ENR 1.8  REGIONAL SUPPLEMENTARY PROCEDURES (DOC 7030)

1.8.1  Weather Deviation Procedures

1.8.1.1  Introduction
1.8.1.1.1 RNP10 airspace has been designated within Oceanic Control Areas across the Bay of Bengal and Arabian Sea, as part of the revised ATS route structure - Asia to/from Europe/Middle East South of the Himalayas (EMARSSH Project) and also over the South China Sea.
1.8.1.1.2 The following procedures are intended to provide guidance for weather deviations in the Oceanic - controlled airspace of the Bay of Bengal and the Arabian Sea, where the lateral separation between ATS routes within RNP airspace is 50 NM. Over the South China Sea the lateral separation between ATS routes is 60 NM.
1.8.1.2  General
1.8.1.2.1 The procedures are intended to enhance ICAO Regional Supplementary Procedures (DOC 7030). However it must be recognised that all possible circumstances cannot be covered. The pilots judgement shall ultimately determine the sequence of actions taken and ATC shall render all possible assistance.
1.8.1.2.2 If an aircraft is required to deviate from track to avoid weather and prior clearance cannot be obtained, an ATC clearance shall be obtained at the earliest possible time.
1.8.1.2.3 The pilot shall advise ATC when weather deviation is no longer required or when a weather deviation has been completed and the aircraft has returned to its cleared track.

1.8.2  Kuala Lumpur FIR Weather Deviation Procedures

1.8.2.1  Obtaining Priority From ATC When Weather Deviation Is Required
1.8.2.1.1 When the pilot initiates communications with ATC, rapid response may be obtained by stating "WEATHER DEVIATION REQUIRED" to indicate that priority is desired on the frequency and for ATC response.
1.8.2.1.2 The pilot still retains the option of initiating the communications using the urgency call "PAN PAN" (preferably spoken three times) to alert all listening parties to a special handling condition which will receive ATC priority for issuance of a clearance or assistance.
1.8.2.2  Actions To Be Taken: Pilot-Controller Communications Are Established
1.8.2.2.1 The pilot notifies ATC and requests clearance to deviate from track, advising, when possible, the extent of the deviation expected.
1.8.2.2.2 ATC takes one of the following actions:
  1. if there is no conflicting traffic in the horizontal plane, ATC will issue clearance to deviate from track; or

  2. if there is conflicting traffic in the horizontal plane, ATC separates aircraft by establishing appropriate separation; or

  3. if there is conflicting traffic in the horizontal plane and ATC is unable to establish appropriate separation, ATC shall:

    1. advise the pilot of inability to issue clearance for required deviation;

    2. advise the pilot of conflicting traffic; and

    3. request the pilot's intentions.

SAMPLE PHRASEOLOGY

"UNABLE (requested deviation), TRAFFIC IS (call sign, position, level, direction), ADVISE INTENTIONS"

1.8.2.2.3 The pilot will take the following actions:
  1. advise ATC of intentions; and

  2. comply with the ATC clearance issued; or

  3. execute the procedures in para 1.8.2.3 below; and

  4. if necessary, establish voice communications with ATC to expedite dialogue on the situation.

1.8.2.3  Actions To Be Taken: If A Revised ATC Cannot Be Obtained
1.8.2.3.1 The provisions of this section apply to situations where a pilot has the need to exercise the authority of a pilot-in-command under the provisions of Annex 2, 2.3.1
1.8.2.3.2 If a revised ATC clearance cannot be obtained and deviation from track is required to avoid weather, the pilot shall take the following actions:
  1. establish communications with and alert nearby aircraft, broadcasting at suitable intervals-aircraft identification, flight level, position, ATS route designator and intentions, on the frequency in use and on frequency 121.5 MHz (or, as a back-up, on the VHF inter-pilot air-to-air frequency 123.45);

  2. watch for conflicting traffic both visually and by reference to ACAS/TCAS;

  3. turn on all aircraft exterior lights (commensurate with appropriate operating limitations);

  4. for deviations of less than 10 NM aircraft should remain at a level assigned by ATC;

  5. for deviations of greater than 10 NM, when the aircraft is approximately 10 NM from track, initiate a level change based on the following criteria:

    Route centre line trackDeviations greater than 10 NMLevel change
    EAST 000-179 Mag

    LEFT

    RIGHT

    DESCEND 300 FT

    CLIMB 300 FT

    WEST 180-359 Mag

    LEFT

    RIGHT

    CLIMB 300 FT

    DESCEND 300 FT

    Note: If, as a result of actions taken under the provisions of 1.8.2.3.2 a) and b) above the pilot determines that there is another aircraft at or near the same flight level with which a conflict may occur, then the pilot is expected to adjust the path of the aircraft, as necessary, to avoid conflict.

  6. when returning to track, be at its assigned flight level, when the aircraft is within approximately 10 NM of centre line; and

  7. if contact was not established prior to deviating, continue to attempt to contact ATC to obtain a clearance.

  8. If contact was established, continue to keep ATC advised of intentions and obtain essential traffic information.

1.8.3  Kota Kinabalu FIR Weather Deviation Procedures

1.8.3.1  Obtaining ATC Priority When Weather Deviation Is Required
1.8.3.1.1 When the pilot initiates communications with ATC, rapid response may be obtained by stating that “WEATHER DEVIATION IS REQUIRED” to indicate that priority is desired on the frequency and for ATC response.
1.8.3.1.2 The pilot also retains the option of initiating the communication using the urgency call “PAN-PAN” 3 times to alert all listening parties of a special handling condition which will receive ATC priority for issuance of a clearance or assistance.
1.8.3.2  Actions To Be Taken: Pilot-Controller Communications Are Established
1.8.3.2.1 When two-way pilot-controller communications are in effect, and a pilot identifies the need to deviate from track to avoid weather, the pilot shall notify ATC and request clearance to deviate from track, advising where possible the extent of the deviation expected.
1.8.3.2.2 ATC will then take one of the following actions:
  1. if there is no conflicting traffic in the lateral dimension ATC shall issue clearance to deviate from track;

  2. if there is conflicting traffic in the lateral dimension, ATC shall separate aircraft by establishing vertical separation (2,000 FT above FL290 or 1,000 FT below FL290) and issue a clearance to deviate from track;

  3. if there is conflicting traffic in the lateral dimension and ATC is unable to establish vertical separation, ATC shall advise the pilot and provide information on all other aircraft with which the aircraft could potentially conflict.

1.8.3.2.3 The pilot shall comply with the ATC clearance issued for the deviation or, if ATC is unable to issue a revised clearance, and after evaluating the circumstances of the situation, the pilot shall execute the procedures detailed in paragraph 1.8.3.3 below. The pilot shall immediately inform ATC of intentions and ATC will issue Essential Traffic Information to all affected aircraft.
1.8.3.2.4 The pilot shall, at regular intervals, update ATC of the extent and progress of the deviation to ensure separation applied is not infringed or to enable ATC to update essential traffic information.
1.8.3.3  Actions To Be Taken: Pilot-Controller Communication Not Established Or Revised ATC Clearance Not Available
1.8.3.3.1 If contact cannot be established, or a revised ATC clearance is not available and deviation from track is required to avoid weather, the pilot shall take the following actions:
  1. deviate away from an organised track or route system, if possible;

  2. broadcast aircraft position and intentions on frequency 121.5 MHz at suitable intervals stating:

    1. flight identification (operator call sign);

    2. flight level;

    3. track code or ATS route designator, and

    4. extent of deviation expected.

