Reduced Vertical Separation Minimums

RVSM

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This Training Presentation covers
approved changes included in the
RVSM Manual Revision 14 and
GMM Manual Revision 96

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 Job Codes Requiring Training
Individuals requiring Reduced Vertical Separation Minimums (RVSM)
training will be identified by their associated Job Classification Code as
assigned in IMPACTS. Below are the job classification codes that will require
RVSM training. Aircraft Maintenance Division/Managers/ or designees are
responsible for reviewing their employee Job Classification Code (Craft
code) and notifying Human Resources/Aircraft Maintenance Training of any
change in status.

I Inspection
S Supervisor
CT Maintenance Controllers
LT Lead Service Technician
MT Aircraft Maintenance Technician
V Line Maintenance Vendor
VD Vendor Designee

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 RVSM
WHAT IS IT?

Selected regions between flight

level (FL) 29,000 and 41,000 the
vertical separation is reduced from
2000 to 1000.

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RVSM Vs CVSM Altitudes
RVSM is domestic
airspace where the
user and provider
benefits inherent to
operations conducted
at more optimum flight
profiles and with
increased airspace
capacity.
Full RVSM will add six
additional usable
altitudes above flight
level (FL) 290 to those
available under today’s
Conventional Vertical
Separation Minimum
(CVSM).
The ATC system will
experience increased
benefits where RVSM
has become
operational.

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 RVSM General

1. Reduced Vertical Separation Minimums (RVSM) airspace is any

airspace or route where aircraft are separated vertically by 1,000 ft.
(300 m). In order to operate in RVSM airspace, both the aircraft and
the operator must be approved by the FAA. RVSM has been
introduced in the organized system of the North Atlantic Tracks
(NAT) where minimum navigation performance standards are
applied. Subsequent implementation areas include the North
Pacific, the contiguous United States, and Europe. Only qualified
and approved UPS aircraft can operate in RVSM airspace. Aircraft
qualification requirements are specified in Interim Guidance
Material, 91–RVSM, dated 14 March, 1994, now amended by
Change 1 (06/30/99). The procedures necessary to qualify a fleet of
UPS aircraft and assure continuous integrity are analogous for all
approved fleets and are specified in Aircraft Engineering Reports
(AER) for each fleet.

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 Fleet Qualifications
2. Fleet Qualification
Initial fleet qualification actions and continued airworthiness
requirements are agreed upon by UPS and the FAA Flight Standards District
Office (FSDO) and described in an AER for the fleet. The AER defines the
UPS method of compliance with each requirement specified in the Interim
Guidance Material or other appropriate documents. Typically, the airframe
manufacturer specifies the requirements in a service bulletin, service letter or
similar document. If manufacturer data is unavailable or inadequate, STC
approval is required.
Initial fleet approval requirements are agreed upon by UPS and the
FSDO and are described in an AER. The AER lists the source documents and
associated UPS documents which control the accomplishment of actions for
initial RVSM qualifications.
The AER for each fleet or RVSM Group identifies significant
equipment of the altitude indicating, reporting, alerting systems, and the
automatic height keeping (autopilot) system. RVSM associated equipment,
documents, manual sections and maintenance tasks are listed in the
associated fleet section of this RVSM Manual. Subsequent changes to the
RVSM program are reflected by revision to the appropriate section(s) of this
manual.
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 Individual Aircraft Approval
3. Individual Aircraft Approval
A. Initial fleet Qualification
Individual aircraft are approved for RVSM operations when the
following conditions are satisfied:
(1) The fleet or Group qualification plan, as defined in a UPS Aircraft
Engineering Report (AER), is complete and approved by the FAA.
(2) The appropriate qualification requirements defined in the applicable Aircraft
Engineering Report (AER) for the aircraft, have been met on the individual
aircraft and evidence of compliance has been provided to the FSDO.Initial fleet
qualification actions and continued airworthiness requirements are agreed
upon by UPS and the FAA Flight Standards District Office (FSDO)
(3) The system accuracy of individual aircraft, or a significant statistical sample
of the subject fleet (whichever occurs first), has been verified using on-board
monitoring equipment, by over-flying a designated ground facility, or by another
method which is acceptable to the FAA.
NOTE: Monitoring should be coordinated with the FSDO as well as the
monitoring agency to ensure that the FSDO receives documented
confirmation of satisfactory performance.

