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Provide world class service and value to users of the National Airspace System (NAS), including mixed aviation
Leverage advanced technologies to safely and efficiently deliver flight services in the contiguous United States (CONUS), Hawaii, Puerto Rico, and Alaska
Support the ATO's System Operations Services with innovative, collaborative solutions to complex operational problems
What We Do
Flight Service provides pilots with weather and aeronautical information through pilot briefings, flight planning, inflight advisory services, weather cameras, search and rescue initiation, aircraft emergencies, and Notices to Airmen (NOTAMs). Flight Service delivers services through a combination of government personnel and a contract service provider (Leidos), which includes Alaska, CONUS, Puerto Rico and Hawaii.
The Flight Service Pilot Web Portal 1800wxbrief.com allows pilots to receive online preflight briefings, file flight plans and get automatic notifications and alerts, including flight plan closure reminders. Registering for automatic notifications keeps pilots informed when new or adverse conditions arise, such as a severe weather forecast or observation, an airport closure, NOTAM or temporary flight restriction.
Flight Service encourages innovation in the delivery of services to pilots. In support of continuous improvement and to increase efficiencies for our stakeholders, we plan to:
Modernize and save costs with a transition to the first Voice over Internet Protocol in the NAS through our service provider Leidos
Expand automation capabilities and enhance delivery methods for future operations in Alaska
Expand weather cameras into CONUS, Hawaii and Alaska locations
Explore ways to interpret and disseminate weather information with future technologies
The Department of Transportation has issued a Federal Register Notice (FRN) - "Global Positioning System Pre-Operational Civil Navigation; Message Continuous Broadcast". The purpose of this notice is to seek comment from the public and industry regarding plans by the United States Air Force to broadcast pre-operational L2C and L5 civil navigation (CNAV) messages from certain Global Positioning System (GPS) satellites beginning in April 2014.
WAAS featured at Smithsonian National Air and Space Museum
September 25, 2013 - The Time and Navigation exhibit at the National Air and Space Museum on the National Mall in Washington, D.C. featured experts on the Wide Area Augmentation System (WAAS) to answer questions about the benefits of WAAS and explain the workings of satellite navigation.
An article about the event can be found in the Fall 2013 edition of the SATNAV News.
WAAS marks 10th anniversary
July 10, 2013 - Today marks the 10th anniversary of the Wide Area Augmentation System (WAAS) which was commissioned for use in the U.S. National Airspace System on July 10, 2003. Since that day WAAS has proven to be an accurate and reliable means of navigation that is available to all segments of the aviation community.
A Special WAAS 10th Anniversary Issue of SATNAV News has been posted on our website.
To find out if there is a WAAS-enabled approach procedure at an airport near you, please visit our GPS/WAAS Approaches page.
June 2013 - Starting mid-June 2013, the Global Positioning System (GPS) Directorate (SMC/GP) will implement a CNAV (Civil Navigation) Test Program to conduct Live-Sky CNAV testing prior to deployment of the Next Generation Operational Control System (OCX). CNAV is a capability to be provided by Civil Navigation message types for the purpose of improved GPS navigation through the use of signals L2C and L5. Fifteen CNAV message types are defined in the current Interface Specification (IS-GPS-200F and ICD-GPS-705). CNAV message types will be tested in an incremental fashion in accordance with SMC/GP's program baseline plans. The full operational L2C CNAV capability will be included in the initial OCX delivery which is scheduled for deployment in mid-2016. The purpose of the testing is to ensure enterprise-level readiness to operate, broadcast and receive the modernized civil navigation messages on L2C and L5.
The Global Positioning Systems Directorate is a joint service effort directed by the US Air Force and managed at the Space and Missile Systems Center, Air Force Space Command, Los Angeles Air Force Base, California. The directorate is the Department of Defense acquisition office for developing and producing GPS satellites, ground systems and military user equipment.
Canadian LPVs
February 24, 2012 - NAV CANADA, Canada's civil air navigation services provider, currently provides Localizer Performance with Vertical Guidance (LPV) service at 36 airports with a total of 57 approaches published. Over the next 12-18 months NAV CANADA has 180 approaches pending design and publication at 92 airports.
"More LPVs will be published going forward based on a positive business case and a level of service assessment," said Gary Chandler, Manager, NAV CANADA Air Navigation Services (ANS) Program Co-ordination.
NAV CANADA is a private sector corporation. With operations coast to coast to coast, NAV CANADA provides air traffic control, flight information, weather briefings, aeronautical information services, airport advisory services, and electronic aids to navigation.
Canadian airports with one or more runways with public LPV approaches, as of February 24, 2012
In recent months, the number of published LPVs in Canada has been incorrectly reported by the FAA in some forums. This incorrect number was a result of interpreting promising LPV candidate runways as current LPV runways. The FAAGNSS Program Office regrets the error.
FAA Approves First SBASRNP (AR)
November 2011 - In November 2011, the Federal Aviation Administration (FAA) approved Operations Specifications for Required Navigation Performance (RNP) 0.3 for regional air carrier Horizon Air. This is the first RNP Authorization Required (AR) using a Satellite Based Augmentation System (SBAS) platform, namely the Wide Area Augmentation System (WAAS). On November 22nd, Steve Bush, Horizon's flight operations manager, piloted the first approved RNP (AR) approach in 121 revenue service, flight 2064 from Seattle-Tacoma International Airport (SEA) to Pangborn Memorial Airport in Wenatchee, WA (EAT), using a WAAS platform.
Horizon Air, a Part 121 carrier, operates Bombardier Q400 turboprop aircraft, several of which have been equipped with Universal WAAS avionics under an FAA Government Industry Project managed by the WAAS Program Office. The project is designed to provide for flight and data collection activities to evaluate the benefits of WAAS utilization.
Horizon Air's Steve Bush, right, and Perry Solmonson after flying the first RNP (AR) using a SBAS/WAAS platform
"Due to the mountainous terrain near the airport at Wenatchee," said Mr. Bush, "the use of a straight-in approach to Runway 30 was not feasible. However, through the application of Radius-to-Fix (RF) legs to bend the final course around obstacles, we have very good minimums through use of the RNP (AR) approach."
This event demonstrates that WAAS and RNP (AR) combination is a solid performer that belongs in the Performance Based Navigation (PBN) and NextGen "toolbox". Mr. Bush stated, "RNP and the WAAS platform provided by the Universal UNS-1Ew Flight Management System provides us with the best of both worlds. It is not necessarily an either/or choice between WAAS or RNP, rather, the two systems are complementary."
