Commercial Fixed Wing
Air Traffic Control Developmental
Distraction; Communication Breakdown; Confusion; Human-Machine Interface; Situational Awareness; Training / Qualification
ATC Issue All Types; Airspace Violation All Types; Conflict Airborne Conflict; Deviation / Discrepancy - Procedural Clearance; Deviation / Discrepancy - Procedural Published Material / Policy; Inflight Event / Encounter Weather / Turbulence
Human Factors; Equipment / Tooling; Procedure
DEN was landing LARKS..DEN; the southern arrival gate for our airspace.  We had multiple thunderstorm deviations as well as many altitude changes happening at the same time.  I was training on sectors 25/65 (combined); and received an Approval Request (appreq) call from sector 61; the airspace to our east.  The controller from 61 was appreqing Aircraft X; block 270B290 Non-standard formation within 3 miles.  I pulled the flight up in my Position Display (PD) and looked at the route.  It appeared that they barely touched our northern boundary; and I approved a point out.  At that time the other controller told me the flight was deviating left for weather; to which I approved coming into our airspace.  After discussing the route with my trainer; we decided that the altitude was going right through all of the other DEN arrivals at the LARKS area.  At this time the Radar controller called 61 to work out another option; asking if the flight could go higher so we could get our arrivals underneath.  We never had any flight plan information on the Aircraft Y flights; thus no indication that the whole group was NON-RVSM.  The Aircraft X pilot checked on 310B330 heavy.  After questioning the pilot said the formation flight was within one mile of his aircraft; but never mentioned NON-RVSM.  As the flight progressed through our airspace we descended three flights that would conflict with NON-RVSM separation standards.Aircraft Z was issued a descent to 270 and passed Aircraft X at FL293.Aircraft A was issued a descent to 340 from 390 and passed over Aircraft X at FL340Aircraft B was issued a descent to 270 from 370 and passed under Aircraft X at FL300.The three planes referenced to Aircraft X and the Aircraft Y flights were within the needed 2;000 foot separation for NON-RVSM.We were finally able to get the CID for Aircraft Y; and able to start a track with the entire formation flight.  Ensure communication is updated when NON-RVSM flights are entering RVSM airspace.  Always track the following flight (in this case the Aircraft Y).  Seemed to be a multi-sector/multi-center communication breakdown on whether or not Aircraft X was ever with the Aircraft Y flights.
I was at the time the R-side controller on ZDV 25/65.  Working a heavy arrival sector that had gone single stream in our gate with deviations due to weather.  Aircraft X was at FL 270B290; slant L; with Aircraft Y in his flight; standard formation; and deviating south towards my arrival stream which was going to interfere with our arrival flow.  I asked for him to come across my boundary at 310B330 to allow DEN arrivals to descend underneath him and his flight of 4.  Later it was revealed that the 4 Aircraft Y's were in fact not RVSM equipped; which would have negated the Aircraft X/L qualifier.  Had I known; provisions could have been made to provide more than standard separation minimums.Rules for military identifying themselves as non-RVSM on check in should be reviewed.
Denver Center (ZDV) Controllers report of a loss of separation due to NON RVSM aircraft going through the airspace refueling with a tanker.