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 Individual Aircraft Approval
B. New Aircraft Qualification
After initial operational approval of a fleet, newly manufactured
aircraft which are qualified for RVSM operations by the Type Certificate Data
Sheet may be added to the Operation Specification. If RVSM qualification is
dependent upon a specific equipment suite, the equipment complement is
verified prior to Ops Spec authorization for operation in RVSM airspace.
Equipment verification is added to the Part 121 Equipment FCD which is
accomplished on new deliveries, prior to operation in RVSM airspace.
C. Acquisition (used) Aircraft Qualification
After initial operational approval of a fleet, acquisition aircraft of the
same RVSM Group type, which have not been maintained in accordance with
UPS MSM, or equivalent, qualify for RVSM operations after accomplishment of
the applicable AER requirements. An individual accuracy verification will be
accomplished, or major altimeter system components (specified in the
applicable AER) will be replaced with units which have been maintained in
accordance with the UPS maintenance program.

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 Approved Aircraft
4. Approved Aircraft
A. The FAA FSDO approves individual aircraft for RVSM operation when furnished
evidence of compliance with the qualifications and approval requirements. The
FSDO defines acceptable evidence of compliance (e.g. copies of signed-off task
cards, EO work steps, faxed HMU monitoring reports, etc.).
B. The UPS Quality Assurance (QA) Manager notifies the FAA when individual aircraft are
qualified for RVSM operations and provides evidence of that compliance. The QA
Manager notifies the FAA of any subsequent cancellation of that qualification. The
individual aircraft which are approved for RVSM operations, are listed in the Operation
Specifications Document (Op. Spec. D–092).
C. The Flight Control Quick Reference Handbook contains a checklist of operational
requirements with a link to the current D–092 Operations Specification. Dispatchers
consult the D–092 to determine RVSM qualification. Dispatchers consult the Flight
Control Minimum Equipment List (FCMEL) for current RVSM operational status.
(Reference Aircraft Status section).
D. Where appropriate (e.g. delivery ferry flights), FAA may grant temporary RVSM
operations approval to individual aircraft. If adequate evidence of compliance and
sufficient notice is provided, the FSDO may issue a Letter of Authorization (LOA) for
temporary RVSM operations. Aircraft issued temporary approval do not appear on the
D–092 Op. Spec. Issuance of the LOA must be coordinated with various FAA
departments to ensure recognition by other CAAs or access to RVSM airspace might be
denied.

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 De-certification / Re-certification
5. De-certification / Re-certification of Aircraft
A. De-certification
(1) Approved aircraft that subsequently become non-compliant with RVSM
requirements and are expected to remain non-compliant for a period of time
greater than 90 days, should be removed from the Part D–092 Operations
Specification by the Quality Assurance Manager.
(2) Upon removal of any aircraft from the D–092 Operations Specification, the
Quality Assurance Manager or designee will immediately notify the Flight
Operations Compliance Coordinator or designee of the change.
B. Re-certification
(1) Previously approved aircraft, which have been removed from the Part D–092
Operations Specification, may be re-approved when the FSDO is provided with
evidence of corrective action appropriate to the cause for removal (e.g. copies
of signed off task cards, EO work steps, etc.).

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 Performance Monitoring: Initial
6. Performance Monitoring: Initial Fleet Qualification
A. System performance monitoring is part of the initial aircraft and fleet approval process.
Monitoring is accomplished on a representative sample of the fleet, as required, and using
methods accepted by the FAA.
B. One on-board monitoring method uses a Global Navigation Satellite System Monitoring
Unit (GMU), which is supplied by the FAA. The GMU is temporarily installed on aircraft to
collect and record position and altitude data during normal operations. The recorded data
is sent to ARINC (or other agent specified by the FAA) for analysis. The calibration interval
on the GMU shall not exceed 12 calendar months, unless substantiation is provided, over
several calibration periods, that reflects repeated accuracy over 12 calendar months.
C. An alternative to the GMU is the Height Monitoring Unit (HMU). The HMU is ground based
equipment, usually located at or near an air traffic control facility. Monitoring by an HMU
requires flying over the geographical location of the HMU. Prior arrangement with the
controlling authority (FAA, CAA, etc.) is necessary if monitoring results are to be reported
for a specific aircraft. The FSDO must be notified prior to scheduled HMU over flights to
ensure that the test results are distributed to all appropriate departments within the FAA.
D. Unsatisfactory results will be analyzed to isolate the probable cause; the monitoring
equipment and procedures or the individual aircraft performance. If the aircraft
performance is suspect, the same aircraft must be retested with satisfactory results to be
qualified for RVSM operations.

