91RVSM_CH1.doc

1、INTERIM GUIDANCE MATERIAL ON THEAPPROVAL OF OPERATORS/AIRCRAFTFOR RVSM OPERATIONSSubject: APPROVAL OF AIRCRAFTAND OPERATORS FOR FLIGHTIN AIRSPACE ABOVE FLIGHTLEVEL (FL) 290 WHERE A1,000 FOOT VERTICALSEPARATION MINIMUM IS APPLIEDDate: 6/30/99Initiated by: AIR-100AFS-400 No.: 91-RVSMChange: 1*1. PURPO

2、SE. This document is intended to provide interim guidance. It establishes an acceptable means, but not the only means, that can be used in the approval of aircraft and operators to conduct flight in airspace or on routes where Reduced Vertical Separation Minimum (RVSM) is applied. It contains guidan

3、ce on airworthiness, continuing airworthiness, and operations programs for RVSM operations. (Appendix 7 contains a table of contents which lists where these issues are addressed in the document.) (RVSM airspace is any airspace or route between FL 290 and FL 410 inclusive where aircraft are separated

4、 vertically by 1,000 ft (300 m).* a. Paragraphs containing new or amended material are preceded by an asterisk. 2. RELATED FAR SECTIONS. FAR Section 91.705, FAR Section 91.411, FAR Part 145, FAR Part 121, FAR Part 135, FAR Part 43.3. RELATED READING MATERIAL.* a. International Civil Aviation Organiz

5、ation (ICAO) Doc. 9574, Manual on the Implementation of a 300 m (1,000 ft) Vertical Separation Minimum Between FL 290 - FL 410 Inclusive. Copies may be obtained from ICAO, Document Sales Unit, 999 University Street, Montreal, Quebec H3C 5H7, Canada; Tel.: (514) 954-8022; Fax: (514) 954-6769; E-mail:

6、 sales_uniticao.org b. ICAO Doc. 9536, Review of the General Concept of Separation Panel (RGCSP), Sixth Meeting, Montreal, 28 November - 15 December 1988. Copies may be obtained from address above.c. ICAO Doc. 9572, RGCSP, Seventh Meeting, Montreal, 30 October - 20 November 1990. Copies may be obtai

7、ned from address above.91-RVSM 3/14/9424. BACKGROUND.a. In mid-1981, the FAA established a Vertical Studies program with the objective of collecting data on aircraft height-keeping performance, developing program requirements for the reduction of vertical separation, and providing technical and oper

8、ational representation on the working groups studying the subject. In early 1982, the FAA hosted a Public meeting on vertical separation. This meeting recommended that the Radio Technical Commission for Aeronautics (RTCA) should be the forum for the development of the minimum system performance stan

9、dards (MSPS) for RVSM. RTCA Special Committee (SC) 150 was formed in March 1982 for this purpose.b. In the international arena, the FAA committed resources to the ICAO RGCSP which was tasked in 1974 to add the study of vertical separation to its work program.c. The data and analysis developed in the

10、 FAA Vertical Studies Program was reviewed by the national and international working groups studying RVSM. The major results and conclusions of this program are contained in the “Summary Report of United States Studies on 1,000 foot Vertical Separation Above Flight Level 290“ which was completed in

11、July 1988. (This report was incorporated in its entirety into Volume II of the RGCSP/6 report. Volume II is a compilation of reports from EUROCONTROL and four individual states on vertical studies).d. RTCA SC 150 was established with the purpose of developing minimum system performance requirements,

12、 identifying required aircraft equipment improvements and operational procedure changes and assessing the impact of RVSM implementation on the aviation community. SC 150 served as the focal point for the study and development of RVSM criteria and programs in the U.S. from 1982 to 1987. SC 150 comple

13、ted its “Initial Report on Minimum System Performance Standards for Vertical Separation Above Flight Level 290 in November 1984. This report contains information on the methodology for evaluating safety, factors influencing vertical separation, and strawman system performance standards. RTCA also de

14、veloped a draft “Minimum System Performance Standard for 1,000-Foot Vertical Separation Above Flight Level 290.“ The draft MSPS continued to develop over a period of years. Draft 7 of the material was developed in August 1990.e. In 1987, the FAA concentrated its resources for the development of RVSM

15、 programs in the ICAO RGCSP. The U.S. delegation to RGCSP used the material developed by SC 150 in developing U.S. positions and proposals on RVSM criteria and programs.f. The ICAO RGCSP published two major reports which have provided the basis for the development of RVSM implementation documents. T