Exploiting the synergy between RNAVRNP (AR) and WAAS-enabled RNAVGPS approaches has been high on the FAA's list of PBN and NextGen objectives. That synergy lies in the combined use of Terminal Procedures (TERPS) criteria in design guidance orders 8260.52A (RNPAR) and 8260.54A (RNAV), where a combination or hybrid of the two orders will produce distinct performance, safety, and operational improvements for air navigation service providers, airspace designers, and aircraft owners and operators of all classes and categories of aircraft. This hybrid of RNP (AR)'s narrower protected air space and RF turn criteria, and the WAAS system's even narrower obstacle clearance areas near the approach end of the runway allow for consistent Category 1 instrument approach minima, that is, a ceiling of 200 feet and a half-mile visibility. This hybrid has the potential to provide greater operational and economic benefits to all but the most terrain- and obstacle-challenged airports.
WAAS is an extremely accurate method of Area Navigation (RNAV) developed for civil aviation that provides augmented GPS navigation service for all classes and categories of aircraft in all phases of flight, including enroute navigation routes such as National Route Plan routes (NRPs) and National Random Routes (NRRs), Q routes, and terminal instrument flight procedures such as departures, arrivals, and approaches.
RNP, a refinement of RNAV, is part of a collaborative effort by the FAA and the aviation industry to enable development of Performance Based Navigation (PBN) routes and flight procedures that are not dependent on any specific piece of avionics equipment. Aircraft flying these routes and procedures must demonstrate a required level of performance and be able to meet the operational requirements for the airspace, route, or procedure being flown. RNP enables more flexibility for procedure designers through the use of narrower obstacle clearance areas and RF legs or curved flight paths that exclude more terrain and obstacles along the flight path.
"Iono Robustness" Upgrade to Increase WAAS Reliability
October 2011 - During the fall of 2011, the Wide Area Augmentation System (WAAS) began a series of upgrades to increase its reliability. One of these upgrades, known as 'Iono Robustness', will increase the availability of the WAASLPV service during the upcoming solar maximum. The solar maximum refers to the peak of the 11 year solar cycle which is expected to occur in 2013. During solar maximum, the number of sun spots increases, greatly increasing the likelihood of solar flares. These flares tend to disturb satellite signals passing through the earth's atmosphere, specifically the ionosphere. Such events are referred to as a solar storm (also known as an "iono storm").
To ensure safety for users, the WAAS provides information about the ionosphere. The information is provided via a parameter called the Grid Ionospheric Vertical Error (GIVE). The GIVE parameter makes sure WAAS receivers properly account for the ionosphere when calculating a position. If the ionosphere is "quiet" (i.e. no iono storm) then the value of the GIVE parameter is small. But during an iono storm the GIVE value becomes larger. The GIVE parameter is one of the parameters used by a WAAS certified avionics receiver to support the LPV service. Larger GIVE values means that the LPV service from WAAS will be less available for use. The "Iono Robustness" upgrade of WAAS optimizes the GIVE algorithm with the goal of increasing LPV service from WAAS during an iono storm, while not compromising safety.
The two figures show how WAAS reacted to a recent iono storm.
Figure 1: WAASLPV Coverage without improved GIVE algorithmFigure 2: Test WAASLPV Coverage with improved GIVE algorithm
Figure 1 shows the availability of WAAS on the current system during an iono storm on June 5, 2011. Figure 2 shows the availability WAAS would have experienced on that date using the improved GIVE algorithm software. The dark red color shows where WAASLPV service was available 100% of the time on the indicated day. In Figure 1, WAASLPV service was less than 100% in most of Canada and the north central portion of the United States. The improved GIVE algorithm software would have allowed WAAS to provide 100% LPV service for all of the contiguous United States and most of Canada during this solar event. Over the past few months there have been several iono storms and the performance WAAS would have experienced with the improved WAASGIVE algorithm software has been similar to the example of June 5, as shown in the figures.
It should also be noted that during an iono storm, WAAS does not shutdown. Instead, the value of the GIVE parameter is increased to ensure safety for users of the LPV service. As an iono storm subsides, the GIVE parameter value lessens and LPV service is restored.
WAAS Service for Alaska Fully Restored
March 18, 2011 - FAA officials have placed the Intelsat Galaxy 15 GEO satellite (also known as CRW) back into operational mode, thereby restoring Wide Area Augmentation System (WAAS) service to a large area in northwest Alaska. Dual GEO coverage over a large portion of the rest of Alaska has also been restored.
The decision to reinstate Galaxy 15 satellite's WAAS service came after successful testing of the WAAS signal-in-space (SIS). Galaxy 15 is currently at 120° West, moving west at 0.8° longitude per day. It is expected to arrive at its final assigned geostationary orbit at 133.1° West on April 4, 2011.
The restoration of dual GEO coverage significantly improves the availability of WAAS service across most of Alaska. The restoration of service affects 16 airports in northwest Alaska, two of which, Barrow (BRW) and Kotzebue (OTZ), have published Localizer Performance with Vertical Guidance (LPV) approach procedures.
In April 2010, the FAA was notified that communication with the portion of the Galaxy 15 GEO satellite that manages its movement had been lost. As a result, the satellite had started drifting from its assigned position. Engineers anticipated that at some point in late 2010 the Galaxy 15 GEO could no longer be used to broadcast the WAAS signal because its "earth-pointing" capability would be lost and the SIS would become unreliable or unavailable. This event did occur in mid-December and the Galaxy 15 GEO ceased broadcasting the WAAS signal. However, later in December 2010, the FAA was informed by Intelsat that a self-initiated restart had restored the satellite's command and control elements to normal. Intelsat had therefore regained the ability to communicate with and control the satellite.
March 4, 2011 - The first Localizer Performance (LP) procedure was published at Tampa, Florida's Peter O. Knight airport (TPF), Runway 36, on January 13, 2011. This new approach takes advantage of the angular lateral guidance and smaller position errors allowed by WAAS to provide a lateral only procedure similar to an Instrument Landing System (ILS) Localizer. LP procedures may provide lower minima than a LNAV procedure due to the narrower Obstacle Clearance Surface (OCS).
The smaller LPOCS footprints provide greater potential for avoiding obstructions in the approach corridor that would otherwise drive the minima to be higher. The approach published at Tampa provides 60 feet lower Minimum Decision Altitude (MDA) compared to an LNAV approach on same runway.
LPs will be published at locations where the terrain or obstructions do not allow publication of Localizer Performance with Vertical Guidance (LPV) procedures. Several additional LP approaches are pending publication in the next few months, including Moline, IL - Quad City International Airport (MLI); Daytona Beach, FL - Daytona Beach International Airport (DAB); Ardmore, OK - Ardmore Downtown Executive Airport (1F0); Milwaukee, WI - Lawrence J Timmerman Airport (MWC); and many others.
