SIN 501-0091

mnnetzger@gmail.com. You may also contact Christy DeYoung of Jet RVSM Services at (510) 299-2605. Ms. DeYoung is authOrized by Two Winds Aviation, LLC to work with Farmingdale FSDO inspectors during the review process. Kind Regards, ~t!1wtJv Mark R. Metzger Managing Member 1 OPERATOR DATA SHEET OPERATOR INFORMATION Name of Aircraft Operator Two Winds Aviation, LLC Operator Address PO BOX 257 East Setauket NY 11733 Shipping Address 600 Rt 25A East Setauket NY 11733 Aircraft Base of Operations Long Island Mac Arthur Airport (KISP) Crew Training Conducted By ATR, Inc., King Schools RVSM Representative Name Mark R. Metzger RVSM Representative Email Address mrmetzger@gmail.com RVSM Representative Phone (775) 453-4496 AIRCRAFT INFORMATION Aircraft make and model Cessna Citation 501 Registration Number N2158U Aircraft Serial Number 501-0091 Aircraft Color Overall white with green and tan Passenger Seats 8 RVSM STC Compliance Date October 30, 2004 NAVIGATION EQUIPMENT Qty ManufacturerI Model Part Number Type Of Equipment 2 Qty 2 Qty 2 1 2 1 1 1 1 Garmin GNS-430W 011-01060-00 Nav/Comm/GPS COMMUNICATIONS EQUIPMENT ManufacturerI Model Part Number Type Of Equipment Garmin GNS-430W 011-01060-00 Nav/Comm/GPS RVSM CRITICAL EQUIPMENT ManufacturerI Model Part Number Type Of Equipment IS&S/ADDU 9D-80130-16 Air Data Display Unit IS&S/AIU 9B-81040-26 Analog Interface Unit IS&S/CM 9B-03508-15 Configuration Module Garmin/GTX-327 011-00490-00 Transponder Garmin/GTX-330ES 011-00455-60 Transponder Honeywell/SP-200 4008519-911 Autopilot Computer Honeywell/VN- 212 4020571-901 Altitude Alerter TCAS II NOT INSTALLED HF COMM NOT INSTALLED 2 RVSM WORKSHEET Aircraft Information Aircraft Make, Model, Series: Cessna Citation 501 Serial Number: 501-0091 Operating Rule Utilized: Part 91 RVSM Airworthiness Approval Date: October 30,2004* *Date work was completed in compliance with Garrett Aviation Services STC #SAOI637CH. A copy of this STC has been provided behind the Service Documents tab In this RVSM manual. Operator Information Aircraft Operator: Two Winds Aviation, LlC Operator Address: PO BOX 257 East Setauket NY 11733 RVSM Representative: Mark R. Metzger Phone: (775) 453-4496 Email: mrmetzger@gmail.com Shipping Address 600 Rt 25A East Setauket NY 11733 Operator RVSM Compliance Statement The above listed aircraft meets the requirements for conducting operations in airspace where Reduced Vertical Separation Minimum (RVSM) applies. It has been determined that the required equipment has been installed (in accordance with approved data) and appropriate aircraft records have been completed to reflect the Installation of this equipment. The aircraft equipment list and weight and balance have been updated. All aircraft records concerning equipment installations and aircraft inspections will be available if a conformity inspection Is to be accomplished by an FAA Inspector. Name: Mark R. Metzger Title: Managing Member Original 3 27 January 2014 ou.s. Department of Transportation Federal Aviation Administration 001 Issuance and Applicability 004 Summary of Authorizations 007 Agent for Service Two Winds Aviation, LLC. 14 CFR Part 91 Operations Table of Contents Part A HQ CONTROL DATE E~VE AMENDMENT DATE ~ER 07/14/2011 0212112014 o o 08/3112004 0212112014 06/20/2005 02121/2014 Part A-I Part 91 ID No.: 2T2JEAli Print Date: 2/2112014 r &} U.S. Department of Transportation Federal Aviation Administration 14 CFR Part 91 Operations Waiver or Letter of Authorization Issuance and Applicability 1. These documents are issued to Two Winds Aviation, LLC. , whose principal base of operation is located at: Primary Business Address: PO Box 257 Mailing Address: 600 Route 25A Setauket, New York 11733 Setauket, New York 11733 2. A change in the aircraft base of operations location constitutes an administrative change only to this Letter of Authorization (LOA) AOO I and would not require nor preclude a new inspection. a. The existing authorizations, deviations, waivers, etc., are still valid and not intended to be reissued due to a change in the operator's base of operations. b. If the operator relocates its principal base of operations (address) listed in subparagraph I above, it must notify, in writing, the losing Flight Standards District Office (FSDO) of its new location and mailing address within 30 calendar days following relocation and, advise the losing FSDO of the receiving FSDO where the operator proposes to do business. 3. The attached waivers, authorizations, and/or deviations are effective as of the ''Date Approval is Effective" listed in each authorizing document, and those issued without an expiration date shall remain in effect as long as the party listed in subparagraph I above continues to meet all appropriate Parts of the CFR or until any of the following: a. It is voluntarily surrendered by the operator, b. The operator ceases to be the operator of the aircraft listed in the applicable authorization, c. It is surrendered or revoked for cause by the FAA, d. The person signing the authorizing document relinquishes responsibility, e. The aircraft changes ownership and should be removed from the authorizing document, f. An aircraft or listed equipment is no longer used for that operation and should be removed from the authorization, g. An aircraft or other equipment needs to be added to the existing authorizing document, h. An aircraft listed on the authorization changes nationality numbers, i. An aircraft listed on the authorization is issued an experimental, special airworthiness certificate for research and development (R&D) or changes projects associated with an experimental, special airworthiness certificate for the purpose of R&D. Two Winds Aviation, LLC. AOOI-I Arndt. No.: 0 Part 91 ID No.: 2T2JEAII ou.s. Department of Transportation Federal Aviation Administration 14 CFR Part 91 Operations 4. If the Re spons ibl e Per s on as th e signee changes for an authorization, the Re sponsible Person or th e operator s hould notify the iss uing offi ce of th e change within 30 day s and requ es t an updated LOA . HQ Co ntrol: 07 11 412 0 II HQ Revision: 020 This Waiver or Authorization is Issued by the Federal Aviation Administration and approved by direction of the Administrator. 8.1 Digit all y signed by Craig P. Jo rd an on behalf of Hu ghes, Ronald , Mana ger (EA II ) [I] EF FEC TI VE DATE: 2/21/ 20 14, [2] AMEN DM ENT #: 0 DATE: 201 4. 02.2 1 10 :1 4:52 -06:00 I hereby accept and receive this Waiver or Authorization. Metzger, Ma rk , Manager Two Wind s Av iati on, LL C. Date AO OI-2 Arndt. No.: 0 Pa rt 91 ID No.: 2T2J EA II ,.) u.s. Department of Transportation Federal Aviation Administration 14 CFR Part 91 Operations Letter of Authorization Summary of Authorizations The operator, in accordance with the reference documents, is authorized to: Reference Paragraphs Use an Agent for Service. Conduct operations within airspace designated as terminal or en route European Area Navigation airspace wi th specific aircraft. Conduct operations within airspace designated as RN P A irspace. Conduct operations within North Atlantic Minimum Navigation Performance Specifications (NA TfMNPS) Airspace. Conduct operations within RVSM Airspace. Operate aircraft using MMEL as an MEL. A007 8034 8036 8039 8046 0095 HQ Con trol : 08 /3112004 HQ Revision: 000 This Waiver or Authorization is Issued by the Federal Aviation Administration and approved by direction of the Administrator . • Digitally signed by Craig P. Jordan on behalf of Hughes, Ronald, Man age r (EA II ) [I] EFFECTIVE DATE: 2/2 1120 t4, [2 ] AMENDMENT#: 0 DATE: 2014.02.2t to :t4:53 -06:00 I hereby accept and receive this Waiver or Authorization. Metzger, Mark, Manager Two Winds Aviation, LLC. Date A004 -1 Arndt. No.: 0 Part 91 ID No.: 2T2JEAII f'~ u.s. Dep artm ent of Tran sport atio n Federal Aviation Administration 14 CFR Part 91 Operations A gent for Se rvice The fo ll owing person is designated as the operator's Agent for Service: Table I - Agent for Service Na me Addre ss Metzger, Mark PO Box 257 Se tauket , NY 11 733 HQ Control: 06120 /2005 Telephone 775-453-4496 HQ Revision : 000 This Waiver or Authorization is Issued by th e Federal Aviation A dministration and a pproved by dir ec tion of th e A dministr a tor. 0.' Digitally signed by Craig P. Jordan on behalf of Hughes, Ronald, Manager (EA II ) fiG' & [ I] EFFECTIVE DATE : 2/21120 14, [2] AMENDMENT #: I _ DATE: 20 14.02.2 1 12:45: 11 -06:00 I hereby accept and rec eive this Waiver or Authorization. Met zg er, Mark, Manager Two Winds Aviation, LL C. A007-1 Amd l. No.: Date Part 9 1 ID No.: 2T2JEA II ou.s. Department of Transportation 14 CFR Part 91 Operations Federal Aviation Administration Table of Contents Part B HQ CONTROL DATE Navigation Equipment Eligibility to Operate in Terminal 034 and En Route Airspace Designated as P-RNA V andlor 12104/2010 B-RNAV/RNAV 5 Airspace 036 Operations in Required Navigation Performance Airspace 01/0312006 039 Operations in North Atlantic Minimum Navigation Performance Specifications (NAT/MNPS) Airspace 0110912014 046 Operations in Reduced Vertical Separation Minimum (RVSM) Airspace 01/24/2014 Two Winds Aviation, LLC. Part B-1 Print Date: 2/2112014 EFFECTIVE AMENDMENT DATE NUMBER 02/21/2014 02/21/2014 02/21/2014 02/21/2014 Part 91 ID No.: 2T2JEAll •U.S. Department of Transportation Federal Aviation Administration 14 CFR Part 91 Operations Letter of Authorization Navigation Equipment Eligibility to Operate in Terminal and En Route Airspace Designated as P-RNAV and/or 8-RNAVIRNAV 5 Airspace 1. Authorization or Finding. The aircraft and navigation equipment listed in Table 1 below has been inspected and found to conform to the B-RNAVIRNAV 5 criteria as set forth in FAA Advisory Circular 90-96A, Approval of U.S. Operators and Aircraft to Operate Under Instrument Flight Rules (IFR) in European Airspace Designated for Basic Area Navigation (B-RNAV)/RNAV 5 and Precision Area Navigation (P-RNAV). a. This document constitutes a Letter of Finding which establishes that the aircraft listed in Table 1 are eligible to operate in designated European FIR's where B-RNAVIRNAV 5 is required. b. This finding will also substitute for appropriate Airplane Flight Manual wording, as defmed in AC 90-96A, Appendix I, paragraph Ic(3). 2. Limitations and Provisions. The operator must conduct these operations in accordance with the limitations and provisions of this letter of authorization and is subject to the conditions that all operations conducted within that airspace are in accordance with: a. Title 14 CFR Part 91 and the flight rules contained in ICAO Annex 2, and b. All operations outside of the United States comply with Part 91, §91.703 and Annex 2. 3. Authorized Aircraft. The operator is authorized to use the aircraft listed below for operations in designated Precision RNAV (P-RNA V) airspace when the required track-keeping equipment is approved and maintained. Compliance with P-RNAV equipment criteria includes approval for both P-RNAV and Basic RNAV (B-RNA V)/RNAV 5· Table 1 - Aircraft Approved for P-RNAV and/or B-RNAV/RNAV 5 Limitations Serial Registration Aircraft Area Navigation Systems Navigation and Number Number MIMIS Manufacturer Model Performance Conditions 501-0091 N2158U CE-501- (2) Garrnin IGNS-430W B-RNAVIRNAV 5 (+1- None 501 w/GPS 5NM) 4. Crew Training. Crew training conducted by ATR, Inc., King Schools. 