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RVSM REDUCED VERTICAL

SEPARATION MINIMUM
CLIENT GUIDE

REVISION 1.1
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Publication history:
Original Rev 0.0. . . . . . . . . . . . . . . . . August 2012
Revised Rev 0.5 . . . . . . . . . . . . . . . . . . . May 2018
Revised Rev 0.6 . . . . . . . . . . . . . . . . . . . April 2019
Revised Rev 0.7 . . . . . . . . . . . . . . . . . August 2019
Revised Rev 1.0 . . . . . . . . . . . . . . . . . August 2020
Revised Rev 1.1 . . . . . . . . . . . . . . . . . . . May 2022

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RVSM
Fundamentals FL 420 is NOT a
FL 420 usable altitude for
Air Traffic Separation.

Reduced Vertical Separation Minimum, or RVSM, is a

procedure that provides six additional Flight Levels, allowing
FL 410
controllers to reduce the vertical separation from 2,000 feet RVSM airspace
altitudes range from
to 1,000 feet between Flight Level 290 and Flight Level 410.
FL 290 FL 290 to FL 410.

All thirteen Flight Levels are directional. RVSM has been implemented in
Even-numbered Flight Levels are almost all airspace around the world.
ICAO website:
assigned to westbound flights, while You can find additional details on
I CAO www.icao.int
the odd-numbered Flight Levels will current RVSM implementation status
be assigned to eastbound flights. on the ICAO website.

EVEN-NUMBERED ODD-NUMBERED
FLIGHT LEVELS FLIGHT LEVELS

WESTBOUND EASTBOUND

FL 410
FL 400
FL 390
FL 380
FL 370
FL 360
FL 350
FL 340
FL 330
FL 320
FL 310
FL 300
FL 290

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Source Documents

ICAO
DOCUMENT
9574
Source document for
RVSM regulations.
FAA ADVISORY
Describes the basics and contingency CIRCULAR 91-85
procedures for RVSM. Specifies that (CURRENT REVISION)
RVSM approval granted by the appropriate
authorities is valid in any RVSM airspace. FAA guidance on
RVSM procedures.

AMC1 SPA.RVSM.105
ICAO RVSM OPERATIONAL
DOCUMENT APPROVAL
4444 (CURRENT REVISION)
Describes contingency EASA guidance on
procedures for any airspace. RVSM procedures.

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 Restrictions TCAS/ACAS
ATC may allow the following categories of non-RVSM
Recommendations
compliant aircraft to operate at RVSM flight levels:
Pilots should avoid actions that could cause a TCAS/ACAS
• Military Aircraft
event. It is recommended that crews should:
• State (government) Aircraft
• Operate TCAS/ACAS II systems in the TA/RA mode
• Active air ambulance aircraft utilizing a “Lifeguard” during all operations with limited exceptions (engine
call sign (only while a “life critical patient” is onboard failures, etc).
the aircraft).
• Limit climb and descent rates to 1,000 feet per
• Flights conducted for aircraft certification and minute (fpm) when in close proximity to other aircraft
development flights for RVSM. (5-6 NM, +/- 2,000 feet).

• Aircraft climbing or descending through RVSM • Use caution using a “Soft Hold” or “Turbulence
airspace without leveling at RVSM altitudes. These Mode” of the autopilot.
aircraft are only accommodated as “File-and-Fly”
flights. NOTE!

Note!
As of January 2017, ICAO’s standard for TCAS II is
Version 7.1 or later. However, individual countries may
These aircraft will be given Conventional
choose whether or not to implement this standard.
Vertical Separation Minimums (CVSM) of
Note! 2,000-foot separation from other aircraft
There are several countries that have chosen not to
implement the 7.1 standard; the United States being
above FL 290.
one of them.

Always check the TCAS II requirements for the areas

you intend to operate.

REMEMBER!

Equipment Although TCAS is not normally a requirement for RVSM

Requirements approval (except aircraft registered in India or China),
its use may be mandated in specific regions based on
size, type and/or passenger capacity of the aircraft.
The following equipment must be operating normally before
entering and while operating within RVSM airspace:

Two independent altimetry systems

for system cross-checking.