“The introduction of LP procedures provides the lowest possible minimum descent altitude for aviators to access airports,” said Ted Urda of the FAA's Global Navigation Satellite System (GNSS) Group. “LPs provide another tool for our procedure developers to continue to achieve the FAA Flight Plan goal of publishing 500 GNSS procedures annually for the foreseeable future.”
Note -WAAS receivers certified prior to TSO C-145b and TSO C-146b, even if they have LPV capability, do not contain LP capability unless the receiver has been upgraded. Receivers capable of flying LP procedures must contain a statement in the Flight Manual Supplement or Approved Supplemental Flight Manual stating that the receiver has LP capability, as well as the capability for the other WAAS and GPS approach procedure types.
Intelsat CRWGEO Resets, Now Accepts Commands
January 6, 2011 - Ground control over Intelsat's Galaxy 15 geostationary (GEO) satellite, hosting a Wide Area Augmentation System (WAAS) Navigation Transponder, has been re-established. Intelsat and the satellite builder, Orbital Sciences Corporation, believe they have isolated the cause of the failure and have implemented corrective actions that will serve to prevent recurrence in the satellite (also known as Intelsat CRW). Intelsat is highly confident that the cause of failure has been fixed.
Intelsat is currently conducting initial diagnostic tests and will continue to assess the health of the satellite once it is moved to a temporary location at 93 degrees west longitude. After completion of testing, Intelsat plans to move the Galaxy 15 to its original orbital location of 133 degrees west or to another position close by. The Galaxy 15 should arrive at this final location in early March 2011.
The FAA is working with Lockheed Martin, the Ground Communications and Control Segment (GCCS) contractor, to test the navigation payload. With favorable testing results, the FAA expects to begin transmitting the WAAS Signal in Space from Galaxy 15 prior to reaching the final orbital position.
WAAS Intelsat GEO Satellite Ceases Broadcast
December 16, 2010 - The Wide Area Augmentation System (WAAS) Intelsat CRW geostationary (GEO) satellite has ceased broadcasting the WAAS signal as of today. The deterioration of the satellite's ability to remain stable over the past few days caused intermittent data link disruptions that rendered the satellite unreliable for further data transmissions. The FAA's mitigation plan to activate another satellite in November 2010 was successful and the new GEO satellite, Inmarsat AMR, has been transmitting the WAAS signal in addition to the Telesat CREGEO.
Operators in northwest Alaska, north of a line from 70N150W and 64N164W, can expect WAAS services to be unreliable. Two of the 16 airports located in the designated area, Barrow and Kotzebue, have published Localizer Performance with Vertical guidance (LPV) approaches. Any operators in this area should check Notice to Airmen Publication (NTAP), Alaska/Hawaii section 4-A & H-11, for operational limitations.
The WAAS broadcast over a large portion of the rest of Alaska will now be provided by a single GEO. WAAS users in this area may experience temporary service outages due to lack of redundant GEO signals. These outages will occur during a switch between the primary and backup GEO Uplink System (GUS) stations. These switchovers will occur approximately 4 - 5 times a month and it may take up to 5 minutes to fully restore LPV service after an occurrence.
WAASLPV Approaches Approved for Des Moines Helicopter Medical Flights
December 22, 2010 - In a significant advance for helicopter emergency medical service (HEMS) flight operations, the FAA has approved Instrument Flight Rules (IFR) arrivals and departures for use in the ongoing project by the "Mercy One" Bell 429 helicopter serving Mercy Medical Center in Des Moines, Iowa. The Mercy Medical Center program, among the nation's first HEMS operations to gain approval for Wide Area Augmentation System (WAAS) IFR navigation, was selected to be the test site for an FAA government-industry partnership (GIP) project designed to collect performance data on WAAS procedures. This data will help develop public use criteria of WAAS procedures and set the stage for broader future use of these procedures under the FAA's Next Generation Air Transportation System (NextGen) program.
IFR flights rely mainly on instrument navigation rather than visual observations and therefore allow missions to be flown in poor visibility conditions. "We miss about 240 flights a year due to the fact that the weather minimums are such that we can't fly," said Dan Keough, director of emergency transport services at Mercy. "We feel that with this new technology being state-of-the-art and the first of its kind in Iowa, we will recapture at least 20 percent of those weather misses that we currently have now."
The approved approaches use WAAS Localizer Performance with Vertical guidance (LPV) procedures, which provide comparable performance to Instrument Landing System (ILS) approaches, but without expensive ground based equipment at each landing site; it's all satellite based. The Mercy Medical Center LPV approaches are approved for glide paths up to 9-degrees at a minimum airspeed velocity for instrument procedures of 45 knots. According to Bell Helicopter, this will allow Mercy One to employ LPV procedures for steep approaches to a network of other hospitals and rendezvous helipads in adverse weather conditions, improving safety in low-altitude flight.
"WAAS technologies, when combined with the Bell 429, provide all helicopter operators engaged in IFR operations a vehicle to complete missions that were unthinkable in the past," said Larry D. Roberts, senior vice president of commercial business at Bell Helicopter. "This total aircraft solution will increase the number of missions that are flown and ultimately save more lives."
Six pilots in Mercy Medical Center's emergency response team have been trained to fly the Mercy One. Additional pilots will be trained on the aircraft in future months.
The GIP organizations involved in the Mercy One collaborative effort are Bell Helicopter, Air Methods (the company that operates Mercy Medical Center's emergency flights), the FAA, and Mercy Medical Center in Des Moines, Iowa.
The GIP team is developing a network of five fixed WAAS approaches in Iowa including the helipad at Mercy's main hospital in Des Moines plus approaches to three other regional hospitals in Centreville, Albia, and Osceola; as well as a brand new rural rendezvous IFR helipad in Stuart.
Air Methods and the Des Moines air traffic control (ATC) have signed a letter of agreement which enables Des Moines tower control to provide specific ATC guidance for Mercy One flights. These initial routes are the first part of a future low-level route structure for the entire Des Moines metro area, according to an FAA official.
The Bell 429 "Mercy One" helicopter
"New Technology Allows Medical Pilots To 'Fly Blind'" broadcast on KCCI Des Moines, Iowa
October 26, 2010 - Using the Wide Area Augmentation System (WAAS), the emergency medical helicopters of Mercy Medical Center in Des Moines, Iowa can now fly in blinding snow or rain, as well as reach more rural areas. For more on this story, please visit our GNSSNAS Implementation News page.
