As of July 24, there are 3,430 wide-area augmentation system (Waas) localizer performance with vertical guidance (LPV) approach procedures serving 1,690 U.S. airports. There are also 555 localizer performance (LP) approach procedures in the U.S. serving 404 airports.
Wide Area Augmentation System
The FAA mandate to equip with ADS-B OUT avionics is coming in fewer than 5.5 years, and many owners and operators are still waiting to upgrade their aircraft, either because they’re hoping prices will drop and technology will improve or they aren’t sure they’ll be keeping their aircraft beyond the deadline.
The list of FAA GPS procedures using Waas, known by ICAO as space-based augmentation system (SBAS) procedures, continues to grow steadily. These include ILS-equivalent localizer precision with vertical guidance (LPV) approaches, providing centerline and glideslope guidance down to 200 feet at more than 800 Part 139 runways in the NAS, plus another 2,600 at various heights above 200 feet at other NAS Part 139 and non-Part 139 runways. At most of the non-Part 139 runways, of course, there’s no ILS, and probably never will be. SBAS is filling that need.
Aspen Avionics is celebrating its 10th anniversary at AirVenture 2014 and installation of the Aspen retrofit glass-panel EFD 1000 in more than 9,000 aircraft. First introduced in 2006 and with deliveries beginning in 2008, the EFD 1000 offers a simple upgrade path by fitting into standard instrument panel holes while adding modern capabilities to older aircraft. “You literally have in your cockpit today more capable avionics than in a 737,” said Aspen president and CEO John Uczekaj. “It’s been quite a remarkable journey in a short time.”
Rockwell Collins is demonstrating a host of new technology solutions at Farnborough 2014, from its MultiScan weather radar to NextGen communications and navigation systems.
This has got to stop. We all know that FAA inspectors at the Flight Standards District Office (FSDO) level are overworked and that FAA regulations, policies, procedures and programs impose impossible requirements on agency personnel. But when a drop-dead simple piece of paperwork that needs an approval signature hits the desk and gets delayed for some obscure confounded reason, causing the grounding of a multimillion-dollar jet, well, this simply has got to stop.
As of June 26 this year, there were 3,423 wide-area augmentation system (Waas) localizer performance with vertical guidance (LPV) approach procedures serving 1,686 U.S. airports. There are also 552 localizer performance (LP) approach procedures in the U.S. serving 402 airports. A complete list of all LPVs and LP approaches is published on the FAA website.
Littleton, Colo.-based JetTech received FAA STC approval to install touchscreen GTN 650/750 GPS navcoms in Cessna CitationJets manufactured from 1993 to 1999 (S/Ns 0001 to 0359). The approved STC is for single or dual GTN 650/750 installations and includes Waas approvals and certifies the aircraft for fully autopilot coupled GPS-LPV approaches. JetTech is offering the STC’d data package through authorized Garmin dealers and will include full support through the installation process.
The media jumped on a May 13 report that Russian deputy prime minister Dmitry Rogozin had threatened that unless the U.S. allows Russia to install a ground station in the U.S. to monitor signals from its GPS-like Glonass satnav system, Russia would retaliate and “suspend the operation of U.S. GPS ground stations in Russia.”
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.
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