RVSM Training Booklet Chapter 0

Date 01.02.19 Cover Page Edn.1-rev.0

RVSM
TRAINING BOOKLET

RVSM Booklet Date 01.02.19 Page 1 of 22

 RVSM Training Booklet Chapter 0.1
Date 01.02.19 List of Abbreviations Edn.1-rev.0

0.1 List of Abbreviations:

ACAS Airborne Collision Avoidance System

ACC Area Control Centre
ACH ATC Flight Plan Change Message
ACI Area of Common Interest
ACT Activation Message (OLDI)
ADEP Aerodrome of Departure
ADES Aerodrome of Destination
AFIL Flight Plan Filed in the Air
AFP ATC Flight Plan Proposal Message
AIC Aeronautical Information Circular
AIP Aeronautical Information Publication
AMC Airspace Management Cell
ANT Airspace and Navigation Team
APDSG ATM Procedures Development Sub-Group
APL ATC Flight Plan Message (IFPS)
ASE Altimetry System Error
ATC Air Traffic Control
ATM Air Traffic Management
ATS Air Traffic Service
CDB Central Data Base
CFL Cleared Flight Level
CFMU Central Flow Management Unit
CVSM Conventional Vertical Separation Minimum
EANPG European Air Navigation Planning Group
EATCHIP European Air Traffic Control Harmonisation and Integration Program
ECAC European Civil Aviation Conference
FAA Federal Aviation Administration (USA)
FDPS Flight Data Processing System
FIR Flight Information Region
FL Flight Level
FLAS Flight Level Allocation Scheme
FMP Flow Management Position (ACC)
FPL Flight Plan
GAT General Air Traffic
GMU GPS Height Monitoring Unit
GPS Global Positioning System
HMU Height Monitoring Unit
ICAO International Civil Aviation Organization
IFPS Integrated Initial Flight Plan Processing System
IFPZ IFPS Zone
IFR Instrument Flight Rules
JAA Joint Aviation Authorities
JAA AMC JAA Acceptable Means of Compliance
JAR Joint Aviation Requirements

RVSM Booklet Date 01.02.19 Page 2

 RVSM Training Booklet Chapter 0.1
Date 01.02.19 List of Abbreviations Edn.1-rev.0

RVSM Booklet
Date
01.02.19sb
Page 3

0.1 List of Abbreviations (Cont’d)

LoA Letter of Agreement
MASPS Minimum Aircraft System Performance Specification
MNPS Minimum Navigation Performance Specification
MTCD Medium Term Conflict Detection
NAT North Atlantic
NAT CMA North Atlantic Region Central Monitoring Agency
NATSPG North Atlantic Systems Planning Group
NOTAM Notice to Airmen
OAT Operational Air Traffic
OLDI On-Line Data Interchange
RA Resolution Advisory (ACAS)
REJ Reject message (IFPS)
RFL Requested Flight Level
RGCSP Review of the General Concept of Separation Panel
RNAV Area Navigation
RNP Required Navigation Performance
RPL Repetitive Flight Plan
RTF Radiotelephony
RVSM Reduced Vertical Separation Minimum of 300 m /1 000 ft Between FL 290 and
FL 410 Inclusive
SARPs Standards and Recommended Practices
SDB State Data Base
SSEC Static Source Error Correction
SSR Secondary Surveillance Radar
STCA Short Term Conflict Alert
TA Traffic Advisory (ACAS)
TGL Temporary Guidance Leaflet (JAA)
TLS Target Level of Safety
TSA Temporary Segregated Area
TSE Total System Error
TVE Total Vertical Error
UAC Upper Area Control Centre
UIR Upper Flight Information Region
VFR Visual Flight Rules
VSM Vertical Separation Minimum
RVSM Booklet Date 01.02.19sb Page 3

RVSM Training Booklet Chapter 2

Date 01.02.19 Implementation Of RVSM Edn.1-Rev.0

2. IMPLEMENTATION OF RVSM
2.1 BACKGROUND
In the late 1970s, faced with rising fuel costs and growing demands for a
more efficient use of the available airspace, the International Civil Aviation
Organisation (ICAO) initiated a comprehensive programme of studies to examine
the feasibility of reducing the 2000 ft Vertical Separation Minimum (VSM) applied
above FL 290, to the 1000 ft VSM used below FL 290. Throughout the 1980s,
various studies were conducted, under the auspices of ICAO, in Canada, Europe,
Japan, and the USA.
The underlyning approach of the programmes was to:
• determine the height keeping accuracy of the altimetry systems of the
then current aircraft population;
• establish the causes of observed height keeping errors;
• determine the required safety levels for the implementation and use of a
Reduced Vertical Separation Minimum of 1000 ft at/above FL 290;
• define a Minimum Aircraft System Performance Specification (MASPS)
- for aircraft altimetry and associated height keeping equipment - which
would improve height keeping accuracy to a standard compatible with
the agreed safety requirements for RVSM;
• determine whether the global implementation and use of RVSM was :
1. technically feasible, subject to the overriding need to satisfy the
agreed safety standards; and
2. cost beneficial.
RVSM Booklet Date 01.02.19sb Page 4
RVSM Training Booklet Chapter 2.1
Date 01.02.19 Background (Cont’d) Edn.1-rev.0