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 Performance Monitoring: In-Service
7. Performance Monitoring: In-Service
A. In-service aircraft might be monitored during normal operations if their flight path
transitions a surveillance area as part of an FAA or CAA continuous monitoring
program. Operators are notified only if height keeping performance is not satisfactory.
B. Unsatisfactory performance is usually associated with logbook entries, which
precipitate maintenance action or restrict operations (reference Aircraft Status). If
unsatisfactory performance is detected by aviation authorities other than the FAA, the
national RVSM coordinator for the FAA, Wayne Smoot, is notified as is the UPS
Flight Operations RVSM contact person, Pete Teel, and the Aircraft Engineering
RVSM contact, Greg Kuehl. If notification is received that HMU monitoring of a UPS
aircraft was not satisfactory, in the absence of an associated logbook entry, the
following shall be accomplished:
(1) If the reported error exceeds AMM limits, the integrity of the altimeter system
shall be verified before further flight.
(2) If the reported error is within AMM limits, maintenance will make a log entry
and AMC will open an “O” item, restricting the aircraft from RVSM airspace
operations, pending Aircraft Engineering evaluation.

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 Error Reporting
8. Error Reporting
Gross height-keeping errors shall be reported to the FAA within 72
hours. Reportable errors are those which are identified by regulatory
authorities or aircraft logbook entries describing primary altimeter
errors, exceeding 245 feet, while operating in RVSM airspace.
Errors are reported using the existing MRR procedures. The
corrective action information shall be included in the initial report or a
follow-up report, when details of follow-up actions are available.

GMM Reference Chpt 3

UPS shall report height-keeping errors to the FAA Flight Standards District
Office within 72 hours of occurrence. Reportable errors are those which are
identified by regulatory authorities or aircraft Logbook entries describing
altimeter errors exceeding 245 feet while operating in RVSM airspace. Errors
are reported using the existing SDR procedures procedures. The corrective
action information shall be included in the initial report or a follow-up report
when details of follow-up actions are available.

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 Corrective Action
9. Corrective Action
The corrective action for gross height-keeping errors, exceeding 245 feet,
while operating in RVSM airspace shall include the functional check of the
air data system as specified in the Aircraft Maintenance Manual. The
functional check will apply static pressures corresponding to altitudes in the
RVSM range (FL290–410).
A. Accomplish a functional check of the air data system verifying performance
in the RVSM altitude range (FL290–410) according to the appropriate
Aircraft Maintenance Manual procedure. Accomplish repairs, as necessary,
to restore performance.
B. Accomplish additional inspections and/or checks as specified by Aircraft
Engineering, prior to further RVSM operations.

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 Aircraft Status
10. Aircraft Status
Individual mechanical status of UPS operated aircraft is monitored by
Aircraft Maintenance Control (AMC). AMC administers and controls aircraft Deferred
Items (MEL, CDL, and DMI). AMC tracks Maintenance RVSM operational
restrictions only using the “O” item (reference GMM, Chpt 3).
A. MEL Limitations
Operational restriction of an individual aircraft in an approved fleet is
indicated by a notation in the “Limitations/Performance Penalties” column of
the MEL. Deferral of RVSM related items will be selected on the IMPACTS MEL
Template which will alert the “LIDO” system within Flight Control via a deferral
that restricts RVSM operations.
(1) Examples of MEL Limitations include:
MEL Deferral of Altitude Alert, Autopilot Altitude Hold or Altitude
Reporting (reporting in both transponders inoperative) would restrict the
aircraft from RVSM operations.

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 Aircraft Status
B. Configuration Limitations
Operational restriction can be indicated by an “O” item alone, if the
restriction is not the result of an MEL deferral. The “O” item is issued and
tracked by AMC and provides visibility to Maintenance, Dispatchers, and
Crews that individual aircraft are temporarily prohibited from certain
operations, in this case, operation in RVSM airspace (reference GMM, Chapter
3). The “O” item appears on appropriate FCMEL screens and print-outs.
(1) Examples of Configuration Limitations include:
(a) If monitoring by the regulatory authorities (Central Monitoring Agency (CMA),
FAA, etc.) shows an aircraft system which is not performing satisfactorily for
RVSM operations, RVSM operations are prohibited until the discrepancy is
resolved.
(b) If skin damage or repairs meet AMM or SRM airworthiness requirements, but
skin waviness measurements for RVSM qualification have not been
accomplished or exceed limits, the aircraft status is degraded until such
conditions are corrected or approved by Computational Fluid Dynamic
Analysis (or other approved method).
(c) Exceeding an RVSM Calendar Life Limit of a part (e.g., unplated pitot/static
probe calendar time limit) (reference MSM, U34–11–01–1A–XXX) would restrict
the aircraft from RVSM operations until corrective action is accomplished.