5. Responsible Person. The Responsible Person for crew operations may be either an agent for service (who must be a U.S. citizen) or a person who is a U.S. citizen or holds a U.S. pilot certificate and accepts responsibility for complying with the stated regulations by signing this document. a. If the Responsible Person signing this LOA relinquishes responsibility, this LOA becomes invalid. b. Enter the name, e-mail address, and telephone number in Table 2 of the Responsible Person signing this LOA: Two Winds Aviation, LLC. B034-1 Arndt. No.: Part 91 ID No.: 2T2JEAll ou.s. Department of Transporta ti on Federal Aviation Administration Name Metzger , Mark HQ Control: 12 /0.4 /20. I 0. 14 CFR Part 91 Operations Table 2 - Responsible Person E-mail Add ress Telephone Number mnnclZgc r@ gmai l.com 775-453-4496 HQ Revisio n: 0.10 This Waiver or Authorization is Issued by the Fed eral Aviation A dministration and approved by direction of the A dm inist rator . • Di g it a ll y signed by Craig P. Jordan on be half of Hu ghe s, Ronal d, Manager (EA II) ~';i ' [I] E~ F EC TI VE DA ; E} 12 1120 14 , [2 ] AMEN DMENT#: t g DATE. 2 0.14 .0. 2.2 1 '-.4).13 -0.6.0.0. I her e by accep t and recei ve this Wa i ver or Author i zation . Metzger, Mark, Manager T wo Winds Aviation, LLC. BD34-2 Arndt. No.: D ate Part 9 110 No.: 2T2JEAII ou.s. Department of Transportation Federal Aviation Administration 14 CFR Part 91 Operations Letter of Authorization Operations in Required Navigation Performance Airspace 1. Authorization. The Operator listed at the bottom of this document is authorized to conduct operations within airspace designated as Required Navigation Performance (RNP) airspace in accordance with the limitations and provisions of this Letter of Authorization (LOA) and is subject to the conditions that all operations conducted within the designated RNP Airspace are in accordance with Title 14 CFR Part 91, Section 91.703, and the flight rules contained in International Civil Aviation Organization (ICAO) Annex 2. 2. Authorized Aimlanes. The operator is authorized to use the airplanes listed below for operations in designated RNP airspace when the required equipment is operational and maintained in accordance with the airplane or equipment manufacturer's recommendations. Table 1 - Airplanes and Equipment Ale Registration Airplane Long-Range Communications RNPSerial Number M/M/S Navigation Systems Equipment Type Number MIM MIM 501-0091 N2158U CE-501- (2) Gannin GNS-430W (2) Gannin GNS-430w RNP-1O 501 w/GPS Nav/Comm/GPS 3. Crew Training. Crew training conducted by ATR, Inc., King Schools. In accordance with 14 CFR Sections 91.3 and 91.703(a)(I)(2) and ICAO Annex 2 (Rules of the Air), paragraph 2.3.2 (pre- flight action) crews are responsible for policies and procedures in areas of operations where flights are conducted. 4. Responsible Person. The Responsible Person for crew operations may be either an agent for service (who must be a u.S. citizen) or a person who is a U.S. citizen or holds a U.S. pilot certificate and accepts responsibility for complying with the stated regulations by signing this document. a. If the Responsible Person signing this LOA relinquishes responsibility, this LOA becomes invalid b. Enter the name, email address, and telephone number in Table 2 of the Responsible Person signing this LOA: Table 2 - Responsible Person Name &mail Address Telephone Number Metzger, Mark mrrnetzger@gmail.com 775-453-4496 5. Deviations to RNP requirements. The administrator may authorize an operator to deviate from RNP requirements for a specific individual flight in airspace where an RNP type is specified if the Air Traffic Service provider detennined that the airplane will not interfere with, or impose a burden on other operators. Operations conducted under such authority will be conducted in accordance with the following limitations and provisions: Two Winds Aviation, LLC. 8036-1 Arndt. No.: Part 91 ID No.: 2T2JEAl1 ou.s. Department of Transportation Federal Aviation Administration 14 CFR Part 91 Operations a. If fuel planning is predicated on en route c limb to flight lev els where RNP is nonmally required, an appropriate reque st must be coordi nated in adva nce of the !light with the Air Traffi c Service provider. b. The appropriate information block s in the ICAO flight plan filed with the Air Traffic Service prov ider must show that th e airplane is not approved for the spec ified RNP typ e. HQ Co ntr ol: 01 103 12006 HQ Rev ision: Olb This Waiver or Au thorization is Issued by the Federal Av iation Adm inistration and approved by direction of the Adm inistrato r. • Digitally signed by Cra ig P. Jo rd an on be half of Hughe s, Ronald, Manager (EA I I ) r!!~ [1] EFF;CTIVE DATE} 12112014, [2 ] AMENDMENT #: 1 ~ DATE. _0 14.02.2112.4). 14 -06 .0 0 I hereby accept and receive this Wa iver or Author ization . Metzger, Mark, Manager T wo Winds Aviation, LLC. B036 -2 Amdt. No. : Date Pa rt 91 ID No.: 2T2JE A 11 ou.s. Department of Transportation 14 CFR Part 91 Operations Federal Aviation Administration Letter of Authorization Operations in North Atlantic Minimum Navigation Performance Specifications (NAT/MNPS) Airspace 1. The operator listed at the bottom of this document is authorized to conduct operations within North Atlantic Minimum Navigation Performance Specifications (NATIMNPS) Airspace in accordance with the limitations and provisions of this Letter of Authorization (LOA) and is subject to the conditions that all operations conducted within the NATIMNPS Airspace are in accordance with Title 14 CFR Part 91, § 91.703 and the flight rules contained in International Civil Aviation Organization (lCAO) Annex 2, Rules of the Air. 2. Airplanes Authorized with Multiple Long-Range Navigation Systems (M-LRNS). The operator is authorized to use the airplanes listed in Table 1 below for unrestricted operations within the entire NATIMNPS Airspace. At least two long-range navigation systems must be operational at entry into NATIMNPS Airspace. The installed equipment must be maintained in accordance with the airplane or equipment manufacturer's recommendations. (If this authorization does not apply, select or enter N/Afor each cell in Table 1). Table 1 - Airplanes with Multiple Long-Range Navigation Systems (M-LRNS) Authorized for Unrestricted Operations within NAT/MNPS Airspace Airplane Airplane Airplane Multiple Long-Range Communications Restrictions or Serial Number Registration M/M/S Navigation Equipment MIM Limitations Number SystemsM/M N/A N/A N/A N/A N/A N/A 3. Airplanes Authorized with Single Long-Range Navigation Systems (S-LRNS). The operator is authorized to operate within NATIMNPS airspace over special routeslBlue Spruce Routes using the airplanes equipped with a S-LRNS listed in Table 2 below. Detailed information "about these routes is published in NAT Doc 007, North Atlantic Operations and Airspace Manual and the Icelandic Aeronautical Information Publication (AlP). The installed equipment must be operational and maintained in accordance with the airplane or equipment manufacturer's recommendations. (If this authorization does not apply, select or enter N/A in each cell in Table 2). Table 2 - Airplanes with Single Long-Range Navigation Systems (S-LRNS) Authorized to Use Special Contingency Routes Only in NAT/MNPS Airspace Airplane Airplane Airplane Single Communications Serial Number Registration M/M/S Long-Range Navigation Equipment MIM Number SystemsM/M 501-0091 N2158U CE-501-501 Gannin GNS-430W w/GPS Gannin GNS-430W Nav/ComrnlGPS 4. Airplanes Authorized with Only Short-Range Navigation Equipment: VOR, DME, ADF. The operator is authorized to use the airplanes equipped with only short-range navigation equipment such as VOR, DME, and ADF listed in Table 3 below to operate within NATIMNPS Airspace over special routes of short stage lengths. Detailed information about these special routes is published in NAT Doc 007, North Atlantic Operations and Airspace Manual and the Icelandic Aeronautical Information Publication (AIP). The installed equipment must be operational and maintained in accordance with the airplane or equipment manufacturer's recommendations. ( If only M-LRNS and/or S-LRNS equipped airplanes are authorized, select or enter N/A in each of the cells for Two Winds Aviation, LLC. B039-1 Arndt. No.: Part 91 ID No.: 2T2JEAll ou.s. Department of Transportation Federal Aviation Administration Table 3). 14 CFR Part 91 Operations Table 3 - Airplanes with Only Short-Range Navigation Equipment, VOR, DME, and ADF Authorized to Use Special Routes of Short Stage Lengths Only in NATIMNPS Airspace Airplane Airplane Airplane Short-Range Navigation Communications Serial Number Registration M/M/S Equipment MIM Equipment M/M Number N/A N/A N/A N/A N/A 5. Crew Training. Crew training conducted by ATR, Inc., King Schools. In accordance with 14 CFR § 91.3 and 91.703 (a)(I)(2) and ICAO Annex 2 (Rules of the Air), paragraph 2.3.2 (Pre- flight action) crews are responsible for policies and procedures in areas of operations where flights are conducted. 6. Responsible Person. The Responsible Person for crew operations may be either an agent for service (who must be a u.S. citizen) or a person who is a U.S. citizen or holds a U.S. pilot certificate and accepts responsibility for complying with the stated regulations by signing this document. a. If the Responsible Person signing this LOA relinquishes responsibility, this LOA becomes invalid b. Enter the name, email address, and telephone number in Table 4 of the Responsible Person signing this LOA: T bl 4 R a e - Obi P esponsl e Name Email Address Metzger, Mark MRMETZGER@GMAIL.COM HQ Control: 01/09/2014 Two Winds Aviation, LLC. B039-2 Arndt. No.: erson Telepbone 775-453-4496 HQ Revision: 020 Part 91 ID No.: 2T2JEAli ou.s. Department of Transpo rt ation Federal Aviation Admin istration 14 CFR Part 91 Operations This Waiver or Authorization is Issued by the Federal Aviation Administ ration and approved by direction of the Adm inistrator . • Dig it all y signed by Cra ig r. Jordan on beha lf of Hugh es, Ronald , Manager (EA II ) w. -~ [I) EFFECTIVE DATE: 2/2112 014, [2] AMENDMENT #: I .