The Duncan Download Blog: Business Aviation Advice & Observations

A lot has changed in the world of air traffic control during the past 70 years. To help diagram some of the more recent changes, Duncan Aviation released a four-part video series on Understanding Future Air Navigation Systems (FANS), the avionics system that provides direct data link communication between the pilot and air traffic controller.

Justin Vena, Avionics Installations Rep for Duncan Aviation, hosted the series which details FANS history, evolution, operations, certification and upcoming mandates. He gives advice regarding FANS operations and answer the most common questions he hears from operators.

Justin’s passion for understanding the world’s NextGen initiatives has led to his extensive research on the subject. The FANS video series explains Controller Pilot Data Link (CPDLC), Automatic Dependent Surveillance Contract (ADS-C) and how they operate. He gives details about what happens with initial set-up and operation, including air traffic controller hand-offs, and explains the components included in a typical FANS system.

The video series provides information in regards to FANS mandates in Europe and the North Atlantic tracks. This resource is provided by Duncan Aviation in addition to the company’s ebook, Straight Talk About FANS 1/A, which was released in 2011 and can be found at http://www.duncanaviation.aero/straighttalk/fans/index.php.

Duncan Aviation FANS 1/A Webinar

Take a deeper look into the subject of FANS 1/A by attending an online interactive webinar hosted by Justin Vena on December 18th, 2012, 2-3 pm EST. He'll go into depth about how FANS work, generic system configurations, certification requirements and mandates, plus much more.

Duncan Aviation's FANS 1/A webinar is a free internet seminar for operators researching FANS compliance for their aircraft, and all aviation enthusiasts with an interest in FAA NextGen initiatives. There are only 100 "seats" available. Register today.

You may also sign up for the webinar by joining Duncan Aviation in booth #5580 at the 2012 NBAA Convention in Orlando, Florida, October 29-31.

Each industry has their own set of acronyms and abbreviations that often leave outsiders scratching their heads. There are nearly 3,000 identified aviation acronyms. However, in honor of the Duncan Download’s 200^thblog post, I asked our own experts to share 200 aviation-related acronyms that they use most during a normal work day. These overachievers sent me nearly 300.

Do you know them all?