Horizon using new guidance system for bad weather landings
February 23, 2010 - Life for pilots would be wonderful if every day were sunny and clear, free of haze and darkness. In the Northwest, that tends to be more of an exception. In this part of the country, rain, fog and low-hanging clouds can stick with us for months. Add in long nights and you begin to get an idea.
CareFlite moves to the next milestone in the implementation of WAAS-enabled PinS and approaches
February 2010 - CareFlite has recently established a series of low altitude point-in-space (PinS) procedures enabled by the Wide Area Augmentation System (WAAS) throughout the Dallas-Fort Worth metropolitan area. A complementary low-level instrument flight rule (IFR) infrastructure has also recently been completed that links these PinS to WAAS localizer performance with vertical guidance (LPV) approaches for trauma center helipads. There are five WAASLPVs in development, one of which has already been commissioned. To support this initiative, the supplemental type certificate (STC) for the Agusta 109 has recently been completed. CareFlite will be using this aircraft to begin collecting data for both the enroute and approach approaches.
The benefits of the approved infrastructure and accompanying approaches will result in better emergency medical care service for the citizens of the Dallas-Ft. Worth area, in addition to environmentally-friendly procedures. With this added IFR capability, CareFlite will be able to provide more direct and more reliable access to trauma centers in poor weather conditions. Poor weather conditions can result in the rerouting of the aircraft to the nearest airfield as opposed to flying direct to the trauma center or termination of the transport. More direct access translates into more rapid medical care for the patient with a net result of more lives saved.
In addition to providing more reliable trauma center access, these IFR capabilities will also provide significant operational safety enhancements, as well economic advantages.
WAAS Intelsat GEO October 2010 Status
October 25, 2010 - The geostationary (GEO) satellite Intelsat (CRW) will continue broadcasting the WAAS signal at least into December 2010. The satellite had begun drifting earlier in the year (see article below) and Lockheed Martin informed the FAA the signal would be lost several months ago. Additional analysis has shown the satellite's useful life will continue until December. The FAA's mitigation plan to activate another satellite in November 2010 is still underway.
WAAS Intelsat GEO Currently Experiencing Technical Difficulties
August 5, 2010 (Update) - Intelsat has notified the Federal Aviation Administration of a technical issue currently being experienced with the telemetry tracking and control system (TT&C) of their Galaxy 15 satellite. The Intelsat Galaxy 15 is one of the geostationary satellites (GEO) that broadcasts the WAAS signal in space.
For WAAS users, there is no immediate impact to service; but over the next few weeks, the Intelsat GEO will drift out of its current orbit position, ultimately requiring the GEO broadcast to be discontinued. Sixteen airports north of a line from 70N150W and 64N164W in northwest Alaska are affected by the failure. Two of the airports located in the affected area have published LPV approaches. Please refer to Anchorage Center NOTAMS for specific guidance. Users in this area are required to confirm that GPS receiver autonomous integrity monitoring (RAIM) will be available for the flight during planning.
Operators using TSO-C145/C146 receivers for en route or terminal or approach IFR operations in the area of northwest Alaska designated in the paragraph above, are required to confirm GPSRAIM availability IAW Aeronautical Information Manual (AIM) paragraph 5-1-15 f. Due to reduced WAAS availability, any required alternate airport in this area must have an approved instrument approach procedure other than GPS that is anticipated to be operational and available at the estimated time of arrival and which the aircraft is equipped to fly IAWAIM paragraphs 1-1-20 c 6 and the note in 1-1-19 g. This information is being provided as a courtesy for our WAAS users. Please refer to Anchorage Center NOTAMS for specific guidance. For any WAAS airspace other than that of the northwest portion of Alaska referenced here, there are no other WAAS restrictions related to this issue.
After the Intelsat GEO service is discontinued, WAAS users outside the affected area of northwest Alaska, may experience temporary service outages due to lack of redundant GEO signals if a switch between the primary and backup GEO uplink stations (GUS) occurs. Although these switchovers are rare events, it may take up to 5 minutes to fully restore LPV service after an occurrence.
New WAASGEO to Begin Broadcasting in Test Mode in March
January 19, 2010 - Beginning in March, the FAA will begin testing a third geostationary satellite (GEO) for WAAS. The test will be conducted using a newly-leased transponder on the Inmarsat 4F3 GEO (broadcasting on PRN-133). During the test period, the navigation signal will be unusable for navigation purposes. The test will run from March to December 2010 at which time the broadcast signal is expected to be certified as operational and usable for navigation.
Horizon Air Enters Revenue Service with WAAS Avionics
January 20, 2010 - On December 30, 2009, Horizon was the first FAR Part 121 passenger carrier to fly revenue operations with WAAS. They have equipped their Bombardier Q-400 turboprop aircraft with the UNS-1EW Wide Area Augmentation System (WAAS) Flight Management System (FMS).
Horizon Air has identified WAAS as a technology that provides better access into the airports into which they fly and improved passenger service. On Horizon's first day of using WAAS in revenue service, benefits were realized. The Instrument Landing System (ILS) at Portland was out, but Horizon was able to land using WAAS.
Flying with WAAS avionics also mitigates the Receiver Autonomous Integrity Monitoring (RAIM) prediction requirements referenced AC 90-100A.
The FAA has engaged Horizon Airlines in a three-year data collection effort to provide operational data relating to economic and operational advantages of WAAS equipage on a regional airline platform.
Northern Air Cargo Flying New, More Cost Efficient Routes with WAAS
June 3, 2009 - Northern Air Cargo, an air freight carrier based in Anchorage, Alaska, has been certified to begin flying with the Federal Aviation Administration's Wide Area Augmentation System (WAAS). Northern Air Cargo is the first Boeing 737-200 in the U.S. to apply for and acquire supplemental type certification to fly with full WAAS capability.
Equipped to use the extremely accurate navigation service provided by WAAS, Northern Air Cargo can now take advantage of WAAS approach procedures, utilize low and high altitude routes throughout Alaska that require WAAS equipage, and take advantage of other benefits enabled by WAAS. For more information, please see links below.
New GPS Satellites L5 Capability Will Further Enhance WAAS
April 10, 2009 - Today, a recently launched GPS satellite, broadcast the first-ever GPS signal on a new frequency, referred to as L5. This milestone signifies the beginning of a new era of GPS capability that will enhance the performance of both GPS and WAAS for all users. For more information, please see links below.
Airbus to Incorporate Satellite Based Augmentation System (SBAS) Capability on New Aircraft
March 1, 2009 - Airbus is planning to install SBAS capability on its A350 XWB aircraft. For more information, please see related article - Airbus To Install SBAS in A350XWB.