  3. watch for conflicting traffic both visually and by reference to TCAS (if equipped);

  4. turn on aircraft’s exterior lights;

  5. when the aircraft is approximately 10NM off-track from centreline initiate a level change based on the following criteria:

    1. Eastbound between 000 - 179 degrees magnetic if deviating left of centreline descend 300 FT. If deviating right of centreline climb 300 FT;

    2. Westbound between 180 - 359 degrees magnetic if deviating left of centreline climb 300 FT. If deviating right of centreline descent 300 FT;

  6. when returning to track, be established at the assigned flight level or altitude, when the aircraft is within approximately 10NM track;

  7. if contact is not established prior to deviating, continue to attempt to contact ATC to obtain a clearance. If contact is established, continue to keep ATC advised of intentions and obtain essential traffic information.

1.8.4   RVSM Procedures In The Kuala Lumpur And Kota Kinabalu FIR

1.8.4.1  IDENTIFICATION OF RVSM AIRSPACE IN KUALA LUMPUR FIR
1.8.4.1.1 RVSM airspace is prescribed within the Kuala Lumpur FIR within controlled airspace between FL290 and FL 410 (inclusive). RVSM levels will be assigned to RVSM approved aircraft operating on ATS/RNAV routes stated below:
  1. P574, N571 and P628 would be assigned the westbound levels FL300, FL340, FL360 (FL360 is subject to coordination), FL380 and FL400. All eastbound levels would be available except FL290.

  2. A327 and L645 would be assigned the westbound levels FL320 and FL360 (FL360 is subject to coordination). All eastbound levels would be available subject to coordination with FL290 as No-PDC.

  3. M751 would be assigned the westbound levels FL300, FL320, FL340, FL360, FL380 and FL400. All eastbound levels would be available except FL310 and FL390.

  4. In all other ATS/RNAV routes other than mentioned above, assignment of cruising levels are in accordance with the ICAO Table of Cruising Levels as published in ICAO Annex 2, Appendix 3, Table (a).

1.8.4.2  IDENTIFICATION OF RVSM AIRSPACE IN KOTA KINABALU FIR
1.8.4.2.1 RVSM airspace is prescribed within controlled airspace in the Kota Kinabalu FIR between FL290 and FL410 (inclusive).
1.8.4.2.2  RVSM Cruising Levels
  1. RVSM approved acft eastbound on ATS routes G460 (VKG - VSI - VBU - BRU) and G580 (VKG - VMI - BRU) shall be assigned FL290, FL310, FL330, FL350, FL370, FL390 and FL410.

  2. RVSM approved acft westbound on ATS routes G460 (BRU - VBU - VSI - VKG) and G580 (BRU - VMI - VKG) shall be assigned FL300, FL320, FL340, FL360, FL380 and FL400.

  3. RVSM approved acft eastbound on ATS route M768 (BRU-MAMOK) shall be assigned FL290, FL330, FL370 and FL410.

  4. RVSM approved acft westbound on ATS route M768 (BRU-MAMOK) shall be assigned FL300, FL340 and FL380.

  5. RVSM approved acft eastbound on ATS routes R223, P648, M522 (MAMOK-VJN) and B348 (BRU - VJN - OSANU) shall be assigned FL310, FL350 and FL390..

  6. RVSM approved acft westbound on ATS route P648 shall be assigned FL320, FL360, FL380 and FL400.

  7. RVSM approved acft westbound on ATS route B592 shall be assigned FL320, FL360, FL380 and FL400.

  8. RVSM approved acft westbound on ATS routes B584, A341, R223 and B348 (OSANU - VJN - BRU) shall be assigned FL320, FL360 and FL400.

  9. RVSM approved acft eastbound on ATS routes M754 and M522 (VJN-VINIK) shall be assigned FL300, FL340 and FL380.

  10. RVSM approved acft westbound on ATS routes M754 and M522 (VINIK-VJN) shall be assigned FL290, FL330, FL370 and FL410..

  11. RVSM approved acft westbound on ATS routes M754 and M522 shall be assigned FL290, FL330, FL370 and FL410.

  12. RVSM approved acft eastbound on ATS route M768 shall be assigned FL290, FL330, FL370 and FL410.

  13. RVSM approved acft westbound on ATS route M768 shall be assigned FL300, FL340 and FL380.

  14. RVSM approved acft eastbound on ATS routes M758, M759, M761, B348 (KAMIN - BRU) and G580 (ATETI - VKG) shall be assigned FL290, FL330, FL370 and FL410.

  15. RVSM approved acft westbound on ATS routes M758, M759, M761, B348 (BRU - KAMIN) and G580 (VKG - ATETI) shall be assigned FL300, FL340 and FL380.

  16. RVSM approved acft eastbound on ATS route M772 shall be assigned FL300 and FL380.

    1. Other levels are available subject to prior coordination between the parties concerned.

1.8.4.3  AIRWORTHINESS AND OPERATIONAL APPROVAL AND MONITORING
1.8.4.3.1 Operators must obtain airworthiness and operational approval from the State of Registry or State of the Operator, as appropriate, to conduct RVSM operations.
1.8.4.3.2 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 Monitoring Agency for Asia Region (MAAR) will process the results of monitoring. For further information on RVSM monitoring, the MAAR web site can be accessed by:
  1. Accessing the "Monitoring Program" section of the MAAR website or

  2. Using the Internet address for MAAR is http://www.aerothai.co.th/maar

1.8.4.3.3 Monitoring accomplished for other regions can be used to fulfill the monitoring requirements for the Asia/Pacific region. The MAAR will coordinate with other monitoring agencies to access this information. There are several organizations world-wide who may be able to perform monitoring services in the Asia/Pacific region. Operators should contact the MAAR for confirmation that a monitoring contractor is acceptable for the submission of monitoring data.
1.8.4.4  ACAS II AND TRANSPONDER EQUIPAGE
1.8.4.4.1 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).
1.8.4.4.2 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.
1.8.4.4.3 ICAO Annex 6, Part II, states that, starting 1 January 2000, International General Aviation (IGA) airplanes should have been equipped with a pressure altitude reporting transponder certified by the appropriate State authority as meeting the provisions of Annex 10.
1.8.4.5  IN-FLIGHT PROCEDURES WITHIN RVSM AIRSPACE
1.8.4.5.1 Before entering RVSM airspace, the pilot should review the status of required equipment. The following equipment should be operating normally:
  1. two primary altimetry systems;

  2. one automatic altitude-keeping device;

  3. one altitude-alerting device; and

  4. one altitude reporting transponder.

1.8.4.5.2 The pilot must notify ATC whenever the aircraft:
  1. is no longer RVSM compliant due to equipment failure; or

  2. experiences loss of redundancy of altimetry systems; or

  3. encounters turbulence that affects the capability to maintain flight level.

1.8.4.5.3 During cleared transition between levels, the aircraft should not overshoot or undershoot the assigned FL by more than 150 FT (45 M).
1.8.4.5.4 Except in an ADS or radar environment, pilots shall report reaching any altitude assigned within RVSM airspace.
1.8.4.5.5 Paragraphs 1.9.7.6, 1.9.7.7, 1.9.7.8 and 1.9.7.9 below contain procedures for in-flight contingencies that have been updated for RVSM operations. The contingency procedures in paragraphs 1.9.7.6 to 1.9.7.7 and the off-set procedures in paragraph 1.9.7.9 should be applied in Oceanic operations. The weather deviation procedures in paragraph 1.79.7.8 may be applied in all airspace in the region.
1.8.4.6  SPECIAL PROCEDURES FOR IN-FLIGHT CONTINGENCIES IN OCEANIC AIRSPACE IN THE KUALA LUMPUR FIR
1.8.4.6.1  General Procedures
1.8.4.6.1.1 The following general procedures apply to both subsonic and supersonic aircraft and are intended as guidance only. Although all possible contingencies cannot be covered, they provide for cases of inability to maintain assigned level due to:
  1. weather;

  2. aircraft performance;

  3. pressurization failure; and

  4. problems associated with high-level supersonic flight.

