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2. This Training Presentation covers approved changes included in the RVSM Manual Revision 14 and GMM Manual Revision 96
5. RVSM Vs CVSM Altitudes RVSM is domestic airspace where the user and provider benefits inherent to operations conducted at more optimum flight profiles and with increased airspace capacity.
Full RVSM will add six additional usable altitudes above flight level (FL) 290 to those available under todays Conventional Vertical Separation Minimum (CVSM).
The ATC system will experience increased benefits where RVSM has become operational.
6. RVSM General 1. Reduced Vertical Separation Minimums (RVSM) airspace is any airspace or route where aircraft are separated vertically by 1,000 ft. (300 m). In order to operate in RVSM airspace, both the aircraft and the operator must be approved by the FAA. RVSM has been introduced in the organized system of the North Atlantic Tracks (NAT) where minimum navigation performance standards are applied. Subsequent implementation areas include the North Pacific, the contiguous United States, and Europe. Only qualified and approved UPS aircraft can operate in RVSM airspace. Aircraft qualification requirements are specified in Interim Guidance Material, 91RVSM, dated 14 March, 1994, now amended by Change 1 (06/30/99). The procedures necessary to qualify a fleet of UPS aircraft and assure continuous integrity are analogous for all approved fleets and are specified in Aircraft Engineering Reports (AER) for each fleet.
7. Fleet Qualifications 2. Fleet Qualification
Initial fleet qualification actions and continued airworthiness requirements are agreed upon by UPS and the FAA Flight Standards District Office (FSDO) and described in an AER for the fleet. The AER defines the UPS method of compliance with each requirement specified in the Interim Guidance Material or other appropriate documents. Typically, the airframe manufacturer specifies the requirements in a service bulletin, service letter or similar document. If manufacturer data is unavailable or inadequate, STC approval is required.
Initial fleet approval requirements are agreed upon by UPS and the FSDO and are described in an AER. The AER lists the source documents and associated UPS documents which control the accomplishment of actions for initial RVSM qualifications.
The AER for each fleet or RVSM Group identifies significant equipment of the altitude indicating, reporting, alerting systems, and the automatic height keeping (autopilot) system. RVSM associated equipment, documents, manual sections and maintenance tasks are listed in the associated fleet section of this RVSM Manual. Subsequent changes to the RVSM program are reflected by revision to the appropriate section(s) of this manual.
8. Individual Aircraft Approval 3. Individual Aircraft Approval
A. Initial fleet Qualification
Individual aircraft are approved for RVSM operations when the following conditions are satisfied:
(1) The fleet or Group qualification plan, as defined in a UPS Aircraft Engineering Report (AER), is complete and approved by the FAA.
(2) The appropriate qualification requirements defined in the applicable Aircraft Engineering Report (AER) for the aircraft, have been met on the individual aircraft and evidence of compliance has been provided to the FSDO.Initial fleet qualification actions and continued airworthiness requirements are agreed upon by UPS and the FAA Flight Standards District Office (FSDO)
(3) The system accuracy of individual aircraft, or a significant statistical sample of the subject fleet (whichever occurs first), has been verified using on-board monitoring equipment, by over-flying a designated ground facility, or by another method which is acceptable to the FAA.
NOTE: Monitoring should be coordinated with the FSDO as well as the monitoring agency to ensure that the FSDO receives documented confirmation of satisfactory performance.
9. Individual Aircraft Approval B. New Aircraft Qualification
After initial operational approval of a fleet, newly manufactured aircraft which are qualified for RVSM operations by the Type Certificate Data Sheet may be added to the Operation Specification. If RVSM qualification is dependent upon a specific equipment suite, the equipment complement is verified prior to Ops Spec authorization for operation in RVSM airspace. Equipment verification is added to the Part 121 Equipment FCD which is accomplished on new deliveries, prior to operation in RVSM airspace.
C. Acquisition (used) Aircraft Qualification
After initial operational approval of a fleet, acquisition aircraft of the same RVSM Group type, which have not been maintained in accordance with UPS MSM, or equivalent, qualify for RVSM operations after accomplishment of the applicable AER requirements. An individual accuracy verification will be accomplished, or major altimeter system components (specified in the applicable AER) will be replaced with units which have been maintained in accordance with the UPS maintenance program.
