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An air carrier DC10 flight crew accepted a minimum vertical separation clearance on their north atlantic track. Later they were told by company radio that their aircraft was the only one in the DC10 fleet not rvsm qualified.
| Attributes | |
| ACN | 373787 |
| Time | |
| Date | 199707 |
| Day | Tue |
| Local Time Of Day | 1201 To 1800 |
| Place | |
| Locale Reference | atc facility : eggx |
| State Reference | FO |
| Altitude | msl bound lower : 23000 msl bound upper : 33000 |
| Environment | |
| Flight Conditions | VMC |
| Light | Daylight |
| Aircraft 1 | |
| Controlling Facilities | artcc : eggx artcc : czqx |
| Operator | common carrier : air carrier |
| Make Model Name | DC-10 Undifferentiated or Other Model |
| Operating Under FAR Part | Part 121 |
| Flight Phase | cruise other |
| Route In Use | enroute : other oceanic enroute : atlantic |
| Flight Plan | IFR |
| Aircraft 2 | |
| Make Model Name | Any Unknown or Unlisted Aircraft Manufacturer |
| Operating Under FAR Part | other : unknown |
| Person 1 | |
| Affiliation | company : air carrier |
| Function | flight crew : first officer |
| Qualification | pilot : atp |
| Experience | flight time last 90 days : 100 flight time total : 7900 flight time type : 350 |
| ASRS Report | 373787 |
| Person 2 | |
| Affiliation | company : air carrier |
| Function | flight crew : captain oversight : pic |
| Qualification | pilot : atp |
| Events | |
| Anomaly | aircraft equipment problem : less severe conflict : airborne less severe non adherence : far non adherence : published procedure other anomaly other |
| Independent Detector | other other : unspecified |
| Resolutory Action | controller : issued new clearance flight crew : took evasive action other |
| Consequence | Other |
| Miss Distance | vertical : 1000 |
| Supplementary | |
| Primary Problem | Flight Crew Human Performance |
| Air Traffic Incident | Pilot Deviation other |
| Situations | |
| Publication | Unspecified |
Narrative:
Our flight was cleared into mnps, north atlantic track B at FL310. The captain and I discussed climbing to a higher altitude and requested it through shanwick and we were asked if we were rvsm qualified. On board our aircraft, we had an operational bulletin which is our company's way of advising flight crew members of changes to the basic operations manual that stated that all DC10 aircraft operated by our air carrier were rvsm qualified. In addition, I had just completed recurrent training. During this, I was told that all of our DC10's were rvsm equipped and approved and received training in rvsm procedures. I informed the captain that I believed that we were able to accept a climb to FL330 as we were rvsm approved. After flying at FL330 for about 1 hour, we were selcalled by shanwick to contact company on HF through stockholm radio. It took approximately 40 mins to contact them due to poor HF reception. We were then told that we were not rvsm approved in this specific DC10 airplane. By this time, we were in radar contact with gander. We told them of our situation and we were given an immediate descent to FL320 as we had traffic at FL340. I was told that this airplane DC10 was not qualified due to paperwork not having been completed since this plane was to be put in storage after this flight.
Original NASA ASRS Text
Title: AN ACR DC10 FLC ACCEPTED A MINIMUM VERT SEPARATION CLRNC ON THEIR NORTH ATLANTIC TRACK. LATER THEY WERE TOLD BY COMPANY RADIO THAT THEIR ACFT WAS THE ONLY ONE IN THE DC10 FLEET NOT RVSM QUALIFIED.
Narrative: OUR FLT WAS CLRED INTO MNPS, NORTH ATLANTIC TRACK B AT FL310. THE CAPT AND I DISCUSSED CLBING TO A HIGHER ALT AND REQUESTED IT THROUGH SHANWICK AND WE WERE ASKED IF WE WERE RVSM QUALIFIED. ON BOARD OUR ACFT, WE HAD AN OPERATIONAL BULLETIN WHICH IS OUR COMPANY'S WAY OF ADVISING FLT CREW MEMBERS OF CHANGES TO THE BASIC OPS MANUAL THAT STATED THAT ALL DC10 ACFT OPERATED BY OUR ACR WERE RVSM QUALIFIED. IN ADDITION, I HAD JUST COMPLETED RECURRENT TRAINING. DURING THIS, I WAS TOLD THAT ALL OF OUR DC10'S WERE RVSM EQUIPPED AND APPROVED AND RECEIVED TRAINING IN RVSM PROCS. I INFORMED THE CAPT THAT I BELIEVED THAT WE WERE ABLE TO ACCEPT A CLB TO FL330 AS WE WERE RVSM APPROVED. AFTER FLYING AT FL330 FOR ABOUT 1 HR, WE WERE SELCALLED BY SHANWICK TO CONTACT COMPANY ON HF THROUGH STOCKHOLM RADIO. IT TOOK APPROX 40 MINS TO CONTACT THEM DUE TO POOR HF RECEPTION. WE WERE THEN TOLD THAT WE WERE NOT RVSM APPROVED IN THIS SPECIFIC DC10 AIRPLANE. BY THIS TIME, WE WERE IN RADAR CONTACT WITH GANDER. WE TOLD THEM OF OUR SIT AND WE WERE GIVEN AN IMMEDIATE DSCNT TO FL320 AS WE HAD TFC AT FL340. I WAS TOLD THAT THIS AIRPLANE DC10 WAS NOT QUALIFIED DUE TO PAPERWORK NOT HAVING BEEN COMPLETED SINCE THIS PLANE WAS TO BE PUT IN STORAGE AFTER THIS FLT.
Data retrieved from NASA's ASRS site as of July 2007 and automatically converted to unabbreviated mixed upper/lowercase text. This report is for informational purposes with no guarantee of accuracy. See NASA's ASRS site for official report.