1. (°C) — Degrees Celsius
2. (°F) — Degrees Fahrenheit
3. (A/D) — Analog to Digital Converter
4. (A/I) — Anti-Icing
5. (ac) — Alternating Current
6. (A/C) — Aircraft
7. (ACO) — Administrative Contracting Officer
8. (AD) — Airworthiness Directive
9. (ADC) — Air Data Computer
10. (ADF) — Automatic Direction Finding
11. (ADI) — Attitude Indicator
12. (ADS-B) — Automatic Dependent Surveillance - Broadcast
13. (AES) — Automatic Export System
14. (AFIS) — Airborne Flight Information System
15. (AFM) — Aircraft Flight Manual
16. (AGB) — Accessory Gearbox
17. (AGC) — Automatic gain control
18. (AHRS) — Attitude Heading Reference System
19. (ALI) — Airworthiness Limitation Item
20. (AMM) — Aircraft Maintenance Manual
21. (AMS) — Aerospace Material Specification
22. (ANAC) — Agência Nacional de Aviação Civil
23. (AOG) — Aircraft on Ground
24. (APR) — Automatic Power Recovery
25. (APU) — Auxiliary Power Unit
26. (ARINC) — Aeronautical Radio Incorporated
27. (ASAP) — As Soon As Possible
28. (ASNT) — American Society of Nondestructive testing
29. (ASSY) — Assembly
30. (ATA) — Air Transportation Association
31. (ATC) — Air Traffic Control
32. (ATIS) — Automatic Terminal Information Service
33. (ATTCS) — Automatic Take Off Thrust Control System
34. (BAFO) — Best and Final Offer
35. (BER) — Beyond economical repair
36. (BIS) — Bureau of Industry and Security
37. (BIT) — Binary Digit
38. (BITE) — Built-in Test Equipment
39. (BOV) — Bleed-off Valve
40. (C/P) — Chief Pilot
41. (C12) — King Air
42. (C20) — Gulfstream
43. (C21) — Learjet
44. (CA) — Certificate of Airworthiness
45. (CAA) — Civil Aviation Agency
46. (CAC) — Common Access Card
47. (CAM) — Certified Aviation Manager
48. (CAMP) — Computerized Maintenance Program
49. (CANPASS) — Canadian Passenger Accelerated Service System
50. (CASP) — Corporate Aircraft Service Program
51. (CAV) — Commercial Asset Visibility
52. (CBP) — Customs and Border Patrol
53. (cc) — Cubic Centimeters
54. (CCW) — Counterclockwise
55. (CDP) — Compressor Discharge Pressure
56. (CDRL) — Contract Data Requirements List
57. (CDU) — VHF Radio Transceiver
58. (CFR) — Code of Federal Regulations
59. (CG) — Center of Gravity
60. (CIT) — Compressor Inlet Temperature
61. (CL) — Class
62. (CLS) — Contractor Logistics Support
63. (CMR) — Certification Maintenance Requirement
64. (CMS) — Cabin Management System
65. (COC) — Certificate of Calibration
66. (Comm) — Communication
67. (COMSEC) — Communications Security
68. (CONUS) — Continental United States
69. (COO) — Country of Origin
70. (COTR) — Contracting Officer's Technical Representative
71. (CPAR) — Contractors Performance Assessment Reporting System
72. (CPCP) — Corrosion Prevention Control Program
73. (CPDLC) — Controller Pilot Data Link Communication
74. (CPU) — Central Processing Unit
75. (CRM) — Crew Resource Management
76. (CRT) — Cathode Ray Tubes
77. (CSN) — Catalog Sequence Numbers - Cycles Since New
78. (CVR) — Cockpit Voice Recorder
79. (CW) — Clockwise
80. (CZI) — Compressor Zone Inspection
81. (CZR) — Compressor Zone Repair
82. (D/A) — Digital to Analogue Converter
83. (DAR) — Designated Airworthiness Representative
84. (DCAA) — Defense Contract Audit Agency
85. (DCMA) — Defense Contracting Management Agency
86. (DFAR) — Defense Federal Acquisition Regulations
87. (DFDR) — Digital Flight Data Recorder
88. (DH) — Decision Height
89. (DIA) — Diameter
90. (Dim.) — Dimension
91. (DME) — Distance Measuring Equipment
92. (DOD) — Domestic Object Damage
93. (D.O.D.) — Department of Defense
94. (DOM) — Director of Maintenance
95. (DOS) — Department of State
96. (DPHM) — Diagnostics, Prognostics and Health Management
97. (DSS) — Defense Security Service
98. (DUATS) — Direct User Access Terminal Service (weather/flight plan processing)
99. (e-APIS) — Electronic Advanced Passenger Information System
100. (EAR) — Export Administration Regulations
101. (EASA) — European Aviation Safety Agency
102. (ECCN) — Export Commodity Control Number
103. (ECS) — Environment Control System
104. (ECTM) — Engine Condition Trend Monitoring
105. (EDS) — Engine Diagnostic System
106. (EDU) — Engine Diagnostic Unit
107. (EEC) — Electronic Engine Control
108. (EEI) — Electronic Export Information
109. (EERM) — Electrically Erasable Read Only Memory
110. (EFB) — Electronic Flight Bag
111. (EFD) — Electronic Flight Display
112. (EFIS) — Electronic Flight Instrument System
113. (EGWS) — Enhance Ground Proximity Warning System
114. (EGT) — Exhaust Gas Temperature
115. (EICAS) — Engine Indication and Crew Alert
116. (ELT) — Emergency Locator Transmitter
117. (EPR) — Engine Pressure Ratio
118. (ESO) — Electronic Sign Off (somewhat unique to Duncan Aviation)
119. (ESP) — Engine Service Plan
120. (ET) — Eddy Current Testing
121. (ETD/(A)/(E) — Estimated Time of Departure/(Arrival)/(Enroute)
122. (F & C) — Fits and Clearances
123. (FAA) — Federal Aviation Administration
124. (FADEC) — Full Authority Digital Electronic Control
125. (FANS) — Future Air Navigation System
126. (FAR) — Federal Aviation Regulation
127. (FBO) — Fixed Base Operation
128. (FCPA) — Foreign Corrupt Practices Act
129. (FCS) — Flight Control System
130. (FCU) — Fuel Control Unit
131. (FET) — Federal Excise Tax
132. (FI) — Flight Idle
133. (FIR) — Full Indicator Reading
134. (FIS) — Flight Inspection System
135. (FMC) — Flight Management Computer
136. (FMS) — Flight Management System
137. (FOB) — Fuel On Board
138. (FOD) — Foreign Object Damage
139. (FSDO) — Flight Standards District Office
140. (FSO) — Facility Security Officer
141. (FSOV) — Fuel Shut-off Valve
142. (FT) — Function Test
143. (FTR) — Federal Trade Regulations
144. (FWD) — Forward
145. (GBS) — Ground Based Software