10. Approved Aircraft 4. Approved Aircraft
A. The FAA FSDO approves individual aircraft for RVSM operation when furnished evidence of compliance with the qualifications and approval requirements. The FSDO defines acceptable evidence of compliance (e.g. copies of signed-off task cards, EO work steps, faxed HMU monitoring reports, etc.).
B. The UPS Quality Assurance (QA) Manager notifies the FAA when individual aircraft are qualified for RVSM operations and provides evidence of that compliance. The QA Manager notifies the FAA of any subsequent cancellation of that qualification. The individual aircraft which are approved for RVSM operations, are listed in the Operation Specifications Document (Op. Spec. D092).
C. The Flight Control Quick Reference Handbook contains a checklist of operational requirements with a link to the current D092 Operations Specification. Dispatchers consult the D092 to determine RVSM qualification. Dispatchers consult the Flight Control Minimum Equipment List (FCMEL) for current RVSM operational status. (Reference Aircraft Status section).
D. Where appropriate (e.g. delivery ferry flights), FAA may grant temporary RVSM operations approval to individual aircraft. If adequate evidence of compliance and sufficient notice is provided, the FSDO may issue a Letter of Authorization (LOA) for temporary RVSM operations. Aircraft issued temporary approval do not appear on the D092 Op. Spec. Issuance of the LOA must be coordinated with various FAA departments to ensure recognition by other CAAs or access to RVSM airspace might be denied.
11. De-certification / Re-certification 5. De-certification / Re-certification of Aircraft
A. De-certification
(1) Approved aircraft that subsequently become non-compliant with RVSM requirements and are expected to remain non-compliant for a period of time greater than 90 days, should be removed from the Part D092 Operations Specification by the Quality Assurance Manager.
(2) Upon removal of any aircraft from the D092 Operations Specification, the Quality Assurance Manager or designee will immediately notify the Flight Operations Compliance Coordinator or designee of the change.
B. Re-certification
(1) Previously approved aircraft, which have been removed from the Part D092 Operations Specification, may be re-approved when the FSDO is provided with evidence of corrective action appropriate to the cause for removal (e.g. copies of signed off task cards, EO work steps, etc.).
12. 6. Performance Monitoring: Initial Fleet Qualification
A. System performance monitoring is part of the initial aircraft and fleet approval process. Monitoring is accomplished on a representative sample of the fleet, as required, and using methods accepted by the FAA.
B. One on-board monitoring method uses a Global Navigation Satellite System Monitoring Unit (GMU), which is supplied by the FAA. The GMU is temporarily installed on aircraft to collect and record position and altitude data during normal operations. The recorded data is sent to ARINC (or other agent specified by the FAA) for analysis. The calibration interval on the GMU shall not exceed 12 calendar months, unless substantiation is provided, over several calibration periods, that reflects repeated accuracy over 12 calendar months.
C. An alternative to the GMU is the Height Monitoring Unit (HMU). The HMU is ground based equipment, usually located at or near an air traffic control facility. Monitoring by an HMU requires flying over the geographical location of the HMU. Prior arrangement with the controlling authority (FAA, CAA, etc.) is necessary if monitoring results are to be reported for a specific aircraft. The FSDO must be notified prior to scheduled HMU over flights to ensure that the test results are distributed to all appropriate departments within the FAA.
D. Unsatisfactory results will be analyzed to isolate the probable cause; the monitoring equipment and procedures or the individual aircraft performance. If the aircraft performance is suspect, the same aircraft must be retested with satisfactory results to be qualified for RVSM operations.
13. 7. Performance Monitoring: In-Service
A. In-service aircraft might be monitored during normal operations if their flight path transitions a surveillance area as part of an FAA or CAA continuous monitoring program. Operators are notified only if height keeping performance is not satisfactory.
B. Unsatisfactory performance is usually associated with logbook entries, which precipitate maintenance action or restrict operations (reference Aircraft Status). If unsatisfactory performance is detected by aviation authorities other than the FAA, the national RVSM coordinator for the FAA, Wayne Smoot, is notified as is the UPS Flight Operations RVSM contact person, Pete Teel, and the Aircraft Engineering RVSM contact, Greg Kuehl. If notification is received that HMU monitoring of a UPS aircraft was not satisfactory, in the absence of an associated logbook entry, the following shall be accomplished:
(1) If the reported error exceeds AMM limits, the integrity of the altimeter system shall be verified before further flight.
(2) If the reported error is within AMM limits, maintenance will make a log entry and AMC will open an O item, restricting the aircraft from RVSM airspace operations, pending Aircraft Engineering evaluation.