•. DATE: 2014.02 .2 1 12:45:17 -0 6:00 I hereby accept and receive this Waiv er or Au t horizat ion. Metzger, Mark, Manager Two Winds Aviation, LL C. 8039-3 Am dt. No.: Dat e r an 91 ID No. : 2T2JEA II ou.s. Department of Transportation Federal Aviation Administration 14 CFR Part 91 Operations Letter of Authorization Operations in Reduced Vertical Separation Minimum (RVSMl Airspace 1. The operator, Two Winds Aviation, LLC., is authorized to conduct operations within airspace designated as Reduced Vertical Separation Minimum (RVSM) airspace in accordance with the limitations and provisions of this Letter of Authorization (LOA) and is subject to the conditions that all operations conducted within RVSM airspace are in accordance with: a. Title 14 CFR Part 91, Section 91.703, and the flight rules contained in International Civil Aviation Organization (lCAO) Annex 2, and b. Title 14 CFR Part 91, Section 91.180, Operations within airspace designated as Reduced Vertical Separation Minimum airspace, and c. Title 14 CFR Part 91 Appendix G. 2. Authorized Airplanes. The operator is authorized to use the airplanes listed below for operations in designated RVSM airspace when the required altitude-keeping equipment is approved and maintained in accordance with an approved RVSM maintenance program: a e - Irplanes T bl 1 A" I A.pprove d Ii RVSM or Serial Registration Airplane MIMIS Remarks Number Number 501-0091 N2158U CE-501-501 None 3. Crew Training. Crew training conducted by ATR, Inc., King Schools. In accordance with 14 CFR Sections 91.3 and 91.703(a)(I)(2) and ICAO Annex 2 (Rules of the Air), paragraph 2.3.2 (pre- flight action) crews are responsible for policies and procedures in areas of operations where flights are conducted· 4. Responsible Person. This person should be the individual person who will be the operator, or, if the operator is a legal entity, then an officer, employee or person who that entity has contracted with in order to act on behalf of the legal entity with respect to the RVSM authorization. This person must be a U.S. citizen, or a person who holds a U.S. pilot certificate and who accepts responsibility for complying with the stated regulations. a. If the Responsible Person named on this LOA relinquishes responsibility, this LOA becomes invalid b. Enter the name, email address, and telephone number of the Responsible Person in Table 2: Table 2 - Responsible Person Name E-mail Address Telepbone Number Metzger, Mark mnnetzger@gmaiI.com 775-453-4496 5. RVSM Point of Contact (POC). If the operator has decided to use a separate individual other than the Responsible Person to fulfill this role, then the POC will be listed in Table 3, otherwise the Responsible Person will be listed in Table 2 and Table 3. Two Winds Aviation, LLC. B046-1 Arndt. No.: Part 91 ID No.: 2T2JEAI 1 ou.s. Department of Transportation Federal Aviation Administration 14 CFR Part 91 Operations a. The POC is the individual the FAA should first contact with respect to the operator's RVSM-Compliant Aircraft operations and maintenance status. b. If the POC is other than the Responsible Person that individual is not authorized to sign the LOA. c. Enter the name, email address, and telephone number of the RVSM Point of Contact in Table 3: Table 3 - RVSM Point of Contact Name E-mail Address Telephone Number Metzger, Mark mnnetzger@gmail.com 775-473-4496 6. Deviation from RVSM requirements. In accordance with Section 91.180, the Administrator may authorize an operator to deviate from RVSM requirements for a specific individual flight in RVSM airspace if a. The operator submits an appropriate request with the air traffic control (ATC) center controlling the airspace in advance of the operation. b. At the time of filing the flight plan for the flight, ATC determines that the airplanes may be provided appropriate separation and the flight will not interfere with, or impose a burden on other operators. 7. A copy of this LOA must be kept on the applicable aircraft while operating in RVSM airspace. HQ Control: 01124/2014 Two Winds Aviation, LLC. B046-2 Arndt. No.: HQ Revision: 01b Part 91 ID No.: 2T2JEAll oU.S. Department of Tr ansportation Federal Aviation Administration 14 CFR Part 91 Operations This Waiver or Authorization is Issued by the Federal Aviation Administration and approved by direction of the Administrator. 8 ..D Dig it ally s igned by Craig P. lordan all behalf of Hu ghes, Ronald , Manager (EA II ) fA.t; [IJ EFFECTIVE DATE: 2/ 21120 14 , [2J AMENDMENT #: I ·0 DAT E: 20 14.02.21 12:45: 19 -06 :00 I hereby accept and receive this Wa ive r or Authorization. Metzger, Mark, Manage r Two Winds Av iation, LL C. B046 -3 Amdt. No .: 2/'4fu Date Part 91 10 No.: 2T2JEAI I ou.s. Department of Transportation Federal Aviation Administration 095 MMEL Used as an MEL Two Winds Aviation, LLC. 14 CFR Part 91 Operations Table of Contents Part D Part D-l HQ CONTROL DATE 07/26/2013 Print Date: 212112014 EFFECTIVE AMENDMENT DATE NUMBER 02/21/2014 Part 91 ID No.: 2T2JEAll ou.s. Department of Transportation Federal Aviation Administration 14 CFR Part 91 Operations Letter of Authorization MMEL Used as an MEL 1. This Letter of Authorization (LOA) is issued under the provisions of 14 CFR Section 91.213 (a)(2) and authorizes the operator listed at the bottom of this document only (herein referred to as operator) to operate the aircraft listed in Table 1 below under the master minimum equipment list (MMEL), using it as a minimum equipment list (MEL). Table 1 - Aircraft Identification Aircraft Serial Number Aircraft Registration Number Aircraft MIMIS 50]-009] N2]S8U CE-SO]-SO] 2. This LOA and the MMEL with the procedures document constitute a supplemental type certificate for the aircraft and must be carried on board the aircraft as prescribed by Section 91.213 (a)(2), and are considered the approved MEL. 3. Operations must be conducted in accordance with the MMEL and the procedures document. 4. The operator must develop Operations and Maintenance (0 and M) procedures that correspond with those listed in the MMEL. a. Operations and maintenance (0 and M) procedures for the accomplishment of rendering items of equipment inoperative must be developed by the operator. b. Those procedures should be developed from guidance provided in the manufacturer's aircraft flight and/or maintenance manuals, manufacturer's recommendations, engineering specifications and other appropriate sources. c. Such operations or maintenance procedures must be accomplished in accordance with the provisions and requirement of Title 14 Part 91, Part 145, or Part 43, as appropriate. 5. The operator must also list the "as required by FAR" by specific part and section of the applicable regulations or state the operational requirementsllimitations for dispatch. a. These items must be contained in a document separate from the MMEL and must accompany the MMEL, preamble and this LOA. b. They must all be on board the aircraft anytime it is operated. 6. A means of recording discrepancies and corrective actions must be in the aircraft at all times and available to the pilot-in-command. a. Failure to perform 0 and M procedures in accordance with Part 91, Part 145 or Part 43, as appropriate, or to comply with the provisions of the MMEL, preamble, 0 and M procedures and other related documents, is contrary to the regulations and invalidates this LOA. b. All MMEL items that contain the statement "as required by FAR" must either state the Two Winds Aviation, LLC. D095-1 Arndt. No.: Part 91 ID No.: 2T2JEAli oU.S. Department of Transportation Federal Aviation Administration 14 CFR Part 91 Operations regulation by part and section (i.e., 14 CFR Section 91.213) with the appropriate CFR carried aboard the aircraft, or the operational requirements/limitations required for dispatch must be clearly stated. c. When the MMEL is revised by the Flight Operations Evaluation Board (FOEB), the operator must obtain a copy of the revision from this Flight Standards District Office (FSDO), or the FSDO having jurisdiction, and incorporate any changes as soon as practicable including O's and M's as required. Revised MMEL's may also be obtained by downloading them from the Internet at fsims.faa.gov. 7. Equipment installed on this aircraft (other than Nonessential Equipment and Furnishings (NEF) such as galley equipment and passenger entertainment devices) that are in excess of what is required, and are not listed on the MMEL, must be operational for dispatch unless a request is made to this FSDO (or subsequent FSDO that has jurisdiction) to seek relief from the FOEB, through a revision to the MMEL, at the earliest opportunity for the FOEB to convene. a. IfMMEL relief is sought, this FSDO (or subsequent FSDO) must be notified within 10 calendar days (including weekends and holidays) following installation. The operator may then conduct operations with the equipment inoperative for dispatch provided it is disabled, or rendered inoperative, in accordance with all applicable regulations. b. It is the responsibility of the operator to endeavor to determine if 0 and/or M procedures must be developed for disabling, rendering inoperative or removal of the equipment. If so, any procedures that are developed must comply with all applicable regulations. If MMEL relief is not sought, the FSDO need not be notified following installation of the equipment. 8. Should the operator relocate its principal base of operations (address), it must notify, in writing, the losing FSDO advising them of the receiving FSDO that will have jurisdiction within 30 calendar days following relocation. 9. This LOA is issued without an expiration date and will remain valid until: a. Voluntarily surrendered by the operator, or b. The operator ceases to be the operator of the aircraft listed in Table 1 of this LOA, or c. It is surrendered or revoked for cause by the FAA, or d. The person signing this document relinquishes responsibility, or e. The aircraft changes ownership and should be removed, or f. An aircraft is no longer used for that operation and should be removed, or g. An aircraft needs to be added to the existing LOA, or h. An aircraft changes registration number. 10. Responsible Person. The Responsible Person for crew operations may be either an agent for service (who must be a U.S. citizen) or a person who is a U.S. citizen or holds a U.S. pilot certificate and accepts responsibility for complying with the stated regulations by signing this document. Two Winds Aviation, LLC. D095-2 Arndt. No.: Part 91 ID No.: 2T2JEAII ou.s. Department of Transportation Federal Aviation Administration 14 CFR Part 91 Operations a. If the Responsible Person signing this LOA rel inqui s hes responsibility, this LOA becomes in va lid. b. Enter the name, email address, and telephone number in Table 2 of the Responsible Per son s igning this LOA : Table 2 - Responsible Person Name Email Address Telepho ne Metzger, Mark mnn etzgc r@ gmai l.com 775-453-4496 HQ Contro l: 07 /26 /2013 HQ Re vision: 02c This Waiver or Authorization is Issued by the Federa l Aviation Administration and approved by direction of the Administrator . ~~ [I] EFFECTIVE DATE: 2/21/ 2014, [2] AMEN DME NT #: I • ~ . Digitally signed by Craig P. lord an on beha lf of Hugh es, Ronald, Manager (EA II ) ~ DATE : 2014.02.21 12:45:2 1 -06:00 I hereby accept and receive this Wa iver or Autho rizati on. Metzger, Mark, Manager Two Winds Av iation , LLC. D095-3 Amdl. No.: Date Part 9 1 10 No.: 2T2JEAJ I Original III OPERATIONS PROGRAM: RVSM MNPS RNP-l0 B-RNAV /P-RNAV 27 January 2014 Two Winds Aviation, LLC RVSM Operations RVSM OPERATIONS Original 1 27 January 2014 Two Winds Aviation, LLC RVSM Operations CONTENTS ~ Title Page Page 1 Contents Page 2 List of Effective Pages Page 3 Record of Revisions Page 4 1) RVSM Mandate Page 5 2) RVSM Authorization Page 5 3) Flight Level Orientation Scheme Page 5 4) Flight Crew Training Page 6 5) Flight Planning Page 7 6) Pre-Flight Procedures Page 7 7) Procedures Prior to RVSM Airspace Entry Page 8 8) In-Flight Procedures Page 9 19) Post-Flight Procedures Page 10 10) Non-RVSM Aircraft Requesting Climb/Descent Through RVSM Flight Levels (Without Intermediate Level Off) To/From Flight Levels above RVSM Airspace Page 10 11) Procedures for Accomm'odation of Non-RV5M Aircraft Page 11 12) Pilot/Controller Phraseology Page 11 13) Contingency Actions: Weather Encounters and Aircraft Page 13 System Failures 14) Severe Turbulence and Mountain Wave Activity (MWA) Page 17 15) Wake Turbulence Page 19 16) RVSM Procedures and Strategic Lateral Offset Procedures: Gulf of Mexico Page 20 17) FAA Reporting Page 21 Appendix A: RVSM Altimeter Log Page 23 1 Original 2 27 January 2014 Two Winds Aviation, LLC RVSM Operations LIST OF EFFECTIVE PAGES Page Number 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 21 22 23 Original Revision Number Revision Date Original Original Original Original Original Original Original Original Original Original Original Original Original Original Original Original Original Original Original Original Original Original Original 3 27 January 2014 27 January 2014 27 January 2014 27 January 2014 27 January 2014 27 January 2014 27 January 2014 27 January 2014 27 January 2014 27 January 2014 27 January 2014 27 January 2014 27 January 2014 27 January 2014 27 January 2014 27 January 2014 27 January 2014 27 January 2014 27 January 2014 27 January 2014 27 January 2014 27 January 2014 27 January 2014 FAA ACCEPTED FARMINGDALE FSDO /AA-~11SIGN:,_.