D2243-B777 RVSM Operations - TM

TRAINING MANUAL NUMBER:
D2243-0-01-00-1
DEVELOPED/REVISED BY:
Robin Koh Toeh Khai
Low Chuen Onn
LAST APPROVED BY:

B777 RVSM
Operations
Low Chuen Onn
STI (Dev)
Signatures are kept on file in the

Training Manual Revision Record
ISSUE:
01 FEB 2004 (1/REV. 00)
PRINTED:
01 FEB 2004
COMMENTS:
Also used in B777 A&C

and EIR type courses.
UNCONTROLLED COPY - FOR TRAINING PURPOSE ONLY

Revision Service Will Not Be Provided To The Holder
This document is issued on the express condition that any part or all of its content shall not by way of trade
or otherwise, be lent, re-sold, hired out or otherwise circulated to any other party and/or company without prior
written permission of SIA Engineering Company Limited.
Singapore Co. Regn. No.: 198201025C
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COURSE OBJECTIVES
The RVSM course aims to provide learners with an awareness of Reduced

Vertical Separation Minima (RVSM) operations and an understanding of the
special nature of RVSM related maintenance procedures and requirements.
At the end of the course, you will be able to relate to the following aspects:
• General Overview of RVSM
• RVSM Approval Process and Regulatory Requirements
• Continued RVSM Airworthiness
• B777 RVSM Requirements
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Contents
Topic Pages
General Overview of RVSM 1-7
RVSM Approval Process and Regulatory 8 - 15

Requirements
Continued RVSM Airworthiness 16 - 18
B777 RVSM Requirements 19 - 28
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For Training Purpose Only ENGINEERING TRAINING DEPARTMENT
GENERAL OVERVIEW ON RVSM
INTRODUCTION TO RVSM OPERATIONS
Reduced Vertical Separation Minima (RVSM) refers to the new

standard of separation above flight level (FL) 290 after detailed
examination of the feasibility of reducing the vertical separation minima
(VSM). The International Civil Aviation Organization (ICAO)
implemented RVSM in 1988.
The basic goal of RVSM is to reduce the vertical separation minimum

above flight level (FL) 290 from the current 600m (2000 feet) to 300m
(1000 feet). Its implementation would also be a means to provide more
sufficient altitudes and routes to operators, and to increase the en route
airspace capacity.
RVSM airspace is defined as any airspace or route where the aircraft

are separated by 1000 ft vertically between FL 290 and FL 410
inclusive. The routes reserved for RVSM operations was first
introduced in the North Atlantic Minimum Navigation Performance
Specifications (NAT MNPS) airspace, whose ceiling is FL 420 and FL
285, between 27° and 90° North latitude, excluding New York OCA
West area.
BACKGROUND
In the late 1950s vertical separation for aircraft flying in the upper
airspace was 1000ft. However, it was realised that as altitude
increased, the accuracy of pressure sensing Barometric altimeters
decreased. Therefore, in 1960 the decision was taken to increase
separation at and above Flight Level (FL) 290 from 1000ft to 2000ft.
International Civil Aviation Organisation (ICAO) adopted a standard
global FL290 changeover level in 1966.
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Aircraft Separation Minimum increases to 2000 feet above FL 290
Despite this increase in Vertical Separation Minimum (VSM) it was

recognised that as technology advanced, more accurate height
measuring equipment would become available in the future which
would allow a reduction in the standards set.
It was also recognised that because of differing airspace capacity

requirements throughout the world, reduction in VSM would occur
initially on a regional basis with global introduction following in due
course. Areas with high populations of aircraft flying at or above FL290
would be the first to benefit from reduced minima.
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 VSM applied
at FL 290 and above, to 1000 ft VSM.

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EVOLUTION OF RVSM
Throughout the 1980s, various studies were conducted, under the

auspices of ICAO, in Canada, Europe, Japan, and the USA. The
underlying 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 (RVSM) of 1000
feet at/above FL 290;
• Define a Minimum Aircraft System Performance Specification

(MASPS) – for aircraft altimetry and associated height keeping
equipment;
• Determine whether the global implementation and use of RVSM

was technically feasible, subject to the over-riding need to
satisfy the agreed safety standards; and cost-beneficial.
The ICAO published 2 major reports, which have provided the basis for
the development of RVSM implementation documents. The major
conclusions of the reports are as follows:
1. RVSM is “technically feasible without imposing unreasonably

demanding technical requirements on the equipment”
2. RVSM would provide “significant benefits in terms of economy

and en route airspace capacity.”
The second report provided the draft “Manual on Implementation of a

300m (1000ft) Vertical Separation Minimum (VSM) between FL 290
and FL 410 Inclusive”. This material was approved by the ICAO Air
Navigation Commision in February 1991 and published as ICAO
Document 9674.