Wide Area Augmentation System Now Available for Learjet 40 XR and Learjet 45 XR Aircraft
February 3, 2009 - Bombardier Aerospace announced today that it is now offering a Wide Area Augmentation System (WAAS) capable Flight Management System (FMS) on Learjet 40 XR and Learjet 45 XR aircraft. The new system is available as a Supplemental Type Certificate (STC) for in-service Learjet 40, Learjet 40 XR, Learjet 45 and Learjet 45 XR aircraft customers and will also be offered as an option on new aircraft. Read the full article.(MS Word)
WAAS and NetJets
December 10, 2008 - The FAA's NextGen Program signed an agreement to implement aspects of the program with NetJets Aviation on December 10. The wide area augmentation system (WAAS) has been mentioned as one of the key technologies of use for this joint venture. Read the full article at Focus FAA.
WAAS Turns "5"
July 10, 2008 - Five years ago today, WAAS was commissioned into the National Airspace System. Since that time, WAAS has enabled many benefits to the aviation community and continues to evolve.
New ICAO Flight Plan Format Coming for RNAV Enroute Procedures
June 2008 - There is a change coming on June 5th in the manner which pilots have to file flight plans if they plan on filing RNAV (GPS) instrument procedures for their navigation. Pilots have to submit the ICAO, vice the FAA flight plan form, in order to get the flight plan accepted due to recent changes to the air traffic control software. While this is not specifically a SATNAV issue, it does affect SATNAV users, so we wanted to provide our subscribers with this information and point you in the right direction for more information. More information can be found in the FAA Air Traffic Bulletin issued on March 8, 2008. The link to the bulletin is provided below.
This expansion was achieved by the integration of nine new international wide-area reference stations (WRS) into the WAAS network. The new WRSs are located in Canada (Goosebay, Gander, Winnipeg, and Iqualuit) and in Mexico (Mexico City, Puerto Vallarta, Merida, Tapachula, and San Jose del Cabo). In addition to extending WAAS coverage to users throughout Canada and Mexico, this expansion also benefits WAAS users within the U.S. who were formerly on the fringes of WAAS coverage.
The incorporation of the Canadian and Mexican WRSs meets two of the FAA Administrator's Flight Plan goals for 2007. The first flight plan goal required that four of the international WRSs be operational by the end of September 2007. The second goal required that the remaining five international WRSs be operational by December 2007, a goal which was met four months ahead of schedule.
This significant milestone for satellite navigation would not have been possible without the commitment and valuable contributions of the Canadian and Mexican aviation authorities who have supported this work at the highest levels under the auspices of the North American Aviation Trilateral Agreement.
For information on WAAS approach procedures currently available, please visit our GPS/WAAS Approaches page.
INMARSAT AOR-W satellite (PRN # 122) and POR satellite (PRN #134) to be phased out
July 2007 (Update) - The Atlantic Ocean Region - West (AOR-W) satellite represented by PRN #122 and the Pacific Ocean Region (POR) satellite represented by PRN #134 will cease WAAS signal-in-space (SIS) transmission on July 30th, 2007.
New WAASGEO broadcast to begin in July
July 2007 - The WAAS broadcast from the Telesat geostationary satellite (PRN #138) will be operation (in Normal mode) and usable by WAAS avionics receivers on July 11. The orbital location of Telesat provides even better WAAS performance to the East Coast (high elevation) and also extends WAAS signal-in-space (SIS) coverage into northeastern Canada.
Test of future performance enhancements of WAAS to temporarily limit coverage in the Northeast
April 2007 - Between April 16th and 23rd, the FAA will be conducting a test of upcoming performance enhancements on the newest Wide Area Augmentation System (WAAS) GEO satellite, the Intelsat Galaxy XV.
WAAS aviation coverage during April 2007 testing
During this test, the Galaxy XV satellite will be unusable by aviation users. The POR & AOR-W satellites will continue to broadcast corrections and integrity information for GPS.
For the duration of the test, WAAS will be unavailable in the Northeast U.S, including all of Maine, New Hampshire, Vermont, Massachusetts, Rhode Island, Connecticut and parts of New York. Accordingly, all uses of WAAS for Instrument Flight Rules (IFR) navigation (including LPV, LNAV/VNAV, and enroute) will be affected for a temporary period in the area impacted by the test. Aviation users should continue to refer to the most recent NOTAMs to determine the level of service at a specific airport.
No impact is expected for the remainder of the U.S. Service will be fully restored no later than April 24th when the test period expires.
WAAS aviation coverage to the Northeast will resume following testing.
Garmin Receives WAAS Certification for GNS 400W/500W series
November 9, 2006 - The GNS 400/500 series have earned the FAA's TSO C146a Gamma-3 certification, which enables pilots who upgrade their Garmin receiver to fly Localizer Performance with Vertical (LPV) guidance approaches and receive GPS navigation via the Wide Area Augmentation System (WAAS). This upgrade will allow thousands of Garmin 400 or 500 series receivers to utilize WAAS starting in 2007. For more information, read the Garmin news release.
WAAS approved for new, lower minimums
March 2006 - In a major step that expands the benefits of satellite navigation for aviation users, the Federal Aviation Administration has announced lower localizer performance with vertical guidance (LPV) approach minima through the use of the Wide Area Augmentation System (WAAS). WAAS is now approved to provide guidance down to 200 feet above an airport's surface for LPV instrument approaches.
Enroll in the FAA Flight Service two-way texting service to communicate with Alaska Flight Service Station (FSS) controllers via text messaging on a cell phone or participating satellite based device.
The services available at this time:
SOS/Emergency/SAR messages
Activate a Flight Plan already on file with FSS
Amend a Flight Plan already on file with FSS
Close a Flight Plan already on file with FSS
At this time, Spot X is the only participating satellite device. We plan to expand the services and devices in the future.
To enroll, update your Master Flight Plan with the appropriate satellite device ID or cell phone number. Once enrolled, you will receive detailed instructions to take advantage of the two-way text capability with controllers.
A pilot request must receive a confirmation message from Flight Service to acknowledge receipt.
Communication with FSS controllers is an additional form of ATC communication in Alaska and is recorded and retained.
Devices that will work today:
ØApple™/Android™ SMS Cell Phones
ØSPOTX™ GPS Tracking Devices
ØDeLorme/Garmin inReach™
ØBIVY Stick
Contact Your Nearest FAA Flight Service (Listed Below)
To Sign Up for the Master Flight Plan Program, eSRS Services, or the Two-Way Texting (2WT) Service download the Alaska Flight Service Master Flight Plan Worksheet and follow the instructions to submit to Flight Service. Follow this link: Alaska Flight Service Master Flight Plan Worksheet Download..