-.~_~".,~.,u::.;;..;;;;;.;;;~___ DATB:,____..;,~"'-~~~,,0 .......'Jj/~·__ 27 January 2014 Two Winds Aviation, LLC RVSM Operations RECORD OF REVISIONS Revision No. Revision Date Insertion Date Initials Original 27 January 2014 N/A MRM Original 4 27 January 2014 Two Winds Aviation, LLC RVSM Operations 1) RVSM Mandate At 0901 UTC on January 20, 2005, the FAA implemented RVSM between flight level (FL) 290-410 (inclusive) in the following airspace: the airspace of the lower 48 states of the United States, Alaska, Atlantic and Gulf of Mexico High Offshore Airspace and the San Juan FIR. RVSM was also introduced into the adjoining airspace of Canada and Mexico to provide a seamless environment for aircraft traversing those borders. In addition, RVSM was implemented on the same date in the Caribbean and South American regions. 2) RVSM Authorization In accordance with Title 14 of the Code of Federal Regulations (14 CFR) Section 91.180, with only limited exceptions, prior to operating in RVSM airspace, operators and aircraft must have received RVSM authorization from the responsible civil aviation authority. Aircraft that have been approved for RVSM can be used in RVSM operations worldwide. This includes RVSM operation in continental areas such as Europe and the United States. Aircraft equipage and altitude keeping performance requirements were developed using the highest density traffic counts in the world so that aircraft could receive one-time approval for worldwide operations. If either the operator or the aircraft or both have not received RVSM authorization (Non- RVSM aircraft), the pilot will neither request nor accept a clearance into RVSM airspace unless an emergency situation exists or the pilot intends to climb to or descend from FL430 or above. 3) Flight Level Orientation Scheme Altitude aSSignments for direction of flight will follow a scheme of odd altitude assignment for magnetic courses 000-179 degrees and even altitudes for magnetic courses 180-359 degrees for flights from FL290 up to and including FL410. Original Flight Level Orientation Scheme FL430 FL410 --------... FL400 ..~-------- FL3IJO ________•• FL~ ..~------- FLa70 ----------4.~ FL3GO ~~------- FL350 --------... FL~ 4~------- FL330 --------... FLa20 4~-------- FL3tO ________.~ FLSOO ~._-----_ FL284 5 27 January 2014 Two Winds Aviation, LLC RVSM Operations 4) Flight Crew Training The Two Winds Aviation, LLC pilot will accomplish RVSM pilot training at King Schools. Training certificates will be kept on file with the Two Winds AViation, LLC RVSM Responsible Person. The following items will be included in the Two Winds Aviation, LLC pilot training program, as conducted through King Schools: a) Area of Operations Specific Policy and Procedures Including Standard ATC Phraseology; b) Importance of crew members cross checking each other to ensure that ATC clearances are promptly and correctly complied with; c) Use and limitations in terms of accuracy of standby altimeters in contingencies. Where applicable, the pilot should review the application of SSEC/PEC through the use of correction cards; d) Problems of visual perception of other aircraft at 1,000 ft (300 m) planned separation during night conditions, when encountering local phenomena such as northern lights, for opposite and same direction traffic, and during turns; e) Characteristics of aircraft altitude capture systems which may lead to the occurrence of overshoots; ~ f) Operational procedures and operating characteristics related to TCAS (ACAS) operation in an RVSM operation; i) TCAS must be operated in the TAIRA mode during all operations in the RVSM airspace and Transition Areas. ii) Climb and descent rates in the RVSM airspace and Transition Areas should be limited to 1000 fpm when operating within five (5) NM and ±2000 feet of other aircraft to minimize the generation of TAs and RAs. g) Relationship between the altimetry, automatic altitude control, and transponder systems in normal and abnormal situations; h) Aircraft operating restrictions related to RVSM airworthiness approval; i) Use of track offset procedures in oceanic airspace to mitigate the effect of wake turbulence and to mitigate the effect of operational errors. Original 6 27 January 2014 Two Winds Aviation, LLC RVSM Operations 5) Flight Planning During flight planning, the Two Winds Aviation, LLC pilot will pay particular attention to conditions that may affect operation in RVSM airspace. These include, but may not be limited to: a) Review maintenance logs to verify that the aircraft is approved for RVSM operations; b) Using the equipment block of the FAA Flight Plan (FAA Form 7233-1) or the ICAO Flight Plan to inform ATC whether or not the operator has received authorization to fly the aircraft in RVSM airspace; i) FAA Flight Plan Form Note: The pilot will check the "Aircraft Equipment Suffixes" table in Chapter 5, Section 1 (Preflight) of the Aeronautical Information Manual (AIM) for the current equipment suffix to file in FAA Flight Plans. ii) ICAO Flight Plan Form The pilot will file letter "W" to indicate RVSM authorization along with the appropriate ICAO flight plan suffixes to indicate RNAV capability. c) The pilot will NOT annotate the equipment block of the ATC flight plan with the letter indicating RVSM authorization unless the responsible civil aviation authority has determined that both the operator and the aircraft are RVSM-compliant and has issued RVSM authorization to the operator; d) Reported and forecast weather conditions on the route of flight; e) Minimum equipment requirements pertaining to height-keeping systems; f) Review the Citation 501 Airplane Flight Manual Supplement for any aircraft operating restrictions related to RVSM airworthiness approval. 6) Pre-Flight Procedures The following actions will be accomplished by the pilot during preflight: a) Review maintenance logs and forms to ascertain the condition of equipment required for flight in the RVSM airspace. Ensure that maintenance action has been taken to correct defects to required equipment. Original 7 27 January 2014 Two Winds Aviation, LLC RVSM Operations The airplane is approved for operations in Reduced Vertical Separation Minimum (RVSM) ~ airspace when the following equipment is installed and operating normally upon entering"} RVSM airspace: • Two primary altitude measurement systems • One automatic altitude-control system • One altitude-alerting device • One ATCRBS Transponder Should any of the required equipment fail prior to the aircraft entering RVSM airspace, the pilot will request a new clearance so as to avoid flight in this airspace. b) During the external inspection of the aircraft, particular attention will be paid to the condition of static sources and the condition of the fuselage skin in the vicinity of each static source and any other component that affects altimetry system accuracy (this check may be accomplished by a qualified and authorized person other than the pilot, e.g., a flight engineer or maintenance personnel). c) Before takeoff, the aircraft altimeters will be set to the local altimeter (QNH) setting and should display a known elevation (e.g., field elevation) within the limits specified in aircraft operating manuals. The difference between the known elevation and the elevation displayed on the altimeters should not exceed 50 ft. The two primary altimeters should also agree within limits specified by the aircraft operating manual. d) Before take-off, equipment required for flight in RVSM airspace will be operational, and indications of malfunction will be resolved. 7) Procedures Prior to RVSM Airspace Entry The pilot will ensure that the following equipment is operational before entry into RVSM airspace: a. Two primary altitude measurement systems b. One automatic altitude-control system c. One altitude-alerting device d. At least one ATCRBS transponder Should any of the required equipment fail prior to the aircraft entering RVSM airspace, the pilot will request a new clearance so as to avoid flight in this airspace Note.' The standby altimeter is not approved for RVSM operations. Note: The pilot will ascertain the requirement for an operational transponder in each RVSM area where operations are intended. The pilot will also ascertain the transponder requirements for transition areas adjacent to RVSM airspace. ~ Original 8 27 January 2014 Two Winds Aviation, LLC RVSM Operations 8) In-Flight Procedures The pilot will follow the following procedures: a) The pilot will comply with aircraft operating restrictions listed in the Citation 501 Airplane Flight Manual Supplement related to RVSM airworthiness approval. b) Emphasis will be placed on promptly setting the sub-scale on all primary and standby altimeters to 29.92 in. Hg/I013.2 (hPa) when passing the transition altitude and rechecking for proper altimeter setting when reaching the initial cleared flight level (CFL). c) In level cruise it is essential that the aircraft is flown at the CFL. This requires that particular care is taken to ensure that ATC clearances are fully understood and followed. Except in contingency or emergency situations, the aircraft will not intentionally depart from CFL without a positive clearance from ATC. d) During cleared transition between levels, the aircraft should not be allowed to overshoot or undershoot the cleared flight level by more than 150 feet (45 m). Note: It is recommended that the level off be accomplished using the altitude capture feature of the automatic altitude-control system. e) An automatic altitude-control system must be operative and engaged during level cruise, except when circumstances such as the need to re-trim the aircraft or turbulence require disengagement. Adherence to cruise altitude will be done by reference to one of the two primary altimeters. f) The altitude-alerting system must be operational. g) At intervals of approximately one hour, cross-checks between the primary altimeters and the stand-by altimeter will be made. A minimum of two primary altimeters should agree within 200 feet (60 m). (Failure to meet this condition will require that the altimetry system be reported as defective and notified to ATC). The difference between the primary and standby altimeters will be noted for use in contingency situations on either the airplane flight plan or in the Altimeter Log (Appendix A). The normal pilot scan of cockpit instruments will suffice for altimeter crosschecking on most flights. h) Normally, the altimetry system being used to control the aircraft will be selected to provide the input to the altitude-reporting transponder transmitting information to ATC. i) If the pilot is notified by ATC of an AAD error that exceeds 300 feet (90 m) then the pilot will take action to return to CFL as quickly as possible. Original 9 27 January 2014 Two Winds Aviation, LLC RVSM Operations j) Contingency procedures after entering RVSM airspace: The pilot will notify ATC of contingencies (aircraft system failures, weather conditions) that affect the ability to ~ maintain the CFL and coordinate a plan of action. 