One automatic altitude control

system (the autopilot)

An Altitude Alerting Device

The Secondary Surveillance Radar

altitude reporting transponder.

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Methods of Height Monitoring
All monitoring must be conducted at RVSM altitudes between Flight Levels 290
through 410 (Flight Levels 291 through 411 in China and Mongolia).

TRANSPONDER
METHOD PASSIVE AREAS OF OPERATION
MODE

HEIGHT • Geneva, Switzerland • Strumble, UK

MONITORING UNIT Requires
 Mode S
• Linz, Austria
• Nattenheim, Germany
• Sendai, Japan
• Setouchi, Japan
HMU

AIRCRAFT GEOMETRIC
HEIGHT MEASUREMENT • Atlantic City, NJ
Requires
ELEMENT  Mode S
• Lethbridge, Alberta
• Ottawa, Ontario
AGHME

ADS-B BASED HEIGHT • Australia • Thailand

MONITORING SYSTEM Requires
 ADS-B
• China
• Taiwan
• United States
AHMS

GPS MONITORING UNIT

GMU Requires independent
company representative
ENHANCED GPS and equipment, one hour
MONITORING UNIT flight time. CAN BE DONE
EGMU ANYWHERE IN
THE WORLD.

Requires independent
company representative and
TRAILING CONE
equipment, done over the
course of a flight.

MONITORING REQUIREMENTS | A defined procedure must be followed for monitoring a flight:

• Operators must submit a plan for height monitoring at • Operators shall ensure that height-keeping performance
the time of applying for RVSM approval. will be monitored at least once every two years or
1,000 hours flight time, whichever is longer. Most
• Approval for RVSM must be obtained prior to conducting
results can be checked at a Regional Monitoring Agency
the monitoring flight.
(RMA) website.
• You must also be listed with the appropriate height
• Check operational availability for HMU and AGHME sites
monitoring organization.
when planning for a monitoring flight.

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Operations in RVSM Airspace
ICAO FLIGHT PLAN

W
PLACE IN PURPOSE: Indicates that the aircraft is RVSM capable and that
Item 10 the operator has approval (Letter of Authorization) to operate
in RVSM airspace.

STS / NON-RVSM
PLACE IN PURPOSE: To request operations in the RVSM airspace by a
Item 18 non-RSM approved aircraft.

RVSM by the Numbers

Deviation
Type of Deviation Description
(feet)

For aircraft with Type Certification after April 9, 1997, the autopilot should be capable
Autopilot Tolerance – of maintaining the aircraft’s altitude within +/- 65 feet of an acquired altitude, when
65 feet
Newer Aircraft the aircraft is operated in straight and level flight under non-turbulent, non-gust
conditions.

During ground altimetry checks, RVSM requirements state that both primary altimeters
must indicate within 75 feet of known elevation, or AFM limitations (whichever is more
Altimetry Check – restrictive).
75 feet
Ground Checks
In addition, both primary altimeters must read within AFM limitations of each other
(European operators must read within 75 feet of each other).

For aircraft with Type Certification on or before April 9, 1997, the autopilot should be
Autopilot Tolerance capable of maintaining the aircraft’s altitude within +/- 130 feet of an acquired altitude,
130 feet
– Older Aircraft when the aircraft is operated in straight and level flight under non-turbulent, non-gust
conditions.

Leveling off within 150 feet of the cleared flight level is especially important, because
150 feet Level-off Procedure
excessive overshoot or undershoot might lead to conflict with other aircraft.

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RVSM by the Numbers (cont’d)
Deviation
Type of Deviation Description
(feet)

Regular altimetry systems cross-checks are required at least hourly during flight
operations in RVSM airspace, and must read within 200 feet of each other. If
A ltimetr y Che ck –
200 feet the primary altimeter readings differ from one another by more than 200 feet
During Flight at Altitude
at cruise altitude, your aircraft is no longer RVSM-capable, and you must notify
ATC “Unable RVSM due equipment.”