146. (GEAE) — GE Aircraft Engines
147. (GFP) — Government Furnished Property
148. (GI) — Ground Idle
149. (GND) — Ground
150. (GOM) — General Operations Manual
151. (GPS) — Global Positioning System
152. (GPWS) — Ground Proximity Warning System
153. (H/W) — Hardware
154. (HIRL) — High Intensity Runway Lighting
155. (HP) — High Pressure
156. (HPT) — High Pressure Turbine
157. (HR.) — Hour
158. (HSD) — High Speed Data
159. (HSI) — Hot Section Inspection
160. (HSI) — Horizontal Situation Indicator
161. (HSR) — Hot Section Refurbishment
162. (HTS) — Harmonized Tariff System
163. (Hz) — Hertz
164. (I) — Incident
165. (IAW) — In Accordance With
166. (ICA) — Instructions for Continued Airworthiness
167. (ICAO) — International Civil Aviation Organization
168. (ID) — Inside Diameter
169. (IDG) — Integrated Drive Generator
170. (IETM) — Interactive Engine Technical Manual
171. (IFR) — Instrument Flight Rules
172. (IGV) — Inlet Guide Vane
173. (ILS) — Instrument Landing System
174. (in.) — Inch
175. (INBD) — Inboard
176. (IPC) — Illustrated Parts Catalog
177. (ISO) — International Standards Organization
178. (ITAR) — International Traffic and Arms Regulations
179. (ITT) — Interturbine Temperature
180. (JAR OPS) — Joint Aviation Requirement for Operation (Europe)
181. (JPAS) — Joint Personnel Adjudication System
182. (JTR) — Joint Travel Regulations
183. (kg.) — Kilogram
184. (kPa) — Kilopascals
185. (L/HIRF) — Lightning/High Intensity Radiated Field
186. (lb.) — Pound
187. (LOI) — Letter of Intent
188. (LPT) — Low Pressure Turbine
189. (LPV) — Localizer Performance with Vertical guidance
190. (LRM) — Line Replaceable Module
191. (LRU) — Line Replaceable Unit
192. (M/N) — Model Number
193. (Max) — Maximum
194. (MDA) — Minimum Descent Altitude
195. (MEL) — Minimum Equipment List
196. (MFC) — Main Fuel Control
197. (MFD) — Multi-Function Display
198. (Min) — Minimum
199. (MLG) — Main Landing Gear
200. (MM) — Maintenance Manual
201. (MOA) — Military Operations Area
202. (MPA) — Maximum Power Assurance
203. (MPD) — Maintenance Planning Document
204. (MPI) — Major Periodic Inspection
205. (MPU) — Multifunction Processor Unit
206. (MRA) — Major Repair/Alteration
207. (MRB-R) — Maintenance Review Board Report
208. (MSG-3) — Maintenance Steering Group 3rd Task Force Aircraft Maintenance Program
209. (MSP) — Maintenance Service Plan
210. (MT) — Magnetic Particle Testing
211. (MU) — Measurement Uncertainty
212. (MUR) — Measurement Uncertainty Ratio
213. (N2 -) — Nitrogen
214. (NAA) — National Aviation Agency
215. (NATO) — North Atlantic Treaty Organization
216. (NAV) — Navigation
217. (NBAA) — National Business Aviation Association
218. (NDB) — Non-Directional Beacon
219. (NDT) — Non-Destructive Testing
220. (NextGen) — Next Generation Air Transportation System
221. (NFF) — No Fault Found
222. (NICAD) — Nickel Cadmium
223. (NIST) — National Institute of Standards & Technology
224. (NLG) — Nose landing gear
225. (NOTAM) — Notice to Airmen
226. (O2) — Oxygen
227. (OC) — On condition
228. (OCONUS) — Outside Continental United States
229. (ODA) — Organization Delegation Authorization
230. (OH) — Overhaul
231. (OIML) — International Organization for Legal Metrology
232. (OOT) — Out of Tolerance
233. (OUTBD) — Outboard
234. (P/N) — Part Number
235. (PAMA) — Professional Aviation Maintenance Association
236. (PAR) — Previous Authorization Required
237. (PCO) — Procuring Contracting Officer
238. (PIC) — Pilot In Command
239. (PIREP) — Pilot Reports
240. (PM) — Program Manager
241. (PMA) — Parts Manufacturer Approval
242. (POA) — Power of Attorney
243. (PSE) — Primary Structural Element
244. (PSU) — Passenger service unit
245. (PT) — Penetrant testing
246. (PWS) — Performance Work Statement
247. (QA) — Quality Assurance 
248. (QAR) — Quality Assurance Representative
249. (QCM) — Quality Control Manual
250. (QT) — Quick Turn
251. (RAAS) — Runway Awareness and Advisory System
252. (RAD) — ALT Radio Altimeter
253. (RAT) — Ram Air Turbine
254. (RFI) — Request for Information
255. (RFM) — Removed From Market
256. (RFQ) — Request for Quote
257. (RNAV) — Area Navigation
258. (RNP) — Required Navigation Performance
259. (ROM) — Rough order of magnitude
260. (RSGOM) — Repair Station General Operating Manual
261. (RSM) — Repair Station Manual
262. (RTS) — Return To Service
263. (RTU) — Radio Tuning Unit
264. (RVSM) — Reduced Vertical Separation Minimums
265. (S/N) — Serial Number
266. (SATCOM) — Satellite Communications
267. (SB) — Service Bulletin
268. (SBB) — Swiftbroadband
269. (SELCAL) — Selective Calling
270. (SHOT) — Since Hot Section Overhaul
271. (SIC) — Second In Command
272. (SMOH) — Since Major Overhaul (Engines)
273. (SMS) — Safety Management System
274. (SOP) — Standard Operating Procedure
275. (SOW) — Statement of Work
276. (STC) — Supplemental Type Certificate
277. (TAF) — Terminal Area Forecast
278. (TAP) — Total Assurance Program
279. (TAR) — Test Accuracy Ratio
280. (TAWS) — Terrain Awareness Warning System
281. (TBO) — Time Between Overhaul
282. (TCAS) — Traffic Collision Avoidance System
283. (TCAS MOPS 7.1) — Minimum Operation Performance Specification 7.1
284. (TCH) — Threshold Crossing Height
285. (TFR) — Temporary Flight Restriction
286. (TSA) — Transportation Security Administration
287. (TSH) — Time Since Hot (Engines)
288. (TSN) — Time Since New
289. (TSO) — Time Since Overhaul
290. (TTSN) — Total Time Since New
291. (TUR) — Test Uncertainty Ratio
292. (UC) — Under Contract
293. (USCG) — United States Coast Guard
294. (UT) — Ultrasonic Testing
295. (VFR) — Visual Flight Rules
296. (VSI) — Vertical Speed Indicator
297. (WAAS) — Wide Area Augmentation System
298. (Wi-Fi) — Wireless Fidelity