14. 8. Error Reporting
Gross height-keeping errors shall be reported to the FAA within 72 hours. Reportable errors are those which are identified by regulatory authorities or aircraft logbook entries describing primary altimeter errors, exceeding 245 feet, while operating in RVSM airspace. Errors are reported using the existing MRR procedures. The corrective action information shall be included in the initial report or a follow-up report, when details of follow-up actions are available.
15. 9. Corrective Action
The corrective action for gross height-keeping errors, exceeding 245 feet, while operating in RVSM airspace shall include the functional check of the air data system as specified in the Aircraft Maintenance Manual. The functional check will apply static pressures corresponding to altitudes in the RVSM range (FL290410).
A. Accomplish a functional check of the air data system verifying performance in the RVSM altitude range (FL290410) according to the appropriate Aircraft Maintenance Manual procedure. Accomplish repairs, as necessary, to restore performance.
B. Accomplish additional inspections and/or checks as specified by Aircraft Engineering, prior to further RVSM operations.
16. 10. Aircraft Status
Individual mechanical status of UPS operated aircraft is monitored by Aircraft Maintenance Control (AMC). AMC administers and controls aircraft Deferred Items (MEL, CDL, and DMI). AMC tracks Maintenance RVSM operational restrictions only using the O item (reference GMM, Chpt 3).
A. MEL Limitations
Operational restriction of an individual aircraft in an approved fleet is indicated by a notation in the Limitations/Performance Penalties column of the MEL. Deferral of RVSM related items will be selected on the IMPACTS MEL Template which will alert the LIDO system within Flight Control via a deferral that restricts RVSM operations.
(1) Examples of MEL Limitations include:
MEL Deferral of Altitude Alert, Autopilot Altitude Hold or Altitude Reporting (reporting in both transponders inoperative) would restrict the aircraft from RVSM operations.
17. B. Configuration Limitations
Operational restriction can be indicated by an O item alone, if the restriction is not the result of an MEL deferral. The O item is issued and tracked by AMC and provides visibility to Maintenance, Dispatchers, and Crews that individual aircraft are temporarily prohibited from certain operations, in this case, operation in RVSM airspace (reference GMM, Chapter 3). The O item appears on appropriate FCMEL screens and print-outs.
(1) Examples of Configuration Limitations include:
(a) If monitoring by the regulatory authorities (Central Monitoring Agency (CMA), FAA, etc.) shows an aircraft system which is not performing satisfactorily for RVSM operations, RVSM operations are prohibited until the discrepancy is resolved.
(b) If skin damage or repairs meet AMM or SRM airworthiness requirements, but skin waviness measurements for RVSM qualification have not been accomplished or exceed limits, the aircraft status is degraded until such conditions are corrected or approved by Computational Fluid Dynamic Analysis (or other approved method).
(c) Exceeding an RVSM Calendar Life Limit of a part (e.g., unplated pitot/static probe calendar time limit) (reference MSM, U3411011AXXX) would restrict the aircraft from RVSM operations until corrective action is accomplished.
18. (1) Examples of Configuration Limitations include: (Cont)
(d) Installation of a certified component, if that component is part of an RVSM system, but not approved for RVSM operations (EO required), would restrict the aircraft from RVSM operations. Components in the UPS IPC are approved for RVSM operations unless noted (e.g., Not Approved for RVSM) (reference Parts Control Program.)
(e) If quick disconnect fittings are disconnected from both air data computers for any reason, the aircraft must be restricted from operation in RVSM airspace. The aircraft can be returned to RVSM operations provided the Air Data indication differences are within AMM limits and by accomplishing a low level (e.g. 5,000 ft./300 kts) pitot/static leak check on both air data systems per the AMM.
NOTE: Swapping of air data computers on RVSM aircraft may be accomplished, on same aircraft only, provided the actions specified above are accomplished (reference GMM, Chapter 3).
19. 11. Maintenance Program for Continued Airworthiness
A. Continued integrity of the RVSM related systems is ensured by an FAA approved continued airworthiness maintenance program. There is no separate RVSM maintenance program. Maintenance tasks required for RVSM are included in the maintenance program(s) specified for the respective fleets. RVSM task intervals are allowed to vary along with the check block, which contains the respective tasks, without separate FAA approval (reference GMM, Chapter 1, Maintenance Program Change (MPC); Approval Requirements for change procedures).
