBU.
Aircraft flying from KARBU to ANDOL will be transferred to Tokyo ACC at 10NM southwest of ANDOL after being instructed to proceed direct to ANDOL.

3.4.2.2 Phraseology

Offset initiation

Call Sign) Proceed offset 3miles Right of Centerline/Track
Offset cancellation

(Call Sign) Cancel Offset Proceed Direct to (Significant Point)

3.4.3 Offset procedure between MAKET and TOPAX on Y579

Northeastbound aircraft on Y579 will be applied 3 miles right of Y579 centerline.
Southwestbound aircraft on Y579 will be applied 3 miles right of Y579 centerline.

3.4.3.1 Transfer point

Aircraft that lands at RKPC(Jeju Airport) will be transferred to Jeju Approach in the state of offset 3NM right of MAKET.

Aircraft that does not land at RKPC will be instructed to proceed direct to CJU at 10NM northeast of MAKET.
Aircraft lands at RKPK(Gimhae Airport) will be transferred to Gimhae Approach in the state of offset 3NM right of TOPAX.

Aircraft that does not land at RKPK will be instructed to proceed direct to TOPAX at 10NM southwest of TOPAX.

3.4.3.2 Phraseology

Offset initiation

(Call Sign) Proceed Offset 3miles Right of Center Line/Track
Offset cancellation

(Call Sign) Cancel Offset Proceed Direct to (Significant Point)

4 Airspace management

4.1 General

4.1.1 The purpose of airspace management in the Republic of Korea is to systematically and effectively control and manage national airspace for the safe and expeditious operation of aircraft within the Incheon FIR and guarantee flight safety.

4.1.2 Airspace management is applicable to airspace management agencies within the Incheon FIR, its employees, and airspace users.

4.2 Matters Concerning the Classification and Designation of Airspace

4.2.1 The Minister of Land, Infrastructure and Transport shall designate and publish the classification of airspace within the Incheon FIR to manage airspace in a systematic and effective manner as follows:

4.2.2 Controlled Airspace : Airspace where instructions are provided by the Minister of Land, Infrastructure and Transport concerning the order, time period, and method of aircraft operation to ensure air transportation safety

4.2.3 Uncontrolled Airspace :　Airspace excluding controlled airspace where advice and flight information is provided for pilots to safely operate their aircraft

4.2.4 Prohibited airspace : Airspace where it is necessary to restrict and/or prohibit operation of aircraft to ensure flight safety

4.2.5 Warning Airspace : Airspace which requires special attention and vigilance by pilots to ensure flight safety

4.2.6 Detailed matters concerning designation, management and etc. shall refer Airspace Management Manual

(Web site : www.molit.go.kr)

Attachment A

Report of an Altitude Deviation of 300 ft or More Between FL 290 and FL 410
Reporting agency
Location of deviation
Date of occurrence (UTC)
Flight identification and type
Flight level assigned
Observed/reported final level Mode C/Pilot report
Duration at flight level
Other traffic
Crew comments, if any, when noted
Remarks
Report to MOLIT when an altitude deviation of 300 feet or more, including those due to ACAS, turbulence and contingency events. Report to following address:
Air Traffic Management Division, Office of Civil Aviation, Ministry of Land, Infrastructure and Transport Tel : +82-44-201-4301 Fax : +82-44-201-5631

Attachment B

CONTINGENCY SCENARIOS.

The following paragraphs summarize pilot actions to mitigate the potential for conflict with other aircraft in certain contingency situations.

* Scenario 1: All automatic altitude control systems fail (e.g., Automatic Altitude Hold).

