The Duncan Download Blog: Business Aviation Advice & Observations

Contributed by Justin Vena, Avionics Installation Sales Rep

The Three major OEMS for business aircraft in operation within EASA airspace are exempt from the Link 2000+ mandate that takes affect after 2015 under Article 14. Basically, if you operate an out-of-production business aircraft in EASA airspace only and do not plan on traveling internationally, you are exempt from the Link 2000+ mandate. You will need to file an exemption request with EASA and obtain approval under Article 14. There are two articles of exemption, Article 1 aircraft are permanent exemptions and Article 2 are temporary exemptions.

Does my Business Aircraft have to comply with the Link 2000+ mandate to fly in EASA airspace after 2015?

The short answer is yes and no.

No. All non-production business aircraft in operation within EASA airspace are exempt from the Link 2000+ mandate that takes affect after 2015. Basically, if you operate an out-of-production business aircraft in EASA airspace only and do not plan on traveling internationally, you are exempt from the Link 2000+ mandate.

Yes. All current production model aircraft will have to comply with the Link 2000+ mandate after 2015.

Does my aircraft have to comply with the FANS mandate to fly in the North Atlantic Tracks after 2015?

Yes. The North Atlantic Tracks (NATs) are the fastest and most efficient routes between North America and EASA. After 2015, all aircraft flying the NAT must be FANS compliant.

Take note, the two center tracks of NAT will be closing to non-FANS compliant traffic by 2013.

International Travel Options

If you don’t want to pay the expense required to become FANS compliant, you are not totally without options. As stated above, by the end of 2013, ONLY the center two NAT tracks will become unavailable non-FANS aircraft. There are other routes available between North America and Europe. However, these routes are longer and have less than ideal conditions.

If you consistently fly these routes rather than the NAT, you will incur higher operating and maintenance costs associated with the added flight hours. Many aircraft will also require an aditional fuel stop for Atlantic crossings.

Best Equipped = Best Served

There are many oceanic routes around the world that, at the present time, do not require aircraft to be FANS compliant. However, they are beginning to adopt the “Best Equipped, Best Serviced” policy. It is not uncommon to hear of an aircraft having to sit on the runway waiting for clearance to take-off as other better-equipped aircraft are allowed to leave before them.

Duncan Aviation's team of avionic experts have compiled information to explain FANS 1/A, equipment, operational facts, benefits of the systems and regulation and certification in the easy-to-read ebook: Straight Talk About FANS. Download your copy here.

Justin will be attending European Business Aviation Convention and Exhibition (EBACE) in Geneva, Switzerland, from May 14 – 16. If you have any questions or want to talk about NextGen initiatives, schedule an appointment or stop by stand #456.

Justin Vena is an Avionics Installation Sales Rep at Duncan Aviation’s Battle, MI, facility. He specializes in NextGen Initiatives. His Aviation career began in 1988.

Contributed by Matt Nelson, Manager of Satellite Operations

As early as Jan. 2013, you could experience a complete loss of satellite television service aboard your aircraft over the United States. According to satellite television manufacturers Rockwell Collins and Honeywell, the service provider for airborne satellite television services in the continental United States is discontinuing its services for some early model systems. DirecTV could potentially discontinue its services for these early receiver modules by the end of the month.

Common Honeywell AIS 2000 configuration.

Photo Source: www.HoneywellBusiness.com

Is your satellite television impacted?

The model and part numbers of the receiver and decoders currently installed are the determining factors whether your aircraft will be impacted and will dictate 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, and will use a part number of 4088477-XXX.

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 (CMS). When speaking to one of our avionics professionals, it is advised to have your avionics wiring diagrams accessible.

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

Matt Nelson serves as the Manager of Satellite Operations for Duncan Aviation's avionics network, providing avionics installation services at the busiest business airports in the United States. His aviation career began in 1987.

Contributed by Jason Duhs and Dennis VanStrien, Airframe Service Sales Reps.

Aircraft aftermarket programs offer some very real advantages to business aircraft operators, especially when it comes to budgeting. Many of these programs are purchased after the manufacturer warranty expires for the aircraft. While it’s unlikely that an aftermarket program would be overlooked by a service provider, it’s always a good idea to talk about which programs apply to your aircraft and your parts ordering preferences.

