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D.R.V.S.M.

Domestic
Reduced
Vertical
Separation
Minimums

Welcome to PrestoSIM's DVRSM Training


The scope of this training is to fulfill the requirements of AC-91-RVSM Appendix 4 Crew Training.

Why do we have DRVSM?


Six more flight levels in the airspace between FL290 - 410 Better operating economies and reduced in-flight delays for aircraft operators Environmental benefits from reduced fuel burn Operational flexibility for controllers Eventual capacity benefits through more efficient use of airspace and vertical layering of sectors Separation criteria common in all airspace up to FL410 More scope for the use of Flight Level Allocation Scheme (FLAS) to resolve conflicts at crossing points.

Where Is DVRSM Used


On January 20, 2005, RVSM was implemented in the airspace shown below: Between flight level (FL) 290 410 (inclusive) in the airspace of the lower 48 States, Alaska, Atlantic High and Gulf of Mexico High Offshore Airspace and the San Juan Flight Information Region (FIR). Between FL 290-410 (inclusive) in Southern Canadian Domestic Airspace and the airspace of Mexico. (RVSM was implemented in Northern Canadian Domestic Airspace in 2002).

Affected areas (Includes Mia, Hou Oceanic & San Juan FIR)

DRVSM Altitudes

RVSM World Over

Who can operate in DRVSM?


Title 14 CFR. 91.180 States: Except as provided in paragraph (b) of section, no person may operate a civil aircraft in airspace designated as Reduced Vertical Separation minimum (RVSM) airspace unless:

(1) The operator and operators aircraft comply with the minimum standards of Appendix G of this Part; and The operator is authorized by the administrator or the country of registry to conduct such operations. (b) The administrator may authorize a deviation from the requirements of this section.

What does this Mean?


The Aircraft has to be approved. This is accomplished by either: The Manufacture building the aircraft to RVSM requirements, or A Service Bulletin or STC to modify the aircraft to RVSM requirements The Operator / Crew has to be trained and approved. Operational Procedures and Programs will be developed and approved. A Maintenance Program will be developed and approved. Approx 60 days in advance, The operator will submit an application to their FSDO For Operational approval.

What Guidance do we have for this process?

http://www.faa.gov/ats/ato/rvsm_documentation.htm 91-RVSM Part 91 Appendix G Monitoring FAQs

Approval Process
Operator Approval
Airworthiness Approval Operational Procedures and Programs Approval should be requested at least 60 days prior to proposed RVSM operations

Pre-Application Meeting
Schedule a Meeting With The local FSDO Purpose of Meeting: To discuss the requirements of the Approval Process. Contents of Operators RVSM Application Process of FAA Review and Evaluation

Contents of Application
Airworthiness Documents. Description of Aircraft equipment. Operational Training Program and Operating Practices and Procedures. Operations Manuals and Checklist Past Performance. Minimum Equipment List If Using one Maintenance Program. Plan for participation in Monitoring Program.

Operational
What is required of the Crew before flight is conducted with in RVSM Airspace?

Preflight Planning
Verify That the aircraft is approved for RVSM operations. Insure that all NOTAMS and information pertinent to the RVSM airspace is reviewed and a copy is kept in the Cockpit. Insure Block 3 of the Flight plan form indicates that the operator and the aircraft is approved for RVSM operations.
See handout on suffix codes

Review Tropoause charts for performance capability and wind charts for turbulent conditions. To determine if either Could exceed altitude keeping equipment.parameters

Preflight Procedures
Review Maintenance logs insure there are no items that would effect RVSM operations: Altimeter system, Altitude reporting equipment, Altitude alerting devices,

Aircraft Preflight
Altimeter Checks: Set both altimeters to local altimeter settings, QNH (This must be done at a known elevation.) The difference between altimeter readings, And the known elevation (airport elevation) MUST NOT EXCEED 75 FEET. Static Sources: During exterior inspection pay particular attention to the Static Source and the condition of the skin surface in the vicinity of the source. This check can be performed by a qualified and authorized person other than the pilot. e.g. maintenance personnel.

System requirements Prior to entering RVSM airspace



The following must be fully operational: Two independent Altitude Measurement Systems. One secondary surveillance radar(SSR) Mode S transponder. One altitude alerting system. One automatic altitude control system ( AFCS) Autopilot. If TCAS is installed select TA/RA modes. (Change 7 must be Incorporated). Should any of the systems above fail prior to entering RVSM airspace , The pilot will request a new clearance to avoid flight in RVSM air space.

TCAS Equipage.
TCAS equipage requirements are contained in 14 CFR sections 121.356, 125.224, 129.18 and 135.189. Part 91 Appendix G does not contain TCAS equipage requirements specific to RVSM, however, Appendix G does require that aircraft equipped with TCAS II and flown in RVSM airspace be modified to incorporate TCAS II Version 7.0 or a later

In Flight Procedures
Emphasis should be placed on setting the Altimeter setting to 29.92 when passing the transition altitude. And rechecking for proper altimeter setting when reaching the initial Cleared Flight Level. (CFL) In level cruise it is essential that the aircraft is flown at the CFL. This requires that particular care is taken to ensure that the ATC clearances are fully understood and followed. Except in contingency or emergency situations The aircraft should not intentionally depart from the CFL with out a Positive Clearance from ATC. During climbing and descent the aircraft should not be allowed to undershoot or over shoot the CFL by more than 150 ft. The altitude alerting system should be operational.

In Flight Procedures cont


It is recommended that the level off be accomplished using the altitude capture feature of the automatic altitude-control system At intervals of approximately one hour, Cross-checks between the primary altimeters (and standby if installed) should be made, A minimum of two primary altimeters should agree within 200 ft or less. Failure to meet this condition will require that the altimetry System be reported as defective and notify ATC. The difference between the primary and standby altimeter should be noted for use in contingency situations. The altimetry system used to control the aircraft should be selected to provide the input to the altitude-reporting transponder transmitting information to ATC.

Contingency Procedures
When operating in DVRSM airspace the Pilot Should notify ATC of any system failures,weather conditions that effect the ability to maintain the CFL and coordinate a plan of action. See Hand out GEN4009 page 8 Severe Turbulence and Mountain wave activity page 8, 10 Merging Target Procedures page 9 Pilot controller Phraseology page 12 Weather and aircraft systems failures page 13

Reporting Altitude-Keeping Errors


Each operator Shall report to the administrator each event in which the operators aircraft has exhibited the following altitude-keeping errors. A total of 300 feet or more. Altimetry system error of 245 feet or more; or Assigned altitude deviation of 300 feet or more

Removal or Amendment Authority


The administrator may revoke or restrict and RVSM authorization if the administrator determines that the operator is not complying ,or is unable to comply, with this appendix G to part 91 or subpart H of this part, examples of reasons for amendment, revocation or restriction include but are not limited to, an operators: Committing one or more altitude-keeping errors in RVSM airspace; Falling to making an effective and timely response to identify and correct altitude-keeping error; or Failing to report an Altitude-keeping error.

Reports
RVSM Altimeter Log
see hand outs

Height keeping report see hand outs

This concludes The DRVSM training

Fly Safe

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