16、he Report of RGCSP/6 (Montreal, 28 November-15 December 1988) was published in two volumes. Volume 1 3/14/94 91-RVSM3summarized the major conclusions reached by the panel and by individual states. Volume 2 presented the complete RVSM study reports of EUROCONTROL, the U.S., Japan, Canada, and the USS

17、R. The major conclusions of this report are that:(1) RVSM is “technically feasible without imposing unreasonably demanding technical requirements on the equipment“(2) RVSM would provide “significant benefits in terms of economy and en route airspace capacity.“g. The second major report published by

18、RGCSP was the Report of RGCSP/7 (Montreal, 30 October - 20 November 1990). This report contains the draft “Manual on Implementation of a 300 M (1,000 ft) Vertical Separation Minimum (VSM) Between FL 290 and 410 Inclusive.“ This material was approved by the ICAO Air Navigation Commission in February

19、1991 and published as ICAO Document 9574. This manual provides guidance for RVSM implementation planning, airworthiness requirements, flight crew procedures, ATC considerations, and system performance monitoring.h. Appendix 6 provides a discussion of certain major conclusions detailed in Doc. 9574 w

20、hich have served as the foundation for the development of the specific aircraft and operator approval criteria and programs contained in the Interim Guidance.5. DEFINITIONS. The following definitions are intended to clarify certain specialized terms used in this advisory material:a. Aircraft Group.

21、A group of aircraft that are of nominally identical design and build with respect to all details that could influence the accuracy of height keeping performance (see paragraph 9b(2).b. Altimetry System Error (ASE). The difference between the pressure altitude displayed to the flightcrew when referen

22、ced to ISA standard ground pressure setting (29.92 in. Hg/1013.25 hPa) and free stream pressure altitude.c. Assigned Altitude Deviation (AAD). The difference between the transponded Mode C altitude and the assigned altitude/flight level.d. Automatic Altitude Control System. Any system which is desig

23、ned to automatically control the aircraft to a referenced pressure altitude.e. Avionics Error (AVE). The error in the processes of converting the sensed pressure into an electrical output, of applying any static source error correction (SSEC) as appropriate, and of displaying the corresponding altit

24、ude.91-RVSM 3/14/944f. Basic RVSM Envelope. The range of Mach numbers and gross weights within the altitude ranges FL290 to FL410 (or max available altitude) where an aircraft can reasonably be expected to operate most frequently. (See paragraph 9b(40(ii).g. Full RVSM Envelope. The entire range of o

25、perational Mach numbers, w/, and altitude values over which the aircraft can be operated within RVSM airspace. (See paragraph 9b(4)(i).h. Height-Keeping Capability. Aircraft height-keeping performance which can be expected under nominal environmental operating conditions with proper aircraft operati

26、ng practices and maintenance.i. Height-Keeping Performance. The observed performance of an aircraft with respect to adherence to a flight level.j. Non-Group Aircraft. An aircraft for which the operator applies for approval on the characteristics of the unique airframe rather than on a group basis. (

27、see paragraph 9b(3).k. Residual Static Source Error. The amount by which static source error (SSE) remains undercorrected or overcorrected after the application of SSEC.l. Static Source Error. The difference between the pressure sensed by the static system at the static port and the undisturbed ambi

28、ent pressure.m. Static Source Error Correction (SSEC). A correction for static source error.n. Total Vertical Error (TVE). Vertical geometric difference between the actual pressure altitude flown by an aircraft and its assigned pressure altitude (flight level).o. W/. Aircraft weight, W, divided by t

29、he atmospheric pressure ratio, .6. THE APPROVAL PROCESS.a. General. Airspace where RVSM is applied should be considered special qualification airspace. Both the individual operator and the specific aircraft type or types which the operator intends to use should be approved by the appropriate FAA off

30、ices before the operator conducts flight in RVSM airspace. This document provides guidance for the approval of aircraft types and operators for flight in airspace where RVSM is applied.3/14/94 91-RVSM5b. Approval of Aircraft. Each aircraft type that an operator intends to use in RVSM airspace should

31、 have received FAA approval in accordance with paragraph 9 prior to the operational approval being granted. Paragraph 9 provides guidance for the approval of aircraft which have already entered service and for new build aircraft.(1) In-service Aircraft: FAR Parts 121, 125, and 135 Operations. Aircra

32、ft manufacturers should coordinate with the appropriate Aircraft Certification Office (ACO) to determine the process and procedures for RVSM airworthiness approval. An individual operator seeking approval for its aircraft should contact the manufacturer of the specific aircraft type and their assign

33、ed Certificate Management Office (CMO) or the Flight Standards District Office (FSDO) which holds their operating certificate to determine/coordinate the process for RVSM approval. Final approval will require coordination between the operator, the CMO or FSDO, the ACO, and the aircraft manufacturer