1. Identify Maintenance Programs

Always provide a list of aftermarket programs that apply to your aircraft. Service providers should always research or request aircraft program information before asking for your signature on a maintenance service agreement. However, in cases where service sales representatives might be out of the office, this step might be overlooked by well-intentioned support staff.

Providing a list of applicable programs will help a service center coordinate services appropriately. Providing access to the aircraft’s maintenance tracking service and logbooks beforehand will also help a service provider identify service bulletins or other services that might be required for your aircraft.

2. Ask About Warranty Coverage for Avionics Retrofits

Ask about the material, equipment and workmanship warranties that cover an avionics retrofit. Some equipment is warranted for one year, others for five years. If you opt for serviceable equipment (used equipment) to be installed, there’s no equipment warranty.

It’s easy to forget when an avionics equipment warranty will expire. When it does expire, operators may want to consider an avionics service plan like the Honeywell Avionics Protection Plan (HAPP) or Rockwell Collins’ Corporate Aircraft Service Program (CASP), depending on what system was installed.

Depending on the service provider, workmanship can be warranted for as long as three years. For example, Duncan Aviation provides a three year / 1500 hour warranty on avionics installations.

3. Clarify Parts Ordering Preferences

Tell your service provider how you want to handle parts ordering. This helps ensure that any covered parts are ordered by the right people, through the correct venues. Some operators prefer to order their own parts, others leave it to their service center. Make sure your sales representative and lead technician understand your preferences before work begins on your aircraft.

Duncan Aviation provides support for several aftermarket programs for business aircraft. Engine programs we support include Jet Support Services, Inc. (JSSI), Honeywell’s Maintenance Service Plan (MSP) and MSP Gold, Pratt & Whitney Canada’s Eagle Service™ Plan (ESP®), Cessna’s Power Advantage and Williams’ Total Assurance Program (TAP). Avionics programs we support include HAPP and CASP. Parts and consumables programs include Cessna’s ProParts (part of Power Advantage) and Bombardier’s Smart Parts and Smart Parts Plus. We also support Embraer Executive Care (EEC) and Raytheon’s Support Plus.

Please contact a Duncan Aviation rep. for more information about the aircraft aftermarket programs we support.

Jason Duhs serves as an Airframe Service Sales Rep. at Duncan Aviation’s Lincoln, Neb. (LNK) facility, specializing in Citations and King Airs. He began his aviation career in 1996. Dennis VanStrien serves as an Airframe Service Sales Rep. at Duncan Aviation’s Battle Creek, Mich. (MI) facility, specializing in Citations. His career in aviation began in 1976.

Contributed by Chuck Zahnow, Airframe Tech Rep

The normal engine startup sequence for Citation 560XL aircraft removes power from the avionics system, causing it to drop offline. The reason for this is the avionics are isolated from the start system. SB560XL-24-14R2 allows the avionics to stay online by using the APU generator during engine start.

This service bulletin (SB) is a really great modification for the airplane, but there are still aircraft that have not been modified and time is running out. Cessna warranty covers all affected aircraft until February 2012. If the SB has not been accomplished yet, it is not too late.

The modification requires removal of the aft J-box and access to the aft baggage floor and cockpit PCB box. The best option for this to be done is at a major inspection, since it won’t add downtime and the inspection improves access to these areas. If the SB is done alone, it will take about one week.

If there is not a major inspection to be done prior to February, that is not an issue. We have been able to get this done and get it covered by warranty, including the hours of access.

Affected serial numbers include:

• 560XL: 5002-5372 (if APU is installed)
• 560XLS: 5501-5799 (all)

If your aircraft is affected and you haven’t done this SB, I strongly recommend you get it done before the warranty expires.

Duncan Aviation is a Cessna authorized service center for Citation 500 and 600 series. For a list of our Citation service capabilities, technical support and service sales contacts, please visit www.DuncanAviation.aero/airframe/citation.php.

Chuck Zahnow serves as an Airframe Technical Representative at Duncan Aviation’s Battle Creek, Mich. (BTL) facility, specializing in Citation and Hawker aircraft. He began his career in aviation in 1996.

Contributed by Adrian Chene , Avionics Installation Tech Rep.

This photo illustration demonstrates how a laptop can interface with cabin entertainment systems to improve team collaboration.