(1) Task descriptions and intervals are specified in the UPS Maintenance Specifications Manual (MSM). Descriptions of the required tasks and the MSM numbers are listed in the associated fleet section of this manual.
12. Program Revisions
A. The FAA must approve UPS RVSM Program revisions including changes to this manual, prior to implementation.
B. As administrator of the UPS RVSM Program, the Regulatory Compliance Manager must approve Maintenance Program related changes.
C. UPS Aircraft Engineering and Aircraft Reliability/Fleet Operations Groups evaluate program task or configuration changes. Maintenance Programs are revised per the UPS Aircraft Reliability Program.
20. 13. Parts Control Program
A. Parts appearing or referenced in the UPS IPC are approved for use in RVSM operations for the particular fleet fuselage effectivity unless accompanied by an exception statement.
B. Where practical, Aircraft Engineering issues Technical Publication Change Requests (TPCR) to delete non-approved parts from the UPS IPC in accordance with RVSM qualification documents. A list of IPC changes is included in the Aircraft Engineering Report (AER), which documents the individual fleet qualifications. If deletion is not practical, items which are not approved for use in RVSM operations shall be designated by a note in the IPC (e.g., Not Approved for RVSM).
21. 14. Maintenance Training
A. Maintenance Training shall include a familiarization with the RVSM concept and a review of related procedures. If a fleet or individual aircraft requires special processes, procedures or component parts in order to maintain RVSM qualification, those differences shall be described in the qualification AER and included in the appropriate training program(s). RVSM training curriculum requires FAA approval.
22. 15. Repairs
A. Structural Repairs
(1) Structural Repairs require the use of Required Inspection Item (RII) procedures (Reference GMM, Chapter 4, Required Inspection Item).
(2) Skin smoothness near static ports or pitot/static probes must comply with Aircraft Maintenance Manual (AMM) and Structural Repair Manual (SRM) waviness requirements. Defects within the unpainted area around ports and probes, such as identification markings or erroneous material deposits (e.g. paint or sealant spatters, etc.) are acceptable, provided no dents, repairs, etc. exist within the area and the skin waviness including the defect(s), does not exceed the AMM or SRM limits.
B. Component Repairs
RVSM components are maintained at Repair Stations certificated in accordance with FAA regulations.
Vendors providing maintenance services are subject to auditing (Reference GMM, Chapter 6, Vendor Audits) by on-site UPS QA inspections or Coordinating Agency for Supplier Evaluation CASE program participation.
Components repaired or altered shall undergo a functional test or equivalent, to verify performance to the applicable specifications prior to return to service. RVSM components are inspected in accordance with UPS inspection procedures. (Reference GMM, Chap 4.)
23. 16. Engineering Order Check-Box RVSM
A. Engineering Order (EO) Title Page contains a check box named RVSM. The box shall be checked if the EO affects a system or component of a system which is associated with altitude indication, height keeping (e.g., autopilot altitude hold function) altitude alerting or altitude reporting. Comments should address the affect or lack thereof on the RVSM functions of the modified system.
Examples of RVSM systems and associated components:
Altitude Indication: Altimeter, Air Data Computer, Static Ports, Pitot Probes, combined Pitot/Static Probes, (skin around static port as specified in MM or SRM), Angle of Attack Sensors
Height Keeping: Autopilot Control Panel, Autopilot Pitch Computer, Elevator Servo, Autopilot Air Data Sensor
Altitude Alerting: Alerter Control (altitude selector), Air Data Computer, Alerter Speaker/Warning Horn, Altitude Alert Lights
Altitude Reporting: ATC Transponder, Transponder Control Panel, Air Data Computer, Altimeter (e.g. source of reported altitude data)
B. The author shall determine that the accomplishment of the EO does not diminish system performance below RVSM requirements.
C. If accomplishment of an EO adversely affects RVSM performance, the EO shall include instructions to down grade the aircraft (Reference Aircraft Status section) or have the aircraft removed from the D092 Operations Specification.
24. General
The procedures necessary to qualify RVSM aircraft and assure integrity are analogous for all approved fleets, coordinated with the FAA Flight Standards District Office (FSDO), and are specified in Aircraft Engineering Reports (AER).