1.8.4.6.1.2 The procedures are applicable primarily when rapid descent and/or turn-back or diversion to an alternate airport is required. The pilot's judgment shall determine the sequence of actions to be taken, taking into account specific circumstances.
1.8.4.6.1.3 If an aircraft is unable to continue flight in accordance with its air traffic control clearance, a revised clearance shall, whenever possible, be obtained prior to initiating any action, using a distress or urgency signal as appropriate.
1.8.4.6.1.4 If prior clearance cannot be obtained, an ATC clearance shall be obtained at the earliest possible time and, until a revised clearance is received, the pilot shall:
  1. if possible, deviate away from an organized track or route system;

  2. establish communications with and alert nearby aircraft by broadcasting, at suitable intervals: flight identification, flight level, aircraft position, (including the ATS route designator or the track code) and intentions on the frequency in use, as well as on frequency 121.5 MHz (or, as a back-up, the VHF inter pilot air-to-air frequency 123.45 MHz);

  3. watch for conflicting traffic both visually and by reference to ACAS; and

  4. turn on all aircraft exterior lights (commensurate with appropriate operating limitations).

1.8.4.7  IN-FLIGHT CONTINGENCY PROCEDURES FOR SUBSONIC AIRCRAFT REQUIRING RAPID DESCENT, TURN-BACK OR DIVERSION IN OCEANIC AIRSPACE IN THE KUALA LUMPUR FIR.
1.8.4.7.1  Initial Action
1.8.4.7.1.1 If unable to comply with the provisions of paragraph 1.9.7.6.1.3 to obtain a revised ATC clearance, the aircraft should leave its assigned route or track by turning 90 degrees right or left whenever this is possible. The direction of the turn should be determined by the position of the aircraft relative to any organized route or track system (for example, whether the aircraft is outside, at the edge of, or within the system). Other factors to consider are terrain clearance and the levels allocated to adjacent routes or tracks.
1.8.4.7.2  Subsequent Action
1.8.4.7.2.1 An aircraft able to maintain its assigned level should acquire and maintain in either direction a track laterally separated by 15 NM from its assigned route or track and once established on the offset track, climb or descend 500 FT (150 M).
1.8.4.7.2.2 An aircraft NOT able to maintain its assigned level should, whenever possible, minimize its rate of descent while turning to acquire and maintain in either direction a track laterally separated by 15 NM from its assigned route or track. For subsequent level flight, a level should be selected which differs by 500 FT (150 M) from those normally used.
1.8.4.7.2.3 Before commencing a diversion across the flow of adjacent traffic, the aircraft should, while maintaining the 15 NM offset, expedite climb above or descent below levels where the majority of aircraft operate (e.g., to a level above FL 400 or below FL 290) and then maintain a level which differs by 500 FT (150 M) from those normally used. However, if the pilot is unable or unwilling to carry out a major climb or descent, the aircraft should be flown at a level 500 FT above or below levels normally used until a new ATC clearance is obtained.
1.8.4.7.2.4 If these contingency procedures are employed by a twin-engine aircraft as a result of an engine shutdown or a failure of an ETOPS critical system, the pilot should advise ATC as soon as practicable of the situation, reminding ATC of the type of aircraft involved and requesting expeditious handling.
1.8.4.8  WEATHER DEVIATION PROCEDURES
1.8.4.8.1  General Procedures
1.8.4.8.1.1 The following procedures are intended to provide guidance. All possible circumstances cannot be covered. The pilot’s judgment shall ultimately determine the sequence of actions taken and ATC shall render all possible assistance.
1.8.4.8.1.2 If the aircraft is required to deviate from track to avoid weather and prior clearance cannot be obtained, an air traffic control clearance shall be obtained at the earliest possible time. In the meantime, the aircraft shall follow the procedures detailed in paragraph 1.9.7.8.2.2 below.
1.8.4.8.1.3 The pilot shall advise ATC when weather deviation is no longer required, or when a weather deviation has been completed and the aircraft has returned to the centreline of its cleared route.
1.8.4.8.1.4 When the pilot initiates communications with ATC, rapid response may be obtained by stating "WEATHER DEVIATION REQUIRED" to indicate that priority is desired on the frequency and for ATC response.
1.8.4.8.1.5 The pilot still retains the option of initiating the communications using the urgency call "PAN PAN" to alert all listening parties to a special handling condition, which may receive ATC priority for issuance of a clearance or assistance.
1.8.4.8.1.6 When controller-pilot communications are established, the pilot shall notify ATC and request clearance to deviate from track, advising, when possible, the extent of the deviation expected. ATC will take one of the following actions:
  1. if there is no conflicting traffic in the horizontal dimension, ATC will issue clearance to deviate from track; or

  2. if there is conflicting traffic in the horizontal dimension, ATC will separate aircraft by establishing vertical separation or, if unable to establish vertical separation, ATC shall:

    1. advise the pilot unable to issue clearance for requested deviation;

    2. advise pilot of conflicting traffic;

    3. request pilot’s intentions.

SAMPLE PHRASEOLOGY:

“Unable (requested deviation), traffic is (call sign, position, altitude, direction), advise intentions.”

1.8.4.8.1.7 The pilot will take the following actions:
  1. Advise ATC of intentions by the most expeditious means available;

  2. Comply with air traffic control clearance issued or

  3. Execute the procedures detailed in 7.8.2.2 below. (ATC will issue essential traffic information to all affected aircraft);

  4. If necessary, establish voice communications with ATC to expedite dialogue on the situation.

1.8.4.8.2  Actions to be taken if a revised air traffic control clearance cannot be obtained
1.8.4.8.2.1 The pilot shall take the actions listed below under the provision that the pilot may deviate from rules of the air (e.g. the requirement to operate on route or track centreline unless otherwise directed by ATC), when it is absolutely necessary in the interests of safety to do so.
1.8.4.8.2.2 If a revised air traffic control clearance cannot be obtained and deviation from track is required to avoid weather, the pilot shall take the following actions:
  1. if possible, deviate away from an organized track or route system;

  2. establish communication with and alert nearby aircraft by broadcasting, at suitable intervals: flight identification, flight level, aircraft position (including the ATS route designator or the track code) and intentions (including the magnitude of the deviation expected) on the frequency in use, as well as on frequency 121.5 MHz (or, as a back-up, the VHF inter-pilot air-to-air frequency 123.45 MHz);

  3. watch for conflicting traffic both visually and by reference to ACAS (if equipped);

  4. turn on all aircraft exterior lights (commensurate with appropriate operating limitations);

  5. for deviations of less than 10NM, aircraft should remain at the level assigned by ATC;

  6. for deviations of greater than 10NM, when the aircraft is approximately 10 NM from track, initiate a level change based on the following criteria:

    Route centreline trackDeviations great than 10 NMLevel change

    EAST

    000-179 magnetic

    LEFT

    RIGHT

    DESCEND 300 FT

    CLIMB 300 FT

    WEST

    180-359 magnetic

    LEFT

    RIGHT

    CLIMB 300 FT

    DESCEND 300 FT

    Note: Items (b) and (c) above calls for the pilot to broadcast aircraft position and pilot’s intentions, identify conflicting traffic and communicate air-to-air with near-by aircraft. If the pilot determines that there is another aircraft at or near the same FL with which his aircraft might conflict, then the pilot is expected to adjust the path of the aircraft, as necessary, to avoid conflict.