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 Aircraft Status
(1) Examples of Configuration Limitations include: (Cont)
(d) Installation of a certified component, if that component is part of an RVSM
system, but not approved for RVSM operations (EO required), would restrict
the aircraft from RVSM operations. Components in the UPS IPC are approved
for RVSM operations unless noted (e.g., “Not Approved for RVSM”) (reference
Parts Control Program.)
(e) If quick disconnect fittings are disconnected from both air data computers for
any reason, the aircraft must be restricted from operation in RVSM airspace.
The aircraft can be returned to RVSM operations provided the Air Data
indication differences are within AMM limits and by accomplishing a low level
(e.g. 5,000 ft./300 kts) pitot/static leak check on both air data systems per the
AMM.
NOTE: Swapping of air data computers on RVSM aircraft may be
accomplished, on same aircraft only, provided the actions specified above
are accomplished (reference GMM, Chapter 3).
GMM Reference Chpt 3
Ref Note Above – Swapping of air data computers on RSVM aircraft may be
accomplished, on the same aircraft only, provided the actions specified in
paragraph (e) above are accomplished. Paragraph (e) above and Paragraph D in
the GMM are the same see Chpt 3-33-2 2.,D. to verify.

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 Maintenance Program & Revisions
11. Maintenance Program for Continued Airworthiness
A. Continued integrity of the RVSM related systems is ensured by an FAA approved
continued airworthiness maintenance program. There is no separate RVSM maintenance
program. Maintenance tasks required for RVSM are included in the maintenance
program(s) specified for the respective fleets. RVSM task intervals are allowed to vary
along with the check block, which contains the respective tasks, without separate FAA
approval (reference GMM, Chapter 1, Maintenance Program Change (MPC); Approval
Requirements for change procedures).
(1) Task descriptions and intervals are specified in the UPS Maintenance Specifications
Manual (MSM). Descriptions of the required tasks and the MSM numbers are listed in the
associated fleet section of this manual.
12. Program Revisions
A. The FAA must approve UPS RVSM Program revisions including changes to this
manual, prior to implementation.
B. As administrator of the UPS RVSM Program, the Regulatory Compliance Manager must
approve Maintenance Program related changes.
C. UPS Aircraft Engineering and Aircraft Reliability/Fleet Operations Groups evaluate
program task or configuration changes. Maintenance Programs are revised per the UPS
Aircraft Reliability Program.

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 Parts Control Program
13. Parts Control Program
A. Parts appearing or referenced in the UPS IPC are approved for use in RVSM
operations for the particular fleet fuselage effectivity unless accompanied by
an exception statement.
B. Where practical, Aircraft Engineering issues Technical Publication Change
Requests (TPCR) to delete non-approved parts from the UPS IPC in
accordance with RVSM qualification documents. A list of IPC changes is
included in the Aircraft Engineering Report (AER), which documents the
individual fleet qualifications. If deletion is not practical, items which are not
approved for use in RVSM operations shall be designated by a note in the IPC
(e.g., “Not Approved for RVSM”).

What does this mean to you?

Installation of non-RVSM approved parts require a downgrade.

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 Maintenance Training
14. Maintenance Training
A. Maintenance Training shall include a familiarization with the RVSM concept
and a review of related procedures. If a fleet or individual aircraft requires
special processes, procedures or component parts in order to maintain RVSM
qualification, those differences shall be described in the qualification AER and
included in the appropriate training program(s). RVSM training curriculum
requires FAA approval.

What does this mean to you?

There is no specialized maintenance technical training required to maintain
RVSM systems operations.