Duncan Aviation is an aircraft service provider supporting the aviation needs of government and business operators and other service providers. Services include major and minor airframe inspections, engine maintenance, major retrofits for cabin and cockpit systems, full paint, interior and modification services and pre-owned aircraft sales and acquisitions. Duncan Aviation also has aircraft components and parts solutions experts available 24/7/365 at 800.228.1836 or 402.475.4125 (international) who can handle any aircraft system problem with immediate exchanges, rotables, loaners or avionics/instrument/accessory/propeller repairs and overhauls.

Complete service facilities are located in Lincoln, Nebraska, and Battle Creek, Michigan. Additional locations include a maintenance facility in Provo, Utah, more than 20 satellite avionics facilities and eight engine Rapid Response Team launch offices strategically located for worldwide support.   

For more information about any of Duncan Aviation’s services, contact us at 402.475.2611 or 800.228.4277. Or visit us on the web at www.DuncanAviation.aero.

Contributed by Gary Harpster, Avionics Sales Rep

My best advice to you, as an operator, is to start now and ask questions and continue to ask questions until you understand. Then ask more.

There is so much information available to customers who are beginning their research on FANS-1A solutions. Your best approach when beginning your FANS-1A research is to ask a lot of questions. But don’t be surprised if your questions create more. Break out a pen; it’s time to start taking some notes.

Below is an experience I had with a recent customer while discussing a FANS-1A solution for his aircraft. We began to discuss the need for very precise aircraft position information. I told him the least expensive path would be to install WAAS receivers, as they have the level of accuracy needed to accomplish a FANS-1/A solution.

Customer Question #1 - FMS

“OK. So new FMSs will get me to a FANS-1/A solution?”

No, not exactly. You’ll still need a means of sending and receiving text data from the cockpit to the airspace controlling agency, so you will need some sort of data link system besides the Flight Management Systems.

Customer Question #2 – Data Link Systems

“OK. So, if I get new FMSs and a Data Link System, then I’ll be FANS-1/A compliant?”

Not just yet. You see, since all voice information is being captured by the cockpit voice recorder now and you’re going to start texting, you will need a different cockpit voice recorder (CVR) than what you have now that can capture text data. 

Customer Question #3 - CVR

“I think I’ve got it! A new CVR, Data Link and Flight Management Systems, will get me FANS-1A solution.”  

