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b)Wave activity is not necessarily limited to the
vicinity of mountain ranges. Pilots experiencing
wave activity anywhere that significantly affects
altitude−keeping can follow the guidance provided
below.
ENR 1.1−50 AIP
15 MAR 07 United States of America
Nineteenth Edition Federal Aviation Administration
c)Inflight MWA Indicators (Including Turbulence).
Indicators that the aircraft is being subjected
to MWA are:
1)Altitude excursions and/or airspeed
fluctuations with or without associated turbulence.
2)Pitch and trim changes required to maintain
altitude with accompanying airspeed fluctuations.
3)Light to severe turbulence depending on the
magnitude of the MWA.
38.6.1.4Priority for Controller Application of
Merging Target Procedures
a)Explanation of Merging Target Procedures.
As described in subparagraph38.6.3.3 below,
ATC will use merging target procedures" to mitigate
the effects of both severe turbulence and MWA. The
procedures in subparagraph38.6.3.3 have been
adapted from existing procedures published in FAA
Order 7110.65, Air Traffic Control, paragraph 5−1−8,
Merging Target Procedures. Paragraph 5−1−8 calls
for en route controllers to advise pilots of potential
traffic that they perceive may fly directly above or
below his/her aircraft at minimum vertical separation.
In response, pilots are given the option of
requesting a radar vector to ensure their radar target
will not merge or overlap with the traffic’s radar
target.
b)The provision of merging target procedures"
to mitigate the effects of severe turbulence and/or
MWA is not optional for the controller, but rather is
a priority responsibility. Pilot requests for vectors for
traffic avoidance when encountering MWA or pilot
reports of Unable RVSM due turbulence or MWA"
are considered first priority aircraft separation and
sequencing responsibilities. (FAA Order 7110.65,
paragraph 2−1−2, Duty Priority, states that the
controller’s first priority is to separate aircraft and
issue safety alerts).
c)Explanation of the term traffic permitting."
The contingency actions for MWA and severe
turbulence detailed in paragraph38.9, Contingency
Actions:Weather Encounters and Aircraft System
Failures, state that the controller will vector aircraft
to avoid merging targets with traffic at adjacent flight
levels, traffic permitting." The term traffic permitting"
is not intended to imply that merging
targetprocedures are not a priority duty. The term is
intended to recognize that, as stated in FAA
Order7110.65, paragraph 2−1−2, Duty Priority, there
are circumstances when the controller is required to
perform more than one action and must exercise
their best judgment based on the facts and
circumstances known to them" to prioritize their
actions. Further direction given is:That action
which is most critical from a safety standpoint is
performed first."
38.6.1.5TCAS Sensitivity.For both MWA and
severe turbulence encounters in RVSM airspace, an
additional concern is the sensitivity of collision
avoidance systems when one or both aircraft
operating in close proximity receive TCAS advisories
in response to disruptions in altitude hold
capability.
38.6.2Pre−flight tools.Sources of observed and
forecast information that can help the pilot ascertain
the possibility of MWA or severe turbulence are:
Forecast Winds and Temperatures Aloft (FD), Area
Forecast (FA), SIGMETs and PIREPs.
38.6.3Pilot Actions When Encountering
Weather (e.g., Severe Turbulence or MWA)
38.6.3.1Weather Encounters Inducing Altitude
Deviations of Approximately 200 feet.When the
pilot experiences weather induced altitude deviations
of approximately 200 feet, the pilot will contact ATC
and state Unable RVSM Due (state reason)"
(e.g.,turbulence, mountain wave). See contingency
actions in paragraph38.9.
38.6.3.2Severe Turbulence (including that
associated with MWA).When pilots encounter
severe turbulence, they should contact ATC and
report the situation. Until the pilot reports clear of
severe turbulence, the controller will apply merging
target vectors to one or both passing aircraft to
prevent their targets from merging:
EXAMPLE−
Yankee 123, FL 310, unable RVSM due severe
turbulence."
Yankee 123, fly heading 290; traffic twelve o’clock,
10miles, opposite direction; eastbound MD−80 at
　
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