Wide Area Augmentation System WAAS

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Wide Area Augmentation System(WAAS)

• Dan Hanlon
• WAAS Program Manager

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Why Augment GPS?

• GPS provides significant benefits to aviation
• GPS has been authorized for use in aviation since
  1992
• Over 3500 non-precision GPS instrument procedures
  have been developed
• Current GPS constellation cannot support
  requirements for all phases of flight
• Integrity is not guaranteed
• All satellites are not monitored at all times
• Time-to-alarm is from minutes to hours
• No indication of quality of service
• Accuracy is not sufficient
• Even with SA off, vertical accuracy gt 10 m
• Availability and continuity must be met

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What is WAAS?

• WAAS augments the GPS constellation to meet the
  necessary integrity, availability, accuracy, and
  continuity for use in all phases of flight at all
  runway ends

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WAAS Components

• WAAS consists of
• 25 reference stations
• 2 master stations
• 2 geosynchronous satellites
• 3 uplink stations

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WAAS Capabilities

• Why invest in WAAS?
• Enhances en-route navigation performance over GPS
  alone
• Enhances non-precision approach capability over
  GPS alone
• Allows WAAS equipped users to fly 739 published
  LNAV/VNAV procedures to minimums as low as 350
  feet
• Allows WAAS equipped users to fly new LPV
  procedures which provide precision approach
  capability to runways where there is no ILS.
  These can be flown to minimums to as low as 250
  feet
• 100 Coverage CONUS Alaska From 100,000 Ft. To
  Surface (LNAV)
• Horizontal Accuracy lt1.5M
• Vertical Accuracy lt3M
• Better Than 99.99 Availability Of System
• 95 Availability In CONUS Of Approach with
  Vertical Guidance
• 350 Minimum
• WAAS Specific Approaches (LPV) Published
• Sep 2003 - 250 Minimums

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Area Navigation Availability

• Dashed black line indicates NPA coverage

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Current LPV Approach Availability
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WAAS Schedule

• IOC (Initial Operating Capability)
• Incremental improvements
• Ground system development ends
• System improvements will be brought online
  incrementally
• End state performance will result in greater
  availability of approach with vertical guidance
  (LPV - 250 foot minimums)
• 99 CONUS
• 95 in most of Alaska
• Two GEOs in view to all users over all CONUS and
  Alaska
• GPS modernization
• L5 frequency (block IIF GPS III)
• WAAS 200 minimums (first WAAS precision
  approach)
• Better interference mitigation

• 2003
• 2003 - 2008

• 2007
• 2013

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Development Activities

• System Enhancements
• 13 Additional WRSs To Improve Availability And
  Coverage
• 4 Alaska
• 5 Mexico
• 4 Canada
• Provide Two GEO Satellites In View To All Users
• Enhancing The Terrestrial Communications
• More Efficient Monitor Algorithms
• Enhanced OM Efficiency
• Equipment Upgrade Using COTS When Feasible

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WAAS CapabilitiesFor Aviation
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Airspace Benefits

• Aids in transition to more advanced navigation
  capability
• WAAS supports RNP
• Provides very high quality navigation signal for
  lower RNP values (better than .11)
• Improves airspace system efficiency and capacity
• Complex procedures available to all aircraft
• Advanced arrival and departure procedures
• Promotes airspace redesign
• Guidance through position velocity time (PVT)/FMS
  RNAV
• Cost savings by decommissioning of redundant
  ground based navigation aids

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Business Regional Aviation Benefits

• Significant increase in number of available
  airports with precision approach capabilities
• Backup approach capability for airports with out
  of service ILS
• High capability avionics for relatively low cost
• Provides many of the same capabilities as high
  end air carrier aircraft
• Allows easier access to lower RNP
• Low RNP (better than .11) provides flexibility in
  development of new routes and procedures

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General Aviation Benefits

• Safety
• Provides Vertical Guidance At All Runway Ends
• Improves Situational Awareness
• Improved Access for General Aviation to All
  Airports and Improved Navigational Capabilities
• Low Cost/High Capability Avionics
• Provides State of the Art Performance at a Modest
  Cost
• Minimum Enroute Altitude (MEA) at or Near Minimum
  Obstruction Clearance Altitude (MOCA)
• More Airspace Available in Enroute Environment
• Departure and Arrival Procedures Can Be Developed
  Based on Efficiency Not Placement of Ground Based
  NAVAIDS

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Airport Benefits

• Precision Approach Capability At All Runway Ends
• When Combined with ADS/B, Provides Separation at
  Airports Without Radar Coverage
• Surface Navigation
• Very Accurate Moving Map Availability Provides
  Pilot Situational Awareness
• Enhanced Noise Abatement By Use of Advanced
  Procedures