34、or design organization.(2) In-service Aircraft: FAR Part 91 Operations. An aircraft manufacturer should contact their assigned ACO to determine the process and procedures for RVSM airworthiness approval. An individual operator seeking approval for its aircraft should contact the manufacturer of the

35、specific aircraft type and their local FSDO to determine/coordinate the process for RVSM approval.(3) New Build Aircraft. A manufacturer which desires to have a specific aircraft type approved for the RVSM operations should contact the appropriate ACO within its assigned geographical area. Manufactu

36、rers will be able to receive airworthiness approval only.(4) Other Aircraft. For RVSM operations conducted within the United States under FAR Part 129, aircraft should be approved by the state of the operator or registry. Experimental aircraft should be approved through special flight authorizations

37、.c. Operator Approval. Paragraph 10 contains guidance on the continuous airworthiness (maintenance) programs for RVSM operations. Paragraph 11 contains guidance on the operational procedures and programs which an operator should adopt for RVSM operation. Each individual operator should plan on prese

38、nting these programs to the FAA at least 60 days prior to proposed operation. Paragraph 11 discusses the timing, process, and maintenance and operations material which the operator should submit for FAA review and evaluation. The appropriate FAA offices which should be contacted to start the process

39、 are as follows:(1) FAR Parts 121, 125, and 135 Operators. The operator should notify the CMO or FSDO which holds its operating certificate of its intent to obtain approval for RVSM operations. The operator can expect the CMO or FSDO to consult the Air Transportation Operations Inspectors Handbook,

40、FAA Order 8400.10, and Airworthiness 91-RVSM 3/14/946the Inspectors Handbook, FAA Order 8300.10, for guidance on RVSM approval and for sources of technical assistance.(2) FAR Part 91 Operators. FAR Part 91 operators should contact their local FSDO to start the process to receive a letter of authoriz

41、ation (LOA) which will grant authorization for RVSM operations. The operator can expect the FSDO to consult FAA General Aviation Operations Inspectors Handbook, FAA Order 8700.1, and the Airworthiness Inspectors Handbook, FAA Order 8300.10, as necessary for guidance on RVSM approval and for sources

42、of technical assistance.7. RVSM PERFORMANCE.a. General. The statistical performance statements of ICAO Doc. 9574 for a population of aircraft (see Appendix 6) have been translated into airworthiness standards by assessment of the characteristics of ASE and altitude control. The following standards d

43、iffer in some respects from that document, but they are consistent with the requirements of RVSM.b. RVSM Flight Envelopes. For the purposes of RVSM approval, the aircraft flight envelope may be considered in two parts: the Basic RVSM Envelope and the Full RVSM Envelope. (The parameters for these env

44、elopes are detailed in paragraph 9b(4). The Basic RVSM Envelope is the part of the flight envelope where aircraft operate the majority of time. The Full RVSM Envelope includes parts of the flight envelope where the aircraft operates less frequently and where a larger ASE tolerance is allowed (See pa

45、ragraphs 7c(3) and 7c(4).c. Altimetry System Error.(1) In order to evaluate a system against the ASE performance statements established by RGCSP (see Appendix 6, paragraph 3), it is necessary to quantify the mean and three standard deviation values for ASE, expressed as ASEmean and ASE3SD. In order

46、to do this, it is necessary to take into account the different ways in which variations in ASE can arise. The factors which affect ASE are as follows:(i) Unit to unit variability of avionics.(ii) Effect of environmental operating conditions on avionics.(iii) Airframe to airframe variability of stati

47、c source error.(iv) Effect of flight operating condition on static source error.3/14/94 91-RVSM7(2) Assessment of ASE, whether based on measured or predicted data, must, therefore, cover paragraphs 7c(1)(i), 7c(1)(ii), 7c(1)(iii) and 7c(1)(iv). The effect of item (iv) as a variable can be eliminated

48、 by evaluating ASE at the most adverse flight condition in an RVSM flight envelope.(3) The requirements in the Basic RVSM Envelope are as follows:(i) At the point in the Basic RVSM Envelope where mean ASE reaches its largest absolute value, the absolute value should not exceed 80 ft (25m).(ii) At th

49、e point in the Basic RVSM Envelope where mean ASE plus three standard deviations of ASE reaches its largest absolute value, the absolute value should not exceed 200 ft (60m).(4) The requirements in the Full RVSM Envelope are as follows:(i) At the point in the Full RVSM Envelope where mean ASE reaches its largest absolute value, the absolute value should not exceed 120 ft (37)m.(ii) At the point in the Full RVSM Envelope where mean ASE plus three standard deviations of ASE reaches its largest abso