Enrollment or Comments regarding this service may be directed to :
For a complete explanation of special VFR procedures, see 14 CFR 91.157 and Aeronautical Information Manual (AIM) chapter 4 section 4. This page will only give an overview of the procedures.
One of the first rules you should know about special VFR clearances is that we cannot suggest that you ask for one. You, the pilot, have to initiate the request. If you request to enter or depart a surface area that is IFR, we will advise you that an ATC clearance is required, but it is up to you to then request a special VFR clearance if that is what you want.
The next thing you should know is that you must have at least 1 Statute Mile (SM) ground visibility officially reported at the airport in order to land or depart the airport unless you are flying a helicopter. In most cases there will be an official weather report available, but if not, then all you need is 1 SMflight visibility. Also if you are not landing or departing an airport that reports weather, for exampleyou are flying through the class E surface area but are not landing anywhere in the surface area, or you are landing at a location in the surface area other than an airport where weather is reported, then all you need is 1 SMflight visibility.
For example, let's say you are flying a float plane from Whitehorse, Yukon to Yarger Lake which is inside the Northway, AK class E surface area. You monitor the Northway ASOS and it is reporting ¾ SM visibility and ceiling 600 overcast. You call Northway FSS and report that you are inbound from the southeast, have 1 SM flight visibility and are requesting a Special VFR clearance to land at Yarger Lake. The clearance can be issued, but you must maintain at least 1 SM flight visibility at all times. However, in the same situation, if you requested a Special VFR clearance to land at Northway, we would have to say that the Northway visibility is ¾ SM, A-T-C unable to issue entry clearance unless an emergency exists.
In some cases there will be personnel on the airport reporting the weather. In other cases there will only be an automated system on the field, in which case it will be the pilot's responsibility to monitor the automated broadcast to see if 1 SM or more is being reported. In those cases where there is only an automated system, unless the controller issuing the clearance is located on the field, he or she will only have access to the most recent weather information that has been transmitted into the national database, which very well may be different from the current 1 minute weather observation, which is what matters.
For example, let say you want a special VFR clearance to land at Tanana airport. Fairbanks FSS is the only ATC facility that has communications in that area so you would call us for a clearance. First you should monitor the Tanana ASOS broadcast on frequency 135.1 and let's say they are reporting 1 ½ SM visibility. You then call Fairbanks Radio and advise us that the current weather at Tanana is visibility 1 ½ SM and ceiling 800 overcast. We may check the Tanana weather from our system and lets say we show ¾ SM visibility, but that is irrelevant. We can still issue the clearance because you have told us that the visibility is now 1 ½ SM.
Always keep in mind that if you have an emergency situation, declare an emergency and we can issue a clearance no matter how low the visibility is. Don't fly around until you run out of fuel or fly into some mountain because of low visibility.
Alaskas Flight Service Station and RCO Radio Frequency
Location Mapping is now available on the new FAA Weather Camera Program website: https://weathercams.faa.gov,which contains numerous added features and functions.
Alaska RCO's and Frequencies List by Flight Service Station
Kenai (ENA) Flight Service Station
Station Type: Parent
Hours of Operation: Continuous (24 x 7)
RCO Name/Location
Frequency/s
Kenai FSS
121.5 122.65 121.3 243.0
Akhiok
122.6
Anchorage
121.5 122.2 122.3 122.55 255.4
Aniak
121.5 122.45 243.0
Anvik
122.4
Bethel
121.5 122.2 243.0 255.4
Cantwell
122.5
Cape Newenham
122.3
Cape Romanzof
122.1
Chickaloon
126.45
Emmonak
122.55
Farewell
122.1 121.5(OTS UFN)
Girdwood
122.15
Gulkana
121.5 122.2 243.0 255.4
Hooper Bay
122.4
King Salmon
121.5 122.2 121.9 243.0 255.4
Kipnuk
122.6
Kodiak
119.8
Lake Clark Pass West
121.2
Lake Clark Pass East
121.1
Mekoryuk
122.0
Nikishka
122.0
Old Harbor
122.5
Paxson
122.3
Pillar Mountain
122.1
Platinum
122.5
Port Heiden
122.2
Pribilof
122.5
Quinhagak
122.1
Saint Marys
122.35
Saint Paul Island
122.45
Seward
122.6
Soldotna
122.35
Sparrevohn
122.5
Stuck
122.1
Tahneta Pass
122.4
Tatalina
122.3
Togiak
122.25
Woody Island
121.5 122.2
Cold Bay (CDB) Flight Service Station
Station Type: Satellite
Parent Facility: Kenai FSS
Hours of Operation: 0800-1745 local
RCO Name/Location
Frequency/s
Cold Bay
121.5 122.2 123.6
King Cove
122.25
Nelson Lagoon
122.4
Sand Point
122.3
Unalaska
122.6
Frequencies monitored/operated by parent FSS when closed.
Dillingham (DLG) Flight Service Station
Station Type: Satellite
Parent Facility: Kenai FSS
Hours of Operation:
9/15 to 5/15: 0745-2145 local
5/16 to 9/14: 0745-2345 local
RCO Name/Location
Frequency/s
Dillingham FSS
121.5 122.3 123.6
Kemuk Mountain
122.55
Frequencies monitored/operated by parent FSS when closed.
Kenai Flight Service Station Satellite FSSs That Do Not Have RCOs
Name/Location
Hours Of Operation
Frequency/s
Homer FSS
0600-2130 local
121.5 122.2 123.6 243.0
Iliamna FSS (seasonal)
5/15 to 10/15
0545-2145 local
121.5 122.2 123.6
McGrath FSS (seasonal)
5/1 to 9/30
0900-1845 local
121.5 122.2 122.65 123.6
Palmer FSS
M-F 0800-1800 local; Sat 0600-2130 local; Sun 0900-1700 local
122.4 123.6
Talkeetna FSS
9/16 to 4/15
0800-1745 local
4/16 to 9/15
0800-2000 local
122.2 123.6
When satellite FSS is closed frequencies are monitored/operated by Kenai FSS
Fairbanks (FAI) Flight Service Station
Station Type: Parent
Hours of Operation: Continuous (24 x 7)
RCO Name/Location
Frequency/s
Fairbanks FSS
121.5 122.2 122.45 122.6 243.0 255.4
Anaktuvuk Pass
122.15
Atigun
122.6
Bettles
121.5 122.2
Big Delta
121.5 122.2 243.0 255.4
Black Rapids
122.4
Coldfoot
122.0
Fish
122.1
Fort Yukon
122.05
Franklin Bluffs
122.1
Frozen Calf
121.1
Galena
121.5 122.2
Healy
122.4
Huslia
122.4
Indian Mountain
122.6
Kaaruk
122.4
McKinleyRCO
122.1
Minchumina
122.2
Murphy Dome
122.3
Nenana
121.5 122.5
Point Lay
122.4
Ruby
122.25
Tanana
121.5 122.65
Wainwright
122.5
Yukon River Bridge
122.15
Deadhorse (SCC) Flight Service Station
Station Type: Satellite
Parent Facility: Fairbanks FSS
Hours of Operation: 0600-2130 local
RCO Name/Location
Frequency/s
Deadhorse FSS
121.5 122.2 123.6
Barter Island
122.0
Nuiqsut
122.5
Frequencies monitored/operated by parent FSS when closed.
