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Automatic Dependent Surveillance (ADS-B) is widely recognized as a cornerstone technology for monitoring aircraft in the skies and on the ground in the continuing transformation to a Next Generation (“NextGen”) aviation system.
Mode S Elementary Surveillance (ELS) and Mode S Enhanced Surveillance (EHS) transponders provide additional flight parameters to air traffic control thus improving the quality, detection, identification and altitude reporting of aircraft within the airspace.
A Cockpit Voice Recorder (CVR) records radio transmissions and sounds in the aircraft’s cockpit, such as the pilot’s voices and engine noises while a Flight Data Recorder (FDR) records aircraft parameters such as altitude, airspeed and heading.
Traffic Alert and Collision Avoidance System (TCAS) is an airborne system that operates independently from the ground-based Air Traffic Control (ATC) system. TCAS was designed to increase cockpit awareness of proximate aircraft and to serve as a “last line of defense” for the prevention of mid-air collisions.
View news and references for domestic and international Reduced Vertical Separation Minima (RVSM) airspace.
Information related to the use of Area Navigation (RNAV) Standard Instrument Departures (SIDs), RNAV Standard Terminal Arrivals (STARs), and Required Navigation Performance Authorization Required (RNP AR) Approaches.
An Electronic Flight Bag (EFB) is an electronic device that allows flight crews to perform a variety of functions that were traditionally accomplished by using paper references.
Emergency Locator Transmitters (ELTs) are emergency beacons carried aboard aircraft to notify search-and-rescue personnel when an aircraft is down. There are several types of ELTS, and most U.S. civil aircraft are required to carry one.
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Latest CNS News
Verify Your ADS-B Performance with Free FAA Web Tool
Aug. 24, 2016
Aircraft owners and operators should verify the health of their ADS-B equipment, but “if your system isn’t transmitting properly, there’s no indication in the cockpit, or any other sign of error,” said Doug Carr, vice president of regulatory and international affairs. Fortunately, the FAA now provides a free, online tool for validating the performance of installed ADS-B Out equipment. Operators just need to input some basic aircraft information and a flight date to receive a Public ADS-B Performance Report (PAPR), what Carr called “a very valuable tool for aircraft owners, operators and avionics shops.” Read more about the new tool.
NBAA Opposes FAA Proposal Regarding Expired Navigation Databases
July 7, 2016
NBAA recently submitted comments to the FAA opposing the agency’s proposed revision to Master Minimum Equipment List Policy Letter-98, Navigation Databases (MMEL PL-98). The proposed revisions would rescind operators’ ability to defer an expired navigation database in accordance with a minimum equipment list, as is currently permitted. NBAA’s comments highlight how the proposed revision to MMEL PL-98 is not in agreement with the FAA chief legal counsel’s interpretation addressed to Thomas Letts in November 2012 (known as the Letts interpretation). Letts asked the FAA if he might supplement his expired navigation database with an iPad, and the agency said that to fly with an expired navigation database, an operator must utilize an approved MEL that allows for dispatch of an aircraft with inoperative equipment. Learn more.
FAA Releases Updated Advisory Circular for RNP Operations
April 1, 2016
Business aviation operators will benefit from revised, extensive guidelines for conducting required navigation performance (RNP) operations, as defined in a new advisory circular (AC) released by the FAA. AC 90-105A provides aircraft eligibility and operational guidance for conducting RNP operations. Learn more about conducting RNP operations.
Alternative RNP AR Compliance Method Saves Money – Free NBAA Webinar Has Details
June 1, 2015
A cost-saving way to achieve required navigation performance authorization required (RNP AR) database validation was detailed during a recent free NBAA webinar, offering operators an avenue for overcoming what has been a significant hurdle to overall RNP AR certification. Jeppesen, which sponsored the webinar, along with Garmin, invested two years in the alternative method of compliance (AMOC), which takes the place of a linear process that requires operators (or approved third parties) to validate an average of 350 parameters per RNP AR approach against its government source data. This AMOC is available to all avionics OEMs, said webinar presenter Andrew Riedel, Jeppesen's manager of corporate technical standards. Read more about RNP AR.
Free NBAA Webinar Offers Tips on Simpler Approach to RNP Compliance
May 12, 2015
An NBAA webinar, set for 1:30 p.m. (EDT) May 27, will discuss an alternate method of compliance for validating required navigation performance authorization required (RNP AR) approach data, which puts this capability within reach of business aircraft operators. “More efficient, economical and automatic than the current burdensome process, RNP AR potentially gives business aircraft operators access to more airports and procedures that provide better minimums and savings of fuel and time,” said Bob Lamond, NBAA’s director of aircraft traffic services and infrastructure. Members must pre-register for this free webinar, which is sponsored by Jeppesen. Learn more about the RNP compliance webinar.
This timeline of pending CNS/ATM changes has the best available dates for each of the listed programs.
Turbine-powered airplanes with 6 or more passenger seats are required to have Terrain Awareness and Warning System (TAWS)/Ground Proximity Warning System (GPWS) equipment on board.
Aircraft flying in the ICAO European Region after October 7, 1999 at flight level (FL245) and higher are required to have VHF Communications radios capable of 8.33KHz channel spacing.
Very High Frequency (VHF) radios used on aircraft operating within the European region have had to meet FM Immunity requirements since January 1, 2001.
Aircraft operating within MNPS Airspace in the North Atlantic are required to meet Minimum Navigation Performance Specifications (MNPS) in the horizontal plane through the mandatory carriage and proper use of a specified level of navigation equipment.
The MSUA was established in 1992 as a non-profit association to promote the interests of users of mobile satellite communications worldwide. It fosters effective communication among Mobile Satellite Services (MSS) users, suppliers of equipment and services, operators of the satellite systems, and the various governmental entities that may affect the future of the industry. Membership is not limited to USA entities, and is open to organizations worldwide engaged in any of these activities.