9) Post-Flight Procedures In making maintenance log book entries regarding malfunctions in height keeping systems, the pilot will provide sufficient detail to enable maintenance to effectively troubleshoot and repair the system. The pilot will detail the actual defect and the crew action taken to try to isolate and rectify the fault. ATC must be informed if errors are noted, or as required for enroute operations. The following information will be noted when appropriate: o Primary altimeter readings and standby altimeter reading (used for contingency situations only) o Altitude selector setting o Subscale setting on altimeter o Autopilot used to control the airplane and any differences when the alternate system was selected. o Differences in altimeter readings if alternate static ports selected o Use of air data computer selector for fault diagnosis procedure o Transponder selected to provide altitude information to ATC and any difference if alternate transponder or altitude source is manually selected 10) Non-RVSM Aircraft Requesting Climb/Descent Through RVSM Flight Levels (Without Intermediate Level-Off) To/From Flight Levels Above RVSM Airspace Pilots of non-RVSM aircraft climbing to and descending from RVSM flight levels should just file a flight plan. The pilot of non-RVSM aircraft will inform the controller of the lack of RVSM approval. Non-RVSM aircraft climbing to and descending from flight levels above RVSM airspace will be handled on a workload-permitting basis. The vertical separation standard applied in RVSM airspace between Non-RVSM aircraft and all other aircraft shall be 2,000 feet. Original 10 27 January 2014 Two Winds Aviation, LLC RVSM Operations Non-RVSM aircraft climbing to/descending from RVSM airspace can only be considered for accommodation provided: a) Aircraft is capable of a continuous climb/descent and does not need to level off at an intermediate altitude for any operational considerations and b) Aircraft is capable of climb/descent at the normal rate for the aircraft. 11) Procedures for Non-RVSM Aircraft If either the operator or aircraft or both have not been authorized to conduct RVSM operations, the aircraft will be referred to as a "Non-RVSM" aircraft. 14 CFR 91.180 and part 91 Appendix G enable the FAA to authorize a deviation to operate a non-RVSM aircraft in RVSM airspace. The FAA will handle non-RVSM aircraft flights on a workload-permitting basis. The vertical separation standard applied between aircraft not approved for RVSM and all other aircraft shall be 2,000 feet. The pilot of non-RVSM aircraft will inform the controller of the lack of RVSM approval in accordance with the instructions provided in Section 12, "Pilot/Controller Phraseology", of this Operations Program. As stated, with limited exceptions, the RVSM mandate calls for only RVSM authorized aircraft/operators to fly in deSignated RVSM airspace. Policies for accommodation of non- RVSM aircraft are intended exclusively for use by aircraft that the FAA has agreed to accommodate. They are not intended to provide other operators a means to circumvent the normal RVSM approval process. 12) Pilot/Controller Phraseology The following table details the standard phraseology that the pilot will use to communicate in domestic RVSM flight operations. Message Pilot Phraseology For a controller to ascertain the RVSM approval (Call Sign) Confirm RVSM status of an aircraft: approved Pilot indication that flight is RVSM approved Affirm RVSM Original 11 27 January 2014 Two Winds Aviation, LLC RVSM Operations Pilot will report lack of RVSM approval (Non-RVSM status): Negative RVSM a. On the initial call on any frequency in the RVSM (supplementary information, airspace and ... e.g., "Certification flight".) b. In all requests for flight level changes pertaining to flight levels within the RVSM airspace and ... c. In all read-backs to flight level clearances pertaining to flight levels within the RVSM airspace and ... d. In read back of flight level clearances involving climb and descent through RVSM airspace (FL290-410) Pilot report of one of the following after entry into RVSM airspace: all primary altimeters, automatic Unable RVSM Due Equipment altitude control systems or altitude alerters have failed. NOTE: This phrase is to be used to convey both the initial indication of RVSM aircraft system failure and on initial contact on all frequencies in RVSM airspace until the problem ceases to exist or the aircraft has exited RVSM airspace). Unable issue clearance into ATC denial of clearance into RVSM airspace RVSM airspace, maintain FL . Pilot reporting inability to maintain cleared flight Unable RVSM due (state level due to weather encounter (See Section 13 of reason, e.g. turbulence, this Operations Program "Contingency Actions: mountain wave) Weather Encounters and Aircraft System Failures") ATC requesting pilot to confirm that an aircraft has regained RVSM-approved status or a pilot is Confirm able to resume RVSM ready to resume RVSM Pilot ready to resume RVSM after aircraft system or weather contingency Ready to resume RVSM Original 12 27 January 2014 Two Winds Aviation, LLC RVSM Operations 13) Contingency Actions: Weather Encounters and Aircraft Systems Failures The following section provides pilot guidance on actions to take under certain conditions of aircraft system failure and weather encounters. It also describes the expected ATC controller actions in these situations. It is recognized that the pilot and controller will use judgment to determine the action most appropriate to any given situation. If the aircraft is unable to continue flight in accordance with the ATC clearance, and/or the aircraft is unable to maintain the navigation performance accuracy specified for the airspace, a revised clearance shall be obtained whenever possible prior to initiating any action. The radiotelephony distress signal (MAYDAY) or urgency signal (PAN PAN) spoken three times shall be used as appropriate. Subsequent ATC action with respect to the aircraft shall be based on the intentions of the pilot and the overall air traffic situation. If the pilot is unsure of the vertical or lateral position of the aircraft or the aircraft deviates from its assigned altitude or track without prior ATC clearance, then the pilot must take action to mitigate the potential for collision with aircraft on adjacent routes or flight levels. In this situation, the pilot should alert adjacent aircraft by making maximum use of aircraft lighting and broadcasting position, flight level, and intentions on 121.5 MHz. The pilot will watch for conflicting traffic both visually and by reference to the TCAS. Procedures if Unable to Obtain Prior ATC Clearance - Oceanic Operations If prior clearance cannot be obtained, an ATe clearance shall be obtained at the earliest possible time. Until a revised clearance is received, the pilot shall adhere to the following contingency procedures: a) Leave the aSSigned route or track by initially turning at least 45 degrees to the right or to the left. When possible, the direction of the turn shall be determined by the position of the aircraft relative to any organized route or track system. Other factors which may affect the direction of the turn are: (1) The direction to an alternate airport, terrain clearance; (2) Any lateral offset being flown, and the flight levels allocated on adjacent routes or tracks. NOTE: A turn of less than or greater than 45 degrees may be required depending on the type of contingency and whether the pilot intends to continue in the same direction or reverse course. b) Following the turn, the pilot will follow the following procedures: Original (1) If unable to maintain the assigned flight level, initially minimize the rate of descent to the extent that is operationally feasible; (2) Take account of other aircraft being laterally offset from its track, 13 27 January 2014 Two Winds Aviation, LLC RVSM Operations (3) Acquire and maintain in either direction a track laterally separated by 28 km (15 NM) from the assigned route, and ~ (4) Once established on the offset track, climb or descend to select a flight level that differs from those normally used by 150 m (500 ft), c) Establish communications with and alert nearby aircraft by broadcasting, at suitable intervals: aircraft identification, flight level, position (including the ATS route designator or the track code, as appropriate) and intentions on the frequency in use and on 121.5 MHz (or, as a back-up, on the inter-pilot air-to-air frequency 123.45 MHz), d) Maintain a watch for conflicting traffic both visually and by reference to ACAS, e) Turn on all aircraft exterior lights (commensurate with appropriate operating limitations), f) Keep the SSR transponder on at all times, and g) Take action as necessary to ensure the safety of the aircraft. h) When leaving the assigned track to acquire and maintain the track laterally separated by 28 km (15 NM), the pilot shall, where practicable, avoid overshooting the track to be acquired, particularly in airspace where a 55.5 km (30 NM) lateral separation minimum is applied. The following tables provide pilot guidance for the Two Winds Aviation, LLC pilot on actions to take under certain conditions of aircraft system failure and weather encounters when in communication with ATC. It also describes the expected ATC controller actions in these situations (continued on next page). Original 14 27 January 2014 Two Winds Aviation, LLC RVSM Operations Initial Pilot Actions in Contingency Situations Initial pilot actions when unable to maintain flight level (FL) or unsure of aircraft aItitude-keepinq capability: • Notify ATC and request assistance as detailed below. • Maintain cleared flight level, to the extent possible, while evaluating the situation. • Watch for conflicting traffic both visually and by reference to TCAS, if equipped. • Alert nearby aircraft by illuminating exterior lights (commensurate with aircraft limitations). Mountain Wave Activity (MWA) Encounters Pilot actions: Controller actions: • Contact ATC and report experiencing • Advise pilot of conflicting traffic MWA at adjacent FL • If so desired, request a FL change or • If pilot requests, vector aircraft re-route to avoid merging target with • Report location and magnitude of traffic at adjacent RVSM flight MWA to ATC levels, traffic permitting • Issue FL cha nge or re-route, traffic permitting • Issue PI REP to other aircraft Wake Turbulence Encounters Pilot should: Controller should: • Contact ATC and request vector, FL • Issue vector, FL change or change or, if capable, a lateral offset lateral offset clearance, traffic permitting Original 15 27 January 2014 Two Winds Aviation, LLC RVSM Operations Severe Turbulence and/or Mountain Wave Activity (MWA) Induced Altitude Deviations of Approximately 200 feet Pilot will: Controller will: • When experiencing severe turbulence • Vector aircraft to avoid and/or MWA induced altitude merging target with traffic at deviations of approximately 200 feet adjacent flight levels, traffic or greater, pilot will contact ATC and permitting state "Unable RVSM due (state • Advise pilot of conflicting traffic reason, e.g. turbulence, mountain • Issue FL change or re-route, wave) traffic permitting • If not issued by the controller, • Issue PIREP to other aircraft request vector clear of traffic at adjacent FL's • If desired, request FL change or re- route • Report location and magnitude of turbulence or MWA to ATC "Unable RVSM Due Equipment" Failure of Automatic Altitude Control System, Altitude Alerter or All Primary Altimeters Pilot will: Controller will: • Contact ATC and state "Unable RVSM • Provide 2,000 ft. vertical Due Equipment" separation or appropriate • Request clearance out of RVSM horizontal separation airspace unless operational situation • Clear aircraft out of RVSM dictates otherwise airspace unless operational situation dictates otherwise One Primary Altimeter Remains Operational Pilot will: Controller will: • Cross check stand-by altimeter • Acknowledge operation with • Notify ATC of operation with single single primary altimeter primary altimeter • If unable to confirm primary altimeter accuracy, follow actions for failure of a" primary altimeters Original 16 27 January 2014 Two Winds Aviation, LLC RVSM Operations Transponder Failure Pilot will: Controller will: • Contact ATC and request • Consider request to continue to authority to continue to operate operate at cleared flight level at cleared flight level • Issue revised clearance, if • Comply with revised ATC necessary clearance, if issued Note: 14 CFR Section 91.215 (ATC transponder and altitude reporting equipment use) regulates operation with the transponder inoperative. 