RVSM Qualifications;
B767 AER97-34400013, addresses the Boeing 767 fleet, Chpt 2
B747 AER97-34400018, addresses the Boeing 747-100/200 fleet, Chpt 3
B757 AER99-34400055, addresses the Boeing 757 fleet, Chpt 4
A300 AER00-34400018, addresses the Airbus A300 fleet, Chpt 5
B727 Deleted, Chpt 6
MD11 AER01-3440-0002, addresses the Boeing MD11 fleet, Chpt 7
DC-8 AER04-3410-0062, addresses the Boeing DC-8-71/-73 fleet with equipment described and approved via STC #ST01073LA, Chpt 8
B747-400 AER07-3440-0014, addresses the Boeing 747-400 fleet, Chpt 9
25.
Static Ports and surrounding skin/structure
Angle of Attack Probe
Air Data Computers
Structure around Pitot Static ports
Transponders and Transponder control Panel
TAT & Pitot probes
Pitot Static system
Altimeters, Primary and Standby
Autopilot altitude hold functions and components
Primary Flight Display
26. Required Inspection Items(RII) Requirements for RVSM
27. The special RII requirements applicable to RVSM qualified aircraft, apply to all B747, B757, B767, A300, MD-11, and DC-8 series aircraft in the UPS fleet (RVSM qualified and non-qualified). Ref GMM 4-3-12 11. D.
30. QUIZ RVSM airspace is any airspace or route where aircraft are separated by 1000 feet between flight level (FL) 290 and 410. (Ref GMM 0-5-12)
True
False
31. QUIZ 2. Where appropriate (e.g. delivery ferry flights), FAA may grant temporary RVSM operations approval to individual aircraft. In form of a Letter of authorization (LOA). (Ref RVSM 1-2-3)
True
False
32. QUIZ 3. Individual mechanical status of UPS operated aircraft is monitored by AMC. AMC administers and controls aircraft deferred items (MEL, CDL, and DMI). AMC tracks Maintenance RVSM operational restrictions only using O item. (Ref RVSM 1-2-5)
True
False
33. QUIZ 4. If you install a component identified in the IPC as Not Approved for RVSM what action(s) must you take? (Ref RVSM 1-2-5)
Contact AMC and downgrade aircraft
Issuance of RVSM operational limitation O item
Issuance of an RVSM MEL Item
All the above
34. QUIZ 5. If the quick disconnect fittings are disconnected from both air data computers for any reason, the aircraft must be restricted from operation in RVSM airspace. The aircraft can be returned to RVSM operations provided the Air data indication differences are within AMM limits and by accomplishing a low level (e.g. 5000ft./300 kts) pitot/static leak check on both air data systems per the AMM.
(Ref RVSM 1-2-6)
True
False
35. QUIZ 6. Does question 5 require a RII?
(Ref GMM 4-3-19)
Yes
No
36. QUIZ 7. Aircraft logbook entries describing gross height-keeping errors, exceeding 245 feet while operating in RVSM airspace shall be reported to the FAA within 72 hours. (Ref RVSM 1-2-4)
True
False
37. QUIZ 7. Corrective actions for gross height-keeping errors, exceeding 245 feet in RVSM airspace shall include the functional check of the air data system as specified in the AMM. Functional check will apply static pressures corresponding to altitudes in RVSM range (FL 290-410) (Ref RVSM 1-2-4)
True
False
38. QUIZ 8. Can Aircraft Engineering direct additional inspections and/or checks to an aircraft with gross height-keeping errors, exceeding 245 feet? (Ref RVSM 1-2-4)
Yes
No
39. QUIZ 9. Continued integrity of the RVSM related systems is ensured by an FAA approved continued airworthiness maintenance program. There is no separate RVSM maintenance program. Maintenance tasks required for RVSM are included in the maintenance program(s) specified for the respective fleets. (Ref RVSM 1-2-6)
True
False
40. QUIZ 10. Engineering Orders (EO) Title Page contains a check box named RVSM. The box shall be checked if the EO affects a system or component of a system which is associated with altitude indication, height keeping (e.g., autopilot, altitude hold function) altitude alerting or altitude reporting. (Ref RVSM 1-2-7)
True
False
41. QUIZ 11. Maintenance Training shall include a familiarization with RVSM concept and a review of related procedures. (Ref RVSM 1-2-7)
True
False
42. Training Documentation Operational Personnel:
Personnel in the following job classification codes (craft codes) are required to complete training documentation:
S = Supervisor I = Inspection MT = Aircraft Maintenance Technician V = Line Maintenance Vendor VD = Vendor Designee LT = Lead Service Technician CT = Maintenance Controllers
43. Training Documentation Training must be completed and documented by
