In Pacific oceanic airspace, the parallel contingency offset track is 25nm in case of according to doc 7030

Hi, can anyone tell me when do we start to have a level bust in RVSM?? Is that 300 ft (like non RVSM) or 200 ft ?? I find documentations giving me both versions, so I am very confused :confused:

All thes procedures mentioned above ( climb 500 , descend 300 ft etc.. ) are valid for oceanic airspace and not Europe . In lido they are under the title "Special Procedures for In-Flight Contingencies in Oceanic Airspace"

Hi citation2, so what can you answer to my above question? 200 or 300?

I hope everyone is aware that RVSM contingency procedures are only used if you are NOT in 2 way VHF communication. The clue is in the name "contingency procedure"


So for almost everywhere unless oceanic its ATC clearance first and stay on track unless someone is blocking where you need to go in a hurry. Even Oceanic its far easier to get a CPDLC emergency request out.....if fitted.


NAT MNPS is of course a different case

According to ICAO Doc 4444 : Air Traffic Management (PANS-ATM) all the contigencies mentioned above are stated on chapter 15 " Special procedures for inflight contigencies in Oceanic airspace"

I will not re write the whole procedures again but
Under 15.2.2 : general procedures ... Where you have to climb or descent 500 ft
Under 15.2.3 weather deviation procedures :....where you have to climb or descent 300 feet depend flying east or west

Under 15.2.3.3 : actions to be taken if atc clearance cannot be obtained

All of these procedures come under chapter 15 "special procedures for inflight contigencies in OCEANIC airspace"

I's written the same way on lido
Be careful this is for OCEANIC and It is not applicable to Europe RVSM .

As for level deviation, 300 ft is considered a level bust

A quick question for those doing a contingency procedure involving a 180 degree turnaround.

The turn radius could be quite large. I think that there can be a risk of infringing on the adjacent track. If doing this procedure for a reason not critical to aircraft systems(perhaps a health issue, etc), any suggestions such as descending down out of RVSM then turning(if fuel is not an issue) or descending only 500 feet initially until no longer a threat to an adjacent track.

Guys - You are confusing RVSM with MNPS airspace.

The above procedures are used in Oceanic/MNPS airspace only. If your in RVSM airspace, and unable to comply, you tell ATC your not compliment and negotiate a plan with them and/or leave RVSM descending below FL290.

And to clear up any confusion, a level bust in UK airspace is 300ft +/-