High Speed Data technology for the aviation industry has reached a level where it now supports most office activities aboard an aircraft allowing a team to continue to collaborate, share and analyze data, ideas and workload. 

The following are three methods to increase employee connection and productivity while in flight.

Laptop Video Interface

When installing a new cabin video system, always request a laptop video interface. With this, business travelers are able to use their laptops to share presentations and documents on cabin monitors. Such a simple measure allows a team to continue collaboration and work on complex projects. It also permits sales teams to practice the "big pitch" on the way to the client.

Carry-on Encrypted Network Drive

A carry-on encrypted network drive is simply an external hard drive that uses a separate power supply and an Ethernet connection. These are easily encrypted to permit access to only those who require access. A single network drive would allow multiple people access to different portions of a larger project and then return those worked pieces prior to landing. Teammates will also have access to each other's working documents for brainstorming.

Data Encryption

An aviation-grade router that supports encrypted communication provides a secure link between your aircraft's router and the home network. This secure link allows travelers to receive sesitive data from the homeoffice while traveling. EMS, Lufthansa Technik and True North's Chorus system have routers that support data encryption and acceleration options. For many, the answer to which router is needed is going to depend on the availability of a STC for Wi-Fi.

The world is moving fast at faster speeds. Critical work and team collaboration isn't reserved for just the office on the ground. It has become critical for flight departments to create the perfect office in the sky.

Duncan Aviation answers common issues and questions about Wi-Fi installations for business aircraft in a new field guide entitled "Making Sense of Wi-Fi: An Operator's Guide to Aircraft Internet Options." The guide explores the various topics operators face when selecting Wi-Fi for business aircraft, and includes a comparison of the major service providers and main equipment options for business aircraft. To download a copy, please visit www.DuncanAviation.aero/fieldguides.

Adrian Chene is an Avionics Tech Rep for Duncan Aviation. He provides troubleshooting and technical advice on avionics installation services, and specializes in custom, integrated HSD solutions. He began working in aviation in 1996.

Contributed by Adrian Chene, Avionics Installation Tech Rep and Patrick Mapes, Assistant Manager Avionics Install

When asked to justify a major expenditure, such as a cockpit upgrade, the ultimate challenge is being able to quantify the benefits. When considering if your company should upgrade your Proline 4 equipped aircraft to Proline 21, it is important to thoroughly understand why the glass cockpit retrofit is a worthwhile investment.

Proline 21 (PL21) provides greater margins for safety over the Proline 4. The cockpit upgrade includes WAAS/LPV, XM Weather Video and Electronic Charts.

• WAAS/LPV integration provides state-of-the-art navigational performance and access to WAAS /LPV procedures that reduce cost and improve safety. 
• XM Weather and Nexrad radar provide valuable meteorological information substantially increasing the aircraft’s safety margins and improves the crew’s ability to plan for passenger comfort and contingencies, while in flight.
• Electronic charts that include an overlaid aircraft symbol increases situational awareness during ground operations and significantly reduces crew load during departure and approach procedures. This is provided by the installation of the IFIS-5000 charts system, where a single or dual (optional) file server may be installed.

Aircraft & Avionics Longevity

PL21 is an avionics suite that will last a generation. It is currently installed on production aircraft today. Displays, AHRS equipment and Datalink products are a few of the systems that will likely become obsolete in the near future.

• CRT Displays—Because it was too cost prohibitive for OEMs to manufacture their own cathode ray tube (CRT) displays, for years they relied upon commercial CRT manufacturers, such as Sony Trinitron. As commercial manufacturers began to phase out CRTs, so did OEMs. Currently, there are very few electronics manufacturers specializing in the high voltage components required for these applications, it is likely that CRT parts will become more difficult to obtain in the future.
• AHRS—This year Rockwell Collins issued End Of Life (EOL) on their popular AHS-85E AHRS Line. Meaning that beyond a certain date, they will no longer guarantee repair or replacement support. I suggest you begin thinking about alternatives at your next C-check. he AHS-3000(optional) is installed with the PL21, if the existing AHRS system is an AHS-85E. The AHS-3000 is a solid state AHRS system that is lighter, and more reliable than its predecessor.
• Datalink—For years, the primary datalink system in the Falcon 50EX, 2000 and 2000EX was the Global Wulfsberg DMU. While Honeywell has not issued EOL on this part, FANS 1/a compliance mandates will likely spell the end of these systems for owners who perform European operations. The PL21 retrofit STC includes an optional CMU-4000. The CMU-4000 is a modern ACARS product that is tentatively scheduled to receive Fans 1/a compliant datalink certification in 2012 and may be integrated with a satcom platform to provide global datalink support.

