Manual on Implementation

of a 300 m (1 000 ft) Vertical

Separation Minimum Between
FL 290 and FL 410 Inclusive
Second Edition 2002
Doc 9574
AN/934
International Civil Aviation Organization
Approved by the Secretary General
and published under his authority
AMENDMENTS
The issue of amendments is announced regularly in the ICAO Journal and in the
monthly Supplement to the Catalogue of ICAO Publications and Audio-visual
Training Aids, which holders of this publication should consult. The space below is
provided to keep a record of such amendments.
RECORD OF AMENDMENTS AND CORRIGENDA
AMENDMENTS CORRIGENDA
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ICAO
(ii)
(iii)
TABLE OF CONTENTS
Page Page
Chapter 1. Introduction . . . . . . . . . . . . . . . . . . . . 1-1
1.1 Background . . . . . . . . . . . . . . . . . . . . . . . . . 1-1
1.2 Purpose of manual . . . . . . . . . . . . . . . . . . . . 1-2
1.3 Content and presentation. . . . . . . . . . . . . . . 1-2
1.4 List of acronyms . . . . . . . . . . . . . . . . . . . . . 1-3
1.5 List of definitions . . . . . . . . . . . . . . . . . . . . 1-3
Chapter 2. General requirements . . . . . . . . . . . . 2-1
2.1 Safety objectives . . . . . . . . . . . . . . . . . . . . . 2-1
2.2 Global system performance specification. . 2-2
2.3 Global height-keeping performance
specification. . . . . . . . . . . . . . . . . . . . . . . . . 2-3
Chapter 3. Implementation planning . . . . . . . . . 3-1
3.1 Implementation considerations . . . . . . . . . . 3-1
3.2 Operating conditions . . . . . . . . . . . . . . . . . . 3-1
3.3 Implementation strategy . . . . . . . . . . . . . . . 3-2
Chapter 4. Aircraft requirements and approval 4-1
4.1 RVSM height-keeping performance . . . . . . 4-1
4.2 Airworthiness approval . . . . . . . . . . . . . . . . 4-1
4.3 State RVSM approval . . . . . . . . . . . . . . . . . 4-2
Chapter 5. Procedures. . . . . . . . . . . . . . . . . . . . . . 5-1
5.1 Flight crew operating procedures . . . . . . . . 5-1
5.2 ATC procedures. . . . . . . . . . . . . . . . . . . . . . 5-2
Chapter 6. System performance monitoring . . . 6-1
6.1 Requirement for monitoring . . . . . . . . . . . . 6-1
6.2 Monitoring the technical performance . . . . 6-1
6.3 Assessment and evaluation of operational
errors and in-flight contingencies . . . . . . . . 6-4
6.4 Responsibilities of the authorities. . . . . . . . 6-5
Appendix A. Quantitative aspects of system
performance monitoring . . . . . . . . . . . . . . . . . . . . . A-1
Appendix B. Reference documentation. . . . . . . . B-1
1-1
Chapter 1
INTRODUCTION
1.1 BACKGROUND
1.1.1 In the late 1950s it was recognized that, as a
result of the reduction in pressure-sensing accuracy of
barometric altimeters with increasing altitude, there was a
need above a certain flight level (FL) to increase the
prescribed vertical separation minimum (VSM) of 300 m
(1 000 ft). In 1960, an increased VSM of 600 m (2 000 ft)
was established for use between aircraft operating above
FL 290 except where, on the basis of regional air navigation
agreement, a lower flight level was prescribed for the
increase. The selection of FL 290 as the vertical limit for
the 300 m (1 000 ft) VSM was not so much an empirically-
based decision but rather a function of the operational
ceiling of the aircraft at that time. In 1966, this changeover
level was established at FL 290 on a global basis. At the
same time, it was considered that the application of a
reduced VSM above FL 290, on a regional basis and in
carefully prescribed circumstances, was a distinct
possibility in the not too distant future. Accordingly, ICAO
provisions stated that such a reduced VSM could be applied
under specified conditions within designated portions of
airspace on the basis of regional air navigation agreement.
1.1.2 It has long been recognized that any decision
concerning the feasibility of reducing the VSM above
FL 290 could not be based upon operational judgement
alone, but would need to be supported by a rigorous
assessment of the risk associated with such a reduction of
separation. The lack of a clear-cut method of achieving such
an assessment was the primary cause of the failure of various
attempts to determine the feasibility of a reduced VSM.
1.1.3 In the mid-1970s, the series of world fuel
shortages and the resultant rapid escalation of fuel costs,
allied to the growing demand for a more efficient utilization
of the available airspace, emphasized the necessity for a
detailed appraisal of the proposal to reduce the VSM above
FL 290. Thus, at its fourth meeting (in 1980), the ICAO
Review of the General Concept of Separation Panel
(RGCSP) concluded that, despite the cost and time
involved, the potential benefits of reducing the VSM above
FL 290 to 300 m (1 000 ft) were so great that States should
be encouraged to conduct the major evaluations necessary.
1.1.4 In 1982, coordinated by the RGCSP, States
initiated programmes to study comprehensively the
question of reducing the VSM above FL 290. Studies were
carried out by Canada, Japan, Member States of
EUROCONTROL (France, Federal Republic of Germany,
Kingdom of the Netherlands and United Kingdom), Union
of Soviet Socialist Republics and United States, and in
December 1988 the results were considered by the RGCSP
at its sixth meeting (RGCSP/6).
1.1.5 These studies employed quantitative methods of
risk assessment to support operational decisions concerning
the feasibility of reducing the VSM. The risk assessment
consisted of two elements: first, risk estimation, which
concerns the development and use of methods and
techniques with which the actual level of risk of an activity
can be estimated; and second, risk evaluation, which
concerns the level of risk considered to be the maximum
tolerable value for a safe system. The level of risk that is
deemed acceptable was termed the target level of safety
(TLS).
1.1.6 The process for the estimation of risk in the
vertical plane using the collision risk model (CRM)
assumed that collisions result solely from vertical
navigation errors of aircraft to which procedural separation
had been correctly applied. The TLS was derived to apply
to this contribution of collision risk alone; it does not
address risk from other sources, such as height deviations
due to turbulence, responses to airborne collision avoidance
system alerts, emergency descents and operational errors in
the issuance of, or compliance with, air traffic control
(ATC) instructions.
1.1.7 The recognition of several sources of risk in
addition to vertical navigation errors played a role in the
choice of TLS values by various States during their studies.
Several approaches were followed in order to establish an
appropriate range of values, including all en-route mid-air
collisions and the implicit period between collisions, and
Manual on Implementation of a 300 m (1 000 ft) Vertical
1-2 Separation Minimum Between FL 290 and FL 410 Inclusive
adjusting the TLS until the period of time became
acceptable. Nevertheless, the primary approach, and the
traditional manner, was to use historical data from global
sources, predicted forward to approximately the year 2000
to provide a safety improvement and to apportion resultant
risk budgets to derive the vertical collision risk element.
1.1.8 The derived values for the TLS ranged between
1 10
-8
and 1 10
-9
fatal accidents per aircraft flight hour.
On the basis of these figures, it was agreed that an
assessment TLS of 2.5 10
-9
fatal accidents per aircraft
flight hour would be used to assess the technical feasibility
of a 300 m (1 000 ft) VSM above FL 290 and also to
develop aircraft height-keeping capability requirements for
operating in a 300 m (1 000 ft) VSM.
1.1.9 Using the assessment TLS of 2.5 10
-9
fatal
accidents per aircraft flight hour, RGCSP/6 concluded that
a 300 m (1 000 ft) VSM above FL 290 was technically
feasible. This technical feasibility refers to the fundamental
capability of aircraft height-keeping systems, which could
be built, maintained and operated in such a manner that the
expected, or typical, performance is consistent with safe
implementation and use of a 300 m (1 000 ft) VSM above
FL 290. In reaching this conclusion on technical feasibility,
the panel found it necessary to establish:
a) airworthiness performance requirements embodied in
a comprehensive minimum aircraft system perform-
ance specification (MASPS) for all aircraft utilizing
the reduced separation;
b) new operational procedures; and
c) a comprehensive means of monitoring the safe
operation of the system.
1.1.10 It is important to emphasize that the assess-
ment TLS did not address all causes of risk of collision in
the vertical plane. In the first edition of this guidance
material, regional planning authorities were advised of the
necessity to institute measures to ensure that the risks
associated with operational errors and emergency actions
did not increase in the 300 m (1 000 ft) VSM environment.
In the North Atlantic (NAT) Region, which on 27 March
1997 became the first ICAO region to implement the
reduced vertical separation minimum (RVSM), it was
agreed that a more formal approach was necessary to
assessing all causes of risk in the vertical plane. On the
basis of the experience gained in the monitoring and
analysis of the causes of operational errors in NAT
minimum navigation performance specification (MNPS)
airspace, the NAT Systems Planning Group (NAT SPG)
agreed that limiting the risk of collision due to the loss of
planned vertical separation as a consequence of such events
should receive attention at least equal to that devoted to
limiting the effects of technical errors (errors of aircraft
height-keeping systems). Therefore, in addition to the TLS
for technical errors, i.e. 2.5 10
-9
fatal accidents per
aircraft flight hour, an overall TLS of 5 10
-9
fatal
accidents per aircraft flight hour resulting from a loss of
vertical separation due to any cause was adopted.
1.2 PURPOSE OF MANUAL
1.2.1 The basic purpose of this manual is to provide
regional planning groups (RPGs) with a basis for the
development of documents, procedures and programmes to
enable the introduction of a 300 m (1 000 ft) VSM above
FL 290 within their particular regions in accordance with
the criteria and requirements developed by ICAO. More
detailed justification and explanation of the various criteria,
requirements and methodology outlined in this manual are
provided in the report of the RGCSP/6 Meeting
(Doc 9536).
1.2.2 This manual also provides:
a) guidance to State aviation authorities on those
measures necessary to ensure that the criteria and
requirements are met within their area of responsi-
bility; and
b) background information for operators to assist them
in the development of operating manuals and flight
crew procedures.
1.3 CONTENT AND PRESENTATION
1.3.1 The sequence of the material in the first edition
of this manual reflected the stages of implementation that
emerged from the deliberations of the RGCSP/6 Meeting,
which, as a result of the vertical studies programme,
determined the feasibility of a global application of the
reduced vertical separation minimum. This second edition
of the manual has been restructured to improve its
presentation and to take into account new material resulting
from relevant RVSM-related developments since the first
edition was published in 1992. Chapter 2 describes the
general RVSM requirements in terms of, inter alia, safety,
required aircraft height-keeping performance, and operating
aspects. Chapter 3 gives guidance on the steps to follow for
regional implementation of RVSM, and Chapter 4 describes
specific aircraft RVSM requirements and approval aspects.
Chapter 1. Introduction 1-3
Chapter 5 gives general guidance on procedures, for both
ATC and flight crew, and Chapter 6 provides information
on system monitoring, including the responsibilities and
tasks of authorities in RVSM performance monitoring.
Appendix A contains guidance on the quantitative aspects
of system performance monitoring, and Appendix B
provides a list of reference documentation, such as regional
documentation developed in the context of regional RVSM
implementation programmes.
1.3.2 In this manual, RVSM refers to a vertical
separation minimum of 300 m (1 000 ft) between FL 290
and FL 410 inclusive.
1.4 LIST OF ACRONYMS
AAD Assigned altitude deviation
ACAS Airborne collision avoidance system
ACC Area control centre
ASE Altimetry system error
ATC Air traffic control
ATS Air traffic services
CFL Cleared flight level
CMA Central monitoring agency
CRM Collision risk model
FAA Federal Aviation Administration
FL Flight level
FTE Flight technical error
GAT General air traffic
GMS GPS-based monitoring system
GMU GPS-based monitoring unit
GPS Global positioning system
HF High frequency
HMU Height-monitoring unit
JAA Joint Aviation Authority
MASPS Minimum aircraft system performance
specification
MNPS Minimum navigation performance
specification
NAT North Atlantic
NAT SPG North Atlantic Systems Planning Group
NOTAM Notice to airmen
OAT Operational air traffic
RGCSP Review of the General Concept of Separation
Panel
RMA Regional monitoring agency
RNAV Area navigation
RPG Regional planning group
RVSM Reduced vertical separation minimum of
300 m (1 000 ft) between FL 290 and FL 410
inclusive
SD Standard deviation
SSE Static source error
SSR Secondary surveillance radar
TLS Target level of safety
TVE Total vertical error
VSM Vertical separation minimum
1.5 LIST OF DEFINITIONS
The following definitions are intended to clarify certain
specialized terms used in this manual.
Aberrant aircraft. Those aircraft which exhibit measured
height-keeping performance that is significantly
different from the core height-keeping performance
measured for the whole population of aircraft operating
in RVSM airspace.
Aircraft type groupings. Aircraft are considered to belong
to the same group if they are designed and assembled
by one manufacturer and are of nominally identical
design and build with respect to all details which could
influence the accuracy of height-keeping performance.
Airworthiness approval. The process of assuring the State
authority that aircraft meet RVSM MASPS. Typically,
this would involve an operator meeting the require-
ments of the aircraft manufacturer service bulletin for
that aircraft and having the State authority verify the
successful completion of that work.
Altimetry system error (ASE). The difference between the
altitude indicated by the altimeter display, assuming a
correct altimeter barometric setting, and the pressure
altitude corresponding to the undisturbed ambient
pressure.
Altimetry system error stability. Altimetry system error for
an individual aircraft is considered to be stable if the
statistical distribution of altimetry system error is
within agreed limits over an agreed period of time.
Altitude-keeping device. Any equipment which is designed
to automatically control the aircraft to a referenced
pressure altitude.
Assigned altitude deviation (AAD). The difference between
the transponded Mode C altitude and the assigned
altitude/flight level.
Automatic altitude-keeping device. Any equipment which
is designed to automatically control the aircraft to a
referenced pressure-altitude.
Manual on Implementation of a 300 m (1 000 ft) Vertical
1-4 Separation Minimum Between FL 290 and FL 410 Inclusive
Collision risk. The expected number of mid-air aircraft
accidents in a prescribed volume of airspace for a
specific number of flight hours due to loss of planned
separation.
Note. One collision is considered to produce two
accidents.
Flight technical error (FTE). The difference between the
altitude indicated by the altimeter display being used to
control the aircraft and the assigned altitude/flight level.
Height-keeping capability. The aircraft height-keeping
performance that can be expected under nominal
environmental operating conditions with proper aircraft
operating practices and maintenance.
Height-keeping performance. The observed performance
of an aircraft with respect to adherence to cleared flight
level.
Non-compliant aircraft. An aircraft configured to comply
with the requirements of RVSM MASPS which,
through height monitoring, is found to have a total
vertical error (TVE) or an assigned altitude deviation
(AAD) of 90 m (300 ft) or greater or an altimetry
system error (ASE) of 75 m (245 ft) or more.
NOTAM. A notice distributed by means of tele-
communication containing information concerning the
establishment, condition or change in any aeronautical
facility, service, procedure or hazard, the timely
knowledge of which is essential to personnel concerned
with flight operations.