2.1 Background (Cont’d)

The results of these exhaustive studies demonstrated that the global reduction
of vertical separation was safe, feasible - without the imposition of unduly
demanding technical requirements, and cost beneficial.
The studies also showed that the types of aircraft and the essentially
unidirectional tidal flow of traffic in the North Atlantic (NAT) Minimum
Navigation Performance Specification (MNPS) airspace made this Region an ideal
candidate for the first implementation of RVSM.
Planning for RVSM in the NAT Region commenced in 1990. The first stage
of the Operational Evaluation phase, using the 1000 ft RVSM, began on the 27th
March 1997 at and between FL 330 and FL 370 inclusive. A second stage will
extend the use of RVSM to between FL 310 and FL 390 inclusive, in October
1998.
From the outset it was clear that the complex nature of the European Air
Traffic Services route structure, characterised by its wide variety of aircraft types,
high traffic density and the high percentage of climbing and descending aircraft,
would be a more demanding environment than the NAT Region for the
implementation of RVSM. Thus safety considerations were given a high priority in
the initial ECAC RVSM feasibility studies, which were conducted under the
auspices of the EUROCONTROL Airspace and Navigation Team (ANT). These
studies indicated that, subject to aircraft meeting the technical requirements set out
in the MASPS, RVSM could be introduced into the European Region without
prejudice to the required safety standards, and also that it would provide a positive
benefit to cost ratio over a wide range of assumptions regarding future
developments within the European aviation environment.
2.2 The Need for RVSM
Over the last five years the improvements brought about by the
EUROCONTROL European Air Traffic Control Harmonisation and Integration
Program (EATCHIP) have contained the duration, and frequency of occurrence, of
ATC delays despite a yearly traffic increase of between 3 to 10%.
However current forecasts
indicate that air traffic movements
will continue to rise, and will more
than double by 2015 compared to
1996 figures. The anticipated trends
are illustrated below:

RVSM Booklet Date 01.02.19sb Page 5

RVSM Training Booklet Chapter 2.2
Date 01.02.19 The Need For RVSM (Cont’d) Edn.1-rev.0

2.2 The Need for RVSM (Cont’d)

It is accepted that major changes to the Air Traffic Management (ATM)
systems will be necessary in order to cope with this continued traffic growth. Of
the various measures under consideration, the application of RVSM is considered
to be the most cost-effective means of meeting this need.
RVSM will provide six additional flight levels for use in the highly congested
airspace between FL 290 to FL 410 inclusive, resulting in the following benefits:
2.3 Optimum Route Profiles
The availability of the additional flight levels in this altitude band will allow
Operators to plan for, and operate at or closer to, the optimum vertical route profile
for the particular aircraft type. This will provide fuel economies in terms of both
the fuel carried, and the fuel burn, for the flight. The economies are estimated at
between 0.5% and 1% of the total fuel burn.
2.4 Increased ATC Capacity
A series of ATC Real Time Simulations carried out at the EUROCONTROL
Experimental Centre (EEC) at Bretigny have provided evidence that RVSM can
reduce controller workload. With the same sectorisation and traffic flow, controller
workload in an RVSM environment would not reach today's levels until an
increase in traffic growth of around 20% had been experienced. There is also
potential for further growth, through a revised airspace structure including, for
example, the introduction of additional sectors.
The presence of non-RVSM approved State aircraft flying along the route
network is likely to decrease the expected capacity gains.
2.5 Cost Benefit Assessment
A Cost Benefit Assessment (CBA) of the implementation of RVSM in the
European RVSM Area was conducted by first establishing a "do nothing" baseline
whereby only the capacity gains derived from existing approved EATCHIP
Programs are achieved. In this situation the anticipated traffic growth would
ultimately exceed capacity and delays and congestion, and the consequent financial
penalties would become increasingly severe over time. The additional capacity,
which will result from the implementation of RVSM, could significantly reduce
these delays and hence generate large benefits.
Assumptions regarding the anticipated traffic growth rates used in the CBA
varied from 1.9% (Low) to 3.1% (Medium) to 3.8 % (High). The use of midrange
values indicated that the implementation of RVSM would provide a Benefit to Cost
ratio of 11:1 over the period 1997 to 2016. As current European traffic growth rates
are at the high end of the above range, and are expected to remain so over the next
decade, there is every expectation that the quoted benefit to cost ratio can be
achieved.