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ICAO Doc 9574 was the basis of 2 MASPS documents, which were
issued for the application of RVSM in the Minimum Navigation
Performance Specification (MNPS) Airspace of the North Atlantic
(NAT) Region:
1. JAA Information Leaflet No. 23: “Interim Guidance Material on

the Approval of Operators/Aircraft for RVSM Operations”, and
2. FAA Document 91-RVSM: “Interim Guidance for Approval of

Operations/Aircraft for RVSM Operations”.
Note: JAA Temporary Guidance Leaflet No. 6 had superseded JAA

Information Leaflet No. 23.
IMPLEMENTATION OF RVSM IN DIFFERENT REGIONS
The 1st RVSM operation was introduced in the North Atlantic Region on
March 1997. RVSM operation of Pacific Region between FL 290
(29,000 ft) and FL 390 (39,000 ft) was introduced on February 2000.
In Europe, RVSM operation between FL 290 and FL 410 was

introduced on January 2002.
In Western Pacific and South China Sea Areas, it was introduced on

February 2002.
In Singapore, operator/aircraft approval was completed by January

2002 for existing airlines by Civil Aviation Authority of Singapore
(CAAS). Subsequently, with effect from 21 February 2002, only RVSM
compliant aircraft will be cleared to operate in the Singapore Flight
Information Region between FL310 and FL410 inclusive. Aircraft that
are not RVSM compliant (e.g. State aircraft, ferry and maintenance
flights) will only be cleared to operate in the Singapore FIR between
FL310 and FL410 inclusive after prior coordination with the appropriate
centre. RVSM will be implemented in Singapore FIR in accordance
with ICAO regional agreements.

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Implementation Dates of RVSM in different countries
BENEFITS AND IMPACTS
The RVSM programme offers multiple benefits for airspace users,

especially for the airline companies.
Firstly, it will allow aircrafts to increase available airspace. Up to 6

more flight levels can be added within the FL 290 and FL 410. This
addition will thus mean traffic flows can be more flexible.

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Addition of 6 more flight levels above FL 290
Furthermore, the additional flight levels added are at the most fuel-
efficient cruising levels. This will enable more aircraft to use their more
preferred routes at their most efficient levels; the programme thus
generates substantial reductions in fuel costs and flight delays.
Research also points to significant fuel efficiency gains and revenue

opportunity improvements. Based on conservative estimates, an
average an average of 80 Kg of fuel is saved during each flight in
RVSM airspace. Considering that there are about 10,000 flights every
day in Europe and a significant number of these had to fly at sub-
optimal flight levels, this represents 290,000 tons of fuel per year. This
would mean millions of dollars saved annually.
After RVSM is implemented, operators and aircraft without RVSM

approvals will be excluded from RVSM airspace.
The major costs to operators for RVSM implementation are:
1. Regulatory approval
2. Aircraft inspection and equipment requirements.

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SAFETY ISSUES
The safety aspects of RVSM were extensively researched. Since the

1960s, ICAO initiated extensive studies to determine the conditions
under which the distance between cruising levels above FL290 could
be brought in line with that below FL290. The conditions set by ICAO
reflected their high safety standards. It listed the aircraft and ATC
systems that would have to be adapted, the changes to the procedures
used by controllers and pilots needed to ensure safe RVSM operations,
and more.
A significant technical milestone reached in the 1980s was the RVSM

Minimum Aircraft Systems Performance Specification (MASPS).
MASPS ensured height keeping accuracy to a standard compatible
with the agreed safety requirements for RVSM. This included at least 2
independent altimeters on board each aircraft that always had to be
within a certain tolerance of each other.