Well I’m afraid not, at least not yet. Even though you have the accuracy, the means of capturing the data and generating text data, you still need to send it and receive it and, since you are too far away from land for a VHF signal, you are going to have to rely on Satellite Communications.  If you are looking for the most cost effective means, I’d suggest using an Iridium Transceiver. 

Customer Question #4 – FANs-1A Effective Date

“I had no idea all of this was needed. When does this take effect again? 2015?”

In 2015 is when VHF Datalink (VDL) Mode 2 begins. However, the regulatory authority over the Atlantic is International Civil Aviation Organization (ICAO), and they are saying no one, who is not FANS-1A compliant, will be allowed to fly within the North Atlantic Tracks between the altitudes of FL370 to FL390 beginning in February of 2013. 

Customer Question #5 – Installation Qualifications

“2013! That’s less than five months away! Where can I get this system installed?” 

That’s a potential challenge too. Any MROs who have the capability to install the system on your aircraft, are also required to have a Supplemental Type Certificate (STC) for the entire solution, including all of the components. There currently isn’t much out there being offered, in the way of a full solution. Even if there was, you are still required to get a new Letter of Authorization (LOA), which could take months to get approved by your local Flight Standard District Office (FSDO), especially since their work load is so high right now.

Customer Question #6 – Is that it?

“You mentioned VDL Mode 2 in 2015? What does that mean?”

Many operators were told that if they put in this initial solution, the one we just talked about, that when 2015 rolls around and Europe is begin requiring VDL Mode 2, that they would be exempt from having upgrade because they complied early to the first portion. That sounds good, but sometimes you have to ask what it really means to be exempt?

In this case, it means that 75 percent of the aircraft operating in Europe will already be complaint, so the remaining 25% will be managed into the airspaces when they can be, with priority being given to aircraft that are already compliant.

Ask Questions Until You Understand, Then Ask More

Because each aircraft requires a unique solution, all systems require a fresh approach. My best advice to you, as an operator, is to start now and ask questions and continue to ask questions until you understand. Then ask more. There is so much information out about the FANs-1/A topic, but so much is still unknown. I’m afraid that we’ve only scratched the surface.

At Duncan Aviation, we consider ourselves to be on the cutting edge of all avionics technology, and the subject of FANS-1/A is no different. We have done ample research and talked with hundreds of our customers to develop the most valuable information we can provide. To learn the latest about FANS-1/A, download the Straight Talk about FANS booklet. Watch for information coming soon about an upcoming FANS video series and webinar, created by Duncan Aviation FANS experts.

Gary Harpster serves as an Avionics Installations Sales Rep. at Duncan Aviation's full-service facility in Lincoln, Neb. (LNK), specializing in Hawkers and Learjets. He is an industry expert on NextGen initiatives, giving presentations across the U.S. Gary is currently serving as Vice-Chair of the AEA board of advisors. He began his career in aviation in 1977.

Contributed by Gary Harpster, Avionics Installations Sales Rep.

VDP is the point in the approach where the pilot must make the decision to land or go around again.

The question has been asked if a pilot must adhere to the VDP missed point when a VDP icon displays on the profile view of a WAAS approach plate, and the pilot is using the lowest LPV minima.

We have also been asked if CAT terms are used in reference to WAAS, or if they are ILS nomenclature only.

Let's dive in.

VDP Missed Point Adherence

Visual Decent Point or VDP is sometimes referenced on non-precision straight in approaches for WAAS (Wide Area Augmentation System) equipped aircraft. VDP is the point in the approach where if the pilot has the runway in view, they may continue their decent using the standard 3 degree decent angle to the runway threshold. If you do not have the runway in sight at this point, you must initiate a missed approach.

VDPs are seen on approaches farther out than normal Minimum Descent Altitude (MDA) and this is normally due to terrain or obstacle considerations.

CAT Nomenclature

We have also been asked if the terms Category (CAT) 3, CAT 2 etc. are used when speaking of WAAS, or if they are only Instrument Landing System (ILS) nomenclature.

CAT terms are ILS approach nomenclature, and don't apply to WAAS. CAT 1 is the approach that we see with the ILS approaches that takes the aircraft down 200 feet Above Ground Level (AGL) and requires one half mile visibility. This is used by the vast majority of pilots in the U.S. A CAT 2 approach allows descent below 200 feet (but not less than 100 feet) with only 1,200 feet of visibility. This approach involves greater expenses, as it requires additional training for the crew and stringent testing and calibration of the navigation equipment including the radar altimeter and other navigation systems. CAT 3 is the most precise and this will take an aircraft below 100 feet with visibility of about 650 feet. Of course, this is the most stringent approach and requires further approvals and training.

