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**LAAS Benefits Analysis**

**User's Guide to the Navigation Capabilities Baseline**

**November 17^th^ 2003**

**Table of Contents**

[INTRODUCTION 3](#introduction)

[NAS BASELINE 4](#nas-baseline)

[SYSTEM CAPABILITIES 7](#system-capabilities)

[BASELINE CAPABILITIES 10](#baseline-capabilities)

[USER BASELINE 14](#user-baseline)

[SYSTEM AVAILABILITY 17](#system-availability)

[WAAS AVAILABILITY 19](#waas-availability)

#   {#section .unnumbered}

# 

# INTRODUCTION

This user's guide provides details of how to read and interpret the
following key tables in the Navigation Capabilities Baseline:

-   NAS Baseline

-   Systems Capabilities

-   Baseline Capabilities

-   User Baseline

-   System Availability

-   WAAS Availability

Other tables in the Navigation Capabilities Baseline, the Introduction,
Instructions, Systems Descriptions, Airport List, and Sources, are
considered to be self-explanatory.

Each of the key tables included in this user's guide is described in
detail, including the table's structure and content. Specific examples
are given for each table, showing how the information in the table can
be read and interpreted. Additionally, the purpose of each of these
tables is described in the context of the overall LAAS Benefits
Analysis.

For further clarification of any part of the Navigation Capabilities
Baseline, please contact:

Erich Parker 301.803.6063 erich.c.parker@us.ibm.com

Mark Ryan 301.803.6396 mark.r.ryan@us.ibm.com

# NAS BASELINE

[Description]{.underline}

In the NAS Baseline table, navigation systems are listed by the year in
which each is expected to be available at each runway end in the 120
airports in this study. The navigation systems include both ground and
space-based systems that provide navigation services to NAS users. The
navigation systems that are included here are limited to those that
individually, or in combinations, provide capabilities that can be
compared to capabilities provided by LAAS. For example, systems with
limited capabilities (e.g., NDB) and systems that are focused on
en-route capabilities (e.g., Loran) have been excluded. Some systems
that are typically thought of as surveillance systems, such as PRM and
ASDE-X, are included if they contribute to the capabilities of other
navigation systems (e.g., the ability to perform parallel approach
operations with ILS + PRM). Additionally, only systems that have a high
degree of certainty of remaining available over the 20-year study period
are included.

The NAS Baseline table is structured so that two pieces of information
can be clearly identified:

1\) The navigation systems that are available to provide some capability
for each runway end

2\) When each system first becomes available at each runway end.

Section 1 of the table describes each airport's runway end, including
the location, length and date that the runway is available. Each row in
this section is a unique runway end within the 120 airports being
studied. Most runway ends in this study already exist, so most of the
Runway Availability Dates are 2005, the first year of the study period.
Expected completion dates of future runways are highlighted in bold.
There is also an indicator to identify whether each runway end is part
of a set of parallel runways.

Columns in Section 2 identify each navigation system included in the NAS
Baseline. Rows in this section indicate the year during which each
navigation system first became available at a particular runway end. If
no year is shown, it is an indication that a navigation system is not
expected to be available at a particular runway end during the study
period. If the year is shown as 2005 then this indicates that the system
is operational either on or before 2005.

Table 1: Structure of the NAS Baseline table

  ------------- ----------- ---------- ---------- ------------ -------------- ------- ------------- ------- ------- --------- ------------- -------- --------- --------- --------- ------------- ------------
  ** **                                                                               **Current (by                                                                                              
                                                                                      FY 2005) and                                                                                               
                                                                                      Planned                                                                                                    
                                                                                      (after 2005)                                                                                               
                                                                                      Systems**                                                                                                  

  ** **         ** **       ** **      ** **      ** **        ** **          ** **   **Current**                                                                                  **Planned**   

  **Airport**   **Current   **Runway   **Runway   **Parallel   **Runway       ** **   **ILS Cat I** **ILS   **ILS   **GPS**   **WAAS        **WAAS   **VOR**   **DME**   **PRM**   **WAAS Cat    **ASDE-X**
                and Planned End**      Length     Runway**     Availability                         Cat     Cat               LNAV/VNAV**   LPV**                                  I**           
                Runway                 (ft)**                  Date**                               II**    III**                                                                                
                (OEP)**                                                                                                                                                                          

  ORD           18/36       ORD 36     5341                    2005                   \-            \-      \-      2005      2005          2005     2005      2005      \-        2015          2005

  ATL           10/28       ATL 10     9000       Y            **2006**               \-            \-      \-      2006      2006          2006     2006      2006      \-        2015          \-

  **...**                                                                                                                                                                                        
  ------------- ----------- ---------- ---------- ------------ -------------- ------- ------------- ------- ------- --------- ------------- -------- --------- --------- --------- ------------- ------------

[Examples]{.underline}

The following section shows a few specific examples of how to read the
NAS Baseline table.