  7. if contact was not established prior to deviating, continue to attempt to contact ATC to obtain a clearance. If contact was established, continue to keep ATC advised of intentions and obtain essential traffic information;

  8. when returning to track, be at its assigned flight level, when the aircraft is within approximately 10NM of centreline.

1.8.4.9  STRATEGIC LATERAL OFFSET PROCEDURES TO MITIGATE THE EFFECTS OF WAKE TURBULENCE OF PRECEDING AIRCRAFT IN NON-RADAR OCEANIC AIRSPACE WITHIN KUALA LUMPUR FIR
1.8.4.9.1 These offsets are only applicable in the non-radar oceanic airspace within the Kuala Lumpur FIR along the following route segments:
  1. P628 between GIVAL and IGREX

  2. L510 between GIVAL and EMRAN

  3. N571 between VAMPI and IGOGU

  4. P574 between ANSAX and NOPEK

  5. P627 between RUSET and POVUS

1.8.4.9.2 The offset procedures are applied by aircraft with automatic offset tracking capability.
1.8.4.9.3 The following requirements apply to the use of the offset:
  1. The decision to apply a strategic lateral offset is the responsibility of the crew.

  2. The offset shall be established at a distance of one or two nautical miles to the right of the centre line relative to the direction of flight.

  3. The strategic lateral offset procedure has been designed to include offsets to mitigate the effects of wake turbulence of preceding aircraft. If wake turbulence needs to be avoided, one of the three available options (centerline, 1NM or 2NM right offset) shall be used.

  4. In airspace where the use of lateral offsets has been authorized, pilots are not required to inform air traffic control (ATC) that an offset is being applied.

  5. Aircraft transiting through airspace other than specified in para 1.9.7.9.1, the offset tracking is permitted once ATC clearance is obtained from the ATS unit.

1.8.4.10  FLIGHT PLANNING REQUIREMENTS
1.8.4.10.1 Unless special arrangement is made as detailed 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.
1.8.4.10.2 All operators filing Repetitive Flight Plans (RPLs) shall include the letter "W" in Item Q of the RPL to indicate RVSM approval status and include all equipment and capability in conformity with Item 10 of the ICAO standard Flight Plan.
1.8.4.10.3  Operators of formation flights of State aircraft shall not insert the letter W in item 10 of the ICAO flight plan form, regardless of the RVSM approval status of the aircraft concerned. Operators of formation flights of state aircraft intending to operate within the RVSM airspace shall include STS/Non-RVSM in item 18 of the ICAO flight plan form.
1.8.4.11  PROCEDURES FOR OPERATION OF NON-RVSM COMPLIANT AIRCRAFT IN RVSM AIRSPACE
1.8.4.11.1 It should be noted that RVSM approved aircraft will be given priority for level allocation over non-RVSM approved aircraft.
1.8.4.11.2 The vertical separation minimum between non-RVSM aircraft operating in the RVSM stratum and all other aircraft is 2,000 FT.
1.8.4.11.3 Non-RVSM compliant aircraft operating in RVSM airspace should use the phraseology contained in page ENR 1.9 - 22 and ENR 1.9 - 23.
1.8.4.11.4 Non-RVSM compliant aircraft may be cleared to climb to and operate above FL290 or descend to and operate below FL410 provided that they:
  1. Do not climb or descend at less than the normal rate for the aircraft; and

  2. Do not level off at an intermediate level while passing through the RVSM stratum.

1.8.4.11.5 Non-RVSM compliant aircraft may not flight plan between FL290 and FL410 inclusive within RVSM airspace except for the following situations:
  1. The aircraft is being initially delivered to the State of Registry or Operator; or

  2. The aircraft was 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

  3. The aircraft is transporting a spare engine mounted under the wing; or

  4. The aircraft is being utilized for mercy or humanitarian purposes; or

  5. State aircraft (those aircraft used in military, custom and police services shall be deemed state aircraft)

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

1.8.4.11.5.1 The assignment of cruising levels to non-RVSM compliant acft listed in para 1.9.7.11.5 a) to e) shall be subject to an ATC clearance. Aircraft operators shall include the “STS / Category of Operations (i.e. FERRY /HUMANITARIAN /MILITARY/CUSTOM/POLICE) / NON-RVSM COMPLIANT” in Field 18 of the ICAO Flight Plan.
1.8.4.11.5.2 Where necessary, the Air Traffic Control Centre may be contacted as follows:
Post:

Kuala Lumpur Area Control Centre

Tel: (+60) 3 78473573

AFS:  WMFCZQZX

Fax: (+60) 3 78473572

Post:

Kota Kinabalu Area Control Centre

Tel:  6088 - 224404

AFS:  WBFCZQZX

Fax:  6088 - 219170

1.8.4.12  DELIVERY FLIGHTS FOR AIRCRAFT THAT ARE RVSM COMPLIANT ON DELIVERY
1.8.4.12.1 An aircraft that is RVSM compliant on delivery may operate in RVSM airspace provided that the crew is trained on RVSM policies and procedures applicable in the airspace and the responsible State issues the operator a letter of authorization approving the operation. State notification to the MAAR should be in the form of a letter, e-mail or fax documenting the one-time flight. The planned date of the flight, flight identification, registration number and aircraft type/series should be included. Fax number: 603-88891541 AFTN: WMKKYAYX
1.8.4.13  PROCEDURES FOR SUSPENSION OF RVSM
1.8.4.13.1 Air traffic services will consider suspending RVSM procedures within affected areas of the Kuala Lumpur FIR and Kota Kinabalu FIR when there are pilot reports of greater than moderate turbulence. Within areas where RVSM procedures are suspended, the vertical separation minimum between all aircraft will be 2,000 FT.
1.8.4.14  GUIDANCE FOR PILOTS AND CONTROLLERS FOR ACTIONS IN THE EVENT OF AIRCRAFT SYSTEM MALFUNCTION OR TURBULENCE GREATER THAN MODERATE
1.8.4.14.1 See page ENR 1.9 - 15 to ENR 1.9 - 17 for guidance in these circumstances.
1.8.4.15  PROCEDURES FOR AIR-GROUND COMMUNICATION FAILURE
1.8.4.15.1 The air-ground communication failure procedures specified in AIP ENR 1.6 - 3 in conjunction with ICAO PANS-ATM Doc 4444 should be applied.

CONTINGENCY SCENARIOS

The following paragraphs summarize pilot actions to mitigate the potential for conflict with other aircraft in certain contingency situations. They should be reviewed in conjunction with the expanded contingency scenarios detailed below which contain additional technical and operational detail.

Scenario 1: The pilot is:

  1. unsure of the vertical position of the aircraft due to the loss or degradation of all primary altimetry systems, or

  2. unsure of the capability to maintain cleared flight level (CFL) due to turbulence or loss of all automatic altitude control systems.

The Pilot should: ATC can be expected to:
Maintain CFL while evaluating the situation; 
Watch for conflicting traffic both visually and by reference to ACAS, if equipped; 

If considered necessary, alert nearby aircraft by

a) making maximum use of exterior lights;

b) broadcasting position, FL, and intentions on 121.5 MHz (as a back-up, the VHF inter-pilot air-to-air frequency, 123.45MHz, may be used).