RVSM Booklet Date 01.02.19sb Page 6

RVSM Training Booklet Chapter 3
Date 01.02.19 RVSM - System Safety Standards Edn.1-rev.0

3. RVSM - System Safety Standards

The safety standards appropriate to operations in an European RVSM
environment have been derived from those developed by the ICAO Review of the
General Concept of Separation Panel (RGCSP) in which the agreed tolerable level
of risk is defined as a Target Level of Safety (TLS) which is expressed in terms of
fatal accidents per aircraft flight hour. Based upon TLS values derived in the 1970s
in the establishment of route spacing, and taking into account the subsequent
increases in traffic, the RGCSP adopted a TLS of 2.5 x 10-9 fatal accidents per
aircraft flight hour as a consequence of technical (altimetry) errors, for the
implementation of RVSM. This TLS was used as the basis of the development of
the Global RVSM MASPS.
In determining whether or not the
proposed operations in RVSM airspace
can meet the TLS, it is necessary to
estimate the risk of a collision, in the
vertical plane, in that environment. This is
done by modelling the operational
characteristics of the particular airspace
together with the navigation performance
and the physical dimensions associated
with the expected aircraft population.
This is based on the Reich Collision Risk Model (CRM) shown
diagramatically in figure 2. The output provides an estimate of the level of risk of a
mid-air collision as a consequence of a failure of some element of the airspace
system. In the RVSM case, the failure would be the loss of vertical separation as a
result of a technical error. The key parameters in the modelling of RVSM
operations are:
• the height keeping accuracy of the aircraft population;
 • the aircraft passing frequency - which is a means of quantifying the
traffic density of the given airspace;
• the lateral track keeping accuracy of the aircraft population.
Note 1: As track keeping accuracy improves, the risk of collision in the
vertical plane between aircraft following the same track increases,
and this places increased demands upon the vertical performance.
Note 2: In the European Region, a modified version of the Reich CRM will
be used. This will combine the passing frequency and track keeping
accuracy parameters into a
"Lateral Plan Overlaps per Aircraft Flight Hour "parameter. This is necessary
because of the amount of crossing traffic experienced in Europe.

RVSM Booklet Date 01.02.19sb Page 7

RVSM Training Booklet Chapter 3
Date 01.02.19 RVSM - System Safety Standards (Cont’d) Edn.1-rev.0

3. RVSM - System Safety Standards (Cont’d)

In the planning for RVSM operations in the NAT Region, the North Atlantic
Systems Planning Group (NATSPG) adopted the RGCSP recommendations but
also decided to increase the scope of the TLS to include an allowance for the risk
of a mid-air collision as a consequence of a height deviation caused by
"operational errors". Thus a further risk budget of 2.5 x 10-9 fatal accidents per
aircraft flight hour was added to give an overall TLS of 5 x 10-9 fatal acci dents per
aircraft flight hour relating to all possible causes of height deviation.The overall
TLS, and the underlying philosophy was approved by the ANT for application in
the European RVSM Airspace.
The assessment of the system safety confirmed that, taking due account of the
expected growth of traffic in the European Airspace, a 300m (1000 ft) VSM was
technically feasible, subject to:
• the mandatory carriage of the altimetry and height keeping systems, which
comply with the MASPS, by all aircraft operating in the RVSM airspace;
• new operational procedures; and
• the establishment of a comprehensive means of monitoring the safe
operation of the system.
3.1 RVSM - ImplementatIon Programme
The Program consists of a series of coordinated activities, performed within
the EUROCONTROL Agency, ICAO, JAA, Participating States and User
Organisations.
To-date the program has followed the general strategy set out in the ICAO
Doc. 9574 - Manual on the Implementation of RVSM, which proposed a multi-step
approach within four distinct phases:
Phase 1: Initial Planning
• Step 1: Assessment of System Safety
 • Step 2: Assessment of Costs and Benefits
from RVSM
• Step 3: Elaboration of program plans and
production of technical specifications
This phase was completed in June 1997.
The EATCHIP Project Board reviewed the
progress made on the RVSM Program and
recommended that work should continue so
that full implementation can be achieved on
the target date of November 2001.
This phase was completed by the endorsement of the program by the ICAO
European Air Navigation Planning Group (EANPG) in December 1997.

RVSM Booklet Date 01.02.19sb Page 8

RVSM Training Booklet Chapter 3.1
Date 01.02.19 RVSM - Implementation Program (Cont’d) Edn.1-rev.0