Occupancy. A parameter of the collision risk model which
is twice the count of aircraft proximate pairs in a single
dimension divided by the total number of aircraft flying
the candidate paths in the same time interval.
Operational error. Any vertical deviation of an aircraft
from the correct flight level as a result of incorrect
action by ATC or the aircraft crew.
Overall risk. The risk of collision due to all causes, which
includes the technical risk (see definition) and all risk
due to operational errors and in-flight contingencies.
Passing frequency. The frequency of events in which two
aircraft are in longitudinal overlap when travelling in
the opposite or same direction on the same route at
adjacent flight levels and at the planned vertical
separation.
RVSM approval. The term used to describe the successful
completion of airworthiness approval and operational
approval (if required).
Target level of safety (TLS). A generic term representing
the level of risk which is considered acceptable in
particular circumstances.
Technical risk. The risk of collision associated with aircraft
height-keeping performance.
Total vertical error (TVE). The vertical geometric
difference between the actual pressure altitude flown by
an aircraft and its assigned pressure altitude (flight
level).
Track. The projection on the earths surface of the path of
an aircraft, the direction of which path at any point is
usually expressed in degrees from North (true, magnetic
or grid).
Vertical separation. The spacing provided between aircraft
in the vertical plane to avoid collision.
Vertical separation minimum (VSM). VSM is documented
in the Procedures for Air Navigation Services Air
Traffic Management (PANS-ATM, Doc 4444) as being
a nominal 300 m (1 000 ft) below FL 290 and 600 m
(2 000 ft) above FL 290 except where, on the basis of
regional agreement, a value of less than 600 m (2 000
ft) but not less than 300 m (1 000 ft) is prescribed for
use by aircraft operating above FL 290 within
designated portions of the airspace.
2-1
Chapter 2
GENERAL REQUIREMENTS
2.1 SAFETY OBJECTIVES
2.1.1 Implementation of RVSM should be based on a
safety assessment, demonstrating that RVSM safety
objectives have been satisfied. The safety assessment
should include using a CRM for the airspace in accordance
with the guidance provided in this manual (more detailed
information on CRM methodologies are contained in the
documents referenced in Appendix B).
2.1.2 RVSM safety objectives have been set for both
technical risk and overall risk and are as follows.
Safety objective for technical risk
2.1.3 Technical risk is the risk of collision associated
with aircraft height-keeping performance. Risk associated
with operational errors (e.g. controller/pilot errors) and
in-flight contingencies is not included.
2.1.4 The RVSM safety objective for technical risk is
a TLS of 2.5 x 10
-9
fatal accidents per aircraft flight hour.
This value for technical risk was used to derive the global
system performance specification and the global height-
keeping performance specification, which are detailed in
2.2 and 2.3, respectively.
Safety objective for overall risk
2.1.5 Overall risk is the risk of collision due to all
causes, which includes the technical risk (see above) and all
risk due to operational errors and in-flight contingencies,
such as pilot/controller errors, height deviations due to
emergency procedures, and turbulence.
2.1.6 The RVSM safety objective for overall risk
should be set by regional agreement. Due account should
be taken of existing ICAO guidance on safety objectives
and of safety objectives applied in other regions. To this
end, attention is drawn to:
a) the guidance provided in Annex 11, Attachment B,
Section 3, which, with regard to spacing between
parallel tracks or between parallel RNAV route
centre lines based on RNP type, recommends that
for implementation of en-route systems after the
year 2000, a target level of safety of 5 10
-9
fatal
accidents per flying hour per dimension should be
applied. However, other appropriate metrics and
methods of assessment providing an acceptable
level of safety may be established by States and, as
appropriate, implemented by regional agreement;
b) the overall safety objective applied for RVSM in the
NAT Region, i.e. a TLS of 5 10
-9
fatal accidents
per aircraft flight hour resulting from a loss of
vertical separation due to any cause (see 1.1.10); and
c) the reference list in Appendix B to this manual.
2.1.7 Guidance on the methodologies to estimate risk
associated with RVSM is contained in Chapter 6, System
Performance Monitoring.
2.1.8 Regional authorities should take into account all
possible means of quantifying and reducing the level of risk
of collision resulting from operational errors and in-flight
contingencies in RVSM airspace. Whilst the frequency of
occurrence of these events is not considered to be a
function of the separation minimum applied, it will be
essential for RPGs to institute measures to ensure that the
risk due to operational errors and in-flight contingencies
does not increase following the reduction of vertical
separation from 600 m to 300 m (2 000 ft to 1 000 ft).
Guidance on the type of measures to be taken by RPGs,
ATC and flight crews is outlined in Chapters 5 and 6.
2.1.9 In comparing estimated risk with a target risk
value, such as a TLS, regional authorities should take into
account the estimation method applied, its accuracy, its
assumptions and the intended scope of applicability of the
target risk value when making the final operational
judgement as to whether implementation of RVSM will
adversely affect overall airspace safety.
Manual on Implementation of a 300 m (1 000 ft) Vertical
2-2 Separation Minimum Between FL 290 and FL 410 Inclusive
2.2 GLOBAL SYSTEM PERFORMANCE
SPECIFICATION
2.2.1 The global system performance specification is
a statement of the parameters that form the basis for
defining the integrated set of requirements for aircraft
height-keeping, aircraft systems, aircraft operating proce-
dures, ATC procedures and monitoring practices presented
in this manual. The global system performance
specification defines the height-keeping performance
necessary to meet the safety goal for RVSM technical risk
(see 2.1). This level of height-keeping performance depends
on specific values of important airspace parameters
affecting the risk of collision should vertical separation be
lost. The height-keeping performance requirement of the
system performance specification is expressed as the
maximum value for the probability that aircraft will lose
vertical separation equal to the RVSM value, P
z
(1 000). The
important airspace parameters concern the frequency with
which aircraft pass while having procedural vertical separa-
tion equal to RVSM and actual horizontal separation less
than the horizontal size of an aircraft. These important
airspace parameters may be expressed in different ways,
depending on the route structure of the airspace.
2.2.2 The global system performance specification
was originally derived for opposite-direction traffic. In that
case, the important airspace parameters are the frequency
with which aircraft pass while having procedural vertical
separation equal to RVSM and no nominal horizontal
separation, and the standard deviation of the error with
which aircraft maintain assigned track in the lateral
dimension. The quantitative statements of the global system
performance specification are:
a) a passing frequency equal to 2.5 opposite-direction
passings per aircraft flight hour;
b) a standard deviation of lateral path-keeping error
equal to 550 m (0.3 NM); and
c) a probability that two aircraft will lose procedural
vertical separation of RVSM value, P
z
(1 000), equal
to 1.7 10
-8
.
The values for passing frequency and the standard deviation
of lateral path-keeping were chosen to forecast future
global airspace conditions. These choices reflect the
intention to ensure that the TLS will continue to be met
with the anticipated increase in global traffic volume and
expected technological improvements in navigation.
2.2.3 The global system performance specification in
2.2.2 is based on factoring the frequency with which
aircraft pass, with an actual horizontal separation of less
than the horizontal size of an aircraft, into a longitudinal
and a lateral component. A standard deviation of lateral
path-keeping error of 550 m (0.3 NM) produces a
probability of lateral overlap of 0.058 for aircraft on the
same track. The combined effect of the requirements
of 2.2.2 a) and b) on vertical collision risk is equal to
2.5 0.058 = 0.145. Therefore, an equivalent but more
generally applicable quantitative statement of the global
system performance specification is:
a) a frequency of opposite-direction passing events
involving lateral overlap equal to 0.145 passings per
aircraft flight hour; and
b) a probability that two aircraft will lose procedural
vertical separation of RVSM value, P
z
(1 000),
equal to 1.7 10
-8
.
2.2.4 Although the global system performance speci-
fication was derived and formulated in terms of opposite-
direction traffic, it also applies to other route structures, e.g.
same-direction traffic, crossing traffic and combinations
thereof. For each type of route structure, an equivalent form
of the global system performance specification exists (for
further details see 6.2.5 and Appendix A).
Trade-off between global
system performance
specification parameters
2.2.5 The parameters of the global system per-
formance specification consist of the height-keeping
performance on the one hand and the specified airspace
parameters on the other. This allows for two types of
trade-offs between these parameters, depending on the
value of the probability of vertical overlap, P
z
(1 000), i.e.
whether P
z
(1 000) is equal to or well below the value of
1.7 10
-8
, as defined in the global system performance
specification. However, P
z
(1 000) may never be allowed to
exceed the value of 1.7 10
-8
.
2.2.6 The first type of trade-off that may be used is
between the airspace parameters of passing frequency and
the standard deviation of lateral path-keeping error,
provided that the probability of vertical overlap is not
greater than 1.7 10
-8
. These two airspace parameters may
be traded off against one another provided that their joint
effect on vertical collision risk is not greater than that due
to an opposite-direction passing frequency of 2.5 passings
per aircraft flight hour and a lateral path-keeping error
Chapter 2. General Requirements 2-3
standard deviation of 550 m (0.3 NM). The numerical
bound for this joint effect is 0.145 (see also 2.2.3). Thus,
either a higher passing frequency in combination with less
accurate lateral path-keeping or a lower passing frequency
in combination with more accurate lateral path-keeping
would be allowed as long as the bound of 0.145 was not
exceeded. Note that this trade-off for opposite-direction
traffic is implicit in the more general form of the global
system performance specification in 2.2.3.
2.2.7 The second type of trade-off is between the
probability of vertical overlap, P
z
(1 000), and the airspace
parameters, provided that the probability of vertical overlap
is well below the value of 1.7 10
-8
. The margin provided
by P
z
(1 000) may then be used to increase the upper bound
of 0.145 for the combined effect of passing frequency and
lateral path-keeping error standard deviation. Within this
larger upper bound, the two airspace parameters may be
varied as set out in 2.2.6. This second type of trade-off
should be performed with great care since the height-
keeping performance of the aircraft population may change
over time, e.g. aircraft new to the airspace under
consideration are only required to meet the global P
z
(1 000)
value of 1.7 10
-8
and not a lower value.
2.2.8 It should be noted that conducting the trade-off
process is more complex than carrying out a straight-
forward check against a fixed upper bound. The benefit,
however, is more flexibility with regard to the allowable
parameter values.
2.3 GLOBAL HEIGHT-KEEPING
PERFORMANCE SPECIFICATION
2.3.1 In order to ensure safe transition between
regions, a global height-keeping performance specification
was developed so that, if met, the required P
z
(1 000) value
of the global system performance specification would be
met. The global height-keeping performance specification
applies to the aggregate of height-keeping errors of
individual aircraft and simultaneously satisfies the
following four requirements:
a) the proportion of height-keeping errors beyond
90 m (300 ft) in magnitude is less than 2.0 10
-3
;
b) the proportion of height-keeping errors beyond
150 m (500 ft) in magnitude is less than 3.5 10
-6
;
c) the proportion of height-keeping errors beyond
200 m (650 ft) in magnitude is less than 1.6 10
-7
;
and
d) the proportion of height-keeping errors between
290 m and 320 m (950 ft and 1050 ft) in magnitude
is less than 1.7 10
-8
.
2.3.2 The above requirements have been the basis for
the development of the RVSM minimum aircraft system
performance specification (MASPS) (see Chapter 4, 4.1).
The global height-keeping performance specification is also
applied in the process to monitor P
z
(1 000) (see Chapter 6,
6.2).
3-1
Chapter 3
IMPLEMENTATION PLANNING
3.1 IMPLEMENTATION
CONSIDERATIONS
3.1.1 The introduction of RVSM should be based on
a regional air navigation agreement. This may require that
States or regions establish specially designated airspace
wherein aircraft are required to comply with additional
ATC procedures and equipment carriage specifications.
Application of these requirements and specifications must
be included in Doc 7030 Regional Supplementary
Procedures and/or national aeronautical information
publications where applicable. When this action is taken,
all aircraft operating within the designated airspace must
meet the height-keeping performance as defined in this
manual. The following factors, where applicable, should be
considered in the process of reaching a decision to
implement RVSM:
a) the costs that operators will incur in order to meet
the RVSM MASPS;
b) system users: types/mix of aircraft (military and
civil); origin and destination of flights; primary
routes and flight levels; aircraft passing frequency;
c) due account should be taken of:
1) the proportion of the aircraft population that
have been equipped to meet existing require-
ments for RVSM operations in other regions;
and
2) the requirements imposed by the future RVSM
implementation plans of adjacent regions;
d) airspace organization and ATC system: route
structure (bi/unidirectional and crossing); desig-
nated military airspace; flow control procedures;
radar/procedural control; availability of secondary
surveillance radar (SSR) or other means of altitude
reporting capability; other airspace constraints.
Additional consideration should also be given to the
ability of the ATS infrastructure to fully support
RVSM, including examination of the equipment
and procedures necessary to achieve the goal of the
elimination of operational errors;
e) in the case of densely populated airspace or where
the introduction of navigation systems that signifi-
cantly improve the lateral track-keeping accuracy
may cause violation of the technical TLS,
States/regions may need to consider other options to
reduce the collision risk, e.g. the application of
systematic track offsets;
f) the possible effects of regional meteorological
conditions (e.g. severe turbulence, standing waves);
and
g) procedures to assist States in fulfilling their
responsibilities for ensuring that aircraft on their
registry, or for which they have a responsibility
because they are the State of the Operator, do not
operate in RVSM airspace unless approved to do so.
3.1.2 The lateral and vertical dimensions of the
airspace in which RVSM is to be applied must be defined
and promulgated in appropriate national and regional
documentation.
3.1.3 The table of cruising levels specified in
Appendix 3 of Annex 2 to the Convention on International
Civil Aviation, for use in RVSM airspace, should be used.
3.2 OPERATING CONDITIONS
A single statement of operating conditions and require-
ments cannot encompass the many and varied airspace
structures, meteorological environments, air traffic control
systems, and air traffic mixes that exist in different States
and regions. The following provides a basic framework
which should be met as conditions of operation where
RVSM airspace has been established:
Manual on Implementation of a 300 m (1 000 ft) Vertical
3-2 Separation Minimum Between FL 290 and FL 410 Inclusive
a) procedures must be developed to provide a transi-
tion between RVSM airspace and areas maintaining
a 600 m (2 000 ft) VSM;
b) all operations must be conducted in accordance
with instrument flight rules;
c) additional plans and procedures must be developed
to ensure separation is maintained in areas where
meteorological conditions develop that adversely
affect height-keeping performance (see 5.2.6 to
5.2.8). This should include the provision to forecast
such conditions and to implement contingency
plans when the conditions occur (see 5.2.7).
d) strategic ATC procedures must be developed and
implemented to provide adjustments when system
performance monitoring indicates that established
tolerances are exceeded. This action may require
the introduction of flow control measures, one-way
routes, systematic offset flying, or other methods;
and
e) contingency plans must be developed for in-flight
failures (see 5.1.1g) and 5.2.4).