 
Notify ATC of the situation and intended course of action. Possible courses of action include:Obtain the pilot's intentions and pass essential traffic information.
a) maintaining the CFL and route provided that ATC can provide lateral, longitudinal or conventional vertical separation.a) 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.
b) requesting ATC clearance to climb above or descend below RVSM airspace if the aircraft cannot maintain CFL and ATC cannot establish adequate separation from other aircraft.b) If the pilot requests clearance to exit RVSM airspace, accommodate expeditiously, if possible.
c) executing the contingency manoeuvre shown in paragraphs 1.9.7.6 and 1.9.7.7 to offset from the assigned track and FL, if ATC clearance cannot be obtained and the aircraft cannot maintain CFL.c) If adequate separation cannot be established and it is not possible to comply with the pilot's request for clearance to exit RVSM airspace, advise the pilot of essential traffic information, notify other aircraft in the vicinity and continue to monitor the situation.
 d) Notify adjoining ATC facilities/sectors of the situation.

Scenario 2: There is a failure or loss of accuracy of one primary altimetry system (e.g., greater than 200 feet difference between primary altimeters)

The Pilot should
Cross check standby altimeter, confirm the accuracy of a primary altimeter system and notify ATC of the loss of redundancy. If unable to confirm primary altimeter system accuracy, follow pilot actions listed in the preceding scenario.

EXPANDED EQUIPMENT FAILURE AND TURBULENCE ENCOUNTER SCENARIOS

Operators may consider this material for use in training programs.

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

The Pilot should ATC can be expected to
Initially  
Maintain 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

a) making maximum use of exterior lights;

b) broadcasting position, FL, and intentions on 121.5MHz (as a back-up, the VHF inter-pilot air-to-air frequency, 123.45MHz, may be used.)

 
Notify ATC of the failure and intended course of action. Possible courses of action include: 
a) maintaining the CFL and route, provided that the aircraft can maintain level.a) 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.
b) 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.b) If the pilot requests clearance to exit RVSM airspace, accommodate expeditiously, if possible.
c) executing the contingency manoeuvre shown in paragraphs 1.9.7.6 and 1.9.7.7 to offset from the assigned track and FL, if ATC clearance cannot be obtained and the aircraft cannot maintain CFL.c) If adequate separation cannot be established and it is not possible to comply with the pilot's request for clearance to exit RVSM airspace, advise the pilot of essential traffic information, notify other aircraft in the vicinity and continue to monitor the situation.
 d) 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.Acknowledge the situation and continue to monitor progress

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

The Pilot shouldATC can be expected to
Maintain CFL by reference to the standby altimeter (if the aircraft is so equipped). 

Alert nearby aircraft by

a) making maximum use of exterior lights;

b) broadcasting position, FL, and intentions on 121.5 MHz (as a back-up, the VHF inter-pilot air-to-air frequency, 123.45MHz, 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.
a) maintaining CFL and route provided that ATC can provide lateral, longitudinal or conventional vertical separation.a) 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.
b) requesting ATC clearance to climb above or descend below RVSM airspace if ATC cannot establish adequate separation from other aircraft.b) If the pilot requests clearance to exit RVSM airspace, accommodate expeditiously, if possible.
c) executing the contingency manoeuvre shown in paragraphs 1.9.7.6 and 1.9.7.7 to offset from the assigned track and FL, if ATC clearance cannot be obtained.c) If adequate separation cannot be established and it is not possible to comply with the pilot's request for clearance to exit RVSM airspace, advise the pilot of essential traffic information, notify other aircraft in the vicinity and continue to monitor the situation.
 d) 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 shouldATC can be expected to
Watch for conflicting traffic both visually and by reference to ACAS, if equipped. 

If considered necessary, alert nearby aircraft by:

a) making maximum use of exterior lights;

b) broadcasting position, FL, and intentions on121.5 MHz (as a back-up, the VHF inter-pilot air-to-air frequency, 123.45MHz, may be used).

 
Notify ATC of intended course of action as soon as possible. Possible courses of action include: 
a) maintaining CFL and route provided ATC can provide lateral, longitudinal or conventional vertical separation.a) 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.
b) requesting flight level change, if necessary.b) If unable to provide adequate separation, advise the pilot of essential traffic information and request pilot's intentions.
c) executing the contingency manoeuvre shown in paragraphs 5.6 and 5.7 to offset from the assigned track and FL, if ATC clearance cannot be obtained and the aircraft cannot maintain CFL.c) Notify other aircraft in the vicinity and monitor the situation.
 d) Notify adjoining ATC facilities/ sectors of the situation.

PHRASEOLOGY RELATED TO RVSM OPERATIONS

Controller-Pilot Phraseology:

PhraseologyMessage
(call sign) CONFIRM RVSM APPROVEDFor a controller to ascertain the RVSM approval status of an aircraft.
NEGATIVE RVSM*

For a pilot to report non-RVSM approval status:

  1. On the initial call on any frequency within the RVSM airspace (controllers shall provide a read-back with this same phrase), and

  2. In all requests for flight level changes pertaining to flight levels within the RVSM airspace; and

  3. In all read-backs of flight level clearances pertaining to flight levels within the RVSM airspace.

Additionally, except for State aircraft, pilots shall include this RTF phrase to read-back flight level clearances involving the vertical transit through FL 290 or FL 410.

AFFIRM RVSM* For a pilot to report RVSM approval status.
NEGATIVE RVSM STATE AIRCRAFT* For a pilot of a non-RVSM approved State aircraft to report non-RVSM approval status in response to the RTF phrase (call sign) CONFIRM RVSM APPROVED.
(call sign) UNABLE CLEARANCE INTO RVSM AIRSPACE, MAINTAIN [or DESCEND TO, or CLIMB TO] FLIGHT LEVEL (number)Denial of clearance into the RVSM airspace.
UNABLE RVSM DUE TURBULENCE* For a pilot to report when severe turbulence affects the aircraft’s capability to maintain the height-keeping requirements for RVSM.
UNABLE RVSM DUE EQUIPMENT*

For a pilot to report that the aircraft’s equipment has degraded below that required for flight within the RVSM airspace.

(This phrase is to be used to convey both the initial indication of the non-MASPS compliance, and henceforth, on initial contact on all frequencies within the lateral limits of the RVSM airspace until such time as the problem ceases to exist, or the aircraft has exited the RVSM airspace.)

READY TO RESUME RVSM* For a pilot to report the ability to resume operations within the RVSM airspace after an equipment or weather-related contingency.
REPORT ABLE TO RESUME RVSM For a controller to confirm that an aircraft has regained its RVSM approval status or to confirm that the pilot is ready to resume RVSM operations.

* indicates a pilot transmission

Example 1: A non-RVSM approved aircraft, maintaining FL 260, subsequently requests a climb to FL 320.

Pilot: (call sign) REQUEST FL 320, NEGATIVE RVSM

Controller: (call sign) CLIMB TO FL 320

Pilot: (call sign) CLIMB TO FL 320, NEGATIVE RVSM

Example 2: A non-RVSM approved aircraft, maintaining FL 260, subsequently requests a climb to FL 430.

Pilot: (call sign) REQUEST FL 430, NEGATIVE RVSM

Controller: (call sign) CLIMB TO FL 430

Pilot: (call sign) CLIMB TO FL 430, NEGATIVE RVSM

Example 3: A non-RVSM approved aircraft, maintaining FL 360, subsequently requests a climb to FL 380.

Pilot: (call sign) REQUEST FL 380, NEGATIVE RVSM

Controller: (call sign) CLIMB TO FL 380

Pilot: (call sign) CLIMB TO FL 380, NEGATIVE RVSM

Example 4: A non-RVSM approved civil aircraft maintaining FL 280, subsequently requests a climb to FL 320.