14) Severe Turbulence and Mountain Wave Activity (MWA) The information and practices in this section are provided to emphasize to the pilot the importance of taking appropriate action in RVSM airspace when aircraft experience severe turbulence and/or MWA that is of sufficient magnitude to significantly affect altitude- keeping. Severe Turbulence Severe turbulence causes large, abrupt changes in altitude and/or attitude usually accompanied by large variations in indicated airspeed. Aircraft may be momentarily out of control. Encounters with severe turbulence must be remedied immediately in any phase of flight. Severe turbulence may be associated with MWA. Mountain Wave Activity (MWA) Significant MWA occurs both below and above the floor of RVSM airspace, FL 290. MWA is generally experienced in the months between late fall and early spring. It often occurs in western states in the vicinity of mountain ranges. It may occur when strong winds blow perpendicular to mountain ranges resulting in up and down or wave motions in the atmosphere. Wave action can produce altitude excursions and airspeed fluctuations accompanied by only light turbulence. With sufficient amplitude, however, wave action can induce altitude and airspeed fluctuations accompanied by severe turbulence. MWA is difficult to forecast and can be highly localized and short lived. Wave activity is not necessarily limited to the vicinity of mountain ranges. Pilots experiencing wave activity anywhere that significantly affects altitude-keeping can follow the guidance provided below. Original 17 27 January 2014 Two Winds Aviation, LLC RVSM Operations In-flight indicators that the aircraft is being subjected to MWA are: • Altitude excursions and airspeed fluctuations with or without associated turbulence. • Pitch and trim changes required to maintain altitude with accompanying airspeed fluctuations. • Light to Severe Turbulence depending on the magnitude of the MWA. Use of Merging Target Procedures ATC will use "merging target procedures" to mitigate the effects of both severe turbulence and MWA. Enroute controllers will advise pilots of potential traffic that they perceive may fly directly above or below his/her aircraft at minimum vertical separation. In response, pilots are given the option of requesting a radar vector to ensure their radar target will not merge or overlap with the traffic's radar target. Pilot requests for vectors for traffic avoidance when encountering MWA or pilot reports of "Unable RVSM due turbulence or MWA" are considered first priority aircraft separation and sequencing responsibilities. TCAS Sensitivity For both MWA and severe turbulence encounters in RVSM airspace, an additional concern is the sensitivity of collision avoidance systems when one or both aircraft operating in close proximity receive TCAS advisories in response to disruptions in altitude hold capability. Pre-flight tools '1 Sources of observed and forecast information that can help the pilot ascertain the possibility of MWA or severe turbulence are: Forecast Winds and Temperatures Aloft (FD), Area Forecast (FA), SIGMETs and PIREPs. Pilot Actions When Encountering Weather (e.g. Severe Turbulence or MWA) Weather Encounters Inducing Altitude Deviations of Approximately 200 feet: When the pilot experiences weather induced altitude deviations of approximately 200 feet, the pilot will contact ATC and state "Unable RVSM Due (state reason)" (e.g., turbulence, mountain wave). Severe Turbulence (including that associated with MWA) When pilots encounter severe turbulence, they should contact ATC and report the situation. Until the pilot reports clear of severe turbulence, the controller will apply merging target vectors to one or both passing aircraft to prevent their targets from merging: Example Pilot: Yankee 123, FL 310, unable RVSM due severe turbulence. Original 18 27 January 2014 Two Winds Aviation, LLC RVSM Operations Controller: Yankee 123, fly heading 290; traffic twelve o'clock, 10 miles, opposite direction; eastbound MD-80 at FL 320; (or the controller may issue a vector to the MD-80 traffic to avoid Yankee 123) When pilots encounter MWA, they should contact ATC and report the magnitude and location of the wave activity. When a controller makes a merging targets traffic call, the pilot may request a vector to avoid flying directly over or under the traffic. In situations where the pilot is experiencing altitude deviations of 200 feet or greater, the pilot will request a vector to avoid traffic. Until the pilot reports clear of MWA, the controller will apply merging target vectors to one or both passing aircraft to prevent their targets from merging: Example Pilot: "Yankee 123, FL 310, unable RVSM due mountain wave." Controller: "Yankee 123, fly heading 290; traffic twelve o'clock, 10 miles, opposite direction; eastbound MD-80 at FL 320" (or the controller may issue a vector to the MD- 80 traffic to avoid Yankee 123). Flight Level (FL) Change or Re-route To leave airspace where MWA or severe turbulence is being encountered, the pilot may request a FL change and/or reroute, if necessary. 15) Wake Turbulence The pilot is aware of the potential for wake turbulence encounters following RVSM implementation. Experience gained by European authorities in Europe since 1997, however, has shown that such encounters in RVSM airspace are generally moderate or less in magnitude. It is anticipated that, in domestic RVSM airspace, wake turbulence experience will mirror European RVSM experience gained since January 2002. European authorities have found that reports of wake turbulence encounters had not increased significantly since RVSM implementation (eight versus seven reports in a ten month period). In addition, they found that reported wake turbulence was generally similar to moderate clear air turbulence. Pilots should be alert for wake turbulence when operating: a) In the vicinity of aircraft climbing or descending through their altitude. b) Approximately 10-30 miles after passing 1,000 feet below opposite direction traffic. c) Approximately 10-30 miles behind and 1,000 feet below same-direction traffic. Original 19 27 January 2014 Two Winds Aviation, LLC RVSM Operations Pilots encountering or anticipating wake turbulence in domestic RVSM airspace have the ~ option of requesting a vector, FL change or if capable, a lateral offset. '1 NOTE: Offsets of approximately a wing span upwind generally can move the aircraft out of the immediate vicinity of another aircraft's wake vortex. NOTE: In domestic U.S. airspace, pilots must request clearance to fly a lateral offset. Strategic lateral offsets flown in oceanic airspace do not apply. The FAA will track wake turbulence events as an element of its post implementation program. The FAA will advertise wake turbulence reporting procedures to the operator community and publish reporting procedures on the RVSM Documentation Web page. Please refer to Section 17 "FAA Reporting" of this Operations Program. 16) RVSM Procedures and Strategic Lateral Offset Procedures: Gulf of Mexico This section outlines the procedures for Two Winds Aviation, LLC operations in the Gulf of Mexico associated with the implementation of Reduced Vertical Separation Minimum (RVSM) and for Strategic Lateral Offset Procedures in the Gulf of Mexico oceanic airspace. NOTE: RVSM airspace is "exclusionary" airspace. Prior to operating in designated RVSM airspace, with only limited exceptions, operators and aircraft must have received authorization from the responsible civil aviation authority. Procedures Applicable in Gulf of Mexico Airspace The pilot will use the RVSM operations procedures detailed in this manual for operations in the Gulf of Mexico High and Atlantic High Offshore airspace. It is the responsibility of the pilot to check the FAA RVSM Web page for any operational changes for the airspace that they will enter. The FAA's RVSM Homepage address is: http://www.faa.gov/about/office_org/headquarters_offices/ato/service_u nits/en route/rvsm/. The Strategic Lateral Offset Procedure The offset procedure can be used as standard operating practice in the course of normal operations. It is intended to mitigate both wake vortex encounters and to mitigate the heightened risk of collision when non-normal events occur (e.g. operational altitude deviation errors and turbulence induced altitude deviations). a) Pilots should apply an offset outbound once ATC terminates radar service or reports that radar contact is lost. Pilots must return to centerline or request ATC clearance to remain offset once radar contact is re-established. Original b) Strategic lateral offsets and those executed to mitigate the effects of wake turbulence are to be made to the right of a route or track; 20 27 January 2014 Two Winds Aviation, LLC RVSM Operations c) In relation to a route or track, there are three positions that an aircraft may fly: centerline, one or 2 NM right and, d) Offsets are not to exceed 2 NM right of centerline. The intent of this procedure is to reduce risk (increase the safety margin) by distributing aircraft laterally and equally across the three available positions. a) Aircraft without automatic offset programming capability must fly the centerline. b) Aircraft capable of being programmed with automatic offsets may fly the centerline or offset 1NM or 2NM right of centerline to obtain lateral spacing from nearby aircraft. c) Pilots should use whatever means are available (e.g. TCAS, communications, visual acquisition, GPWS) to determine the best flight path to fly. d) Any aircraft overtaking another aircraft is to offset within the confines of this procedure, if capable, so as to create the least amount of wake turbulence for the aircraft being overtaken. e) For wake turbulence purposes, pilots are also to fly one of the three positions at 1c above and never offset to the left of centerline nor offset more than 2 NM right of centerline. NOTE. It is recognized that the pilot will use his/her judgment to determine the action most appropriate to any given situation and has the final authority and responsibility for the safe operation of the airplane. The use of air-to-air channel, 123.45, may be used to co-ordinate the best wake turbulence offset option. f) There is no ATC clearance required for this procedure and it is not necessary that ATC be advised. g) Voice position reports are to be based on the current ATC clearance and not the exact co-ordinates of the offset position. 