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RVSM APPROVAL PROCESS AND REGULATORY

REQUIREMENTS
REGULATORY REQUIREMENTS
The following regulatory requirements must be met for an airplane to

use RVSM airspace:
1. Initial Qualification
Aircraft manufacturer is required to obtain regulatory approval
from the responsible authority for each airplane type intending to
use RVSM airspace.
2. Operator Regulatory Approval

Operators are then required to obtain regulatory approval from
the national authority (e.g. CAAS) for each individual airplane
intending to use RVSM airspace.
3. Maintenance program and operational procedure approval

Each operator is also required to obtain regulatory approval for
maintenance program and operational procedures required for
RVSM operations.
4. Height Keeping verification and monitoring program

Each operator must participate in a height keeping verification
and monitoring program.
APPROVAL PROCESS
Airspace where RVSM is applied would be considered special

qualification airspace. Before the operator begins its flights in RVSM
airspace, approval should be granted from the appropriate authorities
for both the individual operator and the specific aircraft type or types,
which the operator intends to use. The following is a summary from
the “FAA Interim guidance material on the approval of operators/aircraft
for RVSM operations” dated 30 June 1999 and “JAA Temporary
Guidance RVSM leaflet no. 6” dated 1 July 1998.
INITIAL QUALIFICATION OF AIRCRAFT TYPE
Initial qualification of the aircraft type requires the aircraft to meet the
Minimum Aircraft System Performance Specification (MASPS).
Each aircraft type that an operator intends to use in RVSM airspace

should have received RVSM airworthiness approval from the
responsible authority, including the approval of continued airworthiness
programmes.
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AIRWORTHINESS APPROVAL
Obtaining airworthiness approval is a two-step process, which might

involve more than one authority. The steps are listed below:
For the first step, the aircraft manufacturer is to submit the RVSM
approval data package, which consists of the combination of
performance and analytical data, Service Bulletins or equivalent,
continued airworthiness instructions, and the approved amendment or
supplement to the Aircraft Flight Manual.
1. For newly built aircraft
The aircraft manufacturer develops and submits to the

responsible authority of the state of manufacture, the
performance and analytical data that supports RVSM
airworthiness approval of a desired build standard. The data will
be supplemented with maintenance and repair manuals giving
associated continued airworthiness instructions. Compliance
with RVSM criteria will be stated in the Aircraft Flight Manual
including reference to the applicable build standard, related
conditions and limitations. Approval by the responsible
authority, and, where applicable, validation of that approval by
other authorities, indicate acceptance of newly built aircraft,
conforming that type and build standard, as complying with the
RVSM airworthiness criteria.
2. For in-service aircraft
For an aircraft already in service, the aircraft manufacturer (or

an approved design organisation), submits to the responsible
authority, either in the state of manufacture or the state in which
the aircraft is registered, the performance and analytical data
that supports RVSM airworthiness approval of a defined build
standard. The data will be supplemented with a Service
Bulletin, or its equivalent, that identifies the work to be done to
achieve the build standard, continued airworthiness instructions,
and an amendment to the Aircraft Flight Manual stating related
conditions and limitations. Approval by the responsible
authority, and where applicable, validation of that approval by
other authorities, indicates acceptance of that aircraft type and
builds standard as complying with RVSM airworthiness criteria.

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Aircraft Approval for Worldwide RVSM Operations
Aircraft that have been approved for RVSM can be used in RVSM
operations worldwide. This includes RVSM operation in continental
areas such as Europe and the U.S. when RVSM is implemented in those
areas. Aircraft equipage and altitude-keeping performance requirements
were developed using the highest density traffic counts in the world so
that aircraft could receive one-time approval for worldwide operations.
OPERATOR APPROVAL
Operation Approval is to be granted by the Operator’s national

authorities, after assessment of the airline’s capability to meet RVSM
requirements.
Operational Approval for New RVSM Areas of operation
Operators that are starting RVSM operations in an RVSM area of

operations that are new to them should ensure that their RVSM programs
incorporate any operations or continued airworthiness requirements
unique to the new area of operations.

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MINIMUM EQUIPMENT
AIRCRAFT SYSTEMS
The minimum equipment, as set by the JAA and the FAA, required on
the aircraft for RVSM operations are:
1. 2 independent altitude measurement systems.