3.3 IMPLEMENTATION STRATEGY
It is the responsibility of the appropriate RPG to determine
whether or not RVSM should be introduced in the airspace
of a particular region. The following steps, which together
constitute an outline implementation strategy, were defined
initially by the RGCSP and further refined as a result of the
practical experience gained from the work in the NAT and
EUR Regions. This strategy employs a formal collision risk
assessment methodology as a decision-making tool in
support of operational judgement.
a) Step 1 Identify the need for RVSM. This step
should be conducted in consultation with provider
States and user organizations and should include an
assessment of:
1) the potential for an increase in the airspace
system capacity;
2) the ability to provide improved vertical flight
profiles to aircraft;
3) the consequences for ATS in terms of:
workload;
required facilities;
resectorization; and
transition procedures;
4) the costs to non-RVSM approved operators of
having to operate outside RVSM airspace;
5) the overall cost/benefit of the implementation of
RVSM; and
6) the state of RVSM implementation in adjacent
regions.
b) Step 2 Preliminary assessment of system safety.
This step should be undertaken to determine
whether RVSM can be implemented in the defined
airspace in conformance with the agreed safety
objectives. This step should address conditions
expected after RVSM implementation, and include:
1) an estimate of the maximum aircraft passing
frequency within the region;
2) an assessment of the typical lateral track keeping
accuracy of RVSM-approved aircraft of the
region;
3) an evaluation of whether a TLS budget of
2.5 10-
9
fatal accidents per flight hour, as a
consequence of technical height-keeping devia-
tions, can be satisfied;
4) an analysis of height deviations as a conse-
quence of operational errors and emergency
actions. This should assess the frequency of
occurrence of such deviations together with an
assessment of the level of risk of collision in the
existing environment and in the planned RVSM
airspace, the causes of the errors, and recom-
mended measures to reduce the risk in RVSM
airspace. Possible sources of information
include:
incident and/or occurrence reports of
inadvertent departures from assigned flight
levels;
transponder height data;
routine position reports that may identify
operations at an incorrect flight level; and
specific data collection;
Chapter 3. Implementation Planning 3-3
5) an evaluation of whether the overall risk
objectives (see 2.1) can be satisfied; and
6) consideration of any other operational problems
which may affect safety, e.g. wake turbulence
(see also 6.3).
c) Step 3 Planning and preparation. This step
should include:
1) the continued consultation, cooperation and
commitment of regulatory authorities, ATS
providers and airspace users;
2) the development of a detailed work programme
and identification of those issues which lie on
the critical path. The programme should
incorporate:
implementation considerations and require-
ments (Section 3.1);
airworthiness issues (Section 4.2);
procedures for the State approval of aircraft
(Section 4.3);
flight crew operating procedures (Section
5.1) and training;
ATC system requirements, simulations,
procedures and training (Section 5.2);
system performance monitoring consider-
ations (Chapter 6);
if applicable, an agreed means of handling
non-RVSM approved aircraft;
completion of any remedial measures
necessary; and
possible requirements for phased implement-
ation;
3) regional agreement on implementation time-
scales.
d) Step 4 Verification phase. Before commencing
this phase, it is essential that a high proportion of
the anticipated RVSM aircraft population meet
RVSM requirements. Further, an appropriate means
of monitoring aircraft height-keeping should be in
place if sufficient height-keeping data are not
already available. The verification process will take
place over an agreed period of time during which
the total system operation will be evaluated in the
existing 600 m (2 000 ft) VSM environment. This
phase should continue until:
1) it has been demonstrated that RVSM approval
requirements and related guidance material are
adequate, in the sense that compliance with
such requirements leads to an observed height-
keeping performance consistent with the global
height-keeping performance specification of
2.3; and
2) the causes of observed errors inconsistent with
the global height-keeping performance speci-
fication have been remedied; and
3) the technical TLS of 2.5 10
-9
fatal accidents
per aircraft flight hour has been met with a
predetermined level of statistical confidence;
4) the system integrity has been verified; this
should include confirmation, with a predeter-
mined level of statistical confidence, that the
introduction of RVSM does not increase the
risk due to operational errors and in-flight
contingencies. This may require the
implementation of additional effective safety
measures to reduce the risk as a result of these
events; and
5) if quantification of the level of overall risk
indicates, with a predetermined level of
confidence, that the overall safety objectives
(see 2.1) will be violated in an RVSM
environment, additional effective safety
measures need to be determined and
implemented in order to meet the overall safety
objectives.
e) Step 5 Operational use of RVSM. The
commencement of the 300 m (1 000 ft) RVSM
operations will be conditional upon the satisfactory
completion of the 600 m (2 000 ft) verification
phase. At the beginning of the operational
application of RVSM, a comprehensive evaluation
of all elements of RVSM operations should be
carried out. After this evaluation, it will be
necessary to ensure continued system safety.
Particular attention will be required to ensure that:
1) all aircraft operating in RVSM airspace are
RVSM approved;
Manual on Implementation of a 300 m (1 000 ft) Vertical
3-4 Separation Minimum Between FL 290 and FL 410 Inclusive
2) the RVSM approval process remains effective;
3) the TLS of 2.5 10
-9
fatal accidents per aircraft
flight hour (in respect of monitored technical
height-keeping performance of a representative
sample of the aircraft population) continues to
be met with a predetermined level of statistical
confidence;
4) with a predetermined level of statistical con-
fidence, the introduction of RVSM does not
increase the level of risk due to operational
errors and in-flight contingencies;
5) additional safety measures, introduced to
reduce the risk as a result of operational errors
and in-flight contingencies and to meet the
overall safety objectives (see 2.1), are effective;
6) evidence of altimetry system error (ASE)
stability exists (see Chapter 6); and
7) ATC procedures remain effective.
4-1
Chapter 4
AIRCRAFT REQUIREMENTS AND APPROVAL
4.1 RVSM HEIGHT-KEEPING
PERFORMANCE
4.1.1 In accordance with the conclusions of the
RGCSP/6 Meeting (Doc 9536), altimetry system and
altitude-keeping characteristics were developed to satisfy
the global height-keeping performance specification as
described in 2.3. They describe the performance level that
aircraft need to be capable of achieving in service,
exclusive of Human Factors and extreme environmental
influences, if the airspace system TVE requirements are to
be satisfied.
4.1.2 The aforementioned characteristics were trans-
lated by technical bodies into airworthiness standards
through the assessment of the characteristics of ASE and
automatic altitude control. These standards comprise the
in-service aircraft height-keeping requirements for RVSM
operations and form part of the RVSM MASPS. The RVSM
MASPS include specifications and procedures for the
separate aspects of type approval, release from production,
and continued airworthiness and is included in the
following documents for global application:
a) Joint Aviation Authority (JAA) Temporary
Guidance Leaflet (TGL) No. 6 Guidance
Material on the Approval of Aircraft and Operators
for Flight in Airspace above Flight Level 290 where
a 300 m (1 000 ft) Vertical Separation Minimum is
Applied or any subsequent version thereof; or
b) Federal Aviation Administration (FAA) Document
91-RVSM, Interim Guidance Material on the
Approval of Operators/Aircraft for RVSM
Operations.
These documents are an acceptable means for RVSM
approval and were developed in compliance with the
guidance material in this manual.
4.2 AIRWORTHINESS APPROVAL
Introduction
4.2.1 Airworthiness approval must in all cases be in
accordance with the requirements of the RVSM MASPS.
As stated in 4.1.2, the RVSM MASPS, in addition to
characterizing the ASE and automatic height-keeping
capability requirements, also contains specifications and
procedures for type approval and continued airworthiness.
4.2.2 All approvals will be applicable to an individual
aircraft or to a group of aircraft, as defined in 4.2.3, that are
nominally identical in aerodynamic design and items of
equipment contributing to height-keeping accuracy.
Definition of aircraft
type groupings
4.2.3 For aircraft to be considered as part of a group
for the purposes of airworthiness approval, the following
conditions should be satisfied:
a) the aircraft should have been constructed to a
nominally identical design and should be approved
on the same Type Certificate (TC), TC amendment,
or Supplemental TC, as applicable;
Note. For derivative aircraft, it may be possible to
use the data from the parent configuration to minimize
the amount of additional data required to show
compliance. The extent of additional data required will
depend on the nature of the differences between the
parent aircraft and the derivative aircraft.
b) the static system of each aircraft should be
nominally identical. The static source error (SSE)
corrections should be the same for all aircraft of the
group; and
Manual on Implementation of a 300 m (1 000 ft) Vertical
4-2 Separation Minimum Between FL 290 and FL 410 Inclusive
c) the avionics units installed on each aircraft to meet
the minimum RVSM equipment criteria should
comply with the manufacturers same specification
and have the same part number.
Note. Aircraft that have avionics units which are
of a different manufacturer or part number may be
considered part of the group if it can be demonstrated
that this standard of avionics equipment provides
equivalent system performance.
4.2.4 If an airframe does not meet the conditions of
4.2.3 a) to c) to qualify as a part of a group, and is
presented as an individual airframe for approval, then it will
be considered to be a non-group aircraft. The significance
of this is that the certification processes for group and
non-group aircraft are different.
Continued airworthiness
4.2.5 It is imperative that all aircraft continue, during
their service life, to satisfy the requirements of the RVSM
MASPS. While height-monitoring data from independent
sources, as recommended by ICAO, should help to detect
any long-term deterioration in altimetry system perform-
ance, it is nevertheless essential that certifying authorities
ensure that, as part of the approval process, operator
maintenance and inspection practices are reviewed and
updated to reflect the specific airworthiness requirements
applicable to RVSM operations.
4.3 STATE RVSM APPROVAL
Approval process
4.3.1 Where RVSM is applied, the specific aircraft
type or types that the operator intends to use will need to
be approved by the State of Registry of the aircraft or of the
aircraft operator. RVSM approval will encompass the
following elements:
a) Airworthiness approval (including continued
airworthiness). The aircraft will be approved as
meeting the requirements of the appropriate State
airworthiness document derived from the height-
keeping capability requirements as defined by the
RVSM MASPS. Furthermore, the aircraft altimetry
and height-keeping equipment must be maintained
in accordance with approved procedures and
servicing schedules.
b) Operational approval. As defined by ICAO regional
air navigation agreements, it may be necessary for an
operator to hold a separate RVSM-specific
operational approval in addition to an RVSM
airworthiness approval to operate in RVSM airspace.
Section 5.1 contains guidance on operational
procedures that an operator may need to adopt for
such airspace where RVSM is applied, including
advice on the material that may need to be submitted
for review by the authority responsible.
Validity of approval
4.3.2 RVSM approval issued for one region will always
be valid for RVSM operations in another region provided that
specific operational approval as in 4.3.1 b) is not required.
Confirmation of approval status
4.3.3 Implementation of RVSM is dependent on the
establishment of an aircraft approval confirmation process,
which is intended to exclude unqualified aircraft and
operators from operating in RVSM airspace unless the
appropriate separation is applied. The process may have
regional variations, but the primary responsibility for
confirmation of the approval status of an aircraft/operator
must rest with the State of the Operator/State of Registry.
The confirmation process will be facilitated by the
application of the following measures:
a) maintaining a comprehensive record of all
approvals granted for operations in RVSM airspace;
b) providing the approvals records in 4.3.3 a) to the
regional monitoring agency (RMA) for inclusion in
its regional RVSM-approvals database; and
c) including a check of the approval status of
aircraft/operators in the schedule of routine in-flight
inspections.
4.3.4 At the appropriate level, a secondary responsi-
bility should rest with the ATS provider States to institute
routine checks of the approval status of aircraft operating
within their area of authority and intending to operate in
RVSM airspace. This responsibility could be met by:
a) scrutinizing ATS flight plans;
b) conducting cross-checks against the regional
RVSM-approvals database, taking into account the
currency of its contents; and
Chapter 4. Aircraft Requirements and Approval 4-3
c) querying operators that are suspected of not being
in compliance with the airspace requirements.
4.3.5 Dependent on State regulations, clearances may
be withheld for operations that are not in compliance with
the airspace requirements.
4.3.6 In conjunction with the ATS provider States, a
further level of confirmation of approval can be effected by
the RMA of a region in which RVSM applies. This can be
achieved by the RMA taking action, following a query by
a controlling authority, to obtain confirmation of approval
status from the State of the Operator/State of Registry of
aircraft which are not listed in a regional RVSM-approvals
database.
Note. The role of the RMA is covered in detail in
6.4.4.
4.3.7 The State of the Operator/State of Registry
should formulate policies and courses of action with respect
to aircraft/operators that are found to be operating in RVSM
airspace without approval, which could jeopardize the
safety of other users of the airspace.
5-1
Chapter 5
PROCEDURES
5.1 FLIGHT CREW OPERATING
PROCEDURES
In-flight procedures
5.1.1 Generally, flight crew operating procedures in
RVSM airspace are no different than those in any other
airspace; however, the implementation of RVSM may
necessitate changes to some procedures specific to a region,
e.g. contingency procedures, and should be reflected in
regional documentation. Given the safety requirements and
the effect large height deviations could have on the risk
levels, crews should be reminded to exercise vigilance to
minimize the occurrence of deviations from the cleared
flight level. To this end, during routine training, flight
crews should be reminded of the importance of adhering to
the following in-flight procedures:
a) in level cruise it is essential that the aircraft be
flown at the cleared flight level (CFL). This
requires that particular care be taken to ensure that
ATC clearances are fully understood and complied
with. Except in the event of an emergency, the
aircraft should not intentionally depart from CFL
without a clearance from ATC;
b) during cleared transition between levels, the aircraft
should not be allowed to overshoot or undershoot
the new flight level by more than 45 m (150 ft);
[Link] transition should be accomplished
using the altitude capture feature of the automatic
altitude-keeping device, if installed.
c) an automatic altitude-keeping device should be
operative and engaged during level cruise, except
when circumstances such as turbulence or the need
to retrim the aircraft require its disengagement. In
any event, adherence to cruise altitude should be
done by reference to one of the two altimeters
required by the RVSM MASPS;
d) the altitude-alerting device should be operating and
engaged;
e) regular (hourly) cross-checks between the
altimeters should be made, and a minimum of two
RVSM MASPS-compliant systems must agree
within 60 m (200 ft). Failure to meet this condition
will require that the system be reported as defective
and notified to ATC;
f) the operating altitude-reporting transponder should
be connected to the RVSM MASPS-compliant
altimetry system being used to control the aircraft;
g) before entering RVSM airspace, the pilot should
review the status of equipment required. The
following equipment should be operating normally:
1) two altitude measurement systems, as defined
by the RVSM MASPS;
2) automatic altitude-keeping device(s);
[Link] requirements for altitude-
keeping devices should be established by regional
agreement after an evaluation of such criteria as
mean time between failures, length of flight
segments and availability of direct pilot-controller
communications and radar surveillance.
3) at least one altitude-reporting transponder (if
required for operation in that specific RVSM
airspace) capable of being switched to operate
from either of the two altimetry systems
required by the RVSM MASPS; and
4) one altitude-alerting device;
Should any of this equipment fail prior to the
aircraft entering RVSM airspace, the pilot should
request a new clearance so as to avoid flight in this
airspace.
Manual on Implementation of a 300 m (1 000 ft) Vertical
5-2 Separation Minimum Between FL 290 and FL 410 Inclusive
h) the following contingency procedures should be
adhered to after entering RVSM airspace:
1) the pilot should notify ATC of contingencies
(equipment failures, weather conditions) in
which the ability to maintain CFL is affected
and coordinate a plan of action (see 5.2.4);
2) equipment failures should be notified to ATC.