3.1 RVSM - Implementation Program (Cont’d)

Phase 2: Advanced Planning and Preparation

In this phase the emphasis of the work program will move from the theory
and initial design of the total system to the practical application and introduction of
the system requirements.
The objectives of this phase are:
• Step 1: to commence the preparation of the ATS environment for RVSM
operations.
• Step 2: to prepare the aircraft for RVSM operations.
• Step 3: to prepare a monitoring environment to allow confirmation of the
technical performance of aircraft.
Steps 2 and 3 above will allow Phase 3 to start. Step 1 above has to be
complete before RVSM (Phase 4) can be implemented.
Phase 3: Verification of Aircraft Performance
The purpose of the Verification Phase is to confirm, in a 2000 ft vertical
separation environment:
• the effectiveness of the RVSM approval process;
• the efficacy of the MASPS, by measuring the height keeping performance
accuracy of the maximum possible number of aircraft which have obtained
RVSM airworthiness approval;
• that the safety levels of the proposed 1000 ft RVSM system will remain at,
or better than, that established by the TLS.
This phase will continue until all aspects of the work program necessary to
the successful completion of the verification process, and to the introduction of
RVSM, have been completed. This is expected to take approximately one year.
Phase 4: Introduction of RVSM
 The introduction of RVSM does not mark the end to the Program. This phase
will be used to confirm that:
• all elements of the total system are operating satisfactorily, and
• the level of "vertical" risk in the system is below that tolerated by the TLS.
This phase will support the resolution of any operational issues, which might
be revealed following the implementation of 1,000 ft VSM.
Phase 4 will continue until it is possible to confirm that the long-term safety
of 1,000 ft VSM can be assured without further monitoring.
Figure 3 is the presently proposed timetable for the introduction of RVSM.
The ability to meet this timescale depends on all stakeholders being able to
complete the tasks for which they are responsible in sufficient time.

RVSM Booklet Date 01.02.19sb Page 9

RVSM Training Booklet Chapter 3.2
Date 01.02.19 Key Elements Of The RVSM Program Edn.1-rev.0

3.2 Key Elements of the RVSM Program

This section provides a summary of the key elements of the future work
program to implement RVSM in the airspace of the European Member States and
other Participating States
3.2.1 Aircraft Requirements
3.2.1.1 Approval For RVSM Operations
To operate in the notified European RVSM Airspace, both the Operator and
the aircraft will need to be RVSM approved. This approval consists of:
3. RVSM Airworthiness Approval. This is the approval granted by the State
Authority to indicate that an aircraft has been modified and/or inspected in
compliance with the applicable approval criteria (eg. Service Bulletin,
Supplemental Type Certificate), and is therefore eligible for monitoring as
part of the Verification Phase.
4. RVSM Operational Approval. This is the approval granted by the State
Authority to the Operator to indicate that:
• the aircraft holds RVSM airworthiness approval;
• the operating procedures and continued air worthiness procedures
(maintenance and repair procedures) are acceptable; and,
• the approval of an Operations Manual, where required.
Approval criteria for RVSM Operations will be stated in JAA Temporary
Guidance Leaflet No. 6 (due to be published in spring 1998). The basic technical
criteria of this leaflet will be identical to that previously published in JAA
Information Leaflet No. 23, which it replaces, and will be the JAA MASPS for
RVSM.
3.2.1.2 Airspace and ATC Requirements
3.2.1.2.1 Airspace Organization
Work is in progress to define the airspace requirements for RVSM operations.
These requirements can be divided into three distinct but overlapping packages:
• The definition of the continuous area of RVSM applicability.
Note: ICAO have urged non-ECAC States with an operational interface
with the ECAC area, in particular those which would make the RVSM area
an operationally coherent and acceptable airspace, to work closely with
ECAC States to introduce RVSM within the same timescales through
active participation in related RVSM activities.
• The evaluation of the impact of RVSM on the Route Network and the
adaptation, as required, of the Route Network and associated Flight Level
Allocation System.
• The adaptation, as required, of the airspace structure and ATC sectors.

RVSM Booklet Date 01.02.19sb Page 10

RVSM Training Booklet Chapter 3.2.1.2.2
Date 01.02.19 ATC Procedures Edn.1-rev.0

3.2.1.2.2 ATC Procedures

The development of ATC Operational Procedures for the European RVSM
airspace is being finalised. The main areas of work are:
• Flight Planning Procedures
• Contingency Procedures
• Transition Procedures
• Procedures for handling non-RVSM approved State aircraft
These procedures, once endorsed, will be the basis for the development of an
RVSM Operations Manual and ATC Training Syllabi to support RVSM.
3.2.1.2.2 ATC System Support Facilities
Two items have been assessed as having significant safety implications:
• To permit operations by non-RVSM approved State aircraft, ATC will be
obliged to apply two distinct vertical separation minima within RVSM
airspace.
• ATC will need to ensure that non-RVSM approved aircraft, other than State
aircraft, are not cleared into the RVSM airspace.
An accurate, timely and unambiguous display of information to the controller
will be necessary to ensure the safe handling of this mix of aircraft in the RVSM
airspace. The safe application of RVSM will require procedures for handling non-
RVSM approved State aircraft. Operation of these procedures requires the
provision of specialised ATC system support tools which:
• ensure that ATC can readily identify the non-RVSM approved State aircraft
and can apply 2000 ft vertical separation from other aircraft; and
 • prevent increased controller workload created by the handling of non-RVSM
approved State aircraft.
Dependent upon the nature of the sector, the means of meeting these
requirements could include the modification of the controller’s display. This
requirement could be one of the critical tasks of the program.
3.2.2 Monitoring Requirements
A prerequisite for the implementation of RVSM is the
monitoring of the overall system performance to ensure
that the system safety targets are:
• achieved - during the Verification phase; and
• maintained - once full implementation has been
introduced.
The monitoring process is based upon the application of the principles of the
traditional Reich Collision Risk Model which employs data inputs on airspace and
aircraft parameters in order to model operations in the particular airspace. The
most important of these parameters, and the most difficult and costly to acquire, is
an accurate measurement of the height keeping performance of the aircraft
population.
RVSM Booklet Date 01.02.19sb Page 11
RVSM Training Booklet Chapter 3.2.2
Date 01.02.19 MONITORING REQUIREMENTS (CONT’D) Edn.1-rev.0