Kotzebue (OTZ) Flight Service Station
Station Type: Satellite
Parent Facility: Fairbanks FSS
Hours of Operation: 0700-2400 local
RCO Name/Location
Frequency/s
Kotzebue FSS
121.5 120.3 122.2 123.6
Ambler
122.0
Buckland
122.3
Cape Lisburne
122.3
Deering
122.25
Kivalina
122.65
Noatak
122.4
Point Hope
122.25
Selawik
122.5
Frequencies monitored/operated by parent FSS when closed.
Nome (OME) Flight Service Station
Station Type: Satellite
Parent Facility: Fairbanks FSS
Hours of Operation: 0715-2245 local
RCO Name/Location
Frequency/s
Nome FSS
121.5 122.2 122.45 123.6 243.0
Brevig Mission
135.6
Elim
122.15
Gambell
122.0
Golovin
122.05
Koyuk
122.35
Newton Peak
122.5
Savoonga
122.3
Shishmaref
122.4
Tin City
122.6
Unalakleet
121.5 122.3
Frequencies monitored/operated by parent FSS when closed.
Northway (ORT) Flight Service Station (Seasonal)
Station Type: Satellite
Parent Facility: Fairbanks FSS
Hours of Operation: 5/1 to 9/30: 0915-1845 local
RCO Name/Location
Frequency/s
Northway FSS
121.5 122.2 122.65 123.6 243.0
Eagle
122.3
Knob Ridge
122.6
Mentasta
121.4
Taylor Mountain
121.35
Tok
122.4
Frequencies monitored/operated by parent FSS when closed.
Fairbanks Flight Service Station Satellite FSSs That Do Not Have RCOs
Name/Location
Hours Of Operation
Frequency/s
Barrow FSS
0600-2200 local
121.5 122.2 122.6 123.6
When satellite FSS is closed frequencies are monitored/operated by Fairbanks FSS
Juneau (JNU) Flight Service Station
Station Type: Parent
Hours of Operation: Continuous (24 X 7)
RCO Name/Location
Frequency/s
Juneau FSS
121.5 118.7 122.2 243.0
Alsek
121.4
Cape Spencer
122.6
Cordova
121.5 122.2 123.6 243.0
Duncan Canal
122.1
Gustavus
121.5 122.65
Haines
121.5 122.6
Hoonah
122.35
Johnstown Point
122.1
Juneau Downtown
122.15
Lena Point
122.25
Middleton Island
121.5 122.05 243.0
Mount Eyak
122.5
Mount Fanshaw
`121.0
Naked Island
133.15
Potato Point
122.4
Robert Baron
121.1
Skagway
122.4
Thompson Pass
122.55
Valdez
121.5 122.2
Williams Mountain
122.55
Yakataga
122.5
Yakutat
121.5 122.7 123.6 243.0
Ketchikan (KTN) Flight Service Station
Station Type: Satellite
Parent Facility: Juneau FSS
Hours of Operation: 0615-2115 local
RCO Name/Location
Frequency/s
Ketchikan FSS
121.5 122.2 123.6 243.0
Annette Island
122.4
Boca De Quandro
119.3
High Mountain
121.5 121.2 243.0
Klawok
122.25
Ratz Mountain
122.15
Sunny Hay Mountain
120.9
Frequencies monitored/operated by parent FSS when closed.
Sitka (SIT) Flight Service Station
Station Type: Satellite
Parent Facility: Juneau FSS
Hours of Operation: 0600-2145 local
RCO Name/Location
Frequency/s
Sitka FSS
121.5 122.2 123.6 243.0
Angoon
122.4
Biorka Island
122.3
Finger Mountain
120.4
Gunnuk Mountain
122.175
Kake
122.175 122.65
Kruzof
122.05
Kuiu
121.3
Level Island
122.3
Petersburg
122.35
Wrangell
122.45
Frequencies monitored/operated by parent FSS when closed.
The graphic depicts the routes that are typically flown by flight-seeing commercial aircraft over the White Mountains between Fairbanks and Fort Yukon, and between Fairbanks and the Arctic Circle (just north of Beaver, AK). Aircraft are encouraged to use the Common Traffic Advisory Frequency 122.750 to make position reports.
The chart depicts the VFR reporting points commonly used by those flying in this area. The coordinates for these points are listed below, along with altitudes used for each segment of flight. When making a position report, give location, altitude, destination and/or direction of flight. Example: "White Mountain Traffic, Cessna 1234, Lime Peak, 7,500 feet, enroute Fort Yukon."
ALL AIRCRAFT SHOULD FLY WITH THEIR LIGHTS ON. Be aware that routes may cross or parallel IFR airways.
BE ALERT! Climb early, stay high. Be sure your aircraft has the performance capability to operate in mountainous terrain. Obtain a current altimeter setting from the nearest facility. Check weather for route of flight, and file a flight plan.
Tour aircraft may have their radios turned down to talk to their passengers and therefore may miss a report. ALWAYS presume that other aircraft may be in your area and might have missed your call.
Expect the heaviest traffic in this area during the April - September months.
Be sure you report the correct altitude you are flying in order to maximize separation and minimize the mid-air potential.
Be sure to study up on your mountain flying techniques before flying in the mountains. There are many excellent books and pamphlets available. Consider reviewing and brushing up on your flying skills with a flight instructor.
Cape Lisburne NEW!, Cape Newenham, Cape Peirce, Cape Seniavin, Icy Cape NEW!, St. George Island & St. Paul Island
Posted Monday October 6, 2008 This page incorporates five pre-existing advisory areas currently listed in the Alaska Supplement and adds two new areas, (Cape Lisburne and Icy Cape).
Preferred Arrival & Departure Routes into the Airports at St. George & St. Paul Islands
The National Marine Fisheries Service and the U.S. Fish and Wildlife Service requests pilots maintain a minimum altitude of 1,000 feet above ground level (AGL) within a 1 mile radius of any of the coastline of the Pribilof Islands (St. Paul, St. George, Sea Lion Rock, Walrus, and Otter Islands) from 14 May until 14 December. Flights less than 1,000 feet AGL and less than 1 mile seaward or � mile landward may harass marine mammals and seabirds. Harassment of wildlife may increase the incidence of bird strikes and violate the Marine Mammal Protection Act.