17) FAA Reporting All incidents of height keeping error must be reported to the FSDO within 72 hours of the occurrence. Errors that must be reported are: a) Total Vertical Error (TVE) equal to or greater than 300 feet. • Total Vertical Error is the vertical geometric difference between the actual pressure flown by the aircraft and its assigned pressure altitude (Flight Level) b) Altimetry System Error (ASE) equal to or greater than 245 feet. Original • Altimetry System Error is the difference between the pressure altitude displayed to the pilot when referenced to International System of Units (51) standard 21 27 January 2014 Two Winds Aviation, LLC RVSM Operations ground pressure setting (29.92 in. Hg/l013.25 hPa) and free stream pressure altitude. c) Assigned Altitude Deviation (AAD) equal to or greater than 300 feet. Original • ASSigned Altitude Deviation is the difference between the transponder Mode C altitude and the assigned altitude / flight level. 22 27 January 2014 Two Winds Aviation, LLC RVSM Operations Appendix A RVSM Altimeter Log Date: ___ _ Crew: Flight From: Flight To: __ P.LC. ______ _ Aircraft Registration: ____ _ S.LC. ______ _ Aircraft Serial Number: ___ _ Prior to departure, aircraft altimeters should be set to the local altimeter (QNH) setting and should display a known elevation (e.g., field elevation) within the limits specified in aircraft operating manuals. The difference between the known elevation and the elevation displayed on the altimeters should not exceed 50 ft. The two primary altimeters should also agree within limits specified by the aircraft operating manual. Known Primary Secondary Standby Elevation Altimeter Altimeter Altimeter Primary Secondary Standby Standby Time (UTe) Flight Level Altimeter Altimeter Altimeter Altimeter Setting* *Standby Altimeter setting is the hectapascal/inches of Mercury setting required to bring the altitude in feet to the same reading as the primary altimeters. NOTE: In flight - Primary altimeters are to be within 200 feet of each other. The standby altimeter is noted and then set for zero difference from the primary altimeter for use in case of contingencies. The standby altimeter is not approved for RVSM flight operations. Original 23 27 January 2014 I THIS PAGE INTENTIONALLY LEFT BLANK Two Winds Aviation, LLC MNPS Operations MNPS OPERATIONS Original 1 27 January 2014 Two Winds Aviation, LLC TABLE OF CONTENTS DESCRIPTION TITLE PAGE TABLE OF CONTENTS LIST OF EFFECTIVE PAGES RECORD OF REVISIONS RVSM FLIGHT IN MNPS AIRSPACE 1. GENERAL INFORMATION 2. EQUIPMENT FAILURES 3. VERTICAL AND HORIZONTAL NAVIGATION PERFORMANCE MONITORING PROCEDURES IN THE EVENT OF NAVIGATION SYSTEM DEGRADATION OR FAILURE 1. GENERAL 2. LOSS OF NAVIGATION/FMS CAPABILITY SPECIAL PROCEDURES FOR IN-FLIGHT CONTINGENCIES 1. INTRODUmON 2. GENERAL PROCEDURES 3. AmONS TO BE TAKEN WHEN PILOT CONTROLLER COMMUNICATIONS ARE ESTABLISHED 4. AmONS TO BE TAKEN IF REVISED ATC CLEARANCE CANNOT BE OBTAINED S. DEVIATIONS AROUND SEVERE WEATHER 6. WAKE TURBULENCE 7. ACAS/TCAS ALERTS AND WARNINGS ATTACHMENT 1 - SAMPLE OF ERROR INVESTIGATION FORM ATTACHMENT 2 - ALmUDE DEVIATION REPORT FORM ATTACHMENT 3 - WAKE TURBULENCE REPORT FORM APPENDIX A - OCEANIC OPERATIONS CHECKLIST Original 2 MNPS Operations PAGE NUMBER 1 2 3 4 5 5 9 9 10 10 11 12 12 12 14 14 22 23 23 24 26 27 29-38 27 January 2014 Two Winds Aviation, LLC MNPS Operations LIST OF EFFECTIVE PAGES Page Number 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 21 22 23 24 25 26 27 28 29-38 Original Revision Number Revision Date Original Original Original Original Original Original Original Original Original Original Original Original Ori~inal Original Original Original Original Original Original Original Original Original Original Original Original Original Original Original Original 3 27 January 2014 27 January 2014 27 January 2014 27 January 2014 27 Janua_ry 2014 27 January 2014 27 January 2014 27 January 2014 27 January 2014 27 January 2014 27 January 2014 27 January 2014 27 January 2014 27 January 2014 27 January 2014 27 January 2014 27 January 2014 27 January 2014 27 January 2014 27 January 2014 27 January 2014 27 January 2014 27 January 2014 27 January 2014 27 January 2014 27 January 2014 27 January 2014 27 January 2014 27 January 2014 FAAACCEPTBD FARMINGDALE FSDO SIGN:,____ ~--F-~.~'"""-.o4OIaL~().. ___ l1_-- DA~~_______v~q.~O-~~jt1-I.~-.--- 27 January 2014 Two Winds Aviation, LLC MNPS Operations RECORD OF REVISIONS Revision No. Revision Date Insertion Date Initials Original 27 January 2014 N/A MRM Original 4 27 January 2014 Two Winds Aviation, LLC MNPS Operations RVSM FLIGHT IN MNPS AIRSPACE 1. General Information The aircraft altimetry and height keeping systems necessary for flying in RVSM airspace are capable of high performance standards. However it is essential that stringent operating procedures are employed, both to ensure that these systems perform to their full capabilities and also to minimize the consequences of equipment failures and possible human errors. As is the case with lateral navigation systems, technical failures of altimetry and/or height keeping systems are extremely rare within the MNPSA. However, less rare in the MNPSA are situations in which an aircraft is flown at a level other that cleared by ATC. ATC Loop Errors, when there is a misunderstanding or miscommunication between ATC and the pilot over the actual cleared level, unfortunately do occur. In an SSR environment ATC are alerted to any such error immediately the aircraft departs from the cleared level. Furthermore with Direct Controller Pilot Communications (DCPC) the controller can instantly intervene to resolve the situation and/or to provide potential conflict warnings to other traffic. Severe turbulence in the MNPSA is uncommon but mountain waves in the vicinity of Greenland and clear air turbulence associated with jet streams are not unknown. Aircraft encountering such conditions can inadvertently depart from their cleared levels or the pilot may elect to change level to avoid the effects of the turbulence. Other circumstances also occur in which the pilot will be forced to change level, before an appropriate ATC re-clearance can be obtained, e.g. power or pressurization failure, freezing fuel, etc. Again, without surveillance or DCPC, there can be a significant lag between the aircraft's departure from its cleared level and any possible action from the controller to provide separation from any other potentially conflicting traffic. Pre-Flight Prior to conducting flight through MNPS Airspace, the RVSM Representative will verify that the aircraft has the requisite FAA approvals for both MNPS and RVSM operations. The appropriate Letters of Authorization will be onboard the aircraft along with the operations manual. The RVSM Representative will also verify that a pilot, acting as Pilot In Command, is qualified for flight in RVSM and MNPS airspace by ensuring appropriate flight training has been accomplished at ATR, Inc., King Schools or another FAA accepted training facility. The pilot will verify that the aircraft is equipped with operational altimetry and height-keeping systems that meet RVSM Minimum Aircraft System Performance SpeCifications (MASPS). The Cessna Citation 500 Series Master Minimum Equipment List (MMEL) will be strictly observed. A 'w' will be entered by the pilot into Item 10 of the ICAO flight plan to indicate that the aircraft is approved for flight at RVSM levels; the letter 'X' will still be included to show that the aircraft satisfies MNPS lateral navigation performance requirements. Most flights through the MNPSA enter via European and/or North American RVSM airspace. On these flights, the pilot will perform standard pre-flight checks of altimeters for initial operations in those Original 5 27 January 2014 Two Winds Aviation, LLC MNPS Operations continental RVSM areas. Other flights departing directly into the NAT Region will ensure that such ~ checks are made. Due to the range and equipment limitations of Citation 501 serial number 501-0091 (no HF comm), flights will be planned on the special routes known as the 'Blue Spruce' Routes. These Blue Spruce Routes are as follows: MOXAL - RATSU (for flights departing Reykjavik Airport) (VHF coverage exists. Non HF equipped aircraft can use this route) - OSKUM - RATSU (for flights departing Keflavik Airport) (VHF coverage exists. Non HF equipped aircraft can use this route) RATSU - ALDAN - KEF (Keflavik) (VHF coverage exists. Non HF equipped aircraft can use this route) - ATSIX - 61°N 12°34'W - ALDAN - KEF (HF is required on this route) - GOMUP - 600 N lS oW - 61°N 16°30'W - BREKI - KEF (HF is required on this route) KEF - EMBLA - 63°N 300 W - 61°N 400 W - OZN KEF - GIMLI - DA (Kulusuk) - SF (Kangerlussuaq) - YFB - SF (Kangerlussuaq) - 67°N 600 W - YXP - OZN - S9°N SOow - PRAWN - YDP OZN - S9°N SOow - PORGY - HO OZN - 58°N SOow - LOACH - YVR The following special routes may also be flown without an LRNS (i.e. with only short-range navigation equipment such as VOR, DME, ADF): - VALDI - MY (Myggenes) - ING - KEF (G3) - GONUT - MY (Myggenes) (Gl1) Use of a Master Document The pilots will accomplish all flight planning and creation of a computerized journey log, referred to as the "Master Document". This Master Document contains a computerized flight plan that lists sequentially the waypoints defining the route, the track and distance between each waypoint and other information relevant to navigation along the cleared route, and a plotting chart. Only one Master Document will be used on the flight deck. The FMS generated or inserted waypoints will be carefully compared to Master Document waypoints and cross checked by both pilots. The pilots will use the following annotation (continued): Original 6 27 January 2014 Two Winds Aviation, LLC MNPS Operations 1. The waypoint number will be entered against the relevant waypoint coordinates to indicate that the waypoint has been inserted into the navigation computers. 2. The waypoint number will be circled, to signify the insertion of the correct coordinates in the navigation computers has been double-checked. 3. During flight, the circled waypoint number will be ticked to signify that the relevant track and distance information has been double-checked by the pilot. 