3.2.2 Monitoring Requirements (Cont’d)

Currently there are two accepted methods of obtaining the necessary data.
• Height Monitoring Unit (HMU). This is a fixed ground based system
which employs a network of a Master and 4 Slave Stations to receive aircraft
SSR Mode A/C signals to establish the three dimensional position of the
aircraft. The geometric height of the aircraft is measured to an accuracy of
50 ft (1 Standard Deviation (SD)). This is compared, in near real time, with
meteorological input data on the geometric height of the assigned Flight
(Pressure) Level to obtain a measurement of the Total Vertical Error (TVE)
of the target aircraft. The aircraft SSR Mode C data is also recorded to
determine the extent of any Assigned Altitude Deviation (AAD) and for
subsequent aircraft identification, when the SSR Mode S response is not
available.
• GPS Monitoring Unit (GMU). A GMU is a portable "box" (contained in a
carry case approximately 45 x 40 x 30 cm3) which contains a GPS receiver
and a device for storing the GPS three dimensional position data, and two
separate GPS receiver antenna's which need to be attached to aircraft
windows using suction pads. The GMU is positioned on board the candidate
aircraft and, being battery powered, functions independently of the aircraft
systems. Following the flight, the recorded GPS data are sent back to a
 central site where, using differential post processing, aircraft geometric
height is determined.
It is intended that the European
Monitoring System should be a
hybrid system of HMUs and GMUs,
which makes optimum use of the
advantages offered, by each system.
Thus the strategic characteristics of
the HMU - providing a predictable
rate of collection of high quality data
with relatively high installation and
low maintenance/ongoing operating
costs - can be blended with the
tactical flexibility of the GMU which
permits the targeting of specific
aircraft at a low initial purchase
price, and relatively high operating
costs in both manpower and logistics.

RVSM Booklet Date 01.02.19sb Page 12

RVSM Training Booklet Chapter 3.2.2
Date 01.02.19 Monitoring Requirements Edn.1-rev.0

3.2.2 Monitoring Requirements (Cont’d)

It is planned that there should be four European HMUs (three new facilities
plus the Strumble HMU, which was sited for the monitoring of the NAT traffic).
The new HMUs have been positioned so as to obtain the maximum number of
measurements of aircraft operating on their normal routes, as shown in figure 5.
The primary means of monitoring the aircraft of those operators whose routes do
not pass near to an HMU, will be a GMU. In some cases it may be necessary to
request an Operator to make a minor deviation from the normal route in order to
overfly an HMU. Routing an aircraft over an HMU during a non-revenue flight
(eg. maintenance) is another alternative.
All data from the HMUs and GMUs will be collected and processed at a
designated Monitoring Cell. The anticipated functions of the Cell will include:
• maintaining a data base of aircraft approvals and measured height keeping
performance;
• analysis of height keeping performance data to:
1. initiate appropriate follow up action with the Operator of any aircraft
having a large height keeping error (eg. more than 300 ft); and
2. attempt to establish the cause of any large deviations.
 • execution of such measures as necessary to confirm that action has been
taken to correct the cause of the deviation;
• assessment and evaluation of the risk of collision (in the vertical plane) in
the RVSM airspace;
• provision of periodic reports on the safety of the system to the designated
authority.

3.3 Action Necessary to Support the Successful implementation

of RVSM
3.3.1 Action by State Authorities whose aircraft fly into the RVSM
Area:
• To meet the proposed timetable, States should take such action as necessary
to require that all non-State aircraft, which will operate in the European
RVSM area, obtain the appropriate RVSM airworthiness approval by mid
2000 and be approved for RVSM operations by the third quarter of 2001.
• Following the publication of the JAA TGL No. 6, State Airworthiness
Authorities should make available the necessary resources and
documentation to publicise and facilitate the process whereby Operators
can obtain airworthiness and operational approval for RVSM operations.