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 Repairs
15. Repairs
A. Structural Repairs
(1) Structural Repairs require the use of Required Inspection Item (RII) procedures
(Reference GMM, Chapter 4, Required Inspection Item).
(2) Skin smoothness near static ports or pitot/static probes must comply with Aircraft
Maintenance Manual (AMM) and Structural Repair Manual (SRM) waviness requirements.
Defects within the “unpainted” area around ports and probes, such as identification
markings or erroneous material deposits (e.g. paint or sealant spatters, etc.) are
acceptable, provided no dents, repairs, etc. exist within the area and the skin waviness
including the defect(s), does not exceed the AMM or SRM limits.
B. Component Repairs
(1) RVSM components are maintained at Repair Stations certificated in accordance with FAA
regulations.
(2) Vendors providing maintenance services are subject to auditing (Reference GMM,
Chapter 6, Vendor Audits) by on-site UPS QA inspections or Coordinating Agency for
Supplier Evaluation CASE program participation.
(3) Components repaired or altered shall undergo a functional test or equivalent, to verify
performance to the applicable specifications prior to return to service. RVSM
components are inspected in accordance with UPS inspection procedures. (Reference
GMM, Chap 4.)

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 EO Check-Box “RVSM”
16. Engineering Order Check-Box “RVSM”
A. Engineering Order (EO) Title Page contains a check box named “RVSM”. The box shall
be checked if the EO affects a system or component of a system which is associated
with altitude indication, height keeping (e.g., autopilot altitude hold function) altitude
alerting or altitude reporting. Comments should address the affect or lack thereof on the
RVSM functions of the modified system.
Examples of RVSM systems and associated components:
– Altitude Indication: Altimeter, Air Data Computer, Static Ports, Pitot Probes, combined
Pitot/Static Probes, (skin around static port as specified in MM or SRM), Angle of Attack
Sensors
– Height Keeping: Autopilot Control Panel, Autopilot Pitch Computer, Elevator Servo,
Autopilot Air Data Sensor
– Altitude Alerting: Alerter Control (altitude selector), Air Data Computer, Alerter
Speaker/Warning Horn, Altitude Alert Lights
– Altitude Reporting: ATC Transponder, Transponder Control Panel, Air Data Computer,
Altimeter (e.g. source of reported altitude data)
B. The author shall determine that the accomplishment of the EO does not diminish system
performance below RVSM requirements.
C. If accomplishment of an EO adversely affects RVSM performance, the EO shall include
instructions to down grade the aircraft (Reference Aircraft Status section) or have the
aircraft removed from the D–092 Operations Specification.

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 Aircraft Engineering Reports
General
The procedures necessary to qualify RVSM aircraft and assure integrity
are analogous for all approved fleets, coordinated with the FAA Flight Standards
District Office (FSDO), and are specified in Aircraft Engineering Reports (AER).

RVSM Qualifications;
B767 AER97-3440–0013, addresses the Boeing 767 fleet, Chpt 2
B747 AER97-3440–0018, addresses the Boeing 747-100/200 fleet, Chpt 3
B757 AER99-3440–0055, addresses the Boeing 757 fleet, Chpt 4
A300 AER00-3440–0018, addresses the Airbus A300 fleet, Chpt 5
B727 Deleted, Chpt 6
MD11 AER01-3440-0002, addresses the Boeing MD11 fleet, Chpt 7
DC-8 AER04-3410-0062, addresses the Boeing DC-8-71/-73 fleet with
equipment described and approved via STC #ST01073LA, Chpt 8
B747-400 AER07-3440-0014, addresses the Boeing 747-400 fleet, Chpt 9

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 Aircraft Engineering Reports
What does this mean to you?
The following items are typical (but not all inclusive) RVSM
equipment for altitude indicating, reporting, alerting, and automatic
height keeping systems.
Each aircraft type has a specific list in the AER by part number

• Static Ports and surrounding skin/structure

• Angle of Attack Probe
• Air Data Computers
• Structure around Pitot Static ports
• Transponders and Transponder control Panel
• TAT & Pitot probes
• Pitot Static system
• Altimeters, Primary and Standby
• Autopilot altitude hold functions and components
• Primary Flight Display

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 Required
Inspection Items
(RII)
Requirements
for RVSM
 GMM RII Requirements for RVSM
The special RII requirements applicable to RVSM qualified aircraft, apply to
all B747, B757, B767, A300, MD-11, and DC-8 series aircraft in the UPS fleet (RVSM
qualified and non-qualified). Ref GMM 4-3-12 11. D.

