Flight Operations

RVSM stands for Reduced Vertical Separation Minima. It refers to the airspace between FL290 and FL410, where aircraft are separated by 1000 feet vertically, reduced from the previous 2000 feet of separation.

RVSM offers two key benefits:
1. Increased airspace capacity.
2. More efficient flight operations, as aircraft are more likely to fly closer to their optimum altitude.

Above RVSM airspace (e.g., FL430), vertical separation is increased back to 2000 feet due to reduced altimeter accuracy.

Requirements for operating in RVSM airspace:

• Autopilot engaged.
• Two independent altimeter sources that meet RVSM standards (i.e., for both Captain and First Officer).
• Transponder must transmit Mode C information (altitude).
• Altitude alert warning system, which sounds a chime in the cockpit when approaching the cleared level or deviating from it.
• Altitude hold system that automatically maintains the assigned altitude (e.g., Altitude Hold mode).

Note: The maximum altimeter difference between the Captain’s and First Officer’s displays is 200 feet for RVSM operations. If any of these requirements are not met, flying within RVSM airspace is not allowed. For example, if the autopilot fails while cruising at FL370, you must request a level lower than FL290 for continued cruise.

MEL stands for Minimum Equipment List.

It is an operator-specific document that lists equipment or systems that may be inoperative for a flight to be dispatched, provided specific conditions and operational or maintenance procedures are followed as described in the MEL.

Key points:
- The MEL is based on the MMEL (Master MEL) but can be more restrictive, never less.
- If an item is not listed in the MEL, it means the aircraft cannot be dispatched with that item inoperative.
- The MEL is not a list of what must be operative, but rather what may be inoperative under certain conditions.

Note:
For example, you may dispatch with an inoperative APU if procedures allow. However, critical systems like an engine will not appear in the MEL, as dispatch is never allowed with such items inoperative.

The visual cues required during CAT II and CAT III approaches depend on the type of system used and whether a decision height (DH) is applied.

Note:
The required three consecutive lights may consist of:
- Approach lighting system centreline lights
- Touchdown zone (TDZ) lights
- Runway centreline lights
- Runway edge lights
- Or any combination of the above

The lateral visual element may be:
- An approach lighting crossbar
- The runway threshold
- Or a barrette of the touchdown zone lighting

A destination alternate is not required in the following situations:

• The flight is planned to land at an approved isolated aerodrome,
  or
• The total flight time is 6 hours or less, and the destination meets all of the following conditions:
• It has at least two separate and usable runways
• Within ±1 hour of the estimated time of arrival (ETA), the forecasted weather includes:
  • A cloud ceiling of at least 2000 ft, or circling height + 500 ft, whichever is higher
  • A visibility of 5 km or more

Note: This is often remembered as the 3-2-1 rule, where:
- 3 statute miles = about 5 km visibility
- 2 = 2000 ft ceiling
- 1 = 1 hour window around ETA

Important: Operators using the basic fuel scheme (without variations) are not permitted to dispatch a flight without selecting a destination alternate, even if all the above conditions are met.