HelpConsole 2008

Limited Disclaimer
We have to deal with many different FAA regions and offices and inspectors and sometimes there is a lack of clear standards between these entities. GLN will assume the responsibility to ensure that whatever changes or demands are made that are outside of the normal process are met and your RVSM is completed.

When Should I Start The Process With GLN?

You can start when you have an RVSM installation slot and GLN can then start working with you and the installer to get the correct paperwork. We for sure would like to start when the aircraft is physically in the completion center so we have an interface with them.

How Long Is The RVSM LOA Process?

We usually need a couple days to be sure we have the documents. We prefer not to get started until we have at least the GLN RVSM data form and the installation documents. After that, the binders go to you to take or send to the FAA for approval and that can take from a few days to weeks (or months).

I Need To Fly Internationally As Soon As Possible. What Can We Do?

We have been doing international RVSMs for many years and we can help make direct contact with the FAA, explain the situation about needing to be able to fly the aircraft almost immediately and see if we can send the manuals to your FAA office in advance of all the paperwork, have them reviewed, and then send the completion center documents as inserts for quick approval. This often works, but it is still the FAA’s discretion.

Do I Need To Buy A Separate International / MNPS Manual?

We have separate international operations manuals for western hemisphere, typical of what might be for a DRVSM and then full worldwide international operations versions that include the airspace sections.

Who Deals With The FAA?

The FAA is going to insist on a relationship with you, though we often do deal directly with many FAA inspectors to see how to be help an operator with their particular situation. But, most FAA offices now have a specific application letter format they want followed and they insist that it must come from the operator (you) and not from a third party, such as a consult person, company or from GLN.

Are There Extra Costs?

Generally no. We do have some hourly charges for dealing with foreign operators of N-registered aircraft wherein we may act as their agent for service and deal directly with the FAA International Field Offices that handle the country they are based in. Call for details of how we handle these special situations.

What Are Some Problem Areas?

The operator does not have full-time pilots or a Director of Maintenance. In these cases we work with you to decide what is best as per the oversight of the RVSM operations and maintenance programs and what your local FAA inspectors are asking you to do. These can be difficult and the FAA does not have clear answers. For example, some companies have all contract pilots and the maintenance is handled at the FBO or a repair stations. SOMEONE is going to have to sign-on for the oversight responsibility on both the operations and maintenance side.

Incomplete documentation. We will review the STC, SB, or other documents and check what was sent to us. The RVSM group may ask for more documents or eliminate some from the approval package that is not really needed.

The operator does not have an inspection tracking program and simply uses the AMM chapters to determine what is done at any given inspection. The FAA is going to ask for, and may come to your facility to see, what documents you have and to be sure you have an adequate inspection tracking program that has incorporated the CAMP items from the RVSM installation documents.

The aircraft is coming out of the RVSM installation and leaving on an international flight and there is no RVSM approval that can be used in the MNPS and European airspace. We need to know the situation as soon as possible and decide if directly asking the FAA for more timely review is the best option.

What About Renewals?

The new RVSM authorizations are issues under the FAA's Operations Specifications System (OPSS) and they do not have a renewal requirement, though they can be altered by the FAA for just cause. Older RVSM LOAs that did expire are simply converted to the new OPSS system. You need to contact the FAA at least 30 days in advance of the expiration of your original RVSM LOA.

Do I Need An MEL or Can I Use The FAA’s MMEL As I Have Been Doing?

In more than 75% of the cases your FAA office will insist on an MEL, which GLN does, and we tie the MEL into the aircraft support documents to help with decisions about contingencies and other problems. These MELs are then directly tied together to be sure you are always operating within a known parameter of approval, to include RVSM, MNPS, RNP-5 and RNP-10 issues.

However, if you are a Part 91 operator then we should be able to get you an MMEL approval.

How Do I Get The MEL Done?

Contact GLN and we will email you an MEL worksheet that is tailored to your make and model and series of aircraft. The worksheet will collect just the optional and variable items. We use that to create the MEL. GLN does MELs for all of the Boeing Fleet, some of the Airbus and all of the general aviation aircraft. MELs, in both large and small binder and EFB formats run $750 to $1,450, depending on aircraft size. It generally takes 2-3 weeks for the MEL. We have about 90% of all (O) and (M) procedures, but we may ask for some review on ones that are not known to be factory approved or recommended procedures. MELs can be kept on a renewal/update status.

Can I Get Electronic Manuals for Electronic Flight Bags (EFB)?

Yes. We have been doing that for many years. The EFB versions are linked PDFs and may be used for the operations manuals and the MELs.

What Training Documentation Do We Need?

Generally, only training certificates are required and these may be from an online training source, a training center program or your own program. Sometimes the FAA is going to ask for a training program outline, which you can obtain from any of the sources, including the online training sources. Sometimes the FAA asks a Part 135 operator to submit their own program, which can be problematic. If this happens than call us for advice.

Is There A Charge For Technical Support From GLN?

No, not within the scope of getting your original LOAs. If you want to make some sort of system-wide changes or upgrades there may be an hourly charge if it goes beyond a few hours of consulting.