If you have any questions about WAAS, or any other avionics installation related question, please feel free to contact me. I will be happy to help!

Gary Harpster serves as an Avionics Installations Sales Rep. at Duncan Aviation's full-service facility in Lincoln, Neb. (LNK), specializing in Hawkers and Learjets. He has given WAAS presentations across the U.S., co-authored the "Straight Talk About WAAS" booklet and "Upgrading to WAAS" guide, and hosted the widely viewed WAAS video series. He began his career in aviation in 1977.

Contributed by Gary Harpster, Avionics Sales Representative

The altimeter reading in an aircraft with Air Data Computers, displays the altitude based on barometric pressure.  Temperature plays a role in the accuracy of this information. When the air is cold, it is condensed and the altimeter reading will be less than the true altitude. Conversely, in hot weather the uncompensated altitude will bring the aircraft higher than the published alt constraint. That is why settings must be adjusted by the crew based on the readings provided by Air Traffic Control (ATC) or the controlling agency for the area they are flying in. This adjustment can be 100-300 feet depending on the temperature.

During an approach with WAAS/LPV, the initial vertical guidance is computed by the Flight Management System (FMS) based on the current altitude the aircraft believes it is flying at. At some point during the approach, the vertical guidance computed by the Air Data Computers will transition over to vertical guidance from GPS satellites. Once this transition occurs, the Air Data Computers are removed from the equation and the altitude error, caused by extreme temperatures is no longer a factor. With GPS, the descent is merely a mathematical equation based on current GPS altitude and selected three dimensional approach path.

Straight Talk Books

Duncan Aviation's free Straight Talk books are an aircraft operator's source for easy-to-understand information about WAAS/LPV and many other important topics in business aviation today. These publications are written by Duncan Aviation's very own aviation experts, and the authors are just a phone call away. Download your free copies at http://www.duncanaviation.aero/straighttalk.

Duncan Intelligence Live IA Seminar

Next Generation initiatives continue to become a reality in the aviation community. Get a more in depth look into the complicated subject of FANS at the next Duncan Intelligence Live IA Seminar. Steve Elofson, Duncan Aviation Avionics Sales Rep will be presenting his IA-approved class on FANS. Register now for this face-to-face forum discussion with industry experts and earn 8 hours of Inspector Authorization (IA) renewal credit.  

Gary Harpster is an Avionics Sales Representative at Duncan Aviation's Lincoln, NE, facility, specializing in the Hawker and Learjet airframe. His aviation career began in 1977.

Contributed by Jeff King, Chief Inspector - Components/Satellites

Duncan Aviation technicians hook up the RVSM test-set to the right-side static ports to test the copilot's RVSM system.

Though nearly every general aviation aircraft has received RVSM certification, maintaining that certification has become a cloudy process for operators. With the new Height Monitoring Requirements now a reality, operators continue to have questions. Here is a recent question from a Directory Maintenance about long-term RVSM monitoring.

What if my aircraft has the factory RVSM STC, do I still have to have the flight check every two years?

The answer is yes. No matter how the RVSM solution was installed on your aircraft, you are still required to meet the Height Monitoring requirement.

The guidance says every two years or 1000 flight hours, whichever is greatest. So if you fly less than the 1,000 hours in the two year period, you can continue to meet the height monitoring requirement until you reach the 1,000 hour limit.

Meeting Height Monitoring Requirements

Height Monitoring Requirements are easily met if your aircraft is equipped with Mode S transponders. With Mode C transponders you will need to have a qualified technician come on board and perform the monitoring.

For more information, read the regulatory Requirements for RVSM Maintenance Intelligence article, or download the Straight Talk About RVSM booklet.

Jeff King is the Chief Inspector of Duncan Aviation's Component Solutions and Avionics Satellite Network. He specializes in FAA regulatory compliance for repair stations and aircraft maintenance professionals. His aviation career began in 1987.

Contributed by Matt Nelson, Duncan Avionics Satellite Operations Manager

The recent Traffic Collision Avoidance System (TCAS) 7.1 upgrade offers two major safety enhancements, which are significant enough to warrant mandates by more than one international organization. Additionally, an FAA statement has stirred speculation for the possibility of a future U.S. mandate.

As most of you surely know, TCAS involves communication between all aircraft equipped with an appropriate transponder. Each TCAS-equipped aircraft interrogates all other aircraft in a determined range about their position (via the 1030 MHz radio frequency), and all other aircraft reply to those interrogations (via 1090 MHz).

