About Us

RVSM Consultants offers you as the Chief Pilot, Aviation Manager or Owner Operator the ability to obtain Reduced Vertical Separation Minimum compliance (MNPS/RNP10/P-Rnav if needed) with the least amount of effort, time and expense. Generally speaking there are ten steps to obtaining RVSM compliance.

  1. Submit an initial letter of request to your local FSDO
  2. Comply with your service bulletins or STC specific to your airframe and serial number
  3. Produce an RVSM maintenance program (copying your aircrafts maintenance manual is not sufficient)
  4. Conduct an HMU/AGHME or GMU flight
  5. Have the crew (and RVSM responsible party) complete an FAA approved RVSM initial ground school course
  6. TCAS II is not required to fly RVSM but if you have it you will need version 7.0 software
  7. Obtain TCAS II version 7.0 AFM supplement if SB or STC requires it
  8. Either obtain a copy of the installers Certificate of Calibration or be able to provide it on demand.
  9. Prove the solution via AFM supplement or FAA Engineering Status page
  10. If part 135, modify your MEL to include addendum GC-59

Note: Not all STCs include "skin mapping", don't overlook this consideration

Advertising Philosophy

RVSM Consultants has not and does not purchase customer contact information. Customer contact information has not been given to us by any company or person. RVSM Consultants does not work for or receive kickback from any installer or STC holder or aircraft manufacturer. We work for the customer. RVSM Consultants is not under contract, not under association and not under a “good ole boys” agreement with ANY company. RVSM Consultants has no idea and has not asked to whom a marketing company might send advertisement to.

Aircraft Types we have written to date:

KA 350
KA 300
Astra 1125
Falcon 10
Falcon 100
Falcon 900
G 450
Beechjet 400/400A
Global Express
Falcon 50
Lear 45XR
Lear 60

History of RVSMConsultants

RVSMConsultants is one of the great Cinderella stories. In early 2003, while employed as the Chief Pilot of a corporate operator in Texas, my boss instructed me to obtain RVSM certification on both our jet and also our operations. This was before RVSM had made its way to the U.S. so I called a buddy of mine at the local FSDO and asked him to guide me through the process. Surprisingly, he didn't have a clue. In early 2003, the FAA had not released the guidelines for operating RVSM with an LOA within the U.S. The FSDO was happy to explain the forms and authorizing instruments at their disposal at that time. This was great but what about the rules of operation while airborne? The FSDO didn't have a clue. So next I turned to Bob Dila at Flight Safety International Wichita to get an understanding of the operational aspects of RVSM. He was very accommodating with his expertise of airspace but hadn't a clue how to bring an airframe into compliance. Now it was onto the aircraft manufacturers and STC holders. I needed to know how the service bulletins and STCs brought the aircraft into compliance. I needed to know which components were critical and where the critical areas were located. Because I was a pilot and not an avionic technician this process was a little overwhelming, but at the end of the day (or really the end of the year), everything began to come together. Remember this was the infant stages of domestic RVSM. One of the great ironies of the FAA and RVSM is that the FAA finally posted a basic guideline for the inspectors in April 2005. RVSM was in effect that prior January 20, 2004. So after a year or so of work I was able to compile an operator's package of application, policy and maintenance program. One afternoon in early 2004 I pondered the question of whether or not other flight departments would pay to have the very lengthy process curtailed for them. So I hit the road knocking on doors trying to sell the idea that I had been down the long road of RVSM enlightenment and could save them thousands of dollars in fuel costs and months of effort if I could write their RVSM packages. It worked! We were in business. The business has continued from that day to now include MNPS, RNP and P-RNAV. We have customers all over the world and have written from Citation I's to Gulfstream V's. We get calls from aircraft manufacturers to salesmen to operators. We field questions from FSDOs to International Field Offices to publishers of aviation publications. We have over 800 clients with successful LOAs that saved thousands of dollars by not recreating the RVSM wheel. We are a small company that offers personal service 24/7. There is no phone tree and I know exactly where your file is at all times. Our relationships with the FSDOs, IFOs, GMU providers and manufacturers is priceless. We can accomplish in hours or days, projects that will take the typical operator months. Months equal thousands of dollars in the corporate aviation world. Give us a call; I personally would like to speak with you.
See you at the NBAA.

Don Tinker, Owner