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.

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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.