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WAAS Avionics

• Certified receivers
• Over 1,000 Garmin GNS-480s sold
• Chelton systems with Free Flight Systems WAAS
  sensor
• Recent developments
• 40,000 Garmin units in field that can be upgraded
• Upgrade cost expected to be 1500, available Fall
  2005
• The FAA is currently teaming with other
  manufacturers to develop additional LPV receivers
  in all functional classes

GNS-480
GNS-530
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Operational Implementation
LNAV/VNAV 350
LPV 250
GLS 200
3o
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Current and Future LPV Approaches2003 - 2007
There are currently 6 LPV approaches in North
Carolina
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LPV Candidate Airports(Runway ends 3200 or
greater)
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Current and Future LPV Availabilityfor North
Carolina
Current Between 95-98
2008 Between 99.5-99.95
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Charting with LPV minimum line
Temperature Restriction Does Not Apply to
WAAS Equipment
WAAS Channel Number
WAAS Approach ID WWAAS 24Runway 24 A1st WAAS
Approach To Rwy 24
LPV Minimum Line
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Preparing your airport for WAAS
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Preparing Airports for WAAS

• No Ground Hardware Required
• Airport Infrastructure Needed
• Paved Runways Over 3200ft
• Parallel Taxiway
• Medium Intensity Runway Lights
• Non-Precision Runway Markings
• Step 1 Reference AC 150/5300-13 (Airport Design
  Guide)
• Step 2 Contact Airport District Office -
  Infrastructure Improvements
• Step 3 Surveys
• Step 4 Airport Layout Plan

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STEP 1 AC 150/5300 - 13

• AC 150/5300-13 Airport Design provides the
  guidance for developing the airport
• Appendix 16 defines the requirements for new
  instrument approaches
• Table A16-1B defines the requirements for APV-RNP
  instrument procedures
• It is important to note that if the current
  airport infrastructure does not meet the
  requirements of Table A 16-1B, it does not keep
  the airport from qualifying for an LPV approach
• The requirements of Table A16-1B must be met to
  achieve the LOWEST minimums for the procedure

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STEP 2 Airports District Office

• Make Contact with the Airports District Office
  for your area to discuss and determine what
  infrastructure requirements will yield the lowest
  minimums against cost and time constraints
• Review current infrastructure and determine (from
  Table A16-1B) what visibility minimums are
  required
• Determine in conjunction with the ADO determine
  what infrastructure changes are best for the
  airport
• If the current infrastructure does not meet the
  requirements then an upgrade to the
  infrastructure is required or reduced minima will
  be used to develop the procedure

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STEP 3 Surveys

• Refer to Table A16-2 to determine the type of
  survey required and then determine if your
  airport has a current survey of the appropriate
  type
• All airport surveys must be FAA 405 compliant
• ANA-PC or PIR survey required
• Can use 405 type D survey
• If an appropriate type survey is not available,
  then review the required documents and initiate a
  request for a survey of the appropriate type

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STEP 4 Airport Layout Plan

• Based on information from Table A16-1B, verify
  the appropriate level of service is indicated on
  the Approved Airport Layout Plan
• If the appropriate level of service is not on the
  approved ALP, then take action to update the ALP
  to the appropriate level of service

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Questions

• You can find more details on our website at
• http//gps.faa.gov
• Procedures information can be accessed at
• http//avn.faa.gov

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Operational Implementation

• Procedures
• 37 LPVs
• 695 LNAV/VNAV Serving 287 Airports
• 3,483 LNAV Serving 873 Airports

LNAV/VNAV 350
LPV 250
GLS 200
3o
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Colorado Airports
Airports with Multiple ILS
Potential LPV Airports
Airports with Scheduled Air Carrier Operations
Other Airports
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How to Fly a WAAS Approach
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Toggle to Activate Receiver
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Specify Approach
Destination Airport Frederick, MD (KFDK)
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Execute to Activate Approach
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Vector to Final (VTF)
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Vector to Final (VTF)
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On Course/On Glidepath With WAAS
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Arrival
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Summary

• WAAS Benefits All Classes Of Aviation Users
• WAAS Has Been Available VFR For Almost 4 Years
• WAAS Commissioned For IFR Use On July 10, 2003
• Signal Enhances Navigation In All Phases Of
  Flight
• WAAS Enables All Users to Participate In RNP
• Signal Is Usable From Surface To 100,000 Feet
• Provides Vertical Guidance To All Runway Ends
• Aviation Receivers Available Today
• WAAS Is Being Improved Incrementally To Bring
  Added Capability Online As Soon As It Is Ready
• Demonstrates FAA Commitment To Improving Services
  For All Aviation Users
• Requires Instrument Flight Procedure To Be
  Developed For Each Runway End

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Destination Airport Frederick, MD (KFDK)
Build Flight Plan
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http//gps.faa.gov
F E D E R A L A V I A T I O N A
D M I N I S T R A T I O N A
I R T R A F F I C O R G A N I
Z A T I O N
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