Altitude Alerting For aircraft with Type Certification after April 9, 1997, the altitude alerting system
200 feet System Threshold – should alert the crew whenever their displayed altitude differs from the selected
Newer Aircraft altitude by more than 200 feet.

This kind of error is encountered when a malfunction occurs in an aircraft’s

Altimetry System Error
245 feet flight system that results in erroneous altimetry readings that deviate by 245
(ASE)
feet or more from the actual altitude being flown.

Altitude Alerting For aircraft with Type Certification on or before April 9, 1997, the altitude alerting
300 feet System Threshold – system should alert the crew whenever their displayed altitude differs from the
Older Aircraft selected altitude by more than 300 feet.

This type of error occurs when the aircraft is flying at the wrong altitude and is
Assigned Altitude
300 feet typically known as “Pilot Error”. Maximum tolerance for RVSM approval is 300
Deviation (AAD)
feet.

The total error that combines Altimetry System Error and Assigned Altitude
Deviation.

For example—let’s say your altimeter is indicating 150 feet higher than the
assigned altitude, and you also have an altimetry system error that puts you
Total Ver tical Error
300 feet 175 feet higher than you intended.
(TVE)
While each of these errors on their own would be within acceptable limits for
RVSM operations, together they amount to a 325-foot error, which is not
acceptable. The combination of the pilot error in flying the assigned altitude,
and the system error, cannot be equal to or exceed 300 feet.

Flight Level Type of Envelope Description

FL 290 – RVSM Envelope – The normal RVSM envelope is from FL 290 to FL 410 inclusive. Aircraft operating
FL 410 Standard at these altitudes must have RVSM approval.

The RVSM envelope in countries where metric altitudes are assigned (China and
FL 291– RVSM Envelope – Mongolia) is from FL 291 to FL 411 inclusive. While altitudes are assigned in
FL 411 Metric meters, RVSM altitudes must always be flown in feet. Aircraft operating at these
altitudes must have RVSM approval.

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Strategic Lateral Offset Procedure
(SLOP)
ICAO established SLOP to increase safety by minimizing Note that SLOP is not utilized in all airspace and
the chances of a mid-air collision. It is accomplished by requirements vary. Additionally, the original SLOP
setting automatic offsets, always to the right of centerline. requirements with offsets of either 1 or 2 NM right of course
Currently, these offsets are set in tenths of a mile may still apply in some regions. Always check with the
increments. country or region you’re operating in for specific SLOP
requirements.
In airspace where required lateral separation is between 6
and 15 NM, offsets may be up to 0.5 NM. Offsets may be Pilots operating in remote airspace are expected to use
up to 2.0 NM where required lateral separation is 15 NM SLOP as standard operating procedure in their course of
or greater. normal operations.

Contingency Procedures
SEVERE Crews that are unable to maintain their assigned altitude due to turbulence, should immediately contact
TURBULENCE ATC and report "unable RVSM due turbulence." They should report location and magnitude of turbulence.
Crews should follow ATC instructions and may request a change in Flight Level or vectors clear of traffic at
adjacent Flight Levels.

MOUNTAIN Mountain wave activity can induce altitude excursions and airspeed fluctuations with only light turbulence
WAVE present. With sufficient amplitude, it can induce large altitude and airspeed fluctuations accompanied by
turbulence. ATC could suspend RVSM operations if it affects enough aircraft operations.

WAKE Aircraft operating at RVSM flight levels routinely cross one another's flight paths with only 1,000 ft of vertical
TURBULENCE separation. A wake vortex sinks at a rate of 400 to 500 feet per minute. Unless weakened by air currents,
a wake vortex can retain enough energy to seriously disrupt your height-keeping ability.

