The FAA’s refusal to acknowledge reality rears its ugly head in Advisory Circular 120-76B, Guidelines for the Certification, Airworthiness, and Operational Use of Portable Electronic Flight Bags. In this AC, the FAA—in a standalone bold-type note, warns users of portable devices that display charts and moving maps that “Class 1 or Class 2 EFBs must not display own-ship position while in flight.”
North Atlantic Tracks
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.
UK air navigation services provider NATS has started a 14-week “consultation” process through January 21 to gather comments from airlines and other interested groups on proposed airspace changes surrounding Gatwick and London City airports. The consultation marks the first step in a wider program of proposed changes under the UK Civil Aviation Authority’s Future Airspace Strategy, an ATC modernization plan for the UK and Ireland.
Chicago Jet Group received the first-ever Fans retrofit STC approval from the FAA on September 5, the company and partner Universal Avionics announced yesterday. The Fans 1/A+/controller-pilot datalink communications (CPDLC) system, which was installed in a Dassault Falcon 50 that Chicago Jet group manages for a customer, uses an International Communications Group NxtLink ICS-220A Iridium satcom.
Air navigation service providers (ANSPs) have extended their ability to track aircraft flying on far northern Atlantic routes by installing automatic dependent surveillance-broadcast (ADS-B) stations in Greenland, the Faroe Islands and Iceland.
As Europe begins the phased introduction of new datalink standards for aircraft and ATC (above FL285), Arinc Direct continues to play a leading role in future datalink standards (effectively the next-generation Acars).
So-called controller pilot datalink communications (CPDLC) requires aircraft to be able to communicate with ATC using VHF datalink (VDL) Mode 2, akin to text messaging of requests and clearances (although voice communications will still be used as a back-up).
New York Center plans to change how eastbound IFR traffic receives oceanic clearances before entering minimum navigational performance standard (MNPS) airspace. The procedural changes will apply only to aircraft entering oceanic airspace from an FAA air traffic management facility.
Mandates requiring business jet operators that fly to Europe to equip their aircraft for datalink communications with ATC are fast approaching. The price of non-compliance will be higher costs and longer trips as operators are forced to fly at sub-optimal altitudes and on less direct oceanic routes.
Both Gander and Shanwick oceanic control areas (OCAs) are conducting a trial of reduced longitudinal separation standards–five minutes between eligible aircraft–in North Atlantic airspace. The separation minimum for turbojets maintaining constant Mach on the same longitudinal track in the North Atlantic minimum navigation performance specifications (MNPS) airspace is 10 minutes.
Air traffic management solutions company NATS is collaborating with UAE-based Royal Jet to help improve the environmental performance of the air charter firm’s flights in UK airspace. The partnership will see the two parties work together to improve Royal Jet’s flight efficiency, as well as reduce fuel burn and CO2 emissions. NATS will provide Royal Jet with actual data to monitor its flight profiles.
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