RVSM Booklet Date 01.02.19sb Page 13

RVSM Training Booklet Chapter 3.2.2
ACTION BY STATE AUTHORITIES WHOSE AIRCRAFT FLY
Date 01.02.19 INTO THE RVSM AREA
Edn.1-rev.0

3.3.1 Action by State Authorities whose aircraft fly into the RVSM
Area: (Cont’d)

• To complete the many tasks listed earlier, it is essential that the aviation
authorities of all ECAC Member States and other Participating States are
fully involved in, and commit a high level of support to:
5. the consultative and decision making processes;
6. the planning and provision of the ATC and monitoring infrastructure
required to support RVSM operations, specifically within their area
of responsibility and generally throughout the European area; of
particular importance is the provision of the necessary ATC support
tools and facilities to allow RVSM to be introduced in November
2001;
7. the siting, provision and operation of the monitoring facilities by
those states hosting the HMUs.
3.3.2 Action by Airlines
Airlines who intend to operate their aircraft in the future European RVSM
airspace should:
• take such action as necessary to obtain appropriate RVSM approvals
from the appropriate State Authority before aircraft performance
verification commences. This is essential to the successful completion
of the Verification Phase and to the timely implementation of RVSM;
• co-operate, to the maximum extent possible, in ensuring that their
aircraft are routed over an HMU, or are measured by a GMU, during
the Verification Phase;
• co-ordinate with Manufacturers to prepare, and make available, RVSM
airworthiness approval packages.

RVSM Booklet Date 01.02.19sb Page 14

RVSM Training Booklet Chapter 4
Date 01.02.19 RVSM Operation Manual Flight Crew Procedures Edn.1-rev.0

4. RVSM OPERATION MANUAL FLIGHT CREW

PROCEDURES
4.1 Introduction
Flight crews will need to have an awareness of the criteria for operating in
RVSM airspace and be trained accordingly. The items should be standardised and
incorporated into training programs and operating practices and procedures.
Certain items may already be adequately standardised in existing procedures. New
technology may also remove the need for certain actions required of the flight
crew. If this is so, then the intent of this manual can be considered to be met.
Note: This document is written for Airlines who uses RVSM airspace, and as
such is designed to present all required actions.
4.2 General
Reduced Vertical Separation Minimum in the EUR RVSM Airspace will
permit the application of a 1000 ft vertical separation minimum between suitably
equipped aircraft in the level band FL290-FL410 (inclusive) on 24/01/02.
The purpose of RVSM is to increase airspace capacity and provide airspace
users with more flight levels and thus optimised flight profiles.

EURO RVSM AREA RVSM CRUISING FLIGHT LEVELS

* Non RVSM levels

RVSM Booklet Date 01.02.19sb Page 15

RVSM Training Booklet Chapter 4.3
Date 01.02.19 Approval For RVSM Operations Edn.1-rev.0

4.3 Approval for RVSM Operations

Only RVSM approved aircraft will be permitted to operate within the EUR
RVSM
Airspace. The approval is issued to aircraft operators by the responsible
authority once an operator has achieved the following:
• each aircraft type has received airworthiness approval demonstrating
compliance with the RVSM Minimum Aircraft System Performance
Specification (MASPS),
• the State's approval of both the operations manual and the maintenance
procedures specific to RVSM operations.
4.4 Non-RVSM Approved State Aircraft
State aircraft are exempted from having to meet the RVSM MASPS. As a
consequence, State aircraft can be accommodated in the EUR RVSM airspace
provided that ATC maintains a minimum vertical separation of 2000 ft between
such aircraft and all other IFR aircraft. In Field 18 of the ICAO FPL, State aircraft
shall then request special handling by filling “ STS/NONRVSM” .
4.5 Height Monitoring Principles
Comprehensive means of monitoring the height-keeping performance of
aircraft in the EUR RVSM Airspace has been developed utilising two types of
monitoring equipment:
Height Monitoring Units (HMUs) - fixed ground based height-monitoring
facilities at Linz, Nattenheim & Geneva which monitor passing aircraft normally
without action from aircraft operators;
GPS Monitoring Units (GMUs) - portable monitoring units carried on board
aircraft to supplement HMUs & monitor aircraft which are not normally flying
over HMUs
RVSM compliant aircraft are required to participate in the monitoring
program which will commence in Spring 2000. In some cases, aircraft may request
a re-routing so that they may be height monitored.
4.6 RVSM Procedures in Transition Areas
A number of FIR/UIRs in the EUR RVSM Airspace have been designated to
handle the transition of aircraft from an RVSM to a non-RVSM environment and
vice-versa. Within this “EUR RVSM Transition Airspace”, special procedures will
allow ATC to transition both RVSM and non-RVSM Civil and State aircraft. Flight
crews may expect to change from Conventional Flight Levels to RVSM Flight
Levels and vice- versa. ATC will continue to provide a 2,000 feet VSM between a
non-RVSM approved aircraft and any other aircraft.