Each system will need to be composed of the following
elements:
• Crossed-coupled static source/system, with ice protection

if located in areas subject to ice accretion;
• Equipment for measuring static pressure sensed by the

static source, converting it to pressure altitude and
displaying the pressure altitude to the flight crew;
• Equipment for providing a digitally encoded signal

corresponding to the displayed pressure altitude reporting
purposes;
• Static source error correction (SSEC), if needed to meet

the performance criteria of basic envelope/full envelope
requirements;
• Signals referenced to a pilot selected altitude for

automatic control and alerting. These signals will need to
be derived from an altitude measurement system meeting
the above requirements.
2. 1 secondary surveillance radar transponder with an altitude

reporting system that can be connected to the altitude
measurement system in use for altitude keeping.
3. An altitude alerting system.
4. An automatic altitude control system.
If any of the required equipment for RVSM operations is inoperative

and cannot be rectified prior to departure, alternative routes or non-
RVSM FLs should be planned.

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AVIONICS AND AIRFRAME REQUIREMENTS
SYSTEM COMPOSITION
The altimetry system of an aircraft comprises all those elements

involved in the process of sampling free stream static pressure and
converting it to a pressure altitude output. The elements of the
altimetry system fall into two main categories:
1. Airframe
2. Avionics equipment.
The following describes the RVSM requirements for both Avionics and
Airframe.
AVIONICS REQUIREMENTS
Altimetry
• Altimetry System Outputs

The following altimetry system outputs are significant for RVSM
operations:
1. Pressure altitude (Baro-corrected) for display.
2. Pressure altitude reporting data.
3. Pressure altitude or pressure altitude deviation for an
automatic altitude control device.
• Altimetry System Accuracy

The total system accuracy will need to satisfy the criteria of the
basic/full envelope requirements.
• Static Source Error Correction

If the design and characteristics of the aircraft and its altimetry
system are such that the criteria of the basic/full envelope
requirements are not satisfied, then suitable Static Source Error
Correction will need to be applied automatically within the
avionics equipment of the altimetry system.
• Altitude Reporting Capability

The aircraft altimetry system will need to provide an output to
the aircraft transponder as required by applicable operating
regulations.
Altitude Alerting
The altitude deviation system is required to signal an alert when the
altitude displayed to the flight crew deviates from selected altitude by
more than a nominal threshold value.

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Automatic Altitude Control System
The automatic altitude control system should be capable of controlling

altitude within ±20 m (± 65 ft) about the selected altitude, when the
aircraft is operated in straight and level flight under non-turbulent, non-
gust conditions.
As a minimum, a single automatic altitude control system need to be

installed.
Where an altitude select/acquire function is provided, the altitude

select/acquire control panel will need to be configured such that an
error of no more than ± 8 m (±25 ft) exists between the value selected
by, and displayed to, the flight crew, and the corresponding output to
the control system.
AIRFRAME REQUIREMENTS
Skin Waviness Inspection
Altitude Measurement
Altitude measurement by the air-data computer is dependent on pitot-

static probes and/or static ports. The measurements of these devices
depend on the structure surrounding them. Too much waviness of the
structure reduces the accuracy of the altitude measurement.
Static Ports

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Extra Critical Area
The area of the pitot-static probes differs for different aircrafts. This is
the extra (aerodynamically) critical pitot-static probe area. This area
includes the angle-of attack sensor. The left side and the right side of
the airplane each have pitot-static probe areas. Out-of-contour
external repair is also not allowed within this area. Any repairs in the
extra critical areas must maintain small waviness. The Structural
Repair Manual (SRM) contains these waviness requirements.
The following diagram shows the Skin Smoothness Inspection Tool.
Skin Waviness Measurement Area for RVSM
When you repair damage in the area of the pitot-static probes, you
must measure the skin waviness. An example of the measurement is
shown in the next figure. More details on specific aircraft will be
described in the specific RVSM section.

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Skin Waviness Measurement
References from the SRM will provide a reference on the following:
1. How to set the measurement tool on the fuselage.

