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Lighting Systems - Contacts
Spectrum Testing and Engineering Analysis Office, AJW-1C4
The mission of the Spectrum Testing and Engineering Analysis Office focuses on providing for and protecting the radio frequency spectrum required to support civil aviation communications, navigation, and surveillance (CNS) services. This division also ensures that the spectrum engineering requirements for new civil aviation CNS systems and functions are satisfied. Accomplishing this mission requires extensive studies and technical preparation; coordination within FAA; and participation as the U.S. aviation representative or key U.S. delegation member in FAA, U.S. Government and industry, and international civil aviation and telecommunications forums.
Spectrum Planning and International Office, AJW-1C3,
The Spectrum Planning and International Division focuses on providing for and protecting the radio frequency spectrum required to support civil aviation communications, navigation, and surveillance (CNS) services.This division also ensures that the spectrum engineering requirements for new civil aviation CNS systems and functions are satisfied.
Accomplishing this requires extensive studies and technical preparation, coordination within FAA, and participation as the U.S. aviation representative or key U.S. delegation member in FAA, U.S. Government and industry, and international civil aviation and telecommunications forums.
NAS Implementation - Avionics Development
To use GPS, WAAS, and/or GBAS in the National Airspace System, equipment suitable for aviation use (such as a GPS receiver, WAAS receiver, GBAS receiver, or multi-mode receiver) must be designed, developed, and certified for use, and then installed according to an approved design. To ensure standardization and safety of this equipment, the FAA plays a key role in the development of this equipment and works closely with industry in this process.
Within the FAA, the Aircraft Certification Service organization (AIR-130) is responsible for the development of Minimum Operational Performance Standards (MOPS) and Technical Standard Orders (TSO), and is the prime focal point for certification of all avionics equipment within the FAA.
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The avionics development process results in safe, standardized satellite navigation avionics, developed in concurrence with industry. Due to the growing popularity of satellite navigation and potential new aviation applications, there are several types of GPS-based receivers on the market, but only those that pass through this certification process can be used as approved navigation equipment under instrument flight rules (IFR) conditions.
National Airspace System Implementation
The objective of National Airspace System Implementation is to develop the operational infrastructure to support the certification process for satellite navigation and provide the technical basis for the development of GPS operational procedures for all phases of flight. NAS Implementation communicates and cooperates with numerous governmental and non-governmental agencies to pave the way for a smooth transition to satellite navigation.
The FAA's GPS implementation activities are dedicated to the adaptation of the NAS infrastructure to accept Satellite Navigation (SatNav) technology. In short, implementation puts an operational face on satellite navigation for NAS users and service providers. The implementation team is instrumental in ensuring that each aspect of the NAS infrastructure is prepared for satellite navigation through the management and coordination of a variety of overlapping NAS implementation projects.
Useful Information When Flying in Southeast Alaska
Generally, weather patterns ranging from Prince William Sound to Ketchikan are dominated primarily by low pressure systems advecting warm, moist, Pacific Ocean air over steep mountainous shorelines throughout the area causing precipitation from onshore and upslope flow, temperature inversions, and other surface based frictional effects. The region is classified as having a maritime climate and coastal areas located along the central and Southeastern portion of the region are consistent with rain forest climactical characteristics. Seasonal changes are good indicators of the type of weather that can be expected in the region.
During the winter months as the polar air mass moves southward and strengthens with the jet stream, clear skies associated with high pressure centers located in Northwestern Canada may be seen frequently. The development of arctic air masses situated within the polar airmass establish frontal boundaries along steep temperature gradients which divide these air masses. Frontal activity associated with the pressure systems also plays a major role in weather development along the interior coastal areas of the Southeast. Cold stable air during the winter will generally cause widespread uniform precipitation and low level stratiform clouds. Scattered areas of IFR conditions are common due to decreased visibility associated with frequent bouts of heavy snowfall, mountain obscuration, and radiation fog and rain induced fog. Icing can be a threat year round in the region and is amplified during the winter months when a low-pressure system situated over the ocean brings moisture over the dominant colder air masses inland. Normally, this is apparent by the presence of occluded fronts depicted on the surface analysis charts. It is not uncommon to have multiple freezing levels even during the winter months in the panhandle area.
During the summer months diurnal effects of radiational heating and cooling will cause convective turbulence and windshear associated with instability. Sea breezes and upslope wind flow are often responsible for adverse weather conditions along mountainous coastal areas.
Pressure gradient force is a major factor in the development of localized weather systems. The steep slopes of the mountainous terrain along with the existence of numerous and very large glaciers, located throughout the region, have a tremendous impact when combined with strong winds. The venturi effect of winds blowing through narrow passes and valleys causes lifting, when the air is moist. IFR conditions may develop, windshear and mechanical turbulence can be extreme depending on the velocity of the wind. Areas such as Valdez, Yakutat, and Juneau have specific terrain features that can cause adverse conditions whenever strong winds from specific directions are present. Wind blowing over glaciers adds a temperature factor. Many of the glaciers situated throughout the region create their own weather patterns in the immediate vicinity.
Specific to aviation, weather reports and pilot reports are of extreme importance throughout the area due to the characteristic of localized weather development. The specific area's containing adverse conditions are often not large enough to warrant regional issuance of weather advisories.
On July 6, 1984, local helicopter pilot David Scheytt and his co-pilot, Doug Brown, were notified of an aircraft crash in a pond near the Juneau Airport. Reacting immediately, the two raced for a helicopter and proceeded to the scene of the accident. Upon their arrival, they found the passenger, Alaska Sate Trooper Nils Monsen, injured and in shock near the submerged wreckage of the aircraft, while the pilot, Trooper Cpl. Warren Grant, was still strapped in the cockpit. Mr. Brown leaped into the water, dove down to free Cpl. Grant, and brought him to the surface. In the meantime, Mr. Scheytt ferried Trooper Monsen to shore into the hands of rescuers, and then returned to the crash site. The heroic actions of this crew undoubtedly saved at least one life on this date and forever earned the gratitude and respect of the Alaska State Troopers, and the families and friends of the victims.
Less than one year later, Mr. Scheytt tragically lost his life when the helicopter he was flying crashed near the Greens Creek Mine on Admiralty Island.
In honor of his heroic achievement and his selfless actions, the Alaska Peace Officers Association and the Federal Aviation Administration are proud to dedicate this building to the memory of …
Mr. David Scheytt