RVSM Booklet Date 01.02.19sb Page 16

RVSM Training Booklet Chapter 4.7
Date 01.02.19 Aircraft Equipment Edn.1-rev.0

4.7 Aircraft Equipment

The minimum equipment list (MEL) fulfilling the MASPS consists of :
1. Two independent altitude measurement systems each equipped with:
• cross-coupled static/source system with ice protection if located in areas
subject to ice accretion,
• display of the computed pressure altitude to the flight crew,
• digital encoding of the displayed altitude
• signals referenced to a pilot selected altitude for automatic altitude control
and alerting,
• Static source error correction.
 2. One SSR transponder with an altitude reporting system in use for altitude
keeping.
3. An altitude alerting system.
4. An automatic altitude control system.
4.8 Contingency Procedures
1. the pilot shall notify ATC of any contingency (equipmentfailure, weather
hazards such as severe turbulence etc…) which affect the ability to maintain
the cleared level or the RVSM requirements (eg. MEL).
2. ATC may take appropriate tactical actions to ensure that safe separation is
maintained, including reversion to a 2000ft separation minimum
3. when notified by ATC of an assigned altitude deviation of more than 300 ft
(90 m), the pilot shall take action to return to the cleared level as quickly as
possible.
4. If unable to notify ATC, the pilot shall follow established contingency
procedures and obtain ATC clearance ASAP.
5. Examples of equipment failures which should be notified to ATC are:
• failure of all automatic altitude-control systems aboard the aircraft;
• loss of redundancy of altimetry systems;
• loss of thrust on an engine necessitating descent; or
• any other equipment failure affecting the ability to maintain cleared flight
level;
The pilot should notify ATC when encountering greater than moderate
turbulence. If unable to notify ATC and obtain an ATC clearance prior to deviating
from the cleared flight level, the pilot should follow any established contingency
procedures and obtain ATC clearance as soon as possible.
4.9 ACAS
TCAS Version 6.04A is designed for a non-RVSM environment. ACAS II
(TCAS Version 7.0) has improved compatibility with RVSM. The Mandatory
Carriage and Operation of ACAS II for aircraft above 15000 kgs and more than 30
passengers started on 1 January 2000 with a transition period ending in March
2001.
RVSM Booklet Date 01.02.19sb Page 17
RVSM Training Booklet Chapter 4.10
Date 01.02.19 Flight Planning Edn.1-rev.0

4.10 Flight Planning

Flight crews shall verify:
• the condition of the equipment required for RVSM operations and that
maintenance actions have been taken to correct defects,
• the condition of static sources,
• the altimetry accuracy by setting the QNH or the QFE. The reading
should then agree with the altitude of the apron or the zero height
indication within a 75ft (23m) tolerance.
4.11 Pre-Flight Procedures
The following actions should be accomplished during the pre-flight
procedure:
• review technical logs and forms to determine the condition of equipment
required for flight in the RVSM airspace. Ensure that maintenance action
has been taken to correct defects to required equipment;
• during the external inspection of aircraft, particular attention should be
paid to the condition of static sources and the condition of the fuselage
skin near each static source and any other component that affects
altimetry system accuracy. This check may be accomplished by a
qualified and authorised person other than the pilot (e.g. a ground
engineer);
• before takeoff, the aircraft altimeters should be set to the QNH of the
airfield and should display a known altitude, within the limits specified in
the aircraft operating manuals. The two primary altimeters should also
agree within limits specified by the aircraft operating manual. An
alternative procedure using QFE may also be used. Any required
functioning checks of altitude indicating systems should be performed.
Note. The maximum value for these checks should not exceed 23m (75ft).
• Before take-off, equipment required for flight in RVSM airspace should
be operative, and any indications of malfunction should be resolved.
The flight crew shall pay particular attention to conditions that may affect
operation in RVSM airspace:
• verifying that the aircraft is RVSM approved, ie compliant with the MEL
• analysing the reported and forecast weather that may affect RVSM
requirements (turbulence, icing …),
• reviewing the manufacturer's and the operator's restrictions concerning
RVSM operations.
• ICAO FPL : the letter W shall be inserted in Field 10 if RVSM approved
• RPL : the letter W shall be inserted in Item EQPT/ if RVSM approved,
regardless of the requested FL.