Warranty

The warranty on the PL21 cockpit upgrade comes with two years of CASP for free that also covers any current Rockwell Collins cockpit equipment already installed but not replaced with the retrofit (excluding Airshow and Cabin components).

Increased Aircraft Value

While aircraft value is subjective, it is clear that operators who invest to keep their avionics current perform better on the secondary aircraft market.

Paperless Cockpit

The requirements for a paperless cockpit include a myriad of factors. The optional installation of the IFIS-5000 Charts Servers contributes greatly to any paperless cockpit effort.

In our experience, we have found the customers who have elected to have their aircraft down for a major modification like PL21 are also interested in accomplishing other upgrades at the same time. During the same time it takes to accomplish the PL21 retrofit, an aircraft can receive complete paint, newly designed interior refurbishment, engine overhaul and, if applicable, winglet installation.

Once you’ve decided to commit to the PL21 retrofit, your analysis doesn’t end. For a project of this size, always perform the proper maintenance event planning, making sure that your chosen service facility has the skills, experience and appropriate STCs necessary to match your project requirements.

Duncan Aviation has the experience and skill necessary to perform major avionics upgrades for cabin and cockpit systems with experts trained to the highest standards available by professional training organizations such as CAE Simuflite and Flightsafety. Additionally, Duncan has performed more winglet modifications on F2000 / 2000EXs than all other service centers combined.

For  more information about  the Proline 4 to 21 retrofit, contact Duncan Aviation’s Avionics Installation experts located in both Battle Creek, Mich. (BTL), and Lincoln, Neb. (LNK).

 Adrian Chene serves as an Avionics Tech. Rep. for Duncan Aviation's Battle Creek, Mich. (BTL) facility, specializing in Astra / Westwind, Challenger, Citation, Embraer, Falcon, Gulfstream, Hawker and Learjet aircraft. He began working in aviation in 1996. Patrick Mapes serves as Assistant Manager Avionics Installations in Battle Creek, Mich. (BTL). He began working in aviation in 1997.

Submitted by Mark Winter, Satellite Avionics Manager from Houston (HOU)

No solutions are currently available that meet the new performance standards. Equipment options are not expected until late 2011, if not later.

As of the date of this posting, there are no Automatic Dependent Surveillance-Broadcast (ADS-B) units available that meet the performance standards of TSO-C166b. However, many Original Equipment Manufacturers (OEMs) are working towards getting their GPSs to meet the requirements of ADS-B Out.

This raises another issue to be aware of: the FAA has made it crystal clear that for an aircraft to be ADS-B Out certified, it will need to be completed either by a Supplemental Type Certificate (STC) or OEM Type Certificate (TC). As the industry adjusts to the new requirements and more of these systems can be analyzed, additional installation options will be available, such as FAA Field Approval.

The entire aviation industry is working hard to understand the subject of ADS-B. There are many questions that remain without clear answers and it will be a challenge for everyone to become compliant.

For equipment requirements, certification processes, how ADS-B works, compliance for older aircraft, and estimated manufacturer Technical Standard Order (TSO) authorization dates, read "Straight Talk About ADS-B" at www.DuncanAviation.aero/straighttalk.

For a deeper discusion about system benefits, FMS compatibility and other subjects important to ADS-B, read "Straight Talk About ADS-B: Critical Factors & Considerations For Business Aircraft" in the Summer 2011 Duncan Debrief.

Mark Winter serves as the Satellite Avionics Manager for the Houston, Texas avionics shop, specializing in avionics modification and full line maintenance. He began working in aviation in 1988.

Contributed by Steve Elofson, Avionics Installations Sales Rep.

Identifying where an aircraft operates is a critical step to selecting a Wi-Fi solution. Please check with each provider for the latest coverage information.

Understanding the features, capabilities, and service levels that come with each Wi-Fi and inflight internet system can get confusing. There are several aspects that need careful consideration, namely which inflight internet system best fits the passenger needs.

Evaluate passenger needs.