Pilot: (call sign) REQUEST FL 320, NEGATIVE RVSM

Controller: (call sign) UNABLE CLEARANCE INTO RVSM AIRSPACE, MAINTAIN FL 280

Coordination between ATS units:

MessagePhraseology
To verbally supplement an automated estimate message exchange which does not automatically transfer Item 18 flight plan information.NEGATIVE RVSM or NEGATIVE RVSM STATE AIRCRAFT [as applicable]
To verbally supplement estimate messages of non-RVSM approved aircraft.NEGATIVE RVSM or NEGATIVE RVSM STATE AIRCRAFT [as applicable]
To communicate the cause of a contingency relating to an aircraft that is unable to conduct RVSM operations due to severe turbulence or other severe weather-related phenomenon [or equipment failure, as applicable].UNABLE RVSM DUE TURBULENCE [or EQUIPMENT, as applicable]

1.8.5  RNP 10 NAVIGATION REQUIREMENTS

1.8.5.1  INTRODUCTION
1.8.5.1.1 ATC will apply 50 NM longitudinal separation minima between suitably equipped aircraft which are approved for RNP 10 operations and FANS 1/A compatible aircraft (which are compliant to RCTA DO-258A or ED EUROCAE 100A) on RNAV routes in which fall within the Kuala Lumpur FIR:
  1. L510 - between EMRAN and GIVAL

  2. N571 - between IGOGU and VAMPI

  3. P574 - between NOPEK and ANSAX

  4. P628 - between IGREX and GIVAL

1.8.5.1.2 Pilots are to advise ATC of any deterioration or failure of navigation system below the navigation requirements for RNP 10 or failure of its data link airborne equipment. ATC shall where appropriate provide alternate separation and/or alternative routing.
1.8.5.1.3  Pilots of aircraft meeting RNP 10 navigation requirements are to indicate ‘R’ in Item 10 of the ICAO Flight Plan.
1.8.5.2  LONGITUDINAL SEPARATION MINIMA
1.8.5.2.1 10 minutes or 80 NM RNAV distance based separation based on Mach Number Technique (MNT) between RNP 10 equipped aircraft shall be applied between aircraft.
1.8.5.2.2 50 NM longitudinal separation will be applied only between RNP 10 approved aircraft equipped with FANS 1 A which successfully able to LOGON to Kuala Lumpur CPDLC (WMFC) when outside VHF coverage; or where a direct controller pilot communication (DCPC) exists.
1.8.5.2.3 Differential Mach Number Technique (MNT) separation minima shall not be applied for RNAV distance based 80/50 NM.
1.8.5.2.4 The mixed mode of 80 NM and 50 NM RNAV distance based longitudinal separation and 10 minutes time based separation minima shall be in practice until such time the DCPC requirements are fully met in the area under consideration.
1.8.5.2.5 15 minutes time based separation shall be applicable between aircraft on crossing tracks.
1.8.5.3  OPERATIONS BY AIRCRAFT NOT MEETING RNP 10 REQUIREMENTS
1.8.5.3.1 An aircraft that is unable to meet the minimum navigational requirements for RNP 10 must file flight plan at or below the minimum flight level of the route. However operations of these aircraft above the minimum level will be subject to ATC approval, and in accordance with the provisions of paragraph 1.8.5.3.2 and if not approved, will be required to file a flight plan to operate via alternate route.
1.8.5.3.2 ATC units receiving a request for a non-RNP 10 approved aircraft to operate on ATS routes specified in paragraph 1.8.5.1.1(i), 1.8.5.1.1(ii), 1.8.5.1.1(iii) and 1.8.5.1.1 (iv) at or above FL280, will coordinate with adjacent ATC units affected by the flight. In deciding whether or not to approve the flight, each ATC unit will take into consideration:
  1. Traffic density;

  2. Communications, including non-availability of normal communication facilities;

  3. Weather conditions en-route;

  4. Restrictions notified from time to time for the route;

  5. Other factors pertinent at that time.

1.8.5.4  MONITORING OF AIRCRAFT NAVIGATION PERFORMANCE
1.8.5.4.1 Monitoring of aircraft navigation performance is a joint responsibility between Operators, States of Registry or States of Operators (as applicable), regulatory authorities and the ATS providers. The detection and reporting of non-conformance with the navigation requirements against the following parameters will rely primarily on monitoring by ATC units.
1.8.5.4.2 Large Lateral Deviation (LLD):

LLD is classified as any deviation of 15 NM or more to the left or right of the current flight-plan track.

1.8.5.4.3 Large Longitudinal Error (LLE):
1.8.5.4.3.1 Any unexpected change in longitudinal separation between an aircraft pair, or for an individual aircraft the difference between an estimate for a given fix and the actual time of arrival over that fix, as applicable, in accordance with the criteria set out below:
Type of ErrorCategory of ErrorCriterion for Reporting
LateralDeviationIndividual-aircraft error15 NM or greater magnitude
LongitudinalDeviationAircraft-pair (Time-based separation applied)Infringement of longitudinal separation standard based on routine position reports
LongitudinalDeviationAircraft-pair (Time-based separation applied)Expected time between two aircraft varies by 3 minutes or more based on routine position reports
LongitudinalDeviationIndividual aircraft (Time-based separation applied)Pilot estimate varies by 3 minutes or more from that advise in a routing position report
LongitudinalDeviationAircraft-pair (Distance-basedseparation applied)Infringement of longitudinal separation Deviation (Distance-based separation applied) standard, based on ADS, radar measurement or special request for RNAV position report
LongitudinalDeviationAircraft-pair (Distance-basedseparation applied)Expected distance between an aircraft Deviation (Distance-based separation applied) pair varies by 10 NM or more, even if separation standard is not infringed, based on ADS, radar measurement orspecial request for RNAV position report
1.8.5.5  OPERATORS PROCEDURES
1.8.5.5.1 The operator shall ensure that in-flight procedures, crew manuals and training programmes are established in accordance with RNP 10 navigation requirements.

1.8.6  No Pre-Departure Coordination (No PDC) Procedure

1.8.6.1  INTRODUCTION
1.8.6.1.1 No Pre-Departure Coordination (No PDC) procedures apply to flights departing from airports within the Bali, Bangkok, Hanoi, Ho Chi Minh, Hong Kong, Jakarta, Kota Kinabalu (including Brunei), Kuala Lumpur, Manila, Phnom Pehn, Singapore, Taipeh and Vientiane FIRs, as well as Sanyo AOR on RNAV and ATS routes.
1.8.6.2  NO PDC FLIGHT LEVEL ALLOCATION IN KUALA LUMPUR FIR
1.8.6.2.1 Flights participating in the No PDC arrangement will be allocated specific flight levels depending on the flight planned route as indicated in the table below:
RouteAllocated No PDC Flight LevelsRemarks
A464FL290For south bound traffic up to ATVIX
A576FL290For south bound traffic up to AKTOD
B470FL290For south bound traffic up to ANITO
G334FL250, FL270For east bound traffic
FL260, FL280For west bound traffic
L625FL310, FL320, FL350, FL360, FL390, FL410Uni-directional eastbound
L642FL310, FL320, FL350, FL360, FL390, FL410Uni-directional westbound
L759FL280

Aircraft requesting FL280 and FL300 will be cleared for FL280. Succeeding aircraft on the same route will be cleared to FL280 with 10 min longitudinal separation provided there is no closing speed with the preceding aircraft. Additional longitudinal separation as appropriate shall be provided by ATC for the faster aircraft following a slower aircraft on the same route.

The first aircraft from either Singapore or Kuala Lumpur to be over Kuala Lumpur/Bangkok FIR boundry can expect its requested level.