2. How to measure the skin waviness.
3. How to make an analysis of the results.

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CONTINUED RVSM AIRWORTHINESS
GENERAL
To ensure that altimetry systems continue to meet RVSM standards, the

integrity of the essential design features should be verified by scheduled
tests and/or inspections in conjunction with an approved maintenance
program. The operator should review its maintenance procedures and
address all aspects of continuing airworthiness, which are affected by
RVSM requirements.
The operator should demonstrate that adequate maintenance facilities

are available to ensure continued compliance with the RVSM
maintenance requirements.
MAINTENANCE REQUIREMENTS
MAINTENANCE PROGRAM APPROVAL REQUIREMENTS
Each operator requesting RVSM operational approval should submit a

maintenance and inspection program as part of a continuous
airworthiness maintenance program approval.
An effective maintenance and inspection program will, typically,

incorporate these provisions as a requirement for maintenance program
approval.
MAINTENANCE DOCUMENTS REQUIREMENTS
The following items should be reviewed as appropriate for RVSM

maintenance approval:
1. Maintenance Manuals.
2. Structural Repair Manuals.
3. Standards Practices Manuals.
4. Illustrated Parts Catalogues.
5. Maintenance Schedule.
6. MMEL/MEL.
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CONTINUED MAINTENANCE PRACTICES
The following practices should be reviewed and followed for compliance

for RVSM approval:
1. All RVSM equipment should be maintained in accordance with the

component manufacturer's maintenance requirements and the
performance requirements outlined in the approved data package.
2. Any modification, repair, or design change, which in any way

alters the initial RVSM approval, should be subject to a design
review by persons approved by the responsible authority.
3. Any maintenance practices, which may affect the continuing

RVSM approval integrity, e.g., the alignment of pitot/static probes,
dents, or deformation around static plates, should be referred to
the approving authority or persons delegated by the authority.
4. Built-in Test Equipment (BITE) testing is not an acceptable basis

for system calibrations, (unless it is shown to be acceptable by the
airframe manufacturer with the approval authorities agreement)
and should only be used for fault isolation and troubleshooting
purposes.
5. Some aircraft manufacturers have determined that the removal

and replacement of components utilizing quick disconnects and
associated fittings, when properly connected, will not require a
leak check. While this approach may allow the aircraft to meet
static system certification standards when properly connected, it
does not always ensure the integrity of the fittings and connectors,
nor does it confirm system integrity during component
replacement and reconnections. Therefore, a system leak check
or visual inspection should be accomplished any time a quick
disconnect static line is broken.
6. Airframe and static systems should be maintained in accordance

with the airframe manufacturer's inspection standards and
procedures.
7. To ensure the proper maintenance of airframe geometry for

proper surface contours and the mitigation of altimetry system
error, surface measurements or skin waviness checks should be
made if needed to ensure adherence to the airframe
manufacturer's RVSM tolerances. These tests and inspections
should be performed as established by the airframe manufacturer.
These checks should also be performed following repairs, or
alterations having an effect of airframe surface and airflow.

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8. The maintenance and inspection program for the autopilot should

ensure continued accuracy and integrity of the automatic altitude
control system to meet the height-keeping standards for RVSM
operations. This requirement will typically be satisfied with
equipment inspections and serviceability checks.
9. Where the performance of existing equipment is demonstrated

as being satisfactory for RVSM approval, it should be verified
that the existing maintenance practices are also consistent with
continued RVSM approval integrity.
Maintenance Practices for Noncompliant Aircraft
Those aircraft positively identified as exhibiting height-keeping

performance errors should not be operated in airspace where RVSM is
applied until the following actions have been taken:
• The failure or malfunction is confirmed and isolated by

maintenance action and,
• Corrective action is carried out as required to ensure RVSM

approval integrity.

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B777 RVSM REQUIREMENTS
QUALIFICATION OF B777 TO USE RVSM AIRSPACE
INTRODUCTION
The following summary is adapted from Boeing 777 Service Letter 777-
SL-02-002-B dated 18 May 2001. The service letter provides
information regarding engineering data, necessary avionics equipment,
and procedures for qualification of B777 airplanes to operate in RVSM
airspace.
All model B777 airplanes are designed and manufactured to fly in a

1000 ft separation environment and to operate in RVSM airspace.
INITIAL IN-SERVICE AIRWORTHINESS
1. Avionics Equipment Requirements
The B777 altimetry, autopilot, altitude alert and ATC transponder

systems are certified to meet the requirements of RVSM
operations. For initial airworthiness, there is no requirement to
perform inspections of these components. Part numbers for
these components are listed in the following table:
• Altimetry/Air Data System
Certified Equipment Boeing P/N Vendor P/N