An aircraft’s high-speed data (HSD) system is what provides the inflight internet connection for Wi-Fi in a business aircraft. Before selecting a system, a thorough understanding of passenger needs is essential. Do passengers want wired or Wi-Fi access? What devices will they use? Where will they fly? Will they need access to e-mail attachments? Will they need high-speed internet? Will they need to connect to a VPN?

Evaluate what’s currently installed on the aircraft.

When customers request in-flight internet options, one of the first questions I ask is “Do you have a Satcom system?” Many times, customers already have a voice or data system that can be upgraded to support HSD and Wi-Fi connectivity. Examples of aviation-grade equipment include: Aircell’s Cabin Telecommunications Router (CTR), which can be added to an existing Aircell Gogo Biz™ Inflight Internet system; EMS Aviation’s CNX-200, and Honeywell’s CG-710. Other HSD systems like Thrane & Thrane and True North have a built-in Wi-Fi router.

Understand the usage costs.

Some HSD providers offer unlimited usage, others charge by the megabyte. It’s important to clearly understand each HSD plan so you aren’t surprised by the service costs after the aircraft leaves the hangar. For example, Gogo Biz offers an unlimited usage plan for a monthly fee. Systems available through SatCom Direct are typically billed by the amount of data used.

Determine which system offers the speed and coverage passengers need.

Different inflight internet service providers offer a variety of internet speeds and are available in different geographic regions around the world. Gogo Biz currently offers a very fast high-speed internet connection via a ground-based network in the continental U.S. SatCom Direct provides service for a variety of different satellite-based systems with different connection speeds, such as Inmarsat and Iridium, which provide near-global coverage.

Sometimes more than one HSD solution can be installed in an aircraft to increase internet accessibility. A fast, domestic system can be installed alongside an international-capable system. Depending on the systems and router used, the transition from one service to the next can be almost seamless when crossing into areas with different coverage.

No matter what system you choose, I highly recommend using an authorized service center to install HSD and Wi-Fi systems. An authorized service center with equipment dealership agreements will have a better understanding of the aircraft, and will have greater support from the equipment manufacturer.

Duncan Aviation has installed more than 100 HSD systems over the last three years, most of which have included Wi-Fi routers. We hold several airframe service center authorizations, and have many Wi-Fi STCs covering many makes and models. Installations can be accomplished at either of Duncan Aviation’s full-service facilities in Battle Creek, Mich. or Lincoln, Neb.; or at any of Duncan Aviation’s network of avionics shops located in more than 20 cities across the United States.

Read the expanded article in the summer edition of the Duncan Debrief magazine, available online next month.

Steve Elofson serves as an Avionics Installations Sales Rep. at Duncan Aviation’s Lincoln, Neb. facility, specializing in Challenger aircraft. He began working in aviation in 1989.

Submitted by Mark Winter, Satellite Avionics Manager from Houston (HOU)

Currently there are two categories of FMS and GPS solutions: those certified to meet the requirements of TSOC129a/b for older GPS, non-precision approach, and those that are certified for WAAS. Both provide adequate position accuracy for current flight regulations; however not all are able to meet the new ADS-B mandate requirements.

Older C129a/b FMS/GPS systems do not provide high-precision approach information and are not accurate enough to meet the ADS-B mandate requirements. The FAA will provide the requirements to the OEMs, but it is highly unlikely that manufactures will recertify these units to meet the new requirements or modify their receivers to put out the required format of position data.

WAAS-certified FMS/GPS meet the high-precision accuracy requirements, but when OEMs designed these, they did not include the outputs necessary to feed the transponders.

To bridge this gap, the FAA is planning on releasing an additional TSO to the manufactures with guidance or specifications to design a “patch” to meet the ADS-B mandate requirements. FAA has not released a second advisory circular that discusses the mandate for patch TSO. Manufacturers won’t begin work until this is released.

IMPORTANT TO NOTE: This new patch TSO from the FAA is only part of the overall process in getting an aircraft certified asADS-B out certified.      

The biggest problem an operator will face with this mandate will be waiting for the industry OEMs to catch up with solutions to their aircraft.

For more information about ADS-B, download "Straight Talk About ADS-B" at www.DuncanAviation.aero/straighttalk. Or feel free to contact our avionics experts with your questions and challenges when the subject of ADS-B arises.