Some examples are:
failure of all automatic altitude-keeping
devices on board the aircraft;
loss of redundancy of altimetry systems, or
any part of these, on board the aircraft;
failure of all altitude-reporting transponders;
loss of thrust on an engine necessitating
descent; and
any other equipment failure affecting the
ability to maintain CFL;
3) the pilot should notify ATC when encountering
severe turbulence; and
4) if unable to notify ATC and obtain an ATC
clearance prior to deviating from the assigned
CFL, the pilot should follow established
contingency procedures as defined by the
region of operation and obtain ATC clearance
as soon as possible.
Operations manual
5.1.2 Where applicable, aircraft operators should
revise their operations manuals to reflect any differences in
standard operating procedures that result from operation in
RVSM airspace.
5.2 ATC PROCEDURES
General
5.2.1 RVSM implementation requires that ATC
procedures be developed and appropriate training provided.
As a basis for the development of regional procedures,
consideration should be given to the following:
a) increased vigilance in light of the additional flight
levels and changes in traffic flow direction by flight
level relative to the 600 m (2 000 ft) VSM above
FL 290;
b) appropriate action to be taken by controllers in the
following situations:
1) aircraft known not to be suitably equipped are
flight planned into RVSM airspace;
2) an aircraft informs ATC that the capability to
maintain a CFL appropriate to RVSM require-
ments has been lost;
3) the pilot advises that the automatic altitude-
keeping device has been turned off; and
4) the displayed altitude differs from the CFL by
90 m (300 ft) or more.
Note 1. While not necessary to support RVSM
implementation, the availability of altitude display
is beneficial.
Note 2. Consideration should be given to the
need to modify ATC systems to support RVSM
implementation.
Transition procedures
5.2.2 The implementation of RVSM airspace will
progress region by region until a total global application is
achieved. During this period, the transitional interfaces
between RVSM airspace and surrounding airspace (in
which a 600 m (2 000 ft) VSM is still applied) will require
careful consideration. Attention should be given, but not
confined, to the following issues:
a) the necessary measures to ensure that adjacent
airspace and ATC can accept the increased traffic
density which RVSM may cause;
b) procedures for permitting non-approved aircraft to
operate in transition airspace;
c) procedures for separating non-approved aircraft
operating in transition airspace;
d) procedures for separating non-approved aircraft
from approved aircraft operating in transition
airspace; and
Chapter 5. Procedures 5-3
e) procedures for accomplishing the transition. This
requires detailed planning, which shall determine,
for example, the specific points where traffic will
be directed to diverging routes and the specific
points at which lateral separation will be achieved
so that the altitude change may be initiated to meet
the 600 m (2 000 ft) VSM.
5.2.3 Following the development of the afore-
mentioned ATC transition procedures, the following should
be accomplished:
a) testing the plan through simulation; and
b) coordinating responsibilities among all ATC
facilities concerned.
ATC contingency procedures
5.2.4 In addition to emergency conditions that require
immediate descent, such as loss of thrust or pressurization,
ATC shall be made aware of any conditions that may make
it impossible for an aircraft to maintain its CFL. Controllers
should be trained regarding the appropriate action to take in
the event that they are notified by the pilot of any such
condition, as described in 5.1.1 h). Suggested actions in the
event of such an occurrence are:
a) obtain the pilots intentions;
b) assess the traffic situation to determine if the
aircraft can be accommodated through the provision
of lateral, longitudinal or increased vertical
separation and, if so, apply the appropriate
minimum;
c) when the aircraft cannot be accommodated in
accordance with b), ascertain if the aircraft can
maintain altitude in accordance with the
requirements applicable below RVSM airspace. If
so, and if the pilot confirms it to be operationally
feasible, the controller should issue a revised
clearance to a level outside RVSM airspace when
traffic permits; and
d) handle aircraft that cannot be accommodated in
accordance with either b) or c) as an emergency and
take whatever action is necessary to provide the
appropriate separation.
Military operations
5.2.5 States are reminded of the recognized
responsibility in regard to military traffic as specified in the
Procedures for Air Navigation Services Air Traffic
Management (PANS-ATM, Doc 4444), Chapter 16. In this
regard, procedures must be developed to accommodate
military flight operations that do not meet the equipment
requirements of RVSM MASPS (see 4.1 to 4.2). These
procedures must specify how military flight operations in
RVSM airspace are to be accommodated, but segregated
from air traffic being provided with a 300 m (1 000 ft)
VSM above FL 290. Suggested methods of accomplishing
this are:
a) the provision of temporary airspace reservations;
b) the provision of block altitudes;
c) the provision of special routes applicable only to
military aircraft; and
d) the provision of special routes applicable to air
traffic requiring a 600 m (2 000 ft) VSM above
FL 290.
Meteorological conditions
5.2.6 Meteorological conditions that can cause
turbulence which can be detrimental to accurate
height-keeping include:
a) gravity shear waves;
b) thunderstorms;
c) orographic flow.
5.2.7 Orographic flow, more commonly known as
mountain wave activity, has been identified as being
particularly detrimental to accurate height-keeping. Prior to
implementation of RVSM, States known to have airspace
susceptible to orographic flow should:
a) assign responsibility for forecasting such
conditions; and
b) detail the action required by ATC on receipt of such
forecasts.
5.2.8 When reports of severe turbulence are received,
ATC must ascertain the capability of the aircraft to
maintain CFL. Upon confirmation that meteorological
conditions are affecting, or are likely to affect,
Corr.
16/4/02
Manual on Implementation of a 300 m (1 000 ft) Vertical
5-4 Separation Minimum Between FL 290 and FL 410 Inclusive
height-keeping accuracy, ATC should be required to
provide alternative separation as soon as possible.
Additionally, when any of the meteorological conditions
listed in 5.2.6 are expected to prevail over an area for an
extended time period, the appropriate ATC authority should
consider:
a) issuing a NOTAM specifying the routes or area
affected; and
b) temporarily suspending the use of 300 m (1 000 ft)
VSM in the affected area.
6-1
Chapter 6
SYSTEM PERFORMANCE MONITORING
6.1 REQUIREMENT FOR MONITORING
6.1.1 System performance monitoring is necessary to
ensure that the implementation and continued operation of
RVSM meet the safety objectives (see 2.1). For practical
purposes, a distinction can be made about the monitoring
process in the context of:
a) the risk associated with the aircraft technical height-
keeping performance (technical risk), and
b) the overall risk, i.e. due to all causes.
6.1.2 For 6.1.1 a), the monitoring process should aim
to achieve the following:
a) provide confidence that the technical TLS of
2.5 10
-9
fatal accidents per aircraft flight hour will
be met when RVSM is implemented and will
continue to be met thereafter;
b) provide guidance on the efficacy of the RVSM
MASPS and on the effectiveness of altimetry
system modifications; and
c) provide evidence of ASE stability.
The monitoring objective of 6.1.2 a) can be achieved by an
accepted method of assessing the collision risk due to the
loss of vertical separation, based on the use of the Reich
CRM. Further guidance on the process and methods of
achieving the monitoring objectives of 6.1.2 a), b) and c) is
provided in 6.2.
6.1.3 For 6.1.1 b), the monitoring process should take
into account the additional risk associated with operational
errors and in-flight contingencies. This part of the
monitoring process is aimed particularly at providing
confidence that the regionally agreed overall safety
objectives will be met after RVSM is implemented.
Guidance on monitoring system performance in terms of
the risk due to operational errors and in-flight contingencies
is provided in 6.3.
6.2 MONITORING THE TECHNICAL
PERFORMANCE
Parameters of the collision risk model
6.2.1 In order to provide confidence that the technical
TLS is being met (objective 6.1.2. a)), it is necessary to
assess, through monitoring on a continual basis, the values
of particular parameters of the CRM.
6.2.2 The CRM parameters fall into two groups from
the standpoint of monitoring requirements and have been
depicted in Figure 6-1. The first group consists of two
parameters that are critical to safety assessment. The first
parameter of this group (Item a) in Figure 6-1)) is a
measure of the height-keeping performance of the overall
aircraft population, termed the vertical overlap
probability and denoted as P
z
(1 000). The second (Item b)
in Figure 6-1)) is an airspace parameter characterizing the
exposure to vertical collision risk, i.e. a measure of the
number of aircraft passing events involving horizontal
overlap per aircraft per hour. For the cases of same- and
opposite-direction traffic, this parameter may be factored
into two parts. One part is a measure of the number of
aircraft passing events (involving longitudinal overlap) per
aircraft flying hour, termed the passing frequency; and
the other part is a measure of the lateral path-keeping
performance, termed the lateral overlap probability and
denoted as P
y
(0).
6.2.3 The second group of CRM parameters, which
includes such things as aircraft speed and length, is less
demanding in terms of the resources required to collect the
requisite data. This is because the CRM is relatively
insensitive to these parameter values and also because these
values are not expected to change substantially over the
planning horizon of this manual. They should be reassessed
periodically to ensure that their values reflect the current
RVSM airspace system.
6.2.4 Many different combinations of the parameter
values of the first group may lead to compliance with the
Manual on Implementation of a 300 m (1 000 ft) Vertical
6-2 Separation Minimum Between FL 290 and FL 410 Inclusive
technical TLS. One particular combination of such values
is that used in the initial assessment which led to the first
implementation of RVSM, i.e. the criteria laid down in the
global system performance specification (see 2.2). Thus, a
convenient way of providing confidence that the technical
TLS will be met is by monitoring compliance with the
criteria of the global system performance specification
(GSPS). If, however, all of the individual GSPS criteria
cannot be met, it may then be necessary to consider a
trade-off between the parameters as set out in 2.2.5 to 2.2.8.
The process is outlined below, and additional technical
details are given in Appendix A.
Assessment and evaluation of technical
height-keeping errors
6.2.5 Monitoring of the first group of parameters
identified in 6.2.2 comprises the essential part of system
performance monitoring. Since the calculation of risk
changes proportionally with these parameters, monitoring
procedures must be established to ensure that the following
criteria for these parameters are not simultaneously
exceeded:
a) the combination of all passing frequency com-
ponents has no more of an adverse effect on risk
than does a frequency of 0.145 opposite-direction
passing events involving horizontal overlap per
aircraft flight hour; and
b) the vertical overlap probability, P
z
(1 000), does not
exceed 1.7 10
-8
.
If either of these criteria is not satisfied, the collision risk
should be reassessed to ensure that the technical TLS is not
being exceeded. If criterion b) is not satisfied, remedial
action should be taken since this indicates that the RVSM
MASPS are not sufficiently effective. If only criterion a) is
not satisfied, then a trade-off between vertical overlap
probability and the combined frequency of all passing
events involving horizontal overlap may be possible as
outlined in 2.2.7, provided that the technical TLS is not
exceeded. If such a trade-off is not possible, then remedial
action should be taken on the frequency of passing events
involving horizontal overlap.
6.2.6 In those cases where it is possible to factor the
frequency of passing events involving horizontal overlap
into a longitudinal and a lateral part, monitoring of the first
group of parameters can be performed by ensuring that the
following criteria are not simultaneously exceeded:
a) the vertical overlap probability, P
z
(1 000), does not
exceed 1.7 10
-8
;
b) the combination of all passing frequency com-
ponents has no more of an adverse effect on risk
than does an opposite-direction passing frequency
of 2.5 per aircraft flying hour; and
Figure 6-1. Subdivision of CRM parameters from the standpoint of monitoring requirements
CRM parameters for monitoring
First group Second group
a) vertical overlap probability, P
z
(1 000)
b) airspace parameter (exposure to vertical collision risk):
For opposite and same direction:
1) passing frequency
2) lateral overlap probability, P
y
(0).
For crossing and direct routings:
Frequency of passing events involving horizontal
overlap
c) aircraft relative speeds
d) aircraft dimensions
Chapter 6. System Performance Monitoring 6-3
c) the lateral overlap probability, P
y
(0), is not greater
than 0.058 (this is based on a lateral path-keeping
accuracy standard deviation of 550 m (0.3 NM)).
If any one of these criteria is exceeded, the collision risk
probability should be reassessed to ensure that the technical
TLS is not being exceeded, and remedial action should be
taken.
6.2.7 The assessment of these criteria is considered
below, and quantitative details of the trade-off process are
provided in Appendix A.
Monitoring of P
z
(1 000)
6.2.8 The assessment of P
z
(1 000) is a difficult
mathematical process. To continually assess whether the
value of 1.7 10
-8
is being exceeded or not, a global
height-keeping performance specification (below) has been
established. The specification, which must be met for the
aggregate of TVE performance in the airspace, is the
simultaneous satisfaction of the following four require-
ments:
a) the proportion of TVE beyond 90 m (300 ft) in
magnitude is less than 2.0 x 10
-3
;
b) the proportion of TVE beyond 150 m (500 ft) in
magnitude is less than 3.5 x 10
-6
;
c) the proportion of TVE beyond 200 m (650 ft) in
magnitude is less than 1.6 x 10
-7
; and
d) the proportion of TVE between 290 m and 320 m
(950 ft and 1 050 ft) in magnitude is less than
1.7 10
-8
.
6.2.9 From the above, it can be seen that an
assessment of TVE is critical to an assessment of P
z
(1 000).
As a result, the accuracy with which TVE can be measured
is an important concern. The best overall method of
measuring TVE is by comparing the geometric height of an
aircraft, as measured by precision radar, to the geometric
height of its assigned flight level. This accuracy should be
such that the mean measurement error is 0 m (0 ft) and the
standard deviation of measurement error does not exceed
15 m (50 ft).
6.2.10 Large amounts of TVE data are needed to draw
inference from the monitoring process with a high level of
confidence, but practically such large amounts of data are
difficult to obtain. The estimation of TVE through joint
assessment of assigned altitude deviation and altimetry
system error data may assist in this process. The
methodology for the collection and/or calculation of TVE
(from component errors) is set out in Appendix A.
6.2.11 Additionally, Appendix A describes a four-
element approach for the collection and assessment of
height-keeping performance data in the verification phase.
This approach would allow the RPG to gain a growing
statistical confidence in meeting the safety and monitoring
objectives throughout the verification phase.
Monitoring the frequency of
aircraft passing events
involving horizontal overlap
6.2.12 The generalized form of the global system
performance specification in 2.2.3 requires that the
combination of the frequency of all aircraft passing events
involving horizontal overlap does not have any more of an
adverse effect on risk than does a frequency of 0.145
opposite-direction passing events involving horizontal
overlap per aircraft flying hour. This value is the equivalent
of the product of the criteria for opposite-direction passing
frequency and the lateral overlap probability specified by
the original global system performance specification. The
background of the latter two criteria is outlined in 6.2.6;
however, the generalized form is better suited to crossing
traffic and direct routings.
