RVSM
Reduced Vertical Separation Minimum

JAA Administrative & Guidance Material
Section One: General Part.3:
Temporary Guidance Leaflet No.6: Revision 1

Abbrv.

a) would satisfy predetermined safety standards;
b) would be technically and operationally feasible, and
c) would provide a positive Benefit to Cost ratio.

1. verifying that the airframe is approved for RVSM operations;
2. reported and forecast weather on the route of flight;
3. minimum equipment requirements pertaining to height keeping and alerting systems: and
4. any airframe or operating restriction related to RVSM approval.

1. 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;
2. 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 flight engineer or ground engineer);
3. before take-off, 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 cited in operating manuals should not exceed 23m (75ft).
4. before take-off, equipment required for flight in RVSM airspace should be operative, and any indications of malfunction should be resolved.

1. Two primary altitude measurement systems.
2. One automatic altitude-control system.
3. 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.
4. 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.

1. Flight crew 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.
2. Emphasis should be placed on promptly setting the sub-scale on all primary and stand-by 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;
3. 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;
4. 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.
5. 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.
6. Ensure that the altitude-alerting system is operative;
7. 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:
   (1) The usual scan of flight deck instruments should suffice for altimeter cross-checking on most flights.
   (2) Before entering RVSM airspace, the initial altimeter cross check of primary and stand-by altimeters should be recorded
   Note: Some systems may make use of automatic altimeter comparators.
8. 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.
9. 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.
10. If the pilot is notified by ATC of an assigned altitude deviation which exceeds ±90m (±300ft) then the pilot should take action to return to cleared flight level as quickly as possible.

1. failure of all automatic altitude-control systems aboard the aircraft;
2. loss of redundancy of altimetry systems;
3. loss of thrust on an engine necessitating descent; or
4. any other equipment failure affecting the ability to maintain cleared flight level;

1. Primary and stand-by altimeter readings.
2. Altitude selector setting
3. Subscale setting on altimeter.
4. Autopilot used to control the aeroplane and any differences when an alternative autopilot system was selected.
5. Differences in altimeter readings, if alternate static ports selected.
6. Use of air data computer selector for fault diagnosis procedure.
7. The transponder selected to provide altitude information to ATC and any difference noted when an alternative transponder was selected.

1. knowledge and understanding of standard ATC phraseology used in each area of operations,
2. importance of crew members cross checking to ensure that ATC clearances are promptly and correctly complied with;
3. use and limitations in terms of accuracy of stand-by altimeters in contingencies. Where applicable, the pilot should review the application of static source error correction/position error correction through the use of correction cards;
   Note: Such correction data will need to be readily available on the flight deck.
4. problems of visual perception of other aircraft at 300m (1 ,000 ft) planned separation during darkness, when encountering local phenomena such as northern lights, for opposite and same direction traffic, and during turns; and
5. characteristics of aircraft altitude capture systems which may lead to overshoots;
6. relationship between the aircraft's altimetry, automatic altitude control and transponder systems in normal and abnormal conditions;
7. any airframe operating restrictions, if required for the specific aircraft group, related to RVSM airworthiness approval.

APPROVAL FOR RVSM OPS

• 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 ops.

RVSM AREA

HEIGHT MONITORING PRINCIPLES

A comprehensive means of monitoring the height-keeping performance of aircraft in the EUR RVSM Airspace has been developed utilising two types of monitoring equipment:

1. Height Monitoring Units (HMUs)- Fixed ground based height-monitoring facilities at Linz, Nattenheim & Geneva which monitor passing aircraft normally without action from aircraft operators;
2. GPS Monitoring Units (GMUs)- portable monitoring units carried on board aircraft to supplement HMUs & monitor aircraft which are not normally flying over HMUs

RVSM PROCEDURES IN TRANSITION AREAS

AIRCRAFT EQUIPMENT

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.

• 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 manufacturers 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 EQPTI if RVSM approved, regardless of the requested FL

• 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.

• all the required equipment shall be monitored to ensure satisfactory operation before and within RVSM airspace.
• when changing level, the aircraft should not overshoot or undershoot the cleared flight level by more than 150ft (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 200ft(60m).

• the pilot shall notify ATC of any contingency (equipment failure, weather hazards such as severe turbulence etc... ) which affect the ability to maintain the declared level or the RVSM requirements (eg. MEL).
• ATC may take appropriate tactical actions to ensure that safe separation is maintained, including reversion to a 2000ft separation minimum
• when notified by ATC of an assigned altitude deviation of more than 300ft (90m), the pilot shall take action to return to the cleared level as quickly as possible.
• If unable to notify ATC, the pilot shall follow established contingency procedures and obtain ATC clearance asap.