Mark Winter serves as the Satellite Avionics Manager for the Houston, Texas avionics shop, specializing in avionics modification and full line maintenance. He began working in aviation in 1988.

Contributed by Pete Mills, Chief Inspector and Mike Mertens, Regulatory Compliance Manager. Written in conjunction with the Lincoln, Neb. Flight Standards District Office (FSDO).

Duncan Aviation works closely with the FAA and operators to ensure RVSM compliance.

Understanding what regulatory requirements must be met for a service provider to issue an approval for return to service for Reduced Vertical Separation Minimums (RVSM) maintenance and inspections can be very confusing. Boiling down the requirements is best done by referring back to Federal Aviation Administration (FAA) regulations and supporting documentation. The primary document providing this guidance is FAA Order 8100.9, Volume 4, Chapter 10, Paragraph 4-1235.

The RVSM Maintenance Program Requirements

Only an FAA approved RVSM maintenance program will allow a service provider to sign off on RVSM services. FAA regulations require that operators follow “…an approved RVSM maintenance program” to operate in RVSM airspace, as per an Part 91 operator’s Letter of Authorization (LOA), Part 91K operator’s Management Specifications (MSpecs), or Part 121 – 135 operator’s Operations Specifications (Ops Specs)

The Differences Between an LOA, MSpecs & Ops Specs

The LOA, MSpecs and Ops Specs are often confused with each other. The difference lies in how the aircraft is operated. This is identified in FAA Order 8900.1, Volume 3, Chapter 18, Paragraph 3-736.

• Part 91 RVSM-certified operators will have an LOA stating they may operate in RVSM airspace as long as they follow "...an approved RVSM maintenance program."
• Part 91K (Fractional operator) RVSM-certified operators will have MSpecs stating they may operate in RVSM airspace as long as they follow "...an approved RVSM maintenance program."
• Part 121 - 135 RVSM-certified operators will have Ops Specs issued in place of an LOA or MSpecs. The Ops Specs require an operator to follow an approved RVSM maintenance program.

What the LOA, MSpecs or Ops Specs Mean

One of the more common points of confusion is how the LOA, MSpecs or Ops Specs are involved in an RVSM maintenance program. All of these documents outline the regulatory requirements for the operator’s RVSM approval, and verifies the need for an approved RVSM maintenance program. If there is ever a question about whether or not an approved RVSM maintenance program is required to issue approval for return to service for RVSM maintenance or inspections, refer to the operator’s LOA, MSpecs or Ops Specs, as appropriate.

An ICA, AFM, MM, SB or AAIP Do Not Replace the Approved Maintenance Program Requirement

There is no documentation that will waive the requirement to follow an approved RVSM maintenance program. Instructions for Continued Airworthiness (ICA), an FAA approved Aircraft Flight Manual (AFM), maintenance manual (MM) instructions, service bulletins (SB) or an Approved Aircraft Inspection Program (AAIP) are not an approved RVSM maintenance program. Nor is the LOA, MSpecs or Op Specs a substitute for an approved RVSM maintenance program. The ICA, AFM, MM, SB and AAIP information may be a part of or contained in, the FAA Approved RVSM program, but does not replace it.

An FAA Approved RVSM Maintenance Program may be a stand alone document or it may be incorporated in some other document such as a General Maintenance Manual (GMM), International Operations Manual (IOM), or Continuous Airworthiness Maintenance Program (CAMP). No matter where it is located, there still must be an indication that the RVSM maintenance program has been FAA Approved. This approval will be indicated by:

1. the Approval date,
2. the word Approved,
3. the approving FSDO Inspector signature (pen and ink or electronic), and
4. the approving FSDO’s office designator being placed on the document.

Duncan Aviation provides complete business aircraft maintenance, repair and overhaul (MRO) services and we work closely with the FAA to ensure RVSM compliance. RVSM maintenance and inspections are supported by our full-service facilities and our network of avionics shops located across the United States

Pete Mills is a Chief Inspector at Duncan Aviation’s Battle Creek, Mich. facility, specializing in general aviation maintenance. He began working in aviation in 1976. Mike Mertens is the Regulatory Compliance Manager at Duncan Aviation’s Lincoln, Neb. facility, specializing in general aviation maintenance and alteration regulation compliance. He began working in aviation in 1975.