Air Data/Internal S242W100-100 Honeywell HG2060AD01
Reference Unit (ADIRU)
Standby Air Data/Attitude S242W200-100 Honeywell HG2040AD01
Reference Unit (SAARU)
Air Data Module (ADM) S242W300-100 Honeywell 4071400-903
S242W300-100 4071400-904
Pitot Probe S233T912-1
S233T912-2
S233T912-5
S233T912-6
Angle of Airflow (AOA) S233T913-4 Rosemount 0861FL
Sensor
Airplane Information
Management System
(AIMS)
- I/O Module S243W001-1201 Honeywell 4075500-902
- GG S243W001-1401 Honeywell 4075400-902
- Display Unit S243W001-2600 Honeywell 4073610-901
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• Automatic Altitude Hold Control System
All Autopilot Flight Director Computer (AFDC), Flight

Management Computing Function (FMCF) and Mode Control
Panel (MCP) part numbers certified for the 777 provide the
required system performance for RVSM operations
• Altitude Alert System
The Altitude Alert System is part of the Warning Electronics

System (WES). The P/N 285W0015-101 Warning Electronic
Unit provides the required system performance for RVSM
operations.
• Air Traffic Control (ATC) Transponder
All ATC transponder part numbers certified for the 777

provide the required system performance for RVSM
operations.
Any equipment not certified by Boeing must be shown to be

equivalent by means of accuracy and reliability.
If an airplane has a non-Boeing modification, which affects

RVSM, it is the operator’s responsibility to obtain appropriate
regulatory approval.
2. Airframe Requirements
For airframe requirements, the following inspection is required:
Visually inspect the fuselage skin in the SRM defined extra-

critical area surrounding the Left, Right and Center static ports
for damage and repairs. Repair any damage per SRM.
Evaluate any existing repairs to ensure they comply with SRM
requirements.
CONTINUED COMPLIANCE REQUIREMENTS
AIRWORTHINESS COMPLIANCE
1. Maintenance Planning Data (MPD) Document
Scheduled maintenance tasks defined in the B777 MPD or the

airline’s periodic maintenance program will ensure RVSM
qualified airplanes maintain their capability by conducting
inspections in the vicinity of the static pressure ports. Existing
inspection include those listed in the following paragraphs.

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Existing External Inspections:
• MPD Item numbers 53-802
Interval = Transit Check
Zonal general visual inspections of all visible exterior areas

of the airplane from the ground for obvious damage, leakage,
obstruction, security and condition. This check confirms that
there is no moderate-to-severe damage exists in the static
pressure port regions, pitot probes or AOA vanes.
• MPD Item number 53-800
Interval = 750 days/4,000 cycles, whichever comes first

Zonal general visual inspection of the lower half of the
fuselage (includes static port regions). This check is to find
moderate damage, which could adversely impact the
altimetry system accuracy, and repair it.
• MPD Item number 53-658-00
Threshold = 6,000 days/32,000 cycles, whichever comes first
Repeat Interval = 3,000 days/16,000 cycles, whichever

comes first
Corrosion Prevention and Control Program internal

inspection of lower fuselage above the cargo floor from body
station 403 to 1035. General information on inspection,
detection and removal of corrosion are contained in the
Corrosion Prevention Manual (CPM). This ensures early
detection of corrosion, which could lead to structural damage
near the static pressure ports.
2. Airplane Maintenance Manual (AMM) Revisions
• Fuselage Skin Waviness and Step Height (Microshaving

Process)
There is no specific change to the AMM for RVSM. The AMM

however added details for the six inch scale test procedure
already required. This in-service skin waviness
measurement will be required only when the periodic visual
inspection of the critical region around the static pressure
ports reveal damage or corrosion. A scheduled periodic in-
service measurement of skin waviness is not required.

