GPS Source, a manufacturer of indoor GPS receivers, released its GLI-Metro-G system, which provides a variety of GPS signal types and control over effective radiated power (ERP) levels. GLI-Metro-G can receive GPS L1/L2 and Glonass L1/L2 signals, and users can select both GPS and Glonass or each type individually. An antenna must be mounted on the outside of the building to pass the signals through to the receiver. GLI-Metro-G will also accept Galileo signals when that system becomes operative, as well as those from other future GPS-type systems.
According to NBAA, the FAA will publish a notice to airmen on December 12 detailing plans for the rollout of Phase 2 of the North Atlantic datalink mandate. Implementation will begin with Phase 2a on Feb. 5, 2015, at which time flights within the North Atlantic Tracks (NAT) between FL350 and FL390 must be equipped with Fans 1/A controller-pilot datalink communications and ADS-C systems. The program expands to these altitudes in the entire ICAO NAT region on Dec.
In aviation, we tend to consider our use of GPS one of the more important applications of the technology, especially when compared to, say, drivers on downtown shopping expeditions. And, of course, it is.
Flight-testing at Toulouse, France, and Frankfurt, Germany, has proved that a reliable alternative to an ILS signal can be produced with a GNSS constellation and single-frequency input signal. Eurocontrol’s Sesar air traffic management research team worked with equipment manufacturers Thales, Indra-Navia, Honeywell and Thales Avionics using a ground-based augmentation system (GBAS). Further testing at both airports is expected to resume in the middle of next year.
Because air traffic controllers are increasingly making traffic separation decisions based upon an aircraft’s global navigation satellite system (GNSS) capability–or lack thereof–the FAA has begun updating aircraft equipment suffixes for traffic operating in U.S. domestic airspace. For instance, a GNSS-equipped aircraft may now fly a random route without the need for ATC radar monitoring, where previously radar was always required.
Garmin unveiled a GPS watch, dubbed D2, designed specifically for aviators today. Features include direct-to and nearest functions; a built-in adjustable altimeter; altitude-alerting capabilities; the option to display both local and Zulu/UTC time; and the ability to integrate with Garmin’s iOS and Android Pilot apps and VIRB HD action camera. Customized data fields can also display GPS ground speed, GPS track, distance, estimated time en route, bearing and glide ratio. When used with the Pilot app, the D2 can load flight plans and create waypoints.
Any of the 6,000 helicopters that annually use the helipad at Eurocopter’s facility in Donauwörth, Germany, will now find arrivals easier in poor weather with the recent certification of a GPS localizer performance with vertical guidance (LPV) approach to the pad, one of the few in Europe certified for all-weather operations.
In 2008 Donauwörth became the first European helipad to introduce satellite-based Rnav (area navigation) specifically for use by rotorcraft.
On Wednesday, NASA and the Department of Homeland Security (DHS) will demonstrate a new radar device capable of detecting human heartbeats trapped behind as much as 20 feet of solid concrete rubble. The device, called Finding Individuals for Disaster and Emergency Response (Finder), will be shown at the Virginia Task Force 1 Training Facility at 9850 Furnace Road (use 9900 for GPS) in Lorton, Va. beginning at 10:30 a.m. on September 25. NASA’s Jet Propulsion Laboratory in Pasadena, Calif., developed Finder in collaboration with the DHS’s Science and Technology Directorate.
Eurocopter obtained the first license in Europe permitting localizer-performance with vertical guidance (LPV) approaches on a helipad, at its development and production facility in Donauwörth, Germany. The helicopter manufacturer emphasized that such a procedure improves safety in poor visibility, since aircraft can overfly obstacles more safely.
After several years of anticipation, the planned earth-girdling network of five global navigation satellite system (GNSS) constellations is taking tangible form in space. Two of them–America’s GPS and Russia’s Glonass–are already fully operational. Glonass reached that goal in 2009, joining the pioneering GPS, which achieved that status in the 1980s.
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