According to an Aviation Safety Reporting System (ASRS) report (ACN 983575), the captain of a Gulfstream IV, while departing Teterboro’s runway 24 under strong, gusty winds, misinterpreted an ATC clearance flying the Ruddy 3 departure.
Standard Instrument Departure
A nationwide effort to “de-conflict” airspace in major metropolitan areas using existing technology and procedures is progressing, with studies completed at the first two of several designated sites.
British air traffic management provider NATS has urged the country’s Civil Aviation Authority to give fast-track approval to a change in the standard instrument departures (SIDs) at London City Airport. The change, which could be adopted this summer, will formalize a wider initial turn after takeoff before aircraft rejoin the existing tracks.
Sixteen RNAV standard instrument departure (SID) procedures go into effect October 12 for Dallas/Fort Worth International Airport (DFW). The FAA is expanding RNAV SIDs from use in Las Vegas, where they were first introduced in 2002, to the rest
of the National Airspace System, starting with DFW. For more information, visit www.avn.faa.gov/acifp.asp.
The GPS approach is out, and the Rnav approach is in. That’s because many pilots tend to think of GPS as a land-based navaid like a VOR, NDB or as a part of an ILS, and experts believe that thinking is misleading. More precisely, it’s the FMS in the airplane that allows the actual instrument approach to be flown.
The UK’s National Air Traffic Services (NATS) has introduced a permanent 250-knot speed restriction for standard instrument departures (SIDs) from London’s Heathrow, Gatwick, Stansted, Luton, Northolt and London City airports. Aircraft are required to maintain and not exceed 250 knots below FL100.
The FAA has implemented performance- based navigation in the form of standard instrument departures (SIDs), en route Q and T routes, standard arrival routes (Stars) and RNP special and Rnav approaches.
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