RVSM Booklet Date 01.02.19sb Page 18

RVSM Training Booklet Chapter 4.12
Date 01.02.19 Flight Planning Edn.1-rev.0

4.12 Procedures Prior To RVSM Airspace Entry

The following equipment should be operating normally at entry into RVSM
airspace:
• Two primary altitude measurement systems.
• One automatic altitude-control system.
• One altitude-alerting device.
 Note: Dual equipment requirements for altitude-control systems will be
established by regional agreement after an evaluation of criteria such as
mean time between failures, length of flight segments and availability of
direct pilot-controller communications and radar surveillance.
• Operating Transponder. An operating transponder may not be required for
entry into all designated RVSM airspace. The operator should determine
the requirement for an operational transponder in each RVSM area where
operations are intended. The operator should also determine the
transponder requirements for transition areas next to RVSM airspace.
Note: Should any of the required equipment fail prior to the aircraft entering
RVSM airspace, the pilot should request a new clearance to avoid
entering this airspace;
4.13 In-Flight Procedures
• all the required equipment shall be monitored to ensure satisfactory
operation before and within RVSM airspace.
• when changing levels, the aircraft should not overshoot or undershoot the
cleared flight level by more than 150 ft (45 m).
• the automatic altitude control system shall be engaged during level cruise
by reference to one of the two altimeters. If fitted, the altitude capture
feature shall be used whenever possible for the level off
• cross checks of the primary altimeters shall be made at intervals of
approximately one hour. These primary altimeters shall agree within
200’(60m).
The following practices should be incorporated into flight crew training and
procedures:
• Flight crews will need to comply with any aircraft operating restrictions,
if required for the specific aircraft group, e.g. limits on indicated Mach
number, given in the RVSM airworthiness approval.
• Emphasis should be placed on promptly setting the sub-scale on all
primary and standby altimeters to 1013.2 (hPa) /29.92 in.Hg when
passing the transition altitude, and rechecking for proper altimeter setting
when reaching the initial cleared flight level;

RVSM Booklet Date 01.02.19sb Page 19

RVSM Training Booklet Chapter 4.13
Date 01.02.19 In-Flight Procedures (Cont’d) Edn.1-rev.0

4.13 In-Flight Procedures (Cont’d)

• In level cruise it is essential that the aircraft is flown at the cleared flight
level. This requires that particular care is taken to ensure that ATC
clearances are fully understood and followed. The aircraft should not
 intentionally depart from cleared flight level without a positive clearance
from ATC unless the crew are conducting contingency or emergency
manoeuvres;
• When changing levels, the aircraft should not be allowed to overshoot or
undershoot the cleared flight level by more than 45 m (150 ft);
Note: It is recommended that the level off be accomplished using the altitude
capture feature of the automatic altitude-control system, if installed.
• An automatic altitude-control system should be operative and engaged
during level cruise, except when circumstances such as the need to re-
trim the aircraft or turbulence require disengagement. In any event,
adherence to cruise altitude should be done by reference to one of the two
primary altimeters. Following loss of the automatic height keeping
function, any consequential restrictions will need to be observed.
• Ensure that the altitude-alerting system is operative;
• At intervals of approximately one hour, cross-checks between the
primary altimeters should be made. A minimum of two will need to agree
within ±60 m (±200 ft). Failure to meet this condition will require that
the altimetry system be reported as defective and notified to ATC;
• The usual scan of flight deck instruments should suffice for altimeter
cross-checking on most flights.
• Before entering RVSM airspace, the initial altimeter cross check of
primary and standby altimeters should be recorded
Note: Some systems may make use of automatic altimeter comparators.
• In normal operations, the altimetry system being used to control the
aircraft should be selected for the input to the altitude reporting
transponder transmitting information to ATC.
• If the pilot is advised in real time that the aircraft has been identified by a
height-monitoring system as exhibiting a TVE greater than ±90 m (±300
ft) and/or an ASE greater than ±75 m (±245 ft) then the pilot should
follow established regional procedures to protect the safe operation of the
aircraft. This assumes that the monitoring system will identify the TVE or
ASE within the set limits for accuracy.
• If the pilot is notified by ATC of an assigned altitude deviation which
exceeds ±90 m (±300 ft) then the pilot should take action to return to
cleared flight level as quickly as possible.

RVSM Booklet Date 01.02.19sb Page 20

RVSM Training Booklet Chapter 4.14
Date 01.02.19 In-Flight Procedures (Cont’d) Edn.1-rev.0
4.14 Post Flight
• In making technical log entries against malfunctions in height keeping
systems, the pilot should provide sufficient detail to enable maintenance
to effectively troubleshoot and repair the system. The pilot should detail
the actual defect and the crew action taken to try to isolate and rectify the
fault.
The following information should be recorded when appropriate:
• Primary and standby altimeter readings.
• Altitude selector setting.
• Subscale setting on altimeter.
• Autopilot used to control the aeroplane and any differences when an
alternative autopilot system was selected.
• Differences in altimeter readings, if alternate static ports selected.
• Use of air data computer selector for fault diagnosis procedure.
• The transponder selected to provide altitude information to ATC and any
difference noted when an alternative transponder was selected.

RVSM Booklet Date 01.02.19sb Page 21

RVSM Training Booklet Chapter 5
Date 01.02.19 Phraseology Edn.1-rev.0
5. PHRASEOLOGY

RVSM Booklet Date 01.02.19sb Page 22 of 22