Monitoring aircraft passing frequency
6.2.13 The global system performance specification
given in 2.2 requires that the aircraft passing frequency in
RVSM airspace does not have any more of an adverse
effect on the risk of mid-air collision than does an
opposite-direction passing frequency of 2.5 aircraft
passings per aircraft flying hour. This passing frequency
value was agreed to by the RGCSP, based on an assessment
of the annual average passing frequency over the whole
airspace of three adjacent area control centres (ACCs)
covering the regions busiest traffic flows or highest
passing frequency. The use of these adjacent ACCs
covering the highest passing frequency was to address the
problem of high traffic flows where higher-than-average
collision risk may pertain.
6.2.14 ATC authorities must conduct an annual review
of either the frequency of aircraft passings involving
horizontal overlap or those involving longitudinal overlap,
based on traffic movement data from the airspace.
Appendix A provides methods of estimating the frequency
of these aircraft passings.
Manual on Implementation of a 300 m (1 000 ft) Vertical
6-4 Separation Minimum Between FL 290 and FL 410 Inclusive
Monitoring lateral overlap probability
6.2.15 As part of the process to assess the lateral
overlap probability, the RMA should periodically assess
lateral path-keeping performance in the airspace concerned.
This is due to the fact that, other factors remaining
constant, better lateral path-keeping accuracy increases the
risk of collision in the event of a loss of a 300 m (1 000 ft)
vertical separation. It is also important that planning
authorities recognize that the CRM is directly affected by
changes in aircraft lateral path-keeping accuracy, and they
should appreciate the potential change to risk levels
resulting from any mandatory changes, or otherwise, in
aircraft navigation equipage. Appendix A provides
suggested methods for carrying out this function.
Monitoring other CRM parameters
6.2.16 The remaining CRM parameters are average
aircraft speed, relative speed between aircraft, and average
aircraft length, width and height within RVSM airspace. As
stated previously, either the risk of a mid-air collision is
relatively insensitive to these parameter values, or the
values are not expected to change substantially over the
planning horizon of this manual. Intensive monitoring of
the values of these parameters should not be necessary. The
RMA should be aware of their relative importance in the
overall process of ensuring that system safety is maintained
and should assess their likely values on a periodic basis
using whatever means are deemed appropriate. The values
of these parameters, as well as all others upon which the
global system performance specification is based, are listed
in Appendix A.
Other aspects of monitoring the
technical performance
6.2.17 It can be seen from the above discussion that
the risk due solely to aircraft technical height-keeping
performance may be estimated by collecting appropriate
data in order to produce values for a number of parameters
for use in a collision risk model. This allows for
assessments of risk against the TLS to be carried out pre-
and post-RVSM implementation, thus satisfying the
objective of 6.1.2 a). Furthermore, the process, as
illustrated, requires that altimetry system error data be
collected, and this data can be used to assess the efficacy of
the RVSM MASPS and to provide evidence of ASE
stability, thus satisfying the objectives at 6.1.2 b) and c). To
satisfy the objective of 6.1.3, an assessment and evaluation
of operational errors are also required and these are covered
in section 6.3.
6.2.18 It should be noted that the monitoring
requirements, in particular the measurement of TVE, have
been established at a stringent level appropriate to an initial
application in the first region to implement RVSM. As a
result of this initial work, the data collected and operational
experience gained, some relaxation in the monitoring
requirements may be possible, both in this first region and
in other regions where RVSM is introduced as a part of the
global implementation process. For example, if it could be
shown that there is no significant correlation between an
operator and the technical height-keeping capability of its
aircraft, then consideration may be given to the use of TVE
data of a specific aircraft type collected in one regional
RVSM implementation programme to make an estimate of
P
z
(1 000) in another region, thereby removing the necessity
to collect TVE data on all aircraft of that type prior to the
introduction of RVSM. Therefore, regional planning groups
will meet to obtain monitoring data from RMAs in regions
where implementation has already taken place to determine
the extent of their monitoring programmes. Ultimately, a
regional implementation may not require any TVE data to
be collected in order to assess the risk against the technical
TLS. However, the requirement to collect data on
operational errors and in-flight contingencies to assess the
overall risk will still be a requirement because these sorts
of errors will be region-specific. For information on
regional implementation programmes, refer to the
documentation list in Appendix B.
6.3 ASSESSMENT AND EVALUATION OF
OPERATIONAL ERRORS AND
IN-FLIGHT CONTINGENCIES
6.3.1 In order to meet the monitoring objective as
outlined in 6.1.1 b), it will be necessary for the RPG to
assess and evaluate the impact of RVSM on the risk due to
operational errors and in-flight contingencies. The
frequency of occurrence of these errors is not considered to
be a function of the separation minima applied. The RPG
should institute such measures as necessary to ensure that
the level of collision risk from these causes is no greater in
RVSM airspace than that experienced with a VSM of
600 m (2 000 ft). These measures are detailed in 6.4.4 as
part of the tasks of the RMA.
6.3.2 The monitoring process will involve the
collection of operational data, and appropriate method-
ologies will need to be available to process this data to
enable comparison with regionally agreed overall safety
objectives. The operational data may come from sources
such as mandatory occurrence reports, airmiss data or near
mid-air collision reports. RPGs and others concerned with
Chapter 6. System Performance Monitoring 6-5
reviewing and acting on these reports should be prepared to
take action as necessary. Follow-up activity, in the case of
an unacceptable risk increase, should be based on a
thorough assessment of the cause of the risk increase, with
increased monitoring vigilance to ascertain that the
follow-up actions have the required risk-compensation
and/or risk-reducing effect.
6.3.3 Details of the assessment of the risk associated
with operational errors and in-flight contingencies are
provided in Appendix A.
6.4 RESPONSIBILITIES OF
THE AUTHORITIES
Introduction
6.4.1 The methodology used to progress the evalua-
tion of system performance is described in relation to the
specific tasks of the various bodies and units which form a
typical regional organization:
a) regional planning group;
b) regional monitoring agency; and
c) air traffic control.
Responsibilities of the regional
planning group (RPG)
6.4.2 The overall responsibility for deciding that
RVSM should be implemented and continued rests with the
RPG (see also 3.1).
6.4.3 The organization and overall control of the
system and height-keeping performance monitoring
mechanisms rests with the RPG. The following points are
of particular importance:
a) determining the system and height-keeping perform-
ance monitoring mechanisms for which requirements
have been presented in this section and expanded
upon in Appendix A;
b) recommending measures for the recovery of costs
associated with a height-keeping performance
monitoring mechanism;
c) establishing an RMA (see 6.4.4). This should
include detailed operating procedures and standard
letter and report formats; and
d) requiring the RPG to conduct an annual review of
all aspects of the systems operation. Any review
should include:
1) an assessment of the system safety;
2) the verification or amendment of the parameters
employed in the CRM;
3) the scrutiny of data and reports from the RMA;
4) the recommendation of measures to reduce
system risk and to improve height-keeping
performance; and
5) the recommendation of improvements to the
monitoring process.
Responsibilities of a regional
monitoring agency (RMA)
6.4.4 The experience gained through the monitoring
of NAT MNPS RVSM operations indicates that the concept
of having an RMA for each region in which RVSM is
introduced is essential to safety. The RMA will have a
significant role to play in all aspects of the monitoring
process, but one of its priorities will be to establish a
database of aircraft approved by the respective State
authorities for operations at RVSM levels in that region.
This is an essential part of the monitoring process because
this information is of vital importance if the height-keeping
performance data collected by the monitoring systems is to
be of use in the risk assessment. RMAs in regions that have
previously established such databases share approvals and
height-monitoring data among each other, which should
facilitate the transfer of this data to regions where new
RVSM implementation programmes are being established.
6.4.5 Further to 6.4.4, typical duties of an RMA are as
follows:
a) to receive reports of those height deviations of
non-compliant aircraft which are of a magnitude
equal to or greater than the following criteria:
1) TVE > 90 m (300 ft);
2) ASE > 75 m (245 ft); and
3) AAD > 90 m (300 ft).
Note. The above figures are absolute values and
do not include any measurement error in the height-
Manual on Implementation of a 300 m (1 000 ft) Vertical
6-6 Separation Minimum Between FL 290 and FL 410 Inclusive
monitoring system employed. The threshold at which
follow-up action is initiated should take account of the
inherent inaccuracy of the monitoring system.
b) to take necessary action with the relevant State and
operator to:
1) determine the likely cause of the height
deviation; and
2) verify the approval status of the relevant
operator;
c) to recommend, wherever possible, remedial action;
d) to analyse data to detect height deviation trends
and, hence, to take action as in c);
e) to undertake such data collections as required by
the RPG to:
1) investigate height-keeping performance of the
aircraft in the core of the distribution;
2) establish or add to a database on the height-
keeping performance of:
the aircraft population;
aircraft types or categories; and
individual airframes;
f) to monitor the level of risk of collision as a
consequence of operational errors and in-flight
contingencies as follows:
1) establish a mechanism for collation and
analysis of all reports of height deviations of
90 m (300 ft) or more resulting from the above
errors/actions;
2) determine, wherever possible, the root cause of
each deviation together with its size and
duration;
3) calculate the frequency of occurrence;
4) assess the overall risk (technical combined with
operational and in-flight contingencies) in the
system against the overall safety objectives (see
2.1); and
5) initiate remedial action as required.
It is important to bear in mind that height
deviations, as a consequence of operational errors
and in-flight contingencies, occur in all airspace
irrespective of the separation minimum. The
purpose of this monitoring activity is to ensure that
operations in RVSM airspace do not induce an
increase in the risk of collision from these causes
and that the total vertical risk does not exceed the
agreed overall safety objectives (see 2.1). The
actions/measures proposed to reduce risk should not
be exclusive to RVSM airspace;
g) to initiate checks on the approval status of aircraft
operating in the relevant RVSM airspace (see 4.3.3
to 4.3.6), identify non-approved operators and
aircraft using RVSM airspace and notify the
appropriate State of Registry/State of the Operator
accordingly;
h) to circulate regular reports on all height-keeping
deviations, together with such graphs and tables
necessary to relate the estimated system risk to the
TLS, employing the criteria detailed in 6.2.8, for
which formats are suggested in Appendix A; and
i) to submit annual reports to the RPG.
Responsibilities of State
regulatory authorities
in the monitoring process
6.4.6 As part of the process to monitor compliance
with the global system performance and global height-
keeping performance, independent monitoring of aircraft
height-keeping performance in a given region may be
instigated. The RMA will be responsible for collating and
analysing the height-keeping data and in the event that an
RVSM-approved aircraft is monitored with an estimated
ASE or TVE in excess of the limits, corrected for system
measurement inaccuracy, set out at 6.4.5, will take action to
inform both the appropriate State authority and the
operator. The State authority will be requested to take
action to help the RMA determine the cause of the error. In
the event that the investigation reaches an unsatisfactory
conclusion, the State authority may consider suspending or
revoking the operators RVSM approval. Following any
rectification work, the operator would again be expected to
demonstrate compliance with the RVSM MASPS by
ensuring that the subject aircraft has been monitored by an
independent height-monitoring system at the earliest
opportunity.
Chapter 6. System Performance Monitoring 6-7
Role of the appropriate ATC authority
in monitoring height-keeping performance
6.4.7 The ATC authority has a vital role to play in the
monitoring process in that there is a need to gather
information on and report any deviation equal to or greater
than 90 m (300 ft), for any reason, from cleared levels
whether the deviation causes an incident or not. This
information will contribute to the assessment of the level of
overall risk in the system. The information required by the
RMA to conduct the risk assessment might, depending on
the region of implementation, include the following data:
a) reporting agency;
b) date and time of deviation;
c) location of deviation;
d) airspace/operating conditions, e.g. operational air
traffic (OAT)/general air traffic (GAT)/random/
organized track system (OTS) (if applicable);
e) flight identification and type;
f) flight level assigned;
g) observed/reported final flight level Mode C/pilot
report;
h) duration not at the cleared flight level;
cause of deviation;
i) other traffic;
j) crew comments, if any, when notified and control-
ling authority remarks.
A-1
Appendix A
QUANTITATIVE ASPECTS OF
SYSTEM PERFORMANCE MONITORING
1. INTRODUCTION
1.1 This appendix provides guidance concerning the
quantitative aspects of independent system performance
monitoring associated with implementation and continued
use of a reduced vertical separation minimum in an
airspace. It includes the assembly, treatment and use of data
necessary to demonstrate that compliance with the global
system performance specification in Chapter 2, 2.2 is
satisfactory. Extensive information is presented on the
vertical overlap probability, P
z
(1 000). This appendix also
presents a height-keeping performance verification process
for the implementation of RVSM and contains an example
that illustrates calculations of sample-size requirements
associated with the verification phase of the implement-
ation strategy in a hypothetical region.
1.2 More details on the material in this appendix can
be found in regional guidance material, such as the
Supplement to NAT Doc 002 on risk assessment and
monitoring aspects in the context of NAT RVSM.
1.3 It is important to note that the guidance in this
appendix focuses primarily on the assessment of risk due to
technical height-keeping deviations. When assessing the
suitability of a region for RVSM implementation, con-
sideration should also be given to the risk due to
operational errors and in-flight contingencies. Some
information on this aspect is given in Section 5 of this
appendix.
2. COLLISION RISK ASSESSMENT
Introduction
2.1 The use of analytical methods to guide decision-
makers on the safety of an activity is generally referred to
as risk assessment. Such an assessment consists of two
elements: risk estimation and risk evaluation. Risk
estimation refers to the process of determining the expected
level of risk that will result from the activity or proposal
under consideration. Risk evaluation refers to the process of
deciding whether such a level of risk is acceptable.
2.2 The term risk is used to represent a numerical
index of safety. When applied to any particular problem, a
formal definition of risk requires specification of the units
in which it will be measured. For the purpose of collision
risk assessment, the units adopted here are fatal accidents
per aircraft flight hour.
2.3 The risk estimation method consists of using a
CRM, which expresses the risk of a mid-air collision in an
airspace in terms of a number of quantifiable parameters.
The risk evaluation method consists of determining that
level of risk which is deemed acceptable, termed the target
level of safety (TLS). It is against the TLS that the
estimated risk can be compared, providing a quantitative
basis for judging the safety of operations in an airspace.
The collision risk model
2.4 The risk of collision to be modelled is that due to
the loss of procedural vertical separation between aircraft
flying above FL 290 in a given portion of an airspace. One
collision between two aircraft is counted as the occurrence
of two accidents. The risk of collision depends both on the
total number and types of aircraft flying in the system and
the system characteristics.
2.5 The CRM provides an estimate of the number of
accidents within an airspace system that might occur per
aircraft flight hour due to aircraft collisions resulting from
the loss of procedural vertical separation in an RVSM
environment.
2.6 The basic model, which can be applied equiv-
alently to vertical, lateral and longitudinal separation
Manual on Implementation of a 300 m (1 000 ft) Vertical
A-2 Separation Minimum Between FL 290 and FL 410 Inclusive
analysis, is expressed in terms of quantifiable parameters.
In the vertical dimension the CRM can be broken down in
order to separately model a single route on which aircraft
are flying in the same or opposite directions at adjacent
flight levels, pairs of crossing routes and combinations of
individual and intersecting routes. A full description of the
CRM can be found in the Report of the Sixth Meeting
(RGCSP/6, Doc 9536) of the Review of the General
Concept of Separation Panel, and its associated
appendices.