M751All flight levelsFor flights to / from airports within Bangkok FIR
M758FL270, FL290, FL330For east bound traffic
FL280, FL300, FL340For west bound traffic
M761FL270, FL290, FL330For east bound traffic
FL280, FL300, FL340For west bound traffic
M765FL290, FL370For east bound traffic
FL280, FL340For west bound traffic
M770FL280

Aircraft requesting FL280 and FL300 will be cleared to FL280. Succeeding aircraft on the same route will be cleared to FL280 with 10 min longitudinal separation provided there is no closing speed with the preceding aircraft. Additional longitudinal separation as appropriate shall be provided by ATC for the faster aircraft following a slower aircraft on the same route.

The first aircraft from either Singapore or Kuala Lumpur/Bangkok FIR boundary can expect its requested level.

M771FL310, FL320, FL350, FL360, FL390, FL410Uni-directional eastbound
N571,
N571/N877
FL280

Aircraft requesting FL280 and FL300 will be cleared to FL280. Succeeding aircraft on the same route will be cleared to FL280 with 10 min longitudinal separation provided there is no closing speed with the preceding aircraft. Additional longitudinal separation as appropriate shall be provided by ATC for the faster aircraft following a slower aircraft on the same route.

The first aircraft from either Singapore or Kuala Lumpur to be over GUNIP can expect its requested level.

N884FL310, FL320, FL350, FL360, FL390, FL410Uni-directional eastbound
N891FL330For south bound traffic
FL260, FL300, FL380For north bound traffic
N892FL310, FL320, FL350, FL360, FL390, FL410Uni-directional westbound
P628FL280

Aircraft requesting FL280 and FL300 will be cleared to FL280. Succeeding aircraft on the same route will be cleared to FL280 with 10 min longitudinal separation provided there is no closing speed with the preceding aircraft. Additional longitudinal separation as appropriate shall be provided by ATC for the faster aircraft following a slower aircraft on the same route.

The first aircraft from either Singapore or Kuala Lumpur to be over GIVAL can expect its requested level.

1.8.6.2.2 The flight levels indicated in the table above are intended to facilitate initial departure only. Flight level allocation once airborne is still subject to normal ATC requirements.
1.8.6.3  NO PDC FLIGHT LEVEL ALLOCATION IN KOTA KINABALU FIR
1.8.6.3.1 Flights participating in the No PDC arrangement will be allocated specific flight levels depending on the flight planned route as indicated in the table below:
RouteAllocated No PDC Flight LevelsRemarks
A341FL310, FL370For east bound traffic
FL320, FL360, FL400For west bound traffic
B348 (BRU-VJN-OSANUFL310, FL350, FL390For north east bound traffic
FL320, FL360, FL400For south west bound traffic
M768
(BRU-MAMOK)
FL290, FL330, FL370, FL410For east bound traffic
FL300, FL340, FL380For west bound traffic
M522 (VJN MAMOK)/ R223FL310, FL350, FL390For north east bound traffic
FL320, FL360, FL400For south west bound traffic
B592FL310, FL350, FL390For north east bound traffic
FL320, FL360, FL380, FL400For south west bound traffic
G334FL250, FL270For east bound traffic
FL260, FL280For west bound traffic
G580 (VKG-ATETI)
B348 (BRU-KAMIN)
M761 (VKG-AGOBA)
FL270, FL290, FL330For east bound traffic
FL280, FL300, FL340For west bound traffic
M754 / M522
(VJN-VINIK)
FL300, FL340, FL380For north east bound traffic
FL290, FL330, FL370, FL410For south west bound traffic
M758 / M759FL270, FL290, FL330For east bound traffic
FL280, FL300, FL340For west bound traffic
M768 (BRU-ASISU)FL270, FL330, FL410For east bound traffic
FL300, FL380For west bound traffic
M772FL300, FL380For north bound traffic
1.8.6.3.2 The flight levels indicated in the table above are intended to facilitate initial departure only. Flight level allocation once airborne is still subject to normal ATC requirements.

1.8.7  Uni-Directional Routing System Along The Western Portion of Peninsular Malaysia

1.8.7.1  NORTHBOUND
  1. Flights Departing And Landing At Airports Within Kuala Lumpur FIR.

    From To FPL Route
    WMKJ WMKM A457 GUPTA W535 VMK
    WMKK A457 VKL
    WMSA A457 VKL A464 VBA
    WMKI VJB Y342 AROSO Y339 GEMAS B466 SUKAT A457 TEPUS W532 VIH
    WMKP VJB Y342 AROSO Y339 GEMAS B466 SUKAT A457 VPG
    WMKL VJB Y342 AROSO Y339 GEMAS B466 SUKAT A457 VPG W525 VPL
    WMKA VJB Y342 AROSO Y339 GEMAS B466 SUKAT A457 VAS
    WMKM WMKK A457 VKL
    WMSA A457 VKL A464 VBA
    WMKI B466 SUKAT A457 TEPUS W532 VIH
    WMKP B466 SUKAT A457 VPG
    WMKL B466 SUKAT A457 VPG W525 VPL
    WMKA B466 SUKAT A457 VAS
    WMKK WMSA DCT VBA
    WMKI A457 TEPUS W532 VIH
    WMKP A457 VPG
    WMKL A457 VPG W525 VPL
    WMKA A457 VPG VAS
    WMSA WMKI VBA SUKAT A457 TEPUS W532 VIH
    WMKP VBA SUKAT A457 VPG
    WMKL VBA SUKAT A457 VPG W525 VPL
    WMKA VBA SUKAT A457 VPG VAS
    WMKI WMKP W532 TEPUS A457 VPG
    WMKL W532 TEPUS A457 VPG W525 VPL
    WMKA W532 TEPUS A457 VPG VAS
    WMKP WMKL VPG W525 VPL
    WMKA VPG A457 VAS
  2. Flights To Destinations Outside Kuala Lumpur FIR.

    From Entering Adjacent FIR Joining Airways or Waypoints FPL Route
    Airports south of WMKM Jakarta FIR N563, M300 VJB A457 GUPTA Y340 SALAX
    P574 Y339 GEMAS B466 VBA G582 PUGER P574
    Chennai FIR B466 Y339 GEMAS B466
    N571 Y339 GEMAS B466 GUNIP N571
    P628

    Y339 GEMAS B466 SUKAT A457 VPG B579 VPL P628

    Note: Between 1500 UTC – 2030 UTC, airline operators are to file flight plan via Y339 GEMAS B466 SUKAT A457 VPG Y337 GIVAL P628

    Bangkok FIR M769 Y339 GEMAS B466 SUKAT A457 VPG Y350 RIGTO M769
    R325 Y339 GEMAS B466 SUKAT A457 VPG Y351 DUBAX R325
    WMKK Jakarta FIR G582 VKL R461 G582
    P574 VKL R461 PUGER P574
    Chennai FIR B466 VKL R467 GUNIP B466
    N571 VKL R467 GUNIP N571
    P628 VKL A457 VPG B579 VPL P628

    Note: Between 1500 UTC – 2030 UTC, airline operators are to file flight plan via VKL A457 VPG Y337 GIVAL P628

    Bangkok FIR A457 (only for flights destined to VTSS and VTSG) VKL A457 TAMOS A457
    M769 VKL A457 VPG Y350 RIGTO M769
    R325 VKL A457 VPG Y351 DUBAX R325
    WMSA Bangkok FIR A457 (only for non RNAV 5 capable and flights destined to VTSS and VTSG) VBA B466 SUKAT A457 TAMOS A457
    M769 VBA B466 SUKAT A457 VPG Y350 RIGTO M769
    R325

    VBA B466 SUKAT A457 VPG Y351 DUBAX R325

    Note: Non RNAV 5 capable flights, airline operators are to file flight plan via VBA B466 SUKAT A457 VAS R325 DUBAX R325

    WMKP A457 (only for non RNAV 5 capable and flights destined to VTSS and VTSG) VPG A457 TAMOS A457
    M769 VPG Y350 RIGTO M769
    R325 VPG Y351 DUBAX R325
    WMKL A457 (only for non RNAV 5 capable and flights destined to VTSS and VTSG) VPL W542 VAS A457 TAMOS A457
    M769 VPL W542 VAS M769 RIGTO M769
    R325 VPL W542 VAS R325 DUBAX R325
    WMKA A457 (only for non RNAV 5 capable and flights destined to VTSS and VTSG) VAS A457 TAMOS A457
    M769 VAS A457 HTY Y9 DANDO M769
    R325 VAS R325 DUBAX R325
1.8.7.2  SOUTHBOUND
  1. FLIGHTS DEPARTING AND LANDING AT AIRPORTS WITHIN KUALA LUMPUR FIR AND FLIGHTS PROCEEDING BEYOND KUALA LUMPUR FIR.

