Later this month, the FAA plans to begin testing a new lighting system at Boston Logan Airport that will warn arriving pilots when their runway is occupied by another aircraft. Called the enhanced final approach runway occupancy signal (eFaros), the new system flashes the existing precision approach path indicator lights to indicate the runway is not safe for landing long before the aircraft is committed to touchdown.
Air traffic control
UK manufacturer Aveillant last week unveiled a 3-D radar system capable of watching aircraft continuously to distances of 40 nm from the antenna. Since the new system’s antenna does not rotate it is capable of direct contact with the aircraft at all times. It then measures distance and altitude by tracking the target’s Doppler shift and reports back with speed, altitude and direction-of-flight information. The first demonstration of the system is scheduled for the fourth quarter of this year.
The FAA has reminded operators that continued operations within reduced vertical separation minimum airspace require aircraft maintenance in accordance with RVSM maintenance guidelines. The agency is concerned that many operators bring aircraft in for maintenance and fail to adequately document compliance with RVSM standards.
A curious conundrum is causing confusion for international business jet operators flying to countries where ADS-B out equipment and capability is mandatory. While there is no requirement in the U.S. and Europe for operators to have a letter of authorization (LOA) for using ADS-B out equipment, some Asia-Pacific countries are requiring that operators carry an LOA with their aircraft’s paperwork when operating in airspace where ADS-B out is required. The problem is that asking FAA inspectors to add yet another LOA package to their overburdened workflows further delays issuance.
A diverse panel of four aviation stakeholders kicked off the U.S. Chamber of Commerce’s 13th annual aviation summit this spring in Washington, D.C., with a lively discussion of NextGen that seemed to indicate that all sides are moving closer to consensus on how the system should be built and funded.
The FAA proposes to adopt a new airworthiness directive for certain Rockwell Collins TDR-94 and TDR-94D mode-S transponders. The AD was prompted by instances of the transponders not properly responding to mode-S only all-call interrogations when the airplane transitioned from a ground to airborne state.
By now, all corporate and most general aviation aircraft owners are aware that by Jan. 1, 2020, their aircraft must carry an approved installation of an ADS-B out transmitter and an appropriate Waas receiver. And also by now, owners will probably have read accounts, or have been advised by their avionics suppliers and installers, that even with five-and-a-half years to go, booking installation dates to meet the deadline is getting tight.
Significant numbers of business aircraft operators have made little or no progress in complying with key avionics mandates, according to new research commissioned by Honeywell Aerospace with data gathered from AIN readers. The survey identified the mandates for ADS-B out, Fans/PM-CPDLC datalink capability and Fans-1/A (North Atlantic region) as the most pressing concerns.
After AIN published an article recently about approvals required to fly LPV approaches outside the U.S., a helpful pilot reader offered additional useful information. The story explained, “This requirement [the need for a letter of authorization] flies in the face of the deviation the FAA filed from ICAO requirements that do not require Part 91 operators to obtain approval for any performance based navigation (PBN) procedures.”
FAA Order 7110.659A, effective June 1, will recategorize the guidelines air traffic controllers use to provide proper wake turbulence separation. The new standards are expected to increase airport capacity while reducing both arrival and departure delays.