Implicit in human achievement from the moment our ancestors climbed down from the trees to stand upright in the tall grass of the savannah has been the Law of Unintended Consequences. It works like this: Leave the arboreal sanctuary for the foraging temptations of the plains, and you increase your vulnerability to predation, perhaps winding up as some larger creature's lunch — and possibly leading to extinction of your species.
Here are prominent references addressing the necessity for the Strategic Lateral Offset Procedure and how and where it can be flown:
International Civil Aviation Organization, Document 4444, Air Traffic Management (PANS-ATM), Chapter 16 (“Miscellaneous Procedures”), Paragraph 5. This is the source document for the justification, implementation, definition, and execution of the Strategic Lateral Offset Procedure in oceanic and “remote continental” airspace. The section is short and to the point, including:
It took a data link mandate in the North Atlantic and, finally, pressure from airframe OEMs and operators, but avionics manufacturers are stepping forward with Future Air Navigation System 1/A options and upgrades to allow customers continuous unimpeded access to prime aerial real estate in the North Atlantic region, especially on the Organized Track System.
(See “CPDLC: Texting for Pilots,” October 2013 B&CA, page 80.)
How can you protect yourself or your employer from the fate of Avantair's program participants?
Begin with due diligence. “The structure of Avantair was very unusual in terms of their customer contracts and their capacity to deal with the situation they ultimately wound up in,” said Mike Riegel, president of Aviation IQ, a California-based consultancy. “Their contracts do not guarantee liquidity. All the major providers do. So this is obviously something to look at when considering a provider, especially one that is also operating a charter card program.”
2002—Steven F. Santo, an attorney, pilot and former prosecutor, conceives Avantair, a fractional aircraft ownership program based solely on the Piaggio P180 Avanti turboprop. Service launches following year.
2005 – Having moved from New Jersey to Clearwater, Fla., Avantair operates 16 Avantis for 100 shareowners and announces plans to add another 20 aircraft within a year. The publicly traded firm adds charter card program.
2008 — Employs some 400 people; takes delivery of its 50th P180; announces 58 more Avanti IIs on order.
You could almost hear a collective gulp within the business aviation community last August when a U.S. Bankruptcy Court ordered Chapter 7 liquidation of Avantair, the Clearwater, Fla.-based fractional aircraft ownership program.
“A lot of the places you go, you might have to talk people through the process, but these guys knew what they were doing, very competent and impressive.” This was the appraisal of a long-range business jet captain employed by a major U.S. technology company about the quality of ground support he'd received at Gimpo International Airport during a recent trip to the Republic of South Korea.
Standing before hundreds of business aviation operators clustered into hotel ballrooms at annual NBAA International Operators Conferences over the past decade, Bill Stine has urged attendees to begin mapping out plans for equipping their transcontinental business jets with FANS 1/A avionics.
If you're willing to dig for it, one of the great troves of information regarding operations in Europe and the North Atlantic region is ICAO's Paris website, or more formally, “The European and North Atlantic Office [EUR/NAT] of ICAO.” It can be found at www.paris.icao.int/welcome/welcome.htm
While the objective of the North Atlantic Data Link Mandate is safety, data link equipage is also the enabling technology for reduced lateral and longitudinal separation (RLongSM) programs that will be introduced in the immediate future in the North Atlantic Track System. As such, it is expected to facilitate increased capacity and offer operators more options for preferential flight levels and tracks. Here is a description of the separation reduction programs and phased introduction schedules:
To “unleash the potential for development of innovative civil applications” for unmanned aircraft in Europe, a 2012 European Commission white paper stated, “the first priority is to achieve a safe integration of RPAS [Remotely Piloted Aircraft Systems] into the European air system as soon as possible.”
While the FAA refused to provide an executive-level employee for BCA to interview on unmanned aircraft integration, its Public Affairs office invited us to submit questions. Here are the FAA's responses to some of those queries:
BCA: Does the FAA have any idea how many UASes, both civil and military, are being operated right now in the NAS? How many COAs has the FAA awarded to operators?
On the night of Dec. 20, 1995, American Airlines Flight 965, a Boeing 757 carrying 151 passengers and eight crewmembers, crashed on a 9,800-ft. mountaintop while attempting a straight-in approach to Runway 19 at Alfonso Bonilla Aragon International Airport at Cali, Colombia. Only five passengers survived the accident, one of whom died later in hospital.
In recent years the number of airlines operating Boeing's long-range, high capacity 777 (particularly the -300 series, but also some smaller -200s) has increased noticeably at the UK's premier international gateway....More
ATR 72-212A B-22810, operated by Transasia Airways, was the aircraft that crashed while trying to land at Makung. The aircraft, s/n 642, first flew in June 2000 and was delivered to Transasia Airways in July 2000....More