RVSM/Transponder question
 

Hello All,

I seem to remember hearing a discussion in our FBO regarding the requirement to physically fly a part 91 aircraft over certain points in the US to verify transponder accuracy every two years? It has been a while since I overheard this so forgive me if I'm way off here. I believe it was related to Transponders/RVSM/LOA's. I remember hearing Wichita KS mentioned. I've tried to research it and have come up empty. I'm obviously aware of the standard checks done on the ground every 24 months but this seemed to be different than that. Any clarification is greatly appreciated. Thanks.

Hope this helps...

retrieved from NBAA on May 13, 2011. http://www.nbaa.org/member/ops/cns/r...monitoring.php


April 26, 2011
What's Involved In New RVSM Height-Monitoring Requirements?

As many people in business aviation know, the goal of Reduced Vertical Separation Minimums (RVSM) is to allow more aircraft to fly safely between FL290 and FL410 by reducing the minimum separations from 2000-ft to 1000-ft. The aim of RVSM, according to the FAA, is to allow aircraft to fly more optimum profiles, save fuel, and increase the capacity of the airspace.

While much of the world implemented RVSM between 2000 and 2002, the United States didn't initiate the system until 2005. Originally, Flight Level (FL) separations (which increase to 4000-ft. above FL410) recognized the inaccuracy of pressure altimeters with height, but air-data computers and accurate autopilots have reduced those concerns.

Nevertheless, altimeter accuracy is essential to RVSM safety, and a monitoring process has been mandated by the FAA to ensure that the drift of altimeter error over time doesn't compromise safety.

Under the new requirements, aircraft operators must accomplish an RVSM height monitoring flight at least once every two years or within 1,000 flight hours per airplane, whichever is greater. These rules become applicable on May 18, 2011 and operators have until November 18, 2012 to comply.

The required monitoring, however, has raised concerns among some aircraft operators, who view it as more paperwork and one more bureaucratic task. The fact is, the process is actually quite simple and straightforward for most operators.

There are four methods of altimeter monitoring. The simplest and least expensive for North American operators is to use the Aircraft Geometric Height Measurement Element (AGHME) Constellation which consists of seven sites around the United States and Canada that continuously monitor and record aircraft heights. All that is needed is a single pass through one AGHME site at a constant altitude between FL 290 and FL 410. View a list of locations.

NBAA is also aware that this requirement could add compliance costs for some Members that do not operate near one of the AGHME monitoring sites and is working with FAA to determine if alternate, cost-effective options exist for height monitoring.

A second method is to contract with an FAA-approved monitoring company to place a portable GPS Monitoring Unit aboard for one flight. However, this method is likely not cost effecitve for most NBAA Members.

Aircraft flying to Europe can overfly any of the three Height Monitoring Units in Europe, or overfly the North Atlantic Central Monitoring Agency unit in Wales. Results of monitoring flights are shared between the FAA, Eurocontrol and other regional authorities so the aircraft will meet requirements worldwide.

The FAA also allows fleet operators to monitor only a portion of their fleet, then view a list of the aircraft with group approvals.

The only paperwork involved in the RVSM monitoring process is the application form found at the FAA's website. That can be faxed or sent and, upon approval, the operator can execute the flight.

As NBAA Project Manager Scott O'Brien noted, "The decision to require recurrent monitoring was not taken lightly by FAA, but rather the process was implemented to maintain the excellent safety record we have seen in RVSM operations."

AGHME constellations are located at six sites in North America, as shown in the table below.

Atlantic City, New Jersey
Wichita, Kansas
Cleveland, Ohio
Phoenix, Arizona
Ottawa, Ontario
Lethbridge, Alberta

Check to see the last time your a/c was monitored, under 'IGA'

RVSM Approvals and AGHME Monitoring Status Results

They really need the monitor at TEB, not ACY...

Thanks for the info guys, super helpful. One more question. We had this check done in 11/2009 which tells me the application and paperwork were already submitted (done prior to my arrival here). If I want to do another check before the two year period, do I have to submit new paperwork or is that a one time deal? Thanks again.

From a recent thread on NBAA airmail which should answer your question!

Hope it doesn't violate any TOS here:


Subject: RVSM Minimum Monitoring Policy

Mr. Smoot;

The recently released policy regarding minimum monitoring requirements for
RVSM raises a question regarding application for monitoring.

We have been operating two airplanes under FAR 91 LOAs in RVSM airspace for
a number of years. Application for initial monitoring was completed as
part of the original implementation of domestic RVSM. We have since been
regularly monitored by the various domestic AGHME stations which is
reflected on the NAARMO listing available online.

Must we now re-submit the application in Appendix 1 of your Reduced
Vertical Separation Minimum (RVSM) Monitoring Procedures for U.S. Operators
dated 25 February 2011 or will the original application suffice?

Best Regards,
[name deleted]

______________________________________


We don't need a new monitoring application. Your point that this
requirement was from start-up is well taken, but so far this is the most
frequently asked question that I get. We need to repair the web site
wording, I think.
-Wayne
********************
Wayne E. Smoot
Operations Research Analyst / RVSM DBA
Separation Standards Analysis Team, AJP-7B1
FAA Technical Center
Atlantic City Airport, NJ 08405
609 485-5475 (Voice) / -5078 (FAX)

What are the chances they would let you fly directly over TEB? :)

Slim to none...but at least you'd get close enough to "ring the bell"...

I wish they had an AGHME in the southeast. I am going to need to have Airnet do a GMU flight next month. Has anyone used them or the other provider in the past?

Thanks for all the info guys. And wouldn't you know it a couple days after I posted this question NBAA sends a FAQ's segment in their weekly update pertaining to height monitoring. Thanks again.