2.7 Three parameters used within the basic model: the
vertical overlap probability, denoted as P
z
(1 000); the
lateral overlap probability, denoted as P
y
(0); and the aircraft
passing frequency, are the most important quantities in
determining the vertical collision risk. Of these, the vertical
overlap probability is the most difficult to estimate.
2.8 The global system performance specification
stated in Chapter 2, 2.2 limits the maximum values
associated with each of these parameters to ensure an
acceptable level of collision risk due to the loss of
procedural vertical separation throughout worldwide
airspace. The global height-keeping performance speci-
fication stated in Chapter 2, 2.3 presents requirements for
the height-keeping performance necessary to satisfy the
P
z
(1 000) of the global system performance specification.
2.9 For crossing traffic and direct-to clearances, the
generalized form of the global system performance
specification stated in 2.2.3 is more appropriate. This form
limits the maximum values for the vertical overlap
probability and the frequency of aircraft passings involving
horizontal overlap to ensure an acceptable level of collision
risk due to the loss of procedural vertical separation
throughout worldwide airspace.
2.10 Section 3 of this appendix discusses the
monitoring of the lateral overlap probability and the aircraft
passing frequency. Section 4 outlines possible methods for
monitoring the vertical overlap probability and assessing
whether the associated height-keeping performance
specification is being met.
2.11 The remaining CRM parameters are not
expected to change substantially over time. Nevertheless,
RMAs should be aware, as noted in 6.2.16, of their relative
importance in the overall risk assessment process and
should assess their likely values on a periodic basis. The
collision risk parameter values used to derive the value of
P
z
(1 000) of 1.7 10
-8
necessary to meet the safety goal for
RVSM technical risk (see Chapter 2, 2.1) are presented in
Table A-1.
The target level of safety
2.12 The TLS represents the acceptable level of risk
appropriate to the decision under consideration. In aviation
TLS is expressed in units of fatal accidents per aircraft
flight hour, since the number rather than the individual
severity of fatal accidents is what decision-makers can hope
to control through the choice of separation standard values.
2.13 The RGCSP chose a TLS value of 2.5 10
-9
fatal accidents per aircraft flight hour as the upper limit
attributable to the loss of procedural vertical separation to
guide the development of the global system performance
specification.
Table A-1. Parameter values used to define the global height-keeping performance specification
Description Value/unit
Lateral path-keeping standard deviation (s
y
) 550 m (0.3 NM)
Lateral overlap probability (P
y
(0)) 0.058
Opposite-direction passing frequency (N
x
(opp)) 2.5 aircraft passings/hour
Same-direction passing frequency (N
x
(same)) 0 aircraft passings/hour
Crossing passing frequency (N
xy
(cross)) 0 aircraft passings/hour
Average aircraft length (
x
) 45 m (148 ft)
Average aircraft width (
y
) 45 m (148 ft)
Average aircraft height (
z
) 15 m (50 ft)
Average relative same-direction aircraft speed (|V|) 37 km/h (20 kt)
Average aircraft speed (|V|) 870 km/h (470 kt)
Average relative cross-track aircraft speed (|y|) 7 km/h (4 kt)
Average relative vertical aircraft speed during loss of vertical separation (|z|) 19 km/h (10 kt)
Corr.
16/4/02
Appendix A. Quantitative Aspects of System Performance Monitoring A-3
Note. The TLS of 2.5 10
-9
fatal accidents per
aircraft flight hour applies only to technical height-keeping
errors.
3. MONITORING AIRCRAFT PASSING
FREQUENCY AND LATERAL
NAVIGATION PERFORMANCE
3.1 Ensuring that the aircraft passing frequency and
lateral navigational performance in an airspace are
consistent with the global system performance specification
is a requirement for introducing RVSM into an airspace.
After its introduction, monitoring of these parameters is
necessary in accordance with Chapter 6 of this manual. The
following presents procedures for estimating and testing the
parameters in accordance with these requirements.
Monitoring passing frequency
Introduction
3.2 The proportion of time during which aircraft at
adjacent flight levels are exposed to the risk of collision due
to the loss of procedural vertical separation is accounted for
in the global system performance specification by defining
a maximum frequency of opposite-direction passings of
aircraft on the same route. This value, 2.5 passings per
aircraft flight hour, was chosen to accommodate growth in
global traffic over the planning horizon set in this manual.
In practice, exposure may occur due to aircraft passings in
the same or opposite directions on the same route at
adjacent flight levels or due to passings of aircraft at
adjacent flight levels on separate routes at a crossing point.
(A closely related parameter often used in oceanic track
systems is occupancy, which is a measure of the number
of aircraft at adjacent flight levels within a specified
distance of a typical aircraft). Independent system
performance monitoring requires that the combined effect
of the frequency of these various types of passings be
estimated using traffic movement data from RVSM
airspace, or simulated data prior to RVSM implementation,
and be compared to 2.5 opposite-direction aircraft passings
per flight hour. These estimates should be determined over
the whole airspace of three adjacent ACCs covering the
regions busiest traffic flows or highest passing frequency,
in order to address the problem of high traffic flows where
higher-than-average collision risk may pertain.
3.3 The overall approach to estimating the frequency
of the various types of aircraft passings is presented in 3.4
to 3.13 below. Procedures for comparing the combined
effect of the estimated frequency to that used in developing
the global height-keeping performance specification are
presented in 3.14 to 3.19 below.
Estimating aircraft passing frequency
Data required
3.4 Aircraft flight data in the form of flight progress
strips, or the equivalent, are necessary to estimate the
passing frequency (or occupancy, where appropriate). The
data should reflect the range of traffic flows in RVSM
airspace consistent with the requirements of Chapter 2, 2.2,
occasioned by daily, weekly and seasonal fluctuations in
demand. Such sampling has been accomplished in practice
by choosing a specific date or week of the month and
gathering traffic movement data (actual or simulated) at that
time for a year.
3.5 Originally, studies of aircraft passing frequency
used flight strip data as the primary source of information.
Alternative methods may be used in order to monitor
aircraft passings on a continuous basis by automatic
systems using radar tracking data. Such methods require an
aircraft passing to be defined in terms of a volume of
airspace within which the two aircraft must be contained.
Use of radar data
3.6 Because of the many crossing routes and an
increasing number of direct-to clearances in the EUR
Region, the feasibility of using radar data for estimating the
frequency of passing events involving horizontal overlap
has been established. The basic principle remains the same
as with the use of flight progress strips, i.e. calculating the
total number of passing events, multiplying by 2 and
dividing by the total number of flight hours above FL 290
in straight and level flight.
3.7 The following time- and flow-related data should
be obtained from the radar tracks for each ACC sector:
a) the time during which radar tracks were recorded;
b) the total number of aircraft within the sector;
c) the flow rate (per hour at each flight level) across
the sector boundary;
d) the total number of flight hours in level flight,
classified by nearest flight level; and
e) the total number of flight hours in climb/descent,
classified by adjacent flight levels.
Manual on Implementation of a 300 m (1 000 ft) Vertical
A-4 Separation Minimum Between FL 290 and FL 410 Inclusive
Estimating the passing frequency of aircraft
on same- and opposite-direction routes
3.8 All routes within the three adjacent ACCs should
be examined on an individual basis when estimating aircraft
passing frequency or occupancy. If this is not practical, care
should be taken that the routes analysed provide
representative estimates. Each route should be divided into
segments, for example, by reporting points or navigation
aid locations. The traffic movement data, organized by
flight level on each segment, must then be examined either
manually or automatically to determine the number of pairs
of aircraft at adjacent flight levels that pass each other in
the same or in opposite directions. The number of same-
and opposite-direction aircraft passings should then be
combined with similar counts from all other route segments
analysed. The sum of the overall same- and
opposite-direction aircraft passings should then be
multiplied by 2 and divided by the total number of flight
hours above FL 290 in straight and level flight on the
segments during the periods analysed, giving the same- and
opposite-direction aircraft passing frequency estimates. If
occupancy analysis is deemed appropriate, vertical
occupancy can be estimated in a manner analogous to that
for estimating lateral occupancy shown in the Air Traffic
Services Planning Manual (Doc 9426), Part II, Section 2,
Chapter 4, Appendix C.
Estimating aircraft passing frequency
on crossing routes
3.9 After identifying crossing routes within the three
adjacent ACCs, the aircraft passing frequency at all the
crossing points should be estimated. If this is not practical,
care should be taken that the crossings analysed provide
representative estimates. The number of aircraft pairs
involving horizontal overlap at crossing points should be
counted, multiplied by 2 and divided by the total flight time
in the sampled RVSM airspace to produce an estimate of
the crossing passing frequency.
3.10 Aircraft passings involving horizontal overlap at
route crossing points are rare events and their frequency is
difficult to measure. Nonetheless, it is possible to estimate
this frequency; traffic flows representative of crossing
routes may be used in a model similar to that which is
presented in Doc 9426.
3.11 In busy continental airspace, flights are generally
under radar surveillance and subject to tactical control by
ATC. This leads to highly complex and, frequently, very
variable traffic patterns with the actual tracks flown often
deviating from the published ATS routes and crossing at a
variety of angles. As a result, it is not possible to accurately
estimate a frequency of passing events just based on the
information on traffic flows on the ATS routes.
3.12 A realistic picture of the actual traffic patterns
can be obtained from radar data. From the radar data it can
be determined first of all whether a pair of aircraft pass
within a specified volume of airspace. If this is the case, it
contributes to the frequency of such passing events in the
airspace considered. The actual relative velocity can also be
estimated from the radar data. This information can then be
processed in a way similar to that for an airspace with
crossing routes.
3.13 Like aircraft passing events involving horizontal
overlap at crossing points, passing events for direct routings
involving horizontal overlap are rare events and difficult to
estimate. The problem can be addressed by suitably
defining vertical proximate events.
Checking aircraft passing frequency
3.14 An airspace consisting of a route structure
without crossing routes may be checked by plotting the
estimated values for same- and opposite-direction aircraft
passing frequency (N
x
(same) and N
x
(opp)) in Figure A-1.
If these values are within the shaded area, then the airspace
under consideration contains a frequency that affects risks
no more than that used in developing the global
height-keeping performance specification defined in
Chapter 2, 2.3 of this manual. If the values are outside the
shaded area, then a trade-off between the parameters of the
global system performance specification may be possible as
introduced in 2.2.5 to 2.2.8 and further explained in the
next paragraphs. If the trade-off is not feasible, then the
aircraft passing frequency in the airspace is too high to
meet the technical safety objectives, and the RPG may need
to consider employing either some form of air traffic
management or airspace restructuring.
3.15 Assuming that the probability of vertical overlap,
P
z
(1 000), is equal to 1.7 10
-8
, the first type of trade-off
to be considered is that between the passing frequency and
the lateral navigation performance (see Figure A-2). This
requires an estimate of the probability of lateral overlap,
P
y
(0), to be known and to be less than a value of 0.058
corresponding with a standard deviation of lateral
path-keeping error of 550 m (0.3 NM). If the estimate of
the probability of lateral overlap is larger than the value of
0.058, then this type of trade-off is not possible. If the
estimate of the probability of lateral overlap is less than the
value of 0.058, then the check on the combined effect of
same- and opposite-direction passing frequency is given by
the following inequality:
Appendix A. Quantitative Aspects of System Performance Monitoring A-5
Figure A-1. Region of acceptable aircraft passing frequency for
same- and opposite-direction traffic
Figure A-2. Flow diagram of the trade-off between global system
performance specification parameters for same- and opposite-direction traffic
when P
y
(0) < 0.058 and on the assumption that P
z zz z
(1 000) < 1.7 10
-8
0 0.2 0.4 0.6 0.8 1 1.2
0
0.5
1
1.5
2
2.5
3
N (
x
same)
N (
x
opp)
N (opp) within
shaded area of Figure A-1
x x
(same) and N
Yes
No
P
y
(0) <0.058
Trade-off equation (1)
Trade-off equation (2)
OK OK
Risk exposure too large No
No
No Yes
Yes
Yes
OK
Manual on Implementation of a 300 m (1 000 ft) Vertical
A-6 Separation Minimum Between FL 290 and FL 410 Inclusive
(1)
where P
y
(0) represents the estimate of the probability of
lateral overlap. Figure A-3 shows the region of acceptable
same- and opposite-direction passing frequency for two
values of P
y
(0), namely P
y
(0) = 0.058 and P
y
(0) = 0.029.
The former value just meets the pertinent requirement of
the global system performance specification of 2.2.2 b) of
this manual and reproduces the result of Figure A-1. The
other value is half of the former and represents a twice as
large standard deviation of lateral path-keeping error.
Figure A-2 shows that combinations of larger passing
frequency values are allowed then.
Note. The product of the numbers in the right-hand
side of the inequality (1) represents 0.145 opposite-
direction passing events involving horizontal overlap (see
2.2.3 of this manual).
3.16 If the estimated values for same- and
opposite-direction passing frequency are within the larger
area of Figure A-3, then the trade-off has been successful.
If the estimated values are outside the enlarged area, then a
different trade-off may be possible, i.e. between the
parameters in the horizontal domain and the vertical
domain as set out in 2.2.7 of this manual. The check on the
combined effect of same- and opposite-direction passing
frequency is then given by the inequality:
(2)
3.17 For airspace regions that contain crossing routes,
a conservative check was developed by considering
crossing angles and aircraft velocities. It involves
determining if the combined frequency of all passing events
within the region meets the following equation:
(3)
3.18 A somewhat less conservative check is
applicable when the minimum crossing angle is not smaller
than 10 degrees, namely:
(4)
3.19 If the left-hand side of equation (3) or (4) is less
than or equal to 2.5, the check has been successful and the
regions aircraft passing frequency is at or below the
equivalent value used to develop the global height-keeping
performance specification. If the left side of equation (3) or
(4) is greater than 2.5, the check has been unsuccessful.
This latter condition implies that either the regions aircraft
passing frequency is too high to meet the specification or its
N
x
opp ( )
2.5
0.96
----------N
x
same ( )
0.058
P
y
0 ( )
--------------
( J
|
2.5 + N
x
opp ( )
2.5
0.96
----------N
x
same ( )
0.058
P
y
0 ( )
--------------
( J
|
1.7 10
8

P
z
1000 ( )
-------------------------
( J
' J
|
2.5 +
2.5
0.96
----------N
x
same ( ) N
x
opp ( ) 37.5N
xy
cross ( ) 2.5 + +
2.5
0.96
----------N
x
same ( ) N
x
opp ( ) 21.4N
xy
cross ( ) 2.5 + +
Figure A-3. Region of acceptable aircraft passing frequency
for same- and opposite-direction traffic based on a trade-off with a
probability of lateral overlap, P
y
(0), for two different values of P
y
(0)
Note. Outline only, not to scale.
P (0)=0.029
y
P (0)=0.058
y
Appendix A. Quantitative Aspects of System Performance Monitoring A-7
combination of crossing angles and aircraft velocities are
outside the ranges considered in developing the check for
inequality. If this situation applies, aircraft passing
frequency may be calculated using model parameters from
the respective regions. The above inequality may also be
used in place of Figure A-1 when there are no crossing
routes by setting N
xy
(cross) to zero.
