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.”
The FAA does not require a letter of authorization to fly a localizer performance with vertical guidance (LPV) approach within the U.S. However, guidance for flying in other parts of the world–such as in Europe where the number of LPV approaches is growing–is not nearly as clear and straightforward.
Resilience–broadly, the ability to readily recover from external disturbances–seems likely to become the next buzzword in aviation’s lexicon. It is gaining acceptance primarily to describe a future world air navigation system’s resistance to interruptions and outright signal loss, to provide pilots with essential, unfailing position, navigation and timing (PNT) data. Resilience came to the fore at a February conference on GNSS vulnerability, sponsored by the UK Institute of Navigation.
Pilots and New York Tracon sector air traffic controllers recently began using the new GPS-X RWY 6 instrument approach to Teterboro (TEB) when that airport’s RWY 6 ILS is out of service. The approach was created to provide better traffic separation between TEB arrivals and traffic landing RWY 29 at nearby Newark Liberty International Airport (EWR).
The FAA on March 28 published a revised version of AC No: 20-138D that clarifies and adds new guidance material to the airworthiness approval process for a variety of GPS systems, including augmented GPS, and Rnav equipment for RNP operations and baro-Vnav equipment.
Avionics manufacturer Avidyne of Lincoln, Mass. is showcasing its soon-to-be-certified touch screen IFD 540 and IFD 440 FMS/GPS navcoms this week at the Sun ’n’ Fun Fly-In in Lakeland, Fla. Featuring plug and play design, the units are aimed at the retrofit market, specifically as replacements for Garmin GNS 530 and GNS 430 GPS navcoms, providing an upgrade alternative to Garmin’s own GTN 750/650.
Flight crews headed for Chicago Midway Airport (MDW) should pay special attention to the new Rnav (GPS) Z Runway 22L approach published February 6. The new procedure could increase the potential for conflict with smaller general aviation aircraft traveling along Lake Michigan’s western shoreline. The new RNP/GPS procedure will bring traffic across Chicago’s lakeshore just south of the downtown buildings for a straight-in to 22L.
Aspen Avionics signed a memorandum of understanding (MoU) with the NextGen GA Fund, a public-private partnership that will provide up to $1.3 billion in financing over the next 10 years for NextGen avionics upgrades in general aviation (GA) aircraft. The MoU provides the framework for Aspen and the fund to work together to promote the rollout of NextGen to the GA community.
As of January 9 there are 3,364 wide area augmentation system localizer performance with vertical guidance approach procedures serving 1,661 airports, according to the FAA. There are also 525 localizer performance approach procedures, as well as 5,824 LNav and 3,247 LNav/VNav procedures available.
Atlas Air’s internal investigation into how its crew landed a Boeing 747 Dreamlifter at the wrong airport last November has uncovered important factors explaining how the freighter, headed to Wichita’s McConnell Air Force Base, mistakenly landed at the smaller Jabara Airport, nine miles to the northeast of the air base.