From now until March 29, 2005, business aircraft operators, including those that fly overseas–even if only occasionally–will be required to have a number of additional, and possibly expensive, avionics and other communications, navigation and surveillance (CNS) equipment. This equipment is intended to provide enhanced CNS capabilities for both operators and ATC.
Until the final report is published of the Boeing 757/Tupolev Tu-154 midair collision over Switzerland on July 1, there will probably be continuing speculation about the role that ATC radar played in the accident. Yet there need be no speculation at all about radar’s role in the U.S. National Airspace System. It is, quite simply, the foundation upon which the system has been built.
August 8 marked the official close of the rulemaking comment period
NATA has asked the FAA for a longer phase-in period for implementing domestic reduced vertical separation minimums (DRVSM) in 2004 due to economic and operational considerations.
Britain’s National Air Traffic Services (NATS) is stepping up operating trials aimed at making greater use of both en route and terminal area airspace. New procedures being evaluated include the use of parallel offset tracks in place of radar headings alone; closer spacing of parallel routes with autonomous operations; and the use of precision area navigation (PRnav) procedures for terminal area control.
Advanced operational information on the implementation of reduced vertical separation minimum airspace in northern Canada, scheduled to start April 18, is available from Nav Canada at (613) 562-5678 or online at email@example.com under “Special Projects.” Canadian RVSM airspace will initially be implemented from 57 deg north latitude to the North Pole encompassing FL 290 to FL 410 inclusive.
Automatic dependent surveillance-broadcast (ADS-B) has emerged as what many describe as the surveillance technology of the future, but Asia Pacific air navigation service providers (ANSPs) are already taking advantage of its capability and cost-efficiency.
Argentina and Colombia are lobbying to delay the planned January 2005 implementation of reduced vertical separation minimum (RVSM) airspace throughout Latin America. These countries are arguing that their operators–mainly the airlines–cannot afford to complete the necessary avionics upgrades in time and that therefore domestic flights by non-compliant aircraft should continue to be permitted above FL290.
The FAA has released a supplemental notice of proposed rulemaking (NPRM) regarding implementation on Jan. 20, 2005, of domestic reduced vertical separation minimum (DRVSM) airspace. The agency is adding a proposal to implement RVSM between FL290 and FL410 in Atlantic and Gulf of Mexico high offshore airspace and in the San Juan, Puerto Rico flight information region (FIR).
Just like Paul Revere’s midnight ride to warn of the incoming British, the Canadian Business Aviation Association is signaling to its troops that RVSM is coming.