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Chapter 34-11-02 includes the removal and re-installation of

the static pressure ports, including the Microshaving limits for
static port step height (within 0.000 to +0.003 inches of the
surface). There will not be any RVSM specific changes for
static pressure port installation procedure. The existing
procedure already requires the six inch scale test to be done
for each newly installed port.
• Altimetry and Avionics Systems
Existing Boeing recommended inspection and maintenance

schedules for altimetry and height keeping/monitoring
system equipment are adequate for RVSM. Existing
damage limits are also adequate.
3. Structural Repair Manual (SRM) Revisions
The SRM does allow for some skin damage in the extra critical
region around the static pressure ports. The SRM 51-10-01
allows a total of two irregularities (dents or bulges) per airplane.
This could either be 2 irregularities on one side of the airplane,
or one on each side. The SRM chapter 51-10-03 provides
guidelines for acceptable damage near the static pressure ports.
Skin waviness measurements will be required when damage or
corrosion exist in the extra critical region around the static
pressure ports. External skin repairs are not permitted in he
extra critical region around the static pressure ports and AOA
(Angle of Attack) sensors. No new RVSM requirements are
necessary for the AOA sensor region.
OPERATIONAL COMPLIANCE
1. Master Minimum Equipment List (MMEL)
The following equipment must be operative for RVSM operation:
• ADIRU
• SAARU
• AIMS
• At least 2 static ADM
• At least 2 pitot ADM
• At least 1 AOA Vane
• 1 altitude reporting transponder
• 1 altitude alert system
• 1 autopilot system with altitude hold capability

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2. Boeing Operations Manual
There are no plans to revise the Boeing Operations Manual for

RVSM operations.
3. Standby Altimeter Restriction
The standby altimeter cannot be used in RVSM airspace for the

primary altitude indication. The standby altimeter uses a
different static source error correction and is not as accurate as
the primary altimetry system altitude displayed on the primary
flight display. There are no plans or requirements to modify the
standby system to reduce the error.
4. Cross-Panel Altimeter Checks
FAA Memorandum 91-RVSM material states that at intervals of

approximately 1 hour, cross-checks between the primary
altimeters should be made. Appendix 4, Paragraph 1 states that
“New technologies may also eliminate the need for certain crew
actions. If this is found to be the case, then the 777-2000/-
200IGW displays single value air data to both Captain and First
Officer primary flight displays. This eliminates the possibility of
cross panel altitude differences and therefore altimeter cross-
check is not required.
5. Primary Altimeter Failure Guidance
FAA Memorandum 91-RVSM material appendix 4, Paragraph

4D states that RVSM airspace cannot be entered if one or both
of the primary system altimeters has failed. Appendix 5
Paragraph 5c suggests cross-checking with the standby
altimeter if one or both pf the primary altimetry systems fail or
has loss of accuracy in RVSM airspace.
During normal 777 operations, both Captain and First Officer

receive identical air data information. Should the
ADIRU/SAARU determine that two of the three sources of air
data inputs are invalid, the system reverts to a single channel
mode and the crew is alerted. In single channel mode, the
Captain receives air data from the left system and the First
Officer receives air data from the right system. Autopilot and
automatic altitude capture and hold functions are not available in
single channel mode.
In the event a reversion to a single channel mode occurs, the

Captain and First Officer should notify ATC as required by
reference a), appendix 5, paragraph 5b(1)(iii). In addition, they

01 FEB 2004
TRAINING MANUAL
should each cross check their displayed altitude with the

standby altimeter to determine which system is giving the
correct information.
6. Height Keeping Verification and Monitoring Program
Each operator must have a plan to participate in a height

keeping verification and monitoring program per FAA
Memorandum 91-RVSM material paragraphs 11(d)8 and 11(h).
Paragraph 11(i) defines the error reporting requirements and
corrective action procedures. There are two monitoring
methods available: the fixed Height Monitoring Unit (HMU) at
Strumble in the United Kingdom or Gander in Newfoundland,
Canada, and the portable Global Positioning System Monitoring
Unit (GMU) developed by Aeronautical Radio Incorporated
(ARINC). Boeing recommends that operators contact their
regulatory agency and/or ARINC for more details regarding the
verification and monitoring program.
SKIN WAVINESS INSPECTION FOR RVSM OPERATION
The following procedures are adapted from B777 SRM 51-10-03 and
applied to B777 airplanes that are approved for flight in RVSM
airspace. It is a guide to return an RVSM-certified airplane to service
after repairs in the area of the static pressure ports.
The extra critical areas of the center system, left system and the right
system static pressure ports are on both sides of the airplane, as
shown in Figure 1.