    From To FPL Route
    WMKA WMKP VAS A457 VPG
    WMKI VAS R325 VIH
    WMSA VAS R325 VIH A464 VBA
    WMKK VAS R325 VIH A464 VKL
    WMKM VAS R325 VIH A464 DUMOK W535 VMK
    WMKJ VAS R325 VIH A464 TOPOR W534 VJB
    WSSS VAS R325 VIH A464 SJ
    WMKL WMKP VPL W525 VPG
    WMKI VPL W531 VIH
    WMSA VPL W531 VIH A464 VBA
    WMKK VPL W531 VIH A464 VKL
    WMKM VPL W531 VIH A464 DUMOK W535 VMK
    WMKJ VPL W531 VIH A464 TOPOR W534 VJB
    WSSS VPL W531 VIH A464 SJ
    WMKP WMKI VPG W530 VIH
    WMSA VPG W530 VIH A464 VBA
    WMKK VPG W530 VIH A464 VKL
    WMKM VPG W530 VIH A464 DUMOK VMK
    WMKJ VIH A464 TOPOR W534 VJB
    WSSS VPG W530 VIH A464 SJ
    WMSA WMKK VBA A464 VKL
    WMKM VBA A464 DUMOK VMK
    WMKJ VBA A464 TOPOR W534 VJB
    WSSS VBA A464 SJ
    WMKK WMKM VKL A464 DUMOK VMK
    WMKJ VKL A464 TOPOR W534 VJB
    WSSS VKL A464 SJ
    WMKM WMKJ VMK OGAKO A464 TOPOR W534 VJB
    WSSS VMK A464 SJ
  2. FLIGHTS ENTERING KUALA LUMPUR FIR FROM ADJACENT FIR.

    To From Adjacent FIR From Airways or Waypoints FPL Route
    WMKA Bangkok FIR A457 HTY A457 TAMOS A457 VAS
    B579 PUT B579 VPL W542 VAS
    Chennai FIR L510 L510 GIVAL P628 VPL W542 VAS
    WMKL Bangkok FIR A457 (only for non RNAV 5 capable flights) HTY A457 TAMOS A457 VAS W541 VPL
    B579 PUT B579 VPL
    M757 M757 VAS W541 VPL
    Chennai FIR L510 L510 GIVAL P628 VPL
    WMKP Bangkok FIR A457 (only for non RNAV 5 capable flights) HTY A457 TAMOS A457 VPG
    B579 PUT B579 VPL W525 VPG
    M757 M757 VAS A457 VPG
    Chennai FIR B466 B466 GUNIP G468 VPG
    L510 L510 GIVAL P628 VPL W525 VPG
    N571 N571 GUNIP G468 VPG
    Jakarta FIR G468 G468 GOTLA G468 VPG
    WMKI Bangkok FIR A464 (only for non RNAV 5 capable and flights departing from VTSS and VTSG) HTY A464 KARMI A464 VIH
    B579 PUT B579 VPL W531 VIH
    M757 M757 KARMI A464 VIH
    Chennai FIR L510 L510 GIVAL P628 VPL W531 VIH
    WMSA Bangkok FIR A464 (only for non RNAV 5 capable and flights departing from VTSS and VTSG) HTY A464 KARMI A464 VBA
    B579 PUT B579 VPL W531 VIH A464 VBA
    M757 M757 KARMI A464 VBA
    Chennai FIR B466 B466 VBA
    L510 L510 GIVAL P628 VPL W531 VIH A464 VBA
    N571 N571 GUNIP B466 VBA
    WMKK Bangkok FIR A464 (only for non RNAV 5 capable and flights departing from VTSS and VTSG) HTY A464 KARMI A464 VKL
    B579 PUT B579 VPL W531 VIH A464 VKL
    M757 M757 KARMI A464 VKL
    Chennai FIR B466 B466 GUNIP R467 VKL
    L510 L510 GIVAL P628 VPL W531 VIH A464 VKL
    N571 N571 GUNIP R467 VKL
    WMKJ Bangkok FIR A464 (only for non RNAV 5 capable and flights departing from VTSS and VTSG) HTY A464 KARMI A464 TOPOR W534 VJB
    B579 PUT B579 VPL W531 VIH A464 TOPOR W534 VJB
    M757 M757 KARMI A464 TOPOR W534 VJB
    Chennai FIR B466 B466 VBA A464 TOPOR W534 VJB
    L510 L510 GIVAL P628 VPL W531 VIH A464 TOPOR W534 VJB
    N571 N571 GUNIP R467 VKL TOPOR W534 VJB
    Jakarta FIR G582 G582 PUGER R461 VKL A464 TOPOR W534 VJB
    P574 P574 PUGER R461 VKL A464 TOPOR W534 VJB
    Airport in Singapore FIR Bangkok FIR A464 (only for non RNAV 5 capable andflights departing from VTSS and VTSG) HTY A464 KARMI A464 SJ
    B579 PUT B579 VPL W531 VIH A464 SJ
    M757 M757 KARMI A464 SJ
    Chennai FIR L510 L510 GIVAL P628 VPL W531 VIH A464 SJ
    N571 N571 GUNIP R467 VKL A464 SJ
    Jakarta FIR G582 G582 PUGER R461 VKL A464 SJ
    N563, M300 SALAX Y340 BATAR A464 SJ
    P574 P574 PUGER R461 VKL A464 SJ
    Airport beyond WSSS FIR Bangkok FIR A464 (only for flights departing from VTSS and VTSG) HTY A464 KARMI A464 VKL Y341 MITOS M630
    B579 PUT B579 VPL W531 VIH A464 VKL Y341 MITOS M630
    M757 M757 KARMI A464 VKL Y341 MITOS M630
    Chennai FIR L510 L510 GIVAL P628 VPL W531 VIH A464 VKL Y341 MITOS M630
    N571 N571 GUNIP M630
    Jakarta FIR G582 G582 PUGER R461 VKL Y341 MITOS M630
    N563, M300 SALAX A576 MITOS M630
    P574 P574 PUGER R461 VKL Y341 MITOS M630

1.8.8  Cruising Level Restrictions

1.8.8.1 Flights on following sector and routes shall observe the below specified cruising level restrictions.
  1. WMKK A457 WMKP : FL320 Or Below

  2. WMKK A457 WMKA : FL320 Or Below

  3. WMKK A457 VPG/ W525 Or B579 WMKL : FL320 Or Below

  4. WMKP W530 VIH A464 WMKK : FL310 Or Below

  5. WMKL W531 VIH A464 WMKK : FL310 Or Below