During approach and takeoff from St. George to the east a right bank turn is recommended between � and 1 mile from the end of the runway to heading 060� True or 240� True. During approach and takeoff from St. Paul follow aircraft advisory corridors to the north and south. Inter-island flights along heading 138� True or 318� True should avoid the aircraft advisory zones if less than 1,000 feet AGL and within 1 mile of any coastline except as recommended above.
YOUR SUPPORT AND COOPERATION IS REQUESTED TO MINIMIZE DISTURBANCE TO WALRUS RESTING AT CAPE NEWHENHAM AND CAPE PEIRCE
THESE ARE IMPORTANT RESTING AREAS FOR PACIFIC WALRUS. Each summer, thousands of walrus migrate into Bristol Bay to feed on rich beds of clams and other marine organisms. Between feeding cycles, they come to shore to rest at isolated resting areas (haulouts) distributed around the shoreline in the Togiak National Wildlife Refuge.
WALRUS ARE SENSITIVE TO HUMAN DISTURBANCES.Although responses to human activities are variable, walrus will often flee haulouts in response to the sight, sound, or odor of humans or their machines. Trampling deaths associated with haulout disturbance is one of the largest known sources of natural mortality for walrus. Frequent or prolonged disturbances may even result in long term haulout abandonment.
DISTURBING WALRUS IS AGAINST THE LAW. Operating an aircraft or boat in a manner which results in disturbing, harassing, herding, hazing, or driving of walrus is prohibited under provisions of the Marine Mammals Protection Act and Federal Airborne Hunting Act.
YOU CAN HELP MINIMIZE DISTURBANCES TO WALRUS AT CAPE NEWENHAM AND CAPE PEIRCE. To ensure that walrus are not disturbed, please follow these guidelines between April 1st and October 31st when traveling near Cape Newenham and Cape Peirce:
Fixed wing aircraft remain at altitudes greater thatn 2,000 feet above ground level (AGL) within 1/2 mile of Togiak National Wildlife Refuge boundary within one (1) nautical mile of the boundary. If cloud conditions necessitate flying lower than these recommended altitudes, please pass inland to avoid flushing walrus from the beach.
Walrus are particularly sensitive to changes in engine noise and are more likely to stampede off beaches when planes turn or fly low overhead - please avoid circling or turning while in the area of the haulout.
Aircraft visiting Togiak National Wildlife Refuge should land well away from the haulout and only taxi as close to the haulout as is necessary for landing and take off. Approaching the haulout by foot will greatly reduce the amount of disturbance to the animals resting at the haulout.
Marine vessels are requested to remain at least 1/2 mile from shore when transiting past Cape Newenhame and Cape Peirce.
THANK YOU FOR YOUR HELP AND COOPERATION.
To report incidences of harassment contact:
USFWS Law Enforcement Division: 1-800-858-7621
United States Department of the Interior Fish and Wildlife Service Marine Mammals Management Field Office 1011 E. Tudor Road Anchorage Alaska 99503-6199 Toll free: 1-800-362-5148; fax 786-3816
YOUR SUPPORT AND COOPERATION IS REQUESTED TO MINIMIZE DISTURBANCE TO WALRUS RESTING AT CAPE SENIAVIN
CAPE SENIAVIN IS AN IMPORTANT RESTING AREA FOR PACIFIC WALRUS. Each summer, thousands of walrus migrate into Bristol Bay to feed on rich beds of clams and other marine organisms. Between feeding cycles, they come to shore to rest at isolated resting areas (haulouts) distributed around the Bay. In recent years, the number of walrus using the haulout at Cape Seniavin on the Alaska Peninsula has increased substantially and this haulout has become one of the most important resting areas for walrus in Alaska.
WALRUS ARE SENSITIVE TO HUMAN DISTURBANCES.Although responses to human activities are variable, walrus will often flee haulouts in response to the sight, sound, or odor of humans or their machines. Trampling deaths associated with haulout disturbance is one of the largest known sources of natural mortality for walrus. Frequent or prolonged disturbances may even result in long term haulout abandonment.
DISTURBING WALRUS IS AGAINST THE LAW. Operating an aircraft or boat in a manner which results in disturbing, harassing, herding, hazing, or driving of walrus is prohibited under provisions of the Marine Mammals Protection Act and Federal Airborne Hunting Act.
YOU CAN HELP MINIMIZE DISTURBANCES TO WALRUS AT CAPE SENIAVIN. To ensure that walrus are not disturbed, please follow these guidelines between April 1st and October 31st when traveling near Cape Seniavin:
Fixed wing aircraft remain at altitudes greater than 2,000 feet above ground level (AGL) within 1/2 mile of Cape Seniavin (56� 24' N, 160� 09' W). Helicopters remain at altitudes greater than 5,000 feet AGL within one (1) nautical mile of the Cape. If cloud conditions necessitate flying lower than these recommended altitudes, please pass inland to avoid flushing walrus from the beach.
Walrus are particularly sensitive to changes in engine noise and are more likely to stampede off beaches when planes turn or fly low overhead - please avoid circling or turning while in the area of the haulout.
Aircraft visiting Cape Seniavin should land well away from the haulout and only taxi as close to the haulout as is necessary for landing and take off. Approaching the haulout by foot will greatly reduce the amount of disturbance to the animals resting at the haulout.
Marine vessels are requested to remain at least 1/2 mile from shore when transiting past the Cape.
THANK YOU FOR YOUR HELP AND COOPERATION.
To report incidences of harassment contact:
USFWS Law Enforcement Division: 1-800-858-7621
United States Department of the Interior Fish and Wildlife Service Marine Mammals Management Field Office 1011 E. Tudor Road Anchorage Alaska 99503-6199 Toll free: 1-800-362-5148; fax 786-3816
For the duration of the test, WAAS will be unavailable in the Northeast U.S, including all of Maine, New Hampshire, Vermont, Massachusetts, Rhode Island, Connecticut and parts of New York. Accordingly, all uses of WAAS for Instrument Flight Rules (IFR) navigation (including LPV, LNAV/VNAV, and enroute) will be affected for a temporary period in the area impacted by the test. Aviation users should continue to refer to the most recent NOTAMs to determine the level of service at a specific airport.
![[Link Brochure ESRS information ]](/sites/faa.gov/files/about/office_org/headquarters_offices/ato/ESRS_334X299.jpg)