01 FEB 2004
TRAINING MANUAL

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Changes from the initial contour (contour changes) in the extra critical
area of the static pressure ports are permitted if:
1. They are less than the allowable damage and operating limits
given in SRM 53-00-01.
2. They are less than the limits shown in SRM 51-10-01, Figure 4.
For RVSM, use the data that follows for surface contour changes
adjacent to the airdata system static pressure ports.
An airplane can have a maximum of 2 surface contour changes in the

extra critical area of the center airdata system static pressure ports or
the left and right airdata system static pressure ports.
• 2 contour changes are permitted on 1 side of the airplane, or

1 contour change is permitted on each side of the airplane.
• Small surface scratches that do not go through the clad part

of the skin are not thought of as contour changes.
• Small surfaces imperfections that are smooth and are not

more than +/- 0.003 inch (+/- 0.080 mm) in depth are not
thought of as contour changes.
External skin repairs are not permitted in the extra critical area of the
static pressure port.

01 FEB 2004
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01 FEB 2004

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TRAINING MANUAL NUMBER:

Robin Koh Toeh Khai

Low Chuen Onn

LAST APPROVED BY:

Signatures are kept on file in the

Also used in B777 A&C

UNCONTROLLED COPY - FOR TRAINING PURPOSE ONLY

The RVSM course aims to provide learners with an awareness of Reduced

• General Overview of RVSM

• RVSM Approval Process and Regulatory Requirements

• Continued RVSM Airworthiness

• B777 RVSM Requirements

General Overview of RVSM 1-7

RVSM Approval Process and Regulatory 8 - 15

Continued RVSM Airworthiness 16 - 18

B777 RVSM Requirements 19 - 28

GENERAL OVERVIEW ON RVSM

INTRODUCTION TO RVSM OPERATIONS

Reduced Vertical Separation Minima (RVSM) refers to the new

The basic goal of RVSM is to reduce the vertical separation minimum

RVSM airspace is defined as any airspace or route where the aircraft

B777 RVSM Operations General Overview of RVSM 1

Aircraft Separation Minimum increases to 2000 feet above FL 290

Despite this increase in Vertical Separation Minimum (VSM) it was

It was also recognised that because of differing airspace capacity

B777 RVSM Operations General Overview of RVSM 2

Throughout the 1980s, various studies were conducted, under the

• Determine the height keeping accuracy of the altimetry systems

• Establish the causes of observed height keeping errors;

• Determine the required safety levels for the implementation and

• Define a Minimum Aircraft System Performance Specification

• Determine whether the global implementation and use of RVSM

1. RVSM is “technically feasible without imposing unreasonably

2. RVSM would provide “significant benefits in terms of economy

The second report provided the draft “Manual on Implementation of a

B777 RVSM Operations General Overview of RVSM 3

1. JAA Information Leaflet No. 23: “Interim Guidance Material on

2. FAA Document 91-RVSM: “Interim Guidance for Approval of

Note: JAA Temporary Guidance Leaflet No. 6 had superseded JAA

IMPLEMENTATION OF RVSM IN DIFFERENT REGIONS

In Europe, RVSM operation between FL 290 and FL 410 was

In Western Pacific and South China Sea Areas, it was introduced on

In Singapore, operator/aircraft approval was completed by January

B777 RVSM Operations General Overview of RVSM 4

Implementation Dates of RVSM in different countries

BENEFITS AND IMPACTS

The RVSM programme offers multiple benefits for airspace users,

Firstly, it will allow aircrafts to increase available airspace. Up to 6

B777 RVSM Operations General Overview of RVSM 5

Addition of 6 more flight levels above FL 290

Research also points to significant fuel efficiency gains and revenue

After RVSM is implemented, operators and aircraft without RVSM

The major costs to operators for RVSM implementation are:

2. Aircraft inspection and equipment requirements.

B777 RVSM Operations General Overview of RVSM 6

The safety aspects of RVSM were extensively researched. Since the

A significant technical milestone reached in the 1980s was the RVSM

B777 RVSM Operations General Overview of RVSM 7

RVSM APPROVAL PROCESS AND REGULATORY

The following regulatory requirements must be met for an airplane to

2. Operator Regulatory Approval

3. Maintenance program and operational procedure approval

4. Height Keeping verification and monitoring program