The future of DIGITAL NOTAMs

https://www.youtube.com/watch?v=jrH9...=results_video

I don't know what the timeline is for this MAGIC - but I for one CAN'T WAIT! Looking at pages of NOTAMS for up to 10 different airports (as an example) on a single flight is killing me smalls.

 

That YouTube video is probably as close as you'll come to digital notams for the next decade. The FAA has been touting "NextGen" for over 20 years and so far has produced a big bag of nothing.

 

I can't wait. I hate spending 15 minutes on every turn going through multiple notams for a single airport. I feel like I am the only one doing this, when the other guy looks over and gives me the "what is he doing?".

 

Why would you have NOTAMs for 10 different airports on a single flight?

Even with Long Range Navigation/ETOPs alternates I've never had more than 8 -- and that was unusual.

 

Uhhhhh........because it is part of my job???

On the first MORNING of my next trip KC - I will be visiting 8 different airports. I can't remember how many I will visit that afternoon. While inspecting a single VORTAC, I may visit 5-8 airports as an example in a single inspection.

Razorback VORTAC (RZC) is a good example:
KVBT VOR-A
KVBT VOR/DME-B
K5M5 VOR/DME RWY 13
KH34 VOR/DME OR GPS RWY 12
KH34 VOR/DME RWY 12
KROG VOR RWY 2
KROG VOR/DME RWY 20
KSLG VOR-A
KASG VOR RWY 18
KASG VOR/DME RWY 36

It isn't the length of your trip, but what you do between takeoff and landing.

 

Video is already 3 years old... so wouldn't hold breath. But yes, I love the digital future and the possible amazing use of FIS-B services.

It is interesting that approach charts are still all formulated via text description and the FAA / Jeppeson are rendered from this (at least of 4 years ago), so superimposing the closed runways etc or all possible NOTAMS in an automated fashion may be quite difficult.

How do the airlines get NOTAMs from FIS-B/ADS-B? It is pretty trivial for us bugsmashers using the G1000 or even Foreflight/Garmin, etc. I have been amazed at the traffic I don't see when I first got my ADS-B setup.

Have any of you guys used the NextGen DataComm services yet (not just ERAM)? I think that will be widely operational in a few years, another huge game-changer.

 

You aren't the only one, you are the OTHER one. I get the same deer in the headlights look when I brief them.




Did anyone notice the closing music sounds like the introduction to Pushing Tin?

 

I remember one flight from Bangalore (VOBL) to Mumbai (VABB) when I had to go through 64 pages,...PAGES of NOTAMS! Unfortunately we were 20 minutes minutes late blocking out because of this. I remember one of the NOTAMS had been active for 9 years.
fbh

 

Oh yeah, those VORs need testing. How long are they slated to be around?
With everything going to RNAV RNP, I imagine a day very soon that flying an NDB or VOR approach in the USA will be a thing of the past.

During my trips I prefer to takeoff, eat, sleep, fly, eat, sleep, fly ,and then land.

 

I have a question you might be able to answer.

AC 90-108 Use of Suitable Area Navigation (RNAV) Systems on Conventional Routes and Procedures discusses when you can and can't use RNAV systems to substitute for an inoperative NAVAID.

For example, you can't substitute an RNAV system for a out-of-service NAVAID when the navigation or procedure is NA (not authorized), when substituting for a final approach course, or substituting for a LOC or BCLOC final approach course.

With that being said, with the invention of RNAV RNP procedures, why would you still need to have raw data on a final approach course? The tolerances for an RNP approaches are tighter and safer than raw data VOR or NDB. Most operators today fly VOR and NDB approaches in LNAV/VNAV or similar fashion. If combined with RNP procedures, who cares if the NAVAID was working or not? Maybe not the right question. The FAA apparently cares. How about, why do they care? What am I missing?