Air Traffic Control Fully Certified
Air Traffic Control Time Certified In Pos 1 (yrs) 2.5
Human-Machine Interface; Situational Awareness; Troubleshooting
ATC Issue All Types; Deviation / Discrepancy - Procedural Published Material / Policy
Air Traffic Control Issued New Clearance; Flight Crew Became Reoriented
Procedure; Aircraft; Human Factors; Manuals
While I was working the ZAU sector; I was reviewing my routes to ensure correctness. I also read what was in the remarks. I noticed that Aircraft X had written negative RVSM; but he was filed RVSM capable; non-rnav. I called back to ZMP so that they could check with the pilot to see if he meant Non Rnav; not Non RVSM. He told them that he in fact was negative RVSM; and it was filed wrong. ZMP fixed it in their computer. Aircraft X was above RVSM altitudes at the time; however he flew for quite sometime outside my airspace at 41000B43000 feet and many other altitudes to get there. I am unaware if there was ever a loss of RVSM separation; however I feel I should fill this out because I was aware of this. I told my Quality Control local department of this event. I then coordinated appropriately with all adjacent sectors for any new clearances and point outs needed.I believe airlines and companies need to have some type of fail safe system in place to not allow an aircraft who is Negative RVSM capable file as RVSM capable based upon their tail number.
I was on the sector for 7 minutes when ZAU called and asked to confirm if Aircraft X was indeed negative RVSM. Negative RVSM was in the remarks of the flight plan; but the equipment suffix/W was not in agreement. The remarks had already been checked when I assumed the position so I had no reason to check them. I asked the pilot if he was RVSM capable and RNAV capable thinking the remarks section was incorrect. The pilot confirmed that he was negative RVSM and RNAV capable. I asked what his equipment suffix was to which he indicated/G.My hat is off to the ZAU controller for catching what could have been a separation problem down the line. Negative RVSM pilots need to make sure that the proper equipment suffix is filed and also be sure to communicated on the first transmission to ATC that they are indeed negative RVSM even if the are above RVSM airspace. As controllers we do rely heavily on the coral box as an indicator. One can see how the remarks section of a flight plan can slip through the cracks especially during position relief. We don't tend to redo work that has already been indicated complete.
Center Controllers reported an aircraft in RVSM airspace that was not RVSM capable.