What you may not know is how the TCAS 7.1 upgrade affects aural warnings and TCAS reversals, and other minor enhancements that have caught the attention of international regulatory agencies.

Safety Enhancements

TCAS 7.1 is being offered as an upgrade by all of the major TCAS manufacturers and makes two important safety enhancements.

1. Aural Warning Change – The current TCAS II aural warning will be changed from “Adjust Vertical Speed, Adjust” to “Level Off, Level Off”.
2. TCAS Reversals – TCAS 7.1 corrects missed and late TCAS reversals. TCAS reversals were introduced in TCAS 7.0 to adapt to changing situations where the original sense had clearly become the wrong thing to do, in particular when a pilot decides not to follow the Resolution Advisory (RA), or is instructed by Air Traffic Control (ATC) to perform a particular maneuver. The solution in Change 7.1 introduces improvements to the current reversal logic that addresses the late issuance of reversal RAs and potential failures to initiate reversal RAs.

Other Minor Enhancements

1. Corrects issue when descending through 1000 ft. AGL.
2. Modifies the “Datalink Capability Report” (Status report sent by the TCAS processor to the Mode S transponder) to tell the systems that the TCAS processor is hybrid-surveillance-capable.
3. Allows for the transmission of the TCAS processor part number and software level.
4. Corrects TCAS multi-aircraft logic issues, which reduces the risk of “close-encounters” of multiple aircraft in RVSM airspace.

International Mandates

These enhancements are significant enough to warrant mandates by both the International Civil Aviation Organization (ICAO) and the European Aviation Safety Agency (EASA). ICAO has mandated TCAS 7.1 by January 1, 2014 for forward fit aircraft and January 1, 2017 for retrofit aircraft. By comparison, EASA required all forward fit aircraft to be mandated by March 1, 2012, with retrofit aircraft to follow by December 1, 2015.

The U.S. FAA is reportedly a “strong supporter” of TCAS 7.1 and has issued the following statement:

“The latest version of software for TCAS II is version 7.1. To ensure compatibility with international standards, the FAA encourages the installation of this software as soon as practical.”

This statement has stirred thoughts among the avionics manufacturing community that TCAS 7.1 may be mandated in the US.

The certification path for TCAS 7.1-modified units will be accomplished through a Supplemental Type Certificate (STC), Type Certificate (TC) or in some cases a Major Repair Alteration (MRA) project with a re-write of the Airplane Flight Manual Supplement (AFMS). To determine the certification path for your aircraft, please have a copy of your AFMS handy and call an avionics professional within the Duncan Avionics satellite network.

Straight Talk About ADS-B also includes a section on TCAS II Version 7.1, with discussion on how the two systems are linked.

Matt Nelson serves as the Duncan Avionics Satellite Operations Manager at Duncan Aviation's Lincoln, Neb. full-service facility. His aviation career began in 1987.

Contributed by Randy Dill, RVSM GMU Flight Monitor

In a FAA Reduced Vertical Separation Minimum (RVSM) Notam dated March 9, 2011, aircraft of operators authorized to use RVSM airspace must conduct monitoring every two years or within 1,000 flight hours per aircraft, whichever period is longer. This requirement is a follow-up to the RVSM regulation implemented on January 20, 2005, in the United States and parts of Canada and Mexico. It became applicable on May 18, 2011, and operators have until November 18, 2012, to comply.

The majority of aircraft that fly in RVSM airspace, Flight Level 290 through Flight Level 410, must meet RVSM minimum monitoring requirements, meaning aircraft that fly within that airspace will be separated by a distance of 1,000 feet. To accomplish this, aircraft are monitored to ensure the equipment on the aircraft (FMS, autopilot, etc.), keep the aircraft at their respective assigned altitudes.

RVSM Monitoring Methods

If the aircraft is Mode S, it can fly over ground-based stations (AGHME) and have their altitude recorded and then published to the FAA RVSM website. There is no cost to the operator for this method of monitoring; however, they will not receive any form of documentation of the results.

Mode C aircraft, or Mode S if the operator prefers, must be monitored by a qualified technician using a GMU (GPS-Based Monitoring Unit) while aboard the aircraft. They track the altitude for a minimum of 30 minutes while flying at altitude. Both the customer and their local FAA representatives receive physical data from these flights, as well as the results being published on the FAA website.

Duncan Aviation has been monitoring RVSM aircraft since 2004. Many of the aircraft we’ve monitored are now due to be retested before the November deadline. More information on regulatory Requirements for RVSM Maintenance is available in the Duncan Aviation Intelligence Newsletter. 

