Date: 201404
Local time of day: 0001-0600
Location: ABQ.Airport, NM
Flight conditions: VMC
Light: Night
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Operating under: Part 121
Mission: Cargo / Freight / Delivery
Flight phase: Initial Approach
Airspace: Class E ABQ
ATC / advisory: TRACON ABQ
Aircraft component: GPS & Other Satellite Navigation
Reporter organization: Air Carrier
Reporter function: Pilot Flying; First Officer
Second reporter function: Captain; Pilot Not Flying
Anomaly: Inflight Event / Encounter Other / Unknown
Detector: Automation Aircraft Other Automation; Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Issued New Clearance; Flight Crew Took Evasive Action
Contributing factors: Environment - Non Weather Related; Human Factors
Primary problem: Environment - Non Weather Related

Narrative: While enroute to ABQ International; ABQ Center advised us that White Sands was conducting a test/exercise that may affect our GPS navigation. About that time; we received an 'ATC Fault' EICAS message and the transponder had a 'fail' light illuminated. ATC stated that was related to the exercise/test and that they still were receiving our normal transponder information. They further stated they would provide us with vectors if we lost GPS navigation capability. None was required because our GPS navigation on the KRKEE1 arrival appeared normal with no EICAS advisories. ABQ was landing with Runway 26 as the primary; so we requested the RNAV visual 26 once we had the airport in sight. As we approached STIKI; we received a 'Terrain Pos' EICAS message and all terrain information disappeared from our HSI map display. We thought this was related to the GPS jamming exercise and informed ABQ Approach that we wanted to discontinue the approach to Runway 26. We requested and executed an uneventful visual approach to Runway 21. I can only assume that we lost our terrain information because of the White Sands test. We feel that White Sands picked a very bad time to test their GPS jamming capabilities; especially considering ABQ is one of those airports where mountainous terrain is a major concern to all arriving and departing aircraft. We would hope that all future testing would occur when ABQ Intl is in daylight; VMC conditions. To do otherwise is unnecessarily risking an aircraft to inadvertently fly into the surrounding terrain.


Second narrative: NOTAM's for GPS jamming in the White Sands/TCS area in flight paperwork; so GPS jamming was 'known to occur' to this segment of flight. ABQ Center notified all on frequency; that '...if loss of NAV happened; they would provide vectors...' (First time this type of transmission was heard. Previous flights had ATC FAULT EICAS messages; and ATC FAIL light; but mode C and transponder data had continued to be received by ABQ Center. Enroute to ABQ; ATIS was calling Runway 26/21 as duty runways due to high winds. Crew planned and briefed RNAV visual 26; and set up FMS for that approach (VFR conditions/smooth air/gusty winds from the southwest.) KRKEE 1 arrival; with the RNAV 26 transition was flown normally; until STIKI; whereupon 'TERR POS' EICAS message displayed; and both EHSI terrain views blanked; (magenta line route/fixes appeared to be normal) Aircraft continued on course; with no noticeable course correction; but crew suspected route data to be un-reliable due to previous mention of GPS jamming. Without a terrain display; in ABQ area; and known high terrain in area of airport; crew elected to discontinue approach to 26; informed ATC Approach; and was given vectors to a downwind to visual Runway 21. Landing on 21 was uneventful. Captain called ABQ ATC to describe the events of this approach; and talked with them for approximately 10 minutes. They too were concerned that the GPS jamming created such a large scale disruption on my flight. They suggested; (and informed me that they would also call ABQ Center) I called ABQ Center; and explained the events of this flight. From the information I received from my Operations Center; they did indeed call Center; and subsequently my company. What was discussed is not known by me. The GPS jamming; in a high terrain airport area; at night; with a runway that abuts high terrain; is an accident waiting to happen. If the jamming is necessary; it should be done at a time when the possibility of a CFIT is lowest. Daytime/no wind/minimum terrain/runway difficulties.


Synopsis: Air Carrier flight crew reports loss of GPS navigation capability due to military jamming; approaching ABQ at night.