EQUIPMENT Examples of equipment failures that require contingency procedures are:

FAILURES • Transponder failure • Failure of both primary altimeters
• Autopilot failure • Loss of communication
• Failure of one primary altimeter

SPECIAL EMPHASIS ITEMS TO NOTE WHEN OPERATING IN RVSM AIRSPACE:

• Pilot and controller phraseology • Visual perception problems • Characteristics of altitude

capture systems
• Crew resource management • Air data system relationships

• Standby altimeter limitations • Lateral offset procedures

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 Phraseology

PILOT PHRASEOLOGY ATC PHRASEOLOGY

“Negative RVSM.” “Report able to resume RVSM.”

For a pilot to report non-RVSM approval status.  or ATC to confirm that an aircraft has
F
regained its RVSM compliant status, or
confirmation that the pilot is ready to resume
RVSM operations.
“Affirm RVSM.”
For a pilot to report RVSM approval status.

“(call sign) confirm RVSM approved.”

For ATC to acertain the RVSM approval
“Negative RVSM, State aircraft.” status of an aircraft.
 or a pilot of a non-RVSM approved State
F
aircraft, in response to the phrase: “(call sign)
confirm RVSM approved”.
“(call sign) unable clearance
into RVSM airspace, maintain
(or descend to/climb to)
“Unable RVSM due turbulence.” flight level (number).”
 or a pilot to report turbulence that is affecting
F For ATC to deny clearance into RVSM
the aircraft’s ability to maintain the assigned airspace.
RVSM altitude.

“Unable RVSM due equipment.”

For a pilot to report that the aircraft’s equipment
has degraded below standards required for flight
within RVSM airspace. This should be repeated
when making initial call on newly assigned
frequency.

“Ready to resume RVSM.”

For a pilot to report the ability to resume
operation within the RVSM Airspace after an
equipment or weather-related contingency.

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Regional
Differences
Some countries accommodate non-RVSM compliant air ambulances.
However; crews should not plan on that happening in all cases.

Another regional difference in RVSM airspace is handling of transitions through RVSM

airspace by non-RVSM compliant aircraft. In congested airspace such as in Europe
and certain areas in North America, non-RVSM compliant aircraft will be held at FL
280 or below. Less congested areas may allow a continuous climb or descent through
the RVSM airspace.

RVSM IN RVSM IN CHINA

RUSSIA AND MONGOLIA
RVSM will be applied to airspace between FL 290–410 China and Mongolia’s RVSM airspace maintains the
(8,550m–12,500m) inclusive. same essential characteristics of RVSM seen in other
parts of the world, but unlike other regions, these
Above transition altitude, Flight Levels will be assigned
countries use the metric system for altitude assignments
in feet, the same as other RVSM regions. Altitude
ranging from 8,900 meters (FL 291) to 12,500 meters
assignments below transition level will be in meters.
(FL 411) with 300 meter separation between flight levels.
State aircraft operators who do not have RVSM approval
Chinese registered aircraft are also required to have
shall not insert “W” in Item 10 of the Flight Plan, but
TCAS/ACAS II version 7.1 or later for RVSM approvals.
rather they should insert an “M” in Item 8. If requesting
FL290 or above, STS/NONRVSM shall be included in Use the China/Mongolian Flight Level Allocation
item 18 of FPL and shall insert entry/exit points and a Scheme (or FLAS) Conversion Table to convert the
requested flight level in item 15. metric clearance into the equivalent standard flight level.
Crews are reminded that although the altitudes will be
Aircraft operators who intend to operate formation
assigned in meters, crews are required to fly the
flights such as general air traffic (GAT) regardless of their
altitudes in FEET, even if the aircraft has the capability
RVSM approval status should include “STS/NONRVSM”
of a metric readout on their altimeter. This will assure
in item 18. The letter “W” should not be inserted into
the proper altitudes are being flown.
Item 10 regardless of the RVSM status of the aircraft in
the formation. When completing a flight plan requesting a metric
RVSM Flight Level in China or Mongolia, metric Flight
Levels will be indicated by an “S” followed by the
meters, minus the last zero. For example, Flight Level
8,900 meters would be coded as “S890” as the altitude.

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