Monitoring lateral
navigational performance
3.20 As lateral navigational performance in an
airspace improves, the risk of collision due to the loss of
procedural vertical separation increases. This paradoxical
effect requires that actual lateral path-keeping performance
in RVSM airspace be examined to ensure that assumptions
made in developing the global height-keeping performance
specification are not violated.
3.21 Lateral navigational performance influenced
determination of the global height-keeping performance
specification through the standard deviation of lateral
path-keeping. Assuming a first Laplace distribution of
lateral path-keeping, the lateral overlap probability, P
y
(0),
may be represented symbolically as:
(5)
where
y
is the average aircraft width and
y
is the
standard deviation of lateral path-keeping. As shown in
Table A-1, a standard deviation of 550 m (0.3 NM)
representing a population of aircraft all equipped with a
similar precision area navigation (RNAV) system has been
assumed.
3.22 When different types of navigation systems are
present, an estimate of the overall variance is obtained by
weighting the individual variances with the proportions of
aircraft equipped with each type of navigation system. To
check a lateral navigation performance is straightforward:
the estimated standard deviation value should be greater
than that used to develop the global height-keeping
performance specification (i.e. 550 m (0.3 NM)).
3.23 If the check on the standard deviation is neg-
ative, then it may be possible to trade off the better lateral
navigation performance against a passing frequency which
is lower than that assumed in the development of the global
system performance specification (see Figure A-4)). On the
assumption that the probability of vertical overlap,
P
z
(1 000), is equal to 1.7 10
-8
, the trade-off as set out in
2.2.6 of this manual is obtained by inverting equation (1),
i.e.:
(6)
P
y
0 ( )
y

y
2 ( ) =
P
y
0 ( )
0.058
--------------
2.5
N
x
opp ( )
2.73
1.04
----------N
x
same ( ) +
---------------------------------------------------------------
Figure A-4. Flow diagram of the trade-off between global system performance specification
parameters for same- and opposite-direction traffic when the combination of same- and opposite-direction
passing frequency is within the shaded area of Figure A-1 and on the assumption that P
z
(1 000) < 1.7 10
-8
OK P (0) <0.058
y
N (same) and N
x x
(opp) within
shaded area of Figure A-1
Trade-off equation
(6)
OK
Trade-off equation
(7)
OK
No
No
Yes
Yes
Yes
No
Risk exposure too large
Yes
No Yes
Corr.
16/4/02
Manual on Implementation of a 300 m (1 000 ft) Vertical
A-8 Separation Minimum Between FL 290 and FL 410 Inclusive
The denominator in the right-hand side of equation (6) will
be smaller than the value of 2.5 if the combined passing
frequency of all aircraft passing events is within the
acceptable area of Figure A-1. The right-hand side will then
be greater than one (1), which defines the margin by which
P
y
(0) may exceed its original bound of 0.058, without being
inconsistent with the horizontal part of the global system
performance specification. The margin on P
y
(0) can be
directly translated into a margin on the standard deviation

y
of the lateral path-keeping error distribution by means of
equation (5).
3.24 If the trade-off in 2.2.6 of this manual is not
possible, it may finally be examined whether a trade-off
between the vertical and horizontal domains as set out in
2.2.7 is feasible. Thus, on the assumption that the
probability of vertical overlap, P
z
(1 000), is well below the
value of 1.7 10
-8
, the trade-off is obtained by inverting
equation (2), i.e.:
(7)
3.25 The first ratio in the right-hand side of equation
(7) provides the margin due to P
z
(1 000) being well below
the bound of 1.7 10
-8
, for example 1.7 10
-9
. This ratio
then results in a factor of 10. The resulting margin for P
y
(0)
is dependent on the value of the passing frequency as
shown by the second ratio in the right-hand side of equation
(7). If the estimated values of the two passing frequency
components were within the allowable area of Figure A-1,
then this provides some additional margin (which in itself
was insufficient to cover the higher lateral navigation
performance as described for the first type of trade-off in
3.21). If the estimated values of the two passing frequency
components were outside the allowable area of Figure A-1,
then the second ratio is less than one and takes up part (or
all) of the margin provided by the vertical dimension (this
will already have been found independently in the check on
passing frequency, cf. 3.13 to 3.15). Thus, the ultimate
margin for P
y
(0) is given by the full right-hand side of
equation (7).
3.26 The trade-offs illustrated in the Figures A-3 and
A-4 can be combined into a single diagram as shown in
Figure A-5. Note that an additional branch is present for the
P
y
0 ( )
0.058
--------------
1.7 10
8

P
z
1000 ( )
-------------------------
( J
' J
|
2.5
N
x
opp ( )
2.5
1.96
----------N
x
same ( ) +
---------------------------------------------------------------
Figure A-5. Flow diagram of the trade-off between global system performance specification
parameters for same- and opposite-direction traffic on the assumption that P
z
(1 000) < 1.7 10
-8
OK P (0) <0.058
y
N (same) and N
x x
(opp) within
shaded area of Figure A-1
Trade-off equation
(6)
OK
Trade-off equation
(7)
OK
No
No
Yes
Yes
Yes
No
No
No
No
Risk exposure too large
P (0) <0.058
y
Trade-off equation
(1)
Trade-off equation
(2)
Trade-off equation
(8)
Yes
OK OK OK
Yes
Yes
No
Yes
Yes
No
Appendix A. Quantitative Aspects of System Performance Monitoring A-9
case where N
x
(same) and N
x
(opp) are not within the shaded
area of Figure A-1 and P
y
(0) is not less than or equal to
0.058. In that case, the trade-off in 2.2.7 of this manual
between the probability of vertical overlap and the airspace
parameters may still be possible. The corresponding trade-
off equation is given by:
(8)
Application of the checking process to airspace
studied by the RGCSP
3.27 Airspace studied by the RGCSP was examined
to provide examples of the application of the checking
process. The standard deviations of lateral path-keeping and
values for the aircraft passing frequency are taken from the
report of the RGCSP/6 Meeting (Doc 9536, 5.5.2 and
Table 5-3).
3.28 As an example of an airspace dominated by
parallel routes, the values for the aircraft passing frequency
estimated for NAT airspace are plotted in Figure A-6 and
are seen to be well within the acceptable area. Values for
same- and opposite-direction aircraft passing frequency for
European, Japanese and United States airspace are also
plotted in the figure.
3.29 The application of the checking process to
airspace with crossing routes is based on equation (3). As
an example, European airspace values are used.
Substituting these passing frequency values, the left-hand
side of equation (3) is 0.575. Because this value is less than
2.5, the inequality is maintained and the combination of the
frequency of en-route and crossing-route aircraft passings is
within the bounds anticipated when developing the global
height-keeping performance specification.
4. MONITORING HEIGHT-KEEPING
PERFORMANCE
Introduction
4.1 This section first outlines methods for measuring
TVE through a comparison of the geometric height of an
aircraft tracked by height monitoring units (HMUs), or by
GPS-based monitoring unit (GMU) height monitoring
systems (GMS), against the geometric height of the
assigned flight level, and secondly for estimating TVE
through estimation of its altimetry system error (ASE) and
assigned altitude deviation (AAD) components, where
AAD is a surrogate for flight technical error (FTE).
Because the rate of collection of measured TVE data is
likely to be relatively low, estimated TVE will be of value
in increasing the size of the data sample and affording
P
y
0 ( ) N
x
opp ( )
2.5
0.96
----------N
x
same ( ) +
| |
|
| |

1.7 10
8

P
z
1000 ( )
-------------------------
( J
' J
|
0.058 ( ) 2.5 ( )
Figure A-6. Corresponding points in the region of acceptable
aircraft passing frequency for same- and opposite-direction traffic
0
0.2 0.4 0.6 0.8 1 1.2 0
0.5
1
1.5
2
2.5
3
N (same)
x
P (opp)
x
Unacceptable
Acceptable
Europe
Japan
North Atlantic
United States
Manual on Implementation of a 300 m (1 000 ft) Vertical
A-10 Separation Minimum Between FL 290 and FL 410 Inclusive
greater statistical confidence that the global height-keeping
performance specification has been met. It is important to
note, however, that the component error methodology for
estimating TVE is dependent upon the availability of
measured TVE from which to derive a value for ASE.
General approach
4.2 A four-element approach for the collection and
assessment of height-keeping performance data in the
verification phase is proposed in the following four
paragraphs. This approach may allow the regional planning
group to gain a growing statistical confidence in meeting
the safety and monitoring objectives throughout the
verification phase. The four elements will be conducted
simultaneously with each stage building one upon the other.
In the first step, examining typical performance will include
estimating ASE values. Those aircraft with marginally
acceptable ASEs (aberrant aircraft) or those that develop
large values (non-compliant aircraft) are of major concern
since the presence of a small number of such aircraft would
degrade system safety. The second element of the process
consists of conducting an ASE census in order to examine
and eliminate, with a high degree of confidence, any
excessive ASE. The third element counts the number of
large errors that directly affect risk and provides the
associated confidence level for the target levels of safety.
Finally, the process involves determining if the global
height-keeping performance specification has been met.
4.3 The first element of the data evaluation consists of
examining the typical height-keeping performance of
aircraft, with a given level of confidence, by identifying the
number of TVE, ASE and AAD values beyond the
tolerance limits given in 6.4.5 and counting the number of
occurrences of each value. In addition, height-keeping
performance should be examined in order to detect adverse
trends that could ultimately result in unacceptable
performance. This examination will focus on performance
exhibited by individual aircraft types and operators, with
analysis of mean TVE, ASE, and AAD performance and
variability about the means. This examination should be
repeated periodically throughout the four-element process.
4.4 The second element of the four-element process
consists of conducting the ASE census. It will, of course,
take a longer time to complete than the first element since
its primary goal is to obtain estimates of the ASE of every
aircraft and to identify those that exceed the ASE tolerance
limit of 6.4.5 a) so that follow-up corrective action can be
taken. When such a census cannot be conducted, it is
necessary to obtain a representative sample which, at a
minimum, contains a census of the RVSM MASPS-
approved aircraft types and data on every combination of
aircraft/operator pairing. For example, in the NAT RVSM
programme, somewhere in the order of 80 per cent of the
predicted population were monitored as part of the
verification phase. On the basis of the quality of the
collected data, it was adjudged to be representative of the
population. A suggested approach to dealing with the
collected ASE data is described in this appendix.
4.5 The third element of the quantitative evaluation
consists of providing an indication of the currently achieved
level of safety and the level of confidence that is being
attained within the system as early as possible. Risk
estimation based on probability distribution fitting and/or
control charts for critically large ASEs, TVEs and AADs,
similar to those described for typical height-keeping
performance, will be applied. This element should also
include an evaluation of the level of risk caused by
operational errors and emergency actions.
4.6 The objective of the fourth element is to
demonstrate compliance with the global height-keeping
performance specification. This objective will continue to
be pursued after the introduction of RVSM.
TVE component errors
Introduction
4.7 The TVE of an aircraft is taken to be the result of
the statistically independent and additive contributions of
contemporaneous errors in the aircrafts altimetry and
altitude-keeping systems. These two component errors of
TVE are considered to have different characteristics.
4.8 Estimation of the ASE and AAD of an aircraft is
possible during independent system performance
monitoring operations. These component error estimates
are necessary in order to support the risk-reduction goal of
monitoring so that any observed instances of large TVE can
be classified in regard to the height-keeping subsystem
which is likely to be at fault.
Estimation of ASE
4.9 The ASE of an aircraft is expected to vary within
some limits about some mean value which is characteristic
for each individual aircraft for a given set of operating
conditions. This characteristic mean is expected to be
largely invariant over many flights, unless there is some
intervention, such as damage or repair, which changes the
error characteristics. The interval over which ASE remains
Appendix A. Quantitative Aspects of System Performance Monitoring A-11
relatively constant, in the absence of intervention, is not
precisely known, but data and experience do indicate some
moderate increase in the magnitude of ASE as an altimetry
system ages. Data and experience also indicate that the
errors of the independent altimetry systems of the pilot and
co-pilot are not necessarily equal.
4.10 An aircrafts actual ASE at any time is the
difference between its actual TVE and contemporaneous
actual FTE. Given a measure of TVE and a
contemporaneous AAD for the aircraft, the difference
between TVE and AAD provides an estimate of ASE. The
accuracy of this estimate is affected by the granularity of
the 30-m (100-ft) quantization inherent in Mode C and any
correspondence error between the Mode C return and the
altitude display. When averaged over a number of repeated
samples, however, this approach should enable a
representative value of ASE to be established.
Estimation of AAD
4.11 Errors in altitude-keeping can vary during a
single aircraft flight. Data on altitude-keeping errors from
such sources as flight data recorders and SSR systems
indicate that magnitudes of less than 15 m (50 ft)
predominate but that, on relatively infrequent occasions,
error magnitudes of 90 m (300 ft) or more occur. These
latter error magnitudes typically persist for short periods, in
the order of 30 to 180 seconds. There are two approaches
to estimating the performance of altitude-keeping systems.
If either direct altimeter readings or flight data recorder
information on pressure altitude as measured by the
altimetry system are used, the difference between this
altitude and the aircrafts cleared flight level is termed FTE.
If SSR returns are used, the difference between a
transponded Mode C reading and a cleared flight level
is AAD.
4.12 Where available and practicable within RVSM
airspace, SSR Mode C data should be gathered. Typically,
a Mode C altitude return will be available every 4 to 12
seconds if a single SSR is tracking an aircraft. Each such
return provides an estimate of AAD for the aircraft when
CFL is subtracted. These AAD estimates will not be
statistically independent but will provide the opportunity to
observe larger altitude-keeping system errors that may
occur. Consideration should also be given to the inclusion
of large FTEs (e.g. due to turbulence, autopilot failures,
etc.) that might be documented in occurrence reports.
Procedures for monitoring
height-keeping performance
Introduction
4.13 Independent system performance monitoring
requires the measurement of aircraft height-keeping errors.
Direct measurement of TVE for an aircraft can, at present,
be carried out only by measuring the aircrafts geometric
height at a given time and estimating the contemporaneous
and collocated geometric height of the flight level to which
it is assigned. The difference between these two heights
yields the TVE measurement.
4.14 Given the nature of the TVE component errors,
independent system performance monitoring should consist
of an integrated set of procedures for:
a) monitoring TVE, with a system having error
characteristics identified in 4.21 below, in the
airspace so as to obtain as broadly based a sample
of aircraft types and users as is practicable;
b) monitoring AAD through Mode C coverage; and
c) producing a companion ASE estimate for each TVE
measure.
4.15 Paragraph 6.2.18 indicates that future regional
implementations of RVSM may not necessarily require
TVE data to be collected as part of the airspace safety
verification process, on the grounds that statistically
representative data may be available from other regions
with established monitoring programmes. However, it may
still be necessary to collect representative AAD data which,
combined with the aforementioned TVE data, would be
used in the estimation of P
z
(1 000).
Measurement accuracy for TVE
4.16 States contributing TVE estimates to RGCSP
deliberations independently determined that the combined
standard deviation of measurement error for both the
aircraft and the flight level geometric heights should not be
greater than 15 m (50 ft). The individual mean
measurement error for the aircraft and the flight level
geometric heights should be 0 m (0 ft). These measurement
error criteria should also be taken as applicable to any
system performance monitoring programme.