For more information about scheduling your aircraft RVSM Flight Monitoring, contact:

Battle Creek, Michigan (BTL)

• Adrian Chene, Avionics Installation Tech Rep
• Patrick Mapes, Assistant Manager Avionics Install

Lincoln, Nebraska (LNK)

• Eric Caler, RVSM GMU Flight Monitor / Scheduler
• Randy Dill, RVSM GMU Flight Monitor
• Rich Kempston, Assistant Manager Avionics Install

Randy Dill is a qualified RVSM GMU Flight Monitor and a CNC Fabrications Specialist at Duncan Aviation's Lincoln, Neb., facility. He specializes in manufacturing custom aircraft parts. His aviation career began in 1986.

Contributed by Matt Nelson, Manager of Satellite Operations

In an earlier post, we reported that as early as March 31, 2012, operators could experience a complete loss of satellite television service aboard their aircraft over the United States. Since our original report, revised information has been received from DirecTV.

The current airborne satellite television service from DirecTV will be continued through January 2013. According to satellite television manufacturers Rockwell Collins and Honeywell, the service provider for airborne Satellite Television services in the Continental United States will discontinue its services for some early model systems.

Certain OEM trade-in programs have been extended slightly for the purchase of the replacement hardware, however if recent experience is any indication, we expect to see extremely long lead-times for that equipment. Please be prepared to place orders soon to avoid any service disruption!

Which Satellite Televisions Are Impacted?

The model and part numbers of the receiver and decoders currently installed are the determining factors whether your aircraft will be impacted and your course of action.

• The Rockwell Collins Tailwind Series systems utilize a Receiver/Decoder Unit, or RDU, and will use a part number of either 931000-XXX, or 930002-XX.
• Honeywell AIS-1000 and AIS-2000 systems utilize a Receiver/Decoder Module, or RDM.  The RDM's affected by this announcement will use a part number of 4088477-901.

The replacement RDU / RDM may also affect the television remote control functionality and require hardware and / or software upgrades or other modification to your existing Cabin Management System. When speaking with one of our avionics professionals, it is advised to have your avionics wiring diagrams accessible.

Take Advantage of Limited-Time Price Breaks

Both Collins and Honeywell are offering upgrades and trade-in pricing for the Receiver/Decoder replacements. These are limited-time trade-in programs; we recommend that you do not hesitate in taking advantage of them.

At Duncan Aviation, we have avionics satellite locations throughout the United States. Anyone of which, is capable of the new RDU Installation. We will also provide you with Duncan Aviation quality installation records and drawings needed for future upgrades.

For installation and scheduling information, contact the following Duncan Aviation Avionics Satellite shop managers:

• West Coast, Marc Francetic
• Northern U.S., Bob Hazy
• Southern U.S., Brian Redondo
• East Coast, Jeff Glanville

At the Avionics Electronics Association (AEA) International Convention & Trade Show, in Washington D.C., Duncan Aviation was named a Top Aircell Dealer for 2011, receiving their Highest Dealer Honor, The Aircell 51,000 Five. Representing a pinnacle of achievement for an Aircell Dealer, the award’s name was inspired by the highest altitude reached by aircraft in the business aviation industry – 51,000 feet.

Gary Harpster and Chad Ostertag, Avionics Sales Representatives, accepted the award on behalf of Duncan Aviation and both expressed that everyone within the company contributed a great deal of time and effort to achieve this status and all deserve to be recongized.

“It was an honor to be recognized as one of AirCell's top Dealers again this year,” said Harpster. “But everyone from the person who ordered the system, the engineer who drew up the prints, the technicians who installed it and the quality control personal who returned the aircraft back to service deserves to be recognized for their contributions.”

Chad Ostertag added, “Without the outstanding teamwork that goes on everyday this accomplishment wouldn't be possible.”

Duncan Aviation is a market leader in business aircraft internet installations with Wi-Fi and is proud to partner with Aircell. Their products have met and exceeded our customers’ needs and expectations for both aircraft communications and High Speed Data solutions.

Broadband internet systems with in-flight Wi-Fi capability can be completed at any of Duncan Aviation’s major service locations in Battle Creek, Michigan; Lincoln, Nebraska; or Provo, Utah. In addition, upgrades can be completed at any of Duncan Aviation’s avionics installation locations. For a complete list of Duncan Aviation's avionics locations, go to www.DuncanAviation.aero/facilities.

Gary Harpster and Chad Ostertag are Duncan Aviation's Avionics Installations Sales Rep located in Lincoln, Nebr., and Battle Creek, Mich., respectively. They specialize in all major business aviation airframes. Gary's aviation career began in 1977. Chad's aviation career began in 2007.