4. The circled waypoint number will be crossed out to signify that the aircraft has overflown the waypoint concerned. All navigational information appearing on the Master Document will be checked against the best available prime source data. When a re-route is necessary, a new Master Document will be prepared for the changed portion of the flight. If the original Master Document must be used, the old waypoints will be clearly crossed out by the pilot and new ones carefully entered in their place so there is no confusion. When ATC clearances or reclearances are being obtained, the pilot will wear headsets. The pilot will monitor such clearances and will record the clearance on the Master Document as it is being received. All waypoint coordinates will be read back in detail, adhering strictly to ICAO phraseology, except where approved local procedures make this unnecessary. ~ In-Flight - Before Operating in MNPS Airspace When approaching the MNPSA through European or North American RVSM airspaces, the pilot will continually monitor the serviceability of the aircraft's height keeping systems. In view of the significant change of operating environment (i.e. to indirect surveillance and communications), a final confirmation of the aircraft systems serviceability will be performed immediately prior to entering the MNPSA. An altimeter crosscheck will be carried out, and at least two primary altimeters must agree within plus or minus 200 feet. The readings of the primary and standby altimeters will be recorded on the flight plan to be available for use in possible contingency situations. In-Flight - Entering and Flying in MNPS Airspace One automatic altitude-control system will be operative and engaged throughout the cruise. This system will only be disengaged when it is necessary to retrim the aircraft, or when the aircraft encounters turbulence and operating procedures dictate. When passing waypoints, or at intervals not exceeding 60 minutes (whichever occurs earlier), or on reaching a new cleared flight level, a cross-check of primary altimeters will be conducted. If at any time the readings of the two primary altimeters differ by more than 200 feet, the aircraft's altimetry system will be considered defective and ATC will be informed as soon as possible. The pilot will ensure that the vertical closure speed is not excessive when first approaching any cleared flight level in RVSM airspace. It is considered that, with about 1500 feet to go to a cleared r' flight level, vertical speed will be reduced to a maximum of 1500 feet per minute and ideally, to Original 7 27 January 2014 Two Winds Aviation, LLC MNPS Operations between 1000 feet per minute and 500 feet per minute. The pilot will also ensure that the aircraft ~ neither undershoots nor overshoots the cleared level by more than 150 feet, manually overriding if necessary. Abnormal operational circumstances (e.g. engine failures, pressurization problems, freezing fuel, turbulence, etc.), sometimes require a pilot to change level prior to obtaining a re-clearance from ATC. Such a re-clearance is more difficult to obtain in oceanic or remote areas where DCPC are not necessarily available. As previously indicated, extreme caution and vigilance will be exercised by the pilot when executing any such (uncleared) level changes, as the potential collision risk (particularly in the OTS) is significant. Even under normal operations when using such indirect communication methods, there does exist the potential for misunderstanding between pilot and controller regarding the detail of any issued clearances or re-clearances. Occasionally, such "ATC Loop Errors" can lead to an aircraft being flown at a level other than that expected by the controller. In such Circumstances, separation safety margins may be eroded. To avoid possible risks from any of the foregoing Situations, the pilot recognizes it is essential in NAT MNPS Airspace that they always report to ATC immediately on reaching any new cruising level. Strategic Lateral Offset Procedure (SLOP) The pilots will utilize the Strategic Lateral Offset Procedure (SLOP), which has been established as a standard operating procedure in the NAT Region to assist in mitigating the potential risks of any of the foregoing height deviations or errors. This procedure provides for offsets within the following ~ guidelines: a) Along a route or track there will be three positions that an aircraft may fly: centreline or one or two miles right; b) Offsets will not exceed 2 NM right of centreline; and c) Offsets left of centreline must not be made. This is standard operating procedure for the entire NAT region and the pilot is required to adopt this procedure as is appropriate. It will be noted by the pilot that: a) Aircraft without automatic offset programming capability must fly the centreline. b) Operators capable of programming automatic offsets may fly the centreline or offset one or two nautical miles right of centreline to obtain lateral spacing from nearby aircraft. An aircraft overtaking another aircraft will offset within the confines of this procedure, if capable, so as to crate the least amount of wake turbulence for the aircraft being overtaken. c) The pilot will use whatever means are available, including TeAS, communications, visual acquisition, GPWS, to determine the best flight path to fly. d) For wake turbulence purposes, the pilot will also fly one of the three pOSitions detailed above. The pilot will not offset to the left of centreline nor offset more than 2 NM right of centreline. ~ Original 8 27 January 2014 Two Winds Aviation, LLC MNPS Operations The pilots may contact other aircraft on the air-to-air channel, 123.60 MHz as necessary to coordinate the best wake turbulence mutual offset option. e) The pilot may apply an offset outbound at the oceanic entry point and must return to the centreline prior to the oceanic exit point. f) Aircraft transiting radar-controlled airspace mid-ocean will remain on their already established offset positions. g) There is no ATC clearance required for this procedure and it is not necessary that ATC be advised. h) Voice position reports will be based on the waypoints of the current ATC clearance and not the offset positions. 2. Equipment Failures The pilot will report the following equipment failures to ATC as soon as practicable following their identification: • loss of one or more primary altimetry systems; or • failure of all automatic altitude-control systems The pilot will then follow the appropriate procedures described in "Special Procedures for In-Flight Contingencies", or as instructed by the controlling ATC unit. 3. Horizontal and Vertical Navigation Performance Monitoring The navigation performance of operators within NAT MNPS Airspace is monitored on a continual basis by the NAT CMA. Such monitoring includes both measurement of the technical height-keeping accuracy of RVSM approved aircraft and assessment of collision risk associated with all reported operational deviations from cleared levels. All identified operational situations or errors which lead to aircraft deviating from ATC cleared levels are subject to thorough investigation. Follow-up action after flight is taken, both with the operator and the State of Registry of the aircraft involved, to establish the reason for the deviation or cause of the error and to confirm the approval of the flight to operate in NAT MNPS and RVSM Airspace. Operational errors, particularly those in the vertical plane, can have a significant effect on risk in the system. For their safety and the safety of other users, crews are reminded of the importance of co- operating with the reporting OAC in the compilation of appropriate documentation including the completion of an 'Altitude Deviation Report Form', as illustrated at Attachment 2. The detailed circumstances of all operational errors, both in the vertical and horizontal planes, are thoroughly reviewed by the CMA, together with a Safety Management Co-ordination Group of the NAT SPG, which includes current NAT pilots and controllers. The intent is to improve standard operating procedures, thereby reducing the future frequency of operational errors and thus contribute to the safety of the overa II system. Original 9 27 January 2014 Two Winds Aviation, LLC MNPS Operations At RVSM levels, moderate and severe turbulence may also increase the level of system risk and the ~ pilot will report all occasions while flying in MNPS Airspace when a 300 foot or more deviation occurs. The form at Attachment 2 may also be used for this purpose. PROCEDURES IN THE EVENT OF NAVIGATION SYSTEM DEGRADATION OR FAILURE 1. General Information The navigation systems fitted to MNPS approved aircraft are generally very accurate and very reliable and GNEs as a result of system technical failures are rare in NAT MNPS Airspace. The risks that such errors pose can be significant and they must employ rigorous procedures to ensure early detection of any possible errors and hence mitigation of the ensuing risk. The majority are the result of human error, therefore diligent application by the pilot of operating procedures will help to minimize the frequency of such errors. When failures do occur, their potential effects on the aircraft's navigation capability can be subtle or progressive, resulting in a gradual and perhaps not immediately discernible degradation of performance. For operation in MNPS Airspace, the approved aircraft must be equipped with a minimum of two fully serviceable LRNSs. MNPS approved aircraft that have suffered any equipment failures that result in only a single LRNS remaining serviceable may still be flight planned and flown through the MNPS Airspace but only on specified routes established for this purpose. If after take-off, abnormal navigation indications occur, they will be analyzed by the pilot to discover their cause. Unless the flight can proceed safely using alternative approved navigation sources only, ~ the pilot will consider landing at the nearest appropriate airfield to allow the problem to be fully investigated, using technical assistance if necessary. Under no circumstances will a flight continue into oceanic (MNPS) Airspace with unresolved navigation system errors. Pilot training and consequent approval for MNPS operations includes instruction on what actions are to be considered in the event of navigation system failures. This section provides guidance on the detection of failures and what crew action should be considered, together with details of the routes that may be used when the aircraft's navigation capability is degraded below that required for unrestricted operations in NAT MNPS Airspace. Detection of Failures The pilot will frequently check the FMS/GPS system to detect any failure of the system. The pilots will refer to the FMS/GPS system Pilot's Guide as necessary to determine if failure of a system has occurred. Guidance on What Constitutes a Failed System The FMS/GPS Pilot's Guide includes guidelines on how to decide when a navigation system is considered to have failed, e.g. failures may be indicated by a warning message (as in the case of loss of RAIM), or by self-diagnosis indications. ATC will be informed if the navigation system has failed. Original 10 27 January 2014 Two Winds Aviation, LLC MNPS Operations GPS Failures If the GPS displays a loss of RAIM message, the pilots will immediately revert to other available means of navigation, including dead reckoning procedures if necessary, until GPS navigation is regained. The pilot will report the degraded navigation capability to ATC. Satellite Fault Detection Outage If the GPS receiver displays an indication of a fault detection function outage (i.e. RAIM is not available), navigation integrity must be provided by comparing the GPS position with the position indicated by another LRNS sensor (i.e. other than GPS). However, if the only sensor for the approved LRNS is GPS, then comparison will be made with a position computed by extrapolating the last verified position with airspeed, heading and estimated winds. If t