The Pilot should	ATC can be expected to
Initially
Maintain Cleared Flight Level (CFL)
Evaluate the aircraft's capability to maintain altitude through manual control.
Subsequently
Watch for conflicting traffic both visually and by reference to ACAS, if equipped.
If considered necessary, alert nearby aircraft by making maximum use of exterior lights; broadcasting position, FL, and intentions on 121.5 MHz (as a back-up, the VHF inter-pilot air-to-air frequency, 123.45 MHz, may be used.)
Notify ATC of the failure and intended course of action. Possible courses of action include:	Obtain pilots intentions, and pass essential traffic information.
1) maintaining the CFL and route, provided that the aircraft can maintain level.	1) If the pilot intends to continue in RVSM airspace, assess traffic situation to determine if the aircraft can be accommodated through the provision of lateral, longitudinal, or conventional vertical separation, and if so, apply the appropriate minimum.
2) requesting ATC clearance to climb above or descend below RVSM airspace if the aircraft cannot maintain CFL and ATC cannot establish lateral, longitudinal or conventional vertical separation.	2) If the pilot requests clearance to exit RVSM airspace, accommodate expeditiously, if possible.
	3) Notify adjoining ATC facilities/ sectors of the situation.

* Scenario 2: Loss of redundancy in primary altimetry systems

The Pilot should	ATC can be expected to
If the remaining altimetry system is functioning normally, couple that system to the automatic altitude control system, notify ATC of the loss of redundancy and maintain vigilance of altitude keeping. If unable to confirm primary altimeter system accuracy, follow pilot actions listed in the Scenario 3.	Acknowledge the situation and continue to monitor progress

* Scenario 3: All primary altimetry systems are considered unreliable or fail

The Pilot should	ATC can be expected to
Maintain CFL by reference to the standby altimeter (if the aircraft is so equipped).
Alert nearby aircraft by making maximum use of exterior lights; broadcasting position, FL, and intentions on 121.5 Mhz (as a back-up, the VHF inter-pilot air-to-air frequency, 123.45 MHz, may be used).
Consider declaring an emergency. Notify ATC of the failure and intended course of action. Possible courses of action include:	Obtain pilot's intentions, and pass essential traffic information.
1) maintaining CFL and route provided that ATC can provide lateral, longitudinal or conventional vertical separation.	1) If the pilot intends to continue in RVSM airspace, assess traffic situation to determine if the aircraft can be accommodated through the provision of lateral, longitudinal, or conventional vertical separation, and if so, apply the appropriate minimum.
2) requesting ATC clearance to climb above or descend below RVSM airspace if ATC cannot establish adequate separation from other aircraft.	2) If the pilot requests clearance to exit RVSM airspace, accommodate expeditiously, if possible.
	3) Notify adjoining ATC facilities/sectors of the situation.

* Scenario 4: The primary altimeters diverge by more than 200 ft (60 m)

The Pilot should

Attempt to determine the defective system through established trouble-shooting procedures and/or comparing the primary altimeter displace to the standby altimeter (as corrected by the correction cards, if required).

If the defective system can be determined, couple the functioning altimeter system to the altitude-keeping device.

If the defective system cannot be determined, follow the guidance in Scenario 3 for failure or unreliable altimeter indications of all primary altimeters.

* Scenario 5: Turbulence (greater than moderate) which the pilot believes will impact the aircraft's capability to maintain flight level.

The Pilot should	ATC can be expected to
Watch for conflicting traffic both visually and by reference to ACAS, if equipped.
Alert nearby aircraft by If considered necessary, alert nearby aircraft by: making maximum use of exterior lights; broadcasting position, FL, and intentions on 121.5 Mhz (as a back-up, the VHF inter-pilot air-to-air frequency, 123.45 MHz, may be used).
Notify ATC of intended course of action as soon as possible. Possible courses of action include:
1) maintaining CFL and route provided ATC can provide lateral, longitudinal or conventional vertical separation.	1) Assess traffic situation to determine if the aircraft can be accommodated through the provision of lateral, longitudinal, or conventional vertical separation, and if so, apply the appropriate minimum.
2) requesting flight level change, if necessary.	2) If unable to provide adequate separation, advise the pilot of essential traffic information and request pilot's intentions.
	3) Notify adjoining ATC facilities/sectors of the situation.