Required RII for RVSM are in two areas:

ATA 34 - Navigation
ATA 51 - Structures

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GMM RII Requirements for RVSM

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GMM RII Requirements for RVSM

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QUIZ
1. RVSM airspace is any airspace or route where
aircraft are separated by 1000 feet between
flight level (FL) 290 and 410. (Ref GMM 0-5-12)

True
False

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QUIZ
2. Where appropriate (e.g. delivery ferry flights),
FAA may grant temporary RVSM operations
approval to individual aircraft. In form of a Letter of
authorization (LOA). (Ref RVSM 1-2-3)

True
False

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QUIZ
3. Individual mechanical status of UPS operated
aircraft is monitored by AMC. AMC administers and
controls aircraft deferred items (MEL, CDL, and DMI).
AMC tracks Maintenance RVSM operational
restrictions only using “O” item. (Ref RVSM 1-2-5)

True
False

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QUIZ
4. If you install a component identified in the IPC as
“Not Approved for RVSM” what action(s) must you
take? (Ref RVSM 1-2-5)
1. Contact AMC and downgrade aircraft
2. Issuance of RVSM operational limitation “O” item
3. Issuance of an RVSM MEL Item
4. All the above

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QUIZ
5. If the quick disconnect fittings are disconnected from both
air data computers for any reason, the aircraft must be
restricted from operation in RVSM airspace. The aircraft can
be returned to RVSM operations provided the Air data
indication differences are within AMM limits and by
accomplishing a low level (e.g. 5000ft./300 kts) pitot/static leak
check on both air data systems per the AMM.
(Ref RVSM 1-2-6)
True
False

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QUIZ
6. Does question 5 require a RII?
(Ref GMM 4-3-19)

Yes
No

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QUIZ
7. Aircraft logbook entries describing gross height-
keeping errors, exceeding 245 feet while operating in
RVSM airspace shall be reported to the FAA within
72 hours. (Ref RVSM 1-2-4)
True
False

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QUIZ
7. Corrective actions for gross height-keeping errors,
exceeding 245 feet in RVSM airspace shall include
the functional check of the air data system as
specified in the AMM. Functional check will apply
static pressures corresponding to altitudes in RVSM
range (FL 290-410) (Ref RVSM 1-2-4)
True
False

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QUIZ
8. Can Aircraft Engineering direct additional
inspections and/or checks to an aircraft with gross
height-keeping errors, exceeding 245 feet? (Ref
RVSM 1-2-4)

Yes
No

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QUIZ
9. Continued integrity of the RVSM related systems is
ensured by an FAA approved continued
airworthiness maintenance program. There is no
separate RVSM maintenance program. Maintenance
tasks required for RVSM are included in the
maintenance program(s) specified for the respective
fleets. (Ref RVSM 1-2-6)
True
False

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QUIZ
10. Engineering Orders (EO) Title Page contains a check box
named “RVSM”. The box shall be checked if the EO affects a
system or component of a system which is associated with
altitude indication, height keeping (e.g., autopilot, altitude hold
function) altitude alerting or altitude reporting. (Ref RVSM 1-
2-7)

True
False

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QUIZ
11. Maintenance Training shall include a
familiarization with RVSM concept and a review of
related procedures. (Ref RVSM 1-2-7)

True
False

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 Training Documentation
Operational Personnel:
Personnel in the following job classification codes (craft codes) are
required to complete training documentation:
S = Supervisor I=
Inspection MT =
Aircraft Maintenance Technician V = Line
Maintenance Vendor VD = Vendor
Designee LT = Lead
Service Technician CT =
Maintenance Controllers

All UPS Aircraft Maintenance and Vendor Line Maintenance personnel must
complete an OJT per example (see last slide). The original OJT card will be
kept on file, locally, at all gateways. For vendor gateways only, a copy of the
locally filed OJT card will be forwarded to the responsible UPS management
supervisor.

Update Impacts field “GEN RVSM”

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 Training Documentation

Training must be completed and

documented by

December 31, 2008.

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 Complete the OJT record update IMPACTS

Joe Person 5550000 Mechanic, etc Jan 1, 2009

2 hours RVSM Rev 14

Training Power Point Presentation

( IMPACTS Code - ”GEN RVSM”)

Joseph Person

All UPS Aircraft Maintenance and Vendor Line Maintenance personnel must
complete an OJT per example above. The original OJT card will be kept on file,
locally, at all gateways. For vendor gateways only, a copy of the locally filed OJT
card will be forwarded to the responsible UPS management supervisor.

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