Characteristics of a height-monitoring system are described
in 4.21.
Manual on Implementation of a 300 m (1 000 ft) Vertical
A-12 Separation Minimum Between FL 290 and FL 410 Inclusive
Aberrant and non-compliant aircraft
4.17 The criteria for non-compliant aircraft to be
applied by an RMA are:
a) TVE > 90 m (300 ft);
b) ASE > 75 m (245 ft); and
c) AAD > 90 m (300 ft).
In deciding whether or not an aircraft meets these criteria,
the inherent inaccuracy (measurement error) of the
monitoring system, as well as normal variation in an
airframes ASE or TVE, needs to be taken into account.
The decision process is affected by two types of statistical
error: type I error and type II error. To avoid unjustified
action being initiated on the basis of a large measured
deviation (type I error), the trigger levels for action are to
be set at slightly larger values than the criteria above. An
airframe is deemed to be non-compliant if any of its
monitored deviations exceed these trigger levels. However,
the situation also needs to be avoided where an aircraft that
does not meet the above criteria is labelled as meeting the
criteria (type II error). To ensure this, the trigger levels for
action are to be set at slightly lower values than the above
set of trigger levels. An aircraft whose measured height-
keeping deviations exceed any of the lower trigger levels is
called aberrant. Aberrant aircraft, thus, are those aircraft
which exhibit measured height-keeping performance that is
significantly different from the core height-keeping
performance measured for the whole population.
4.18 As an example, the sets of trigger levels
currently in use in the NAT Region are shown below.
a) trigger levels for aberrant aircraft: |ASE| > 49 m
(160 ft) or |TVE| > 52 m (170 ft); and
b) trigger levels for non-compliant aircraft: |ASE| > 90
m (300 ft) or |TVE| > 107 m (350 ft) or |AAD| > 90
m (300 ft).
Since determination of these trigger values is dependent on
an evaluation of the measurement accuracy of the
monitoring system and also the height-keeping
performance of the whole NAT population, the trigger
levels will be subject to change.
Monitoring strategy for TVE/ASE
4.19 Because of the specialized systems required,
TVE can be monitored in only limited portions of an
airspace. Thus, TVE monitoring should be planned and
conducted so that as broad a cross-section as possible of the
user population and aircraft types can be observed. TVE
monitoring can be used to uncover instances of larger ASE
not detectable by in-flight drills.
Monitoring strategy for AAD
4.20 Because of the generally short duration of large
AADs, this component error should be monitored, to the
extent practicable, wherever there is SSR coverage in
RVSM airspace. The actual monitoring process, however,
should record only instances of AAD magnitudes of 90 m
(300 ft) or more for both risk reduction, by means of error
follow-up, and risk assessment. To conduct risk assessment,
it will also be necessary to estimate the total amount of
level-flight flying time in the SSR coverage area at and
above FL 290. With the count of larger AAD errors and the
total flying time, an estimate of the proportion of time
during which larger AAD errors occur can be made.
Characteristics of a height-monitoring system
4.21 The basic purpose of a height-monitoring system
is to collect data on the technical height-keeping
performance of aircraft in straight and level flight at FL 290
or above. The following features form the basis of the
operational requirement for such a system:
a) it should be capable of automatic operation where
practicable;
b) it should be capable of measuring the geometric
height of aircraft in straight and level flight at and
above FL 290 over a period of 30 seconds or more;
c) it should be capable of accepting input data on the
estimated geometric height of the usable flight
levels between FL 290 and FL 450;
d) it should record the geometric height of the aircraft
and the flight level;
e) it should be able to access aircraft identification and
Mode C SSR readings during the TVE tracking
period;
f) it should be capable of deriving TVE, AAD and
ASE;
g) it should be capable of flagging alerts when a pre-
determined TVE, ASE or AAD has been exceeded,
Corr.
16/4/02
Appendix A. Quantitative Aspects of System Performance Monitoring A-13
and this information should be in such a format so
as to be readily identifiable during the initial
scrutiny of the data; and
h) it should record all data in a format that facilitates
subsequent analysis.
Risk reduction using observed
height-keeping performance data
4.22 In addition to taking investigative action on
aircraft with observations of height-keeping performance
not considered to be in compliance with the RVSM
MASPS, each observed instance of aberrant TVE, AAD or
ASE should also be the object of follow-up investigation.
Errors of large magnitudes should be rare events in the light
of requirements on the component systems stipulated in
Chapter 4. It is important that records of these larger errors
be analysed as a group to look for systematic causes of
deviations and for adverse trends in the component errors.
When such causes are identified, they should be the object
of appropriate remedial actions (affecting, for example, the
maintenance practices of all users with a particular type of
altimetry system if existing practices are implicated in the
causes of a systematically occurring large altimetry system
error). If the cause of a specific larger error can be judged
to have been removed, it may be reasonable to conduct
subsequent risk assessment with observed instances of the
error type removed from the monitoring results.
Note. The values of aberrant TVEs, AADs or ASEs
should be determined based on typical performance of the
population as a whole and should also allow for
measurement error of the height-monitoring system
employed.
Composition of TVE samples
4.23 The composition of the TVE sample used for
risk assessment is important. Because the ASE component
of TVE for an aircraft is considered to be a rather long-
duration error, which will be different for each aircraft type
and may be different for each airframe within an aircraft
type, the TVE sample should reflect a census of the ASE of
altimetry systems used, or likely to be used, in RVSM
airspace because undetected large ASE adversely
influences risk. Such a census may be a practical
impossibility. Thus, it will be important during risk
assessment to consider what the ASE of airframes that are
not included in the TVE sample may be in view of the ASE
of identical aircraft types observed in the sample. The AAD
component has been observed to reflect ATC operational
conditions, such as areas where flights transition between
flight levels, and meteorological environments as well as
variations due to aircraft types and airspace users. Thus, the
TVE sample should reflect these conditions and
environments to the extent possible but, ideally, in the
proportions in which they occur in RVSM airspace. As with
the considerations that apply to observations of the ASE
component of TVE, risk assessment should take into
account the proportions in which all conditions relevant to
adequate representation of AAD are present in any TVE
sample.
Estimation of the probability of
vertical overlap, Pz (1 000)
4.24 There were two methods adopted in the RGCSP
analysis to model the observed height-keeping errors. In the
first method, an analytical probability density function
(PDF) is fitted directly to the TVE data and is then self-
convoluted to assess the vertical overlap probability. For the
second method, individual PDFs are fitted to the ASE
results, broken down per aircraft group, and then re-
combined in the proportions that these aircraft groups cross
the RVSM airspace under consideration. The aggregate
ASE distribution is then numerically convoluted with the
PDF for the AAD data to produce a TVE distribution,
termed TVE
syn
. A self-convolution of this TVE
syn
distribution is performed to obtain the vertical overlap
probability.
4.25 The second method is more complicated to
perform but is likely to be more accurate since it takes
account of how well the monitoring sample matches the
overall situation in the airspace under consideration. For
small monitoring samples, this is particularly important,
although it is then difficult to obtain enough data to fit
distributions to the ASE data for individual aircraft groups.
For large monitoring samples, it may be that the monitoring
sample is sufficiently close (in terms of aircraft type
proportions) to the overall situation in the airspace, thus
making it possible to fit a PDF directly to the TVE data.
5. ASSESSMENT AND EVALUATION OF
OPERATIONAL ERRORS
AND IN-FLIGHT CONTINGENCIES
5.1 As set out in 1.1.10 and 6.3.1 to 6.3.3 of the main
text of this manual, the level of collision risk resulting from
errors in ATC instructions and emergency procedures in
RVSM airspace needs to be assessed in addition to that
resulting from technical height-keeping deviations. The
Corr.
16/4/02
Manual on Implementation of a 300 m (1 000 ft) Vertical
A-14 Separation Minimum Between FL 290 and FL 410 Inclusive
types of errors and their possible consequences may vary
from region to region. The following briefly summarizes
two approaches to their assessment that have been
developed in the context of the NAT and the EUR Regions,
respectively. For more information, see the regional
documentation.
NAT Region
5.2 The NAT approach comprises the following
elements:
a) definition of types of errors on the basis of their
cause;
b) classification of errors for risk assessment purposes;
c) determination of appropriate parameter values for
each error;
d) estimation of probability of vertical overlap; and
e) estimation of vertical collision risk.
5.3 The assessment begins with identifying what
types of operational errors could exist in the airspace under
consideration. In the NAT, large height deviations collected
by the CMA are divided into the following four main types:
a) ATC-pilot loop errors and incorrect clearances;
b) aircraft contingency events;
c) deviations due to meteorological effects; and
d) deviations due to ACAS.
Within each type, one or more error classes, characterized
by different CMA codes, are defined as shown below.
(There is an additional error class O, Other) See the
Supplement to NAT Doc 002 for a more detailed
description of the various error classes.
ATC-pilot loop errors and
incorrect clearances
D: Failure to climb/descend as cleared;
E: Climb/descent without ATC clearance;
F: Entry to MNPS airspace at an incorrect level; and
G: ATC FL re-clearance resulting in loss of lateral or
longitudinal separation.
Aircraft contingency events
A: Contingency action due to engine fault;
B: Contingency action due to pressurization failure;
C: Contingency action due to other cause.
Deviations due to meteorological effects
I(W): Aircraft unable to maintain level due to weather
conditions.
Deviations due to ACAS
H: Deviation resulting from ACAS resolution
advisories.
5.4 The next step is to classify each large height
deviation for risk assessment purposes as either risk bearing
or non-risk bearing. In the NAT, a large height deviation is
classified as non-risk bearing when it occurs wholly outside
MNPS airspace or when it is explicitly stated that correct
contingency procedures were followed and the aircraft
turned off track prior to any change of level.
5.5 Risk-bearing height deviations are further broken
down into those involving whole numbers of flight levels
and those not involving whole numbers of flight levels.
5.6 During the development of a large height
deviation involving whole numbers of flight levels, one or
more intermediate flight levels may have been crossed. This
is taken into account in the NAT approach through the
following parameters of the incident:
a) the time spent around levels crossed, if any;
1) the number of flight levels crossed, if any;
2) the rate of climb/descent; and
b) the time spent in level flight at uncleared flight
levels, if any.
Item b) is mainly related to ATC-pilot loop errors and
incorrect clearances (error classes D, E, F, G); item a) is
mainly related to aircraft contingency events (error classes
A, B, C) but may also play a part in ATC-pilot loop errors
and incorrect clearances.
5.7 It has been observed that the rate of climb/descent
and the time spent in level flight at uncleared levels are
rarely included in the incident reports. For those cases,
Appendix A. Quantitative Aspects of System Performance Monitoring A-15
cautious estimates have been developed for the NAT based
on information from operators and other sources.
5.8 Large height deviations of a few hundred feet, but
not involving whole numbers of flight levels, may occur as
a result of turbulence or nuisance-ACAS resolution
advisories. The parameters of this type of incident are the
maximum deviation and the total duration from the start of
the deviation until the cleared flight level is re-established.
Again, cautious estimates of the latter have been developed
for the NAT because information about the duration has
been found to rarely be documented in the incident report.
5.9 Estimates of the probability of vertical overlap
associated with the different types of risk-bearing large
height deviations can be made using the individual
parameters. The probability of vertical overlap for aircraft
in level flight at uncleared levels is computed as the product
of the proportion of total flying time spent at incorrect
levels and the probability that two aircraft nominally flying
at the same level are in vertical overlap. For aircraft slowly
crossing an uncleared flight level, the probability of vertical
overlap can be estimated as the ratio of the average height
of an aircraft and the vertical separation minimum. (A more
complicated relation is required for crossing an uncleared
flight level at higher speeds.)
5.10 The probability of vertical overlap for large
height deviations not involving whole numbers of flight
levels is not estimated separately. Rather, the relative
frequency for each deviation magnitude is estimated (by
dividing its duration by the total MNPS system flight
hours) and added to the distribution of assigned altitude
deviation (AAD) (cf. 4.6 and 4.18 of this appendix). In this
way, this type of large height deviation is included in the
distribution of technical height-keeping errors and in the
estimate of the technical risk.
5.11 The vertical collision risk associated with each
large height deviation involving either flying at an
uncleared level or crossing an uncleared level is calculated
with the Reich collision risk model, where the probability
of vertical overlap and the relative vertical velocity are
dependent on the specific error. The individual vertical risk
estimates are then combined into an overall estimate of the
total vertical collision risk due to such large height
deviations.
EUR Region
5.12 In addition to the NAT approach, an approach
based on hazard analysis has been developed for the EUR
Region. A hazard identification process has resulted in two
broad categories of hazards:
a) loss of vertical separation following altitude
deviations, the main type of scenario being failure
to level at the assigned altitude (level bust) and
the main causes being pilot errors and pilot-ATC
miscommunication; and
b) loss of vertical separation due to ATC
misjudgements, the main scenario being ATC
placing two aircraft in close proximity during a
climb or descent and the main causes appearing to
be controller aberrations, problems in coordination
between military and civil controllers and
coordination difficulties between controllers in
different sectors.
5.13 An altitude deviation generally leads to one or
more of the following:
a) crossing one or more uncleared flight levels;
b) joining an uncleared flight level; and
c) levelling off between flight levels.
The approach then consists of determining the frequency of
altitude deviations and calculating the associated
probability of vertical overlap. The latter depends on the
specific effects and the probability of ATC failing to
intervene successfully.
5.14 An ATC misjudgement has been defined as a
loss of vertical separation where both aircraft follow the
instructed flight profiles. A key difference from altitude
deviations is that misjudgements always occur in the
context of another aircraft being in the near vicinity. The
process developed involves first of all deriving the
frequency of ATC misjudgements leading to the loss of
vertical separation and dividing this frequency into
components involving joining and crossing levels and
involving different traffic directions. This is followed by
determining ATC intervention probabilities for each
component and combining collision risks in the absence of
ATC with probabilities of failed ATC intervention.
B-1
Appendix B
REFERENCE DOCUMENTATION
Reference list of existing documentation on
SRVSM operations and requirements
1. NAT Doc 001, T13.5N (Eighth edition); Consolidated
guidance material North Atlantic Region
2. Supplement to NAT Doc 002, Risk assessment and
system monitoring for the verification and operation of
a 300 m (1 000 ft) VSM in the MNPS airspace of the
North Atlantic Region
3. North Atlantic MNPS Airspace Operations Manual
(Eighth edition)
4. Joint Airworthiness Authorities Temporary Guidance
Leaflet No 6, Revision 1, Guidance material on the
approval of aircraft operators for flight in airspace
above flight level 290 where a 300 m (1 000 ft) vertical
separation minimum is applied
5. EUR Doc 009, Guidance material on the
implementation of a 300 m (1 000 ft) Vertical
Separation Minimum in the European RVSM Airspace
6. EATMP, ATC Manual for a Reduced Vertical
Separation Minimum (RVSM) in Europe
7. Pacific Region, Guidance Material on the
Implementation of a 300 m (1 000 ft) Vertical
Separation Minimum for application in the airspace of
the Pacific Region (ICAO)
END