Example 1 -- Large hub airport: ORD

Table 2, below, shows that Chicago O'Hare airport (ORD) has seven
runways, with fourteen runway ends. Six of the seven runways are part of
parallel sets, giving twelve runway ends which may conduct parallel
flight operations. All seven runways are currently in existence, and
thus show 2005 as their availability date. Eleven runway ends have Cat I
ILS capability, and two of these eleven also have both Cat II and Cat
III capability. The Cat III ILS installations are assumed to also
provide Cat I and Cat II capability. The 2005 date for all ILSs
indicates that they are in place at the beginning of the study period
(2005-2024). The remaining systems are all available at each runway end
in 2005, with two exceptions; 1) WAAS Cat I is not available until 2015,
and 2) there is no indication that PRM is expected to be installed at
ORD during the study period.

Table 2: Example of the NAS Baseline table showing ORD

  ------------- ----------- ---------- ---------- ------------ -------------- ------- ------------- ------- ------- --------- ------------- -------- --------- --------- --------- ------------- ------------
  ** **                                                                               **Current (by                                                                                              
                                                                                      FY 2005) and                                                                                               
                                                                                      Planned                                                                                                    
                                                                                      (after 2005)                                                                                               
                                                                                      Systems**                                                                                                  

  ** **         ** **       ** **      ** **      ** **        ** **          ** **   **Current**                                                                                  **Planned**   

  **Airport**   **Current   **Runway   **Runway   **Parallel   **Runway       ** **   **ILS Cat I** **ILS   **ILS   **GPS**   **WAAS        **WAAS   **VOR**   **DME**   **PRM**   **WAAS Cat    **ASDE-X**
                and Planned End**      Length     Runway**     Availability                         Cat     Cat               LNAV/VNAV**   LPV**                                  I**           
                Runway                 (ft)**                  Date**                               II**    III**                                                                                
                (OEP)**                                                                                                                                                                          

  ORD           04L/22R     ORD 04L    7500       Y            2005                   \-            \-      \-      2005      2005          2005     2005      2005      \-        2015          2005

  ORD           04R/22L     ORD 04R    8071       Y            2005                   2005          \-      \-      2005      2005          2005     2005      2005      \-        2015          2005

  ORD           09L/27R     ORD 09L    7967       Y            2005                   2005          \-      \-      2005      2005          2005     2005      2005      \-        2015          2005

  ORD           09R/27L     ORD 09R    10141      Y            2005                   2005          \-      \-      2005      2005          2005     2005      2005      \-        2015          2005

  ORD           14L/32R     ORD 14L    10003      Y            2005                   2005          2005    2005    2005      2005          2005     2005      2005      \-        2015          2005

  ORD           14R/32L     ORD 14R    13000      Y            2005                   2005          2005    2005    2005      2005          2005     2005      2005      \-        2015          2005

  ORD           18/36       ORD 18     5341                    2005                   \-            \-      \-      2005      2005          2005     2005      2005      \-        2015          2005

  ORD           04L/22R     ORD 22R    7500       Y            2005                   2005          \-      \-      2005      2005          2005     2005      2005      \-        2015          2005

  ORD           04R/22L     ORD 22L    8071       Y            2005                   2005          \-      \-      2005      2005          2005     2005      2005      \-        2015          2005

  ORD           09L/27R     ORD 27R    7967       Y            2005                   2005          \-      \-      2005      2005          2005     2005      2005      \-        2015          2005

  ORD           09R/27L     ORD 27L    10141      Y            2005                   2005          \-      \-      2005      2005          2005     2005      2005      \-        2015          2005

  ORD           14L/32R     ORD 32R    10003      Y            2005                   2005          \-      \-      2005      2005          2005     2005      2005      \-        2015          2005

  ORD           14R/32L     ORD 32L    13000      Y            2005                   2005          \-      \-      2005      2005          2005     2005      2005      \-        2015          2005

  ORD           18/36       ORD 36     5341                    2005                   \-            \-      \-      2005      2005          2005     2005      2005      \-        2015          2005
  ------------- ----------- ---------- ---------- ------------ -------------- ------- ------------- ------- ------- --------- ------------- -------- --------- --------- --------- ------------- ------------

Example 2 -- Midsize airport: FLL

Table 3, below, shows that Fort Lauderdale airport (FLL) has three
runways, with six runway ends. Two of these runways are parallel, giving
four runway ends which may conduct parallel flight operations. All three
of FLL's runways are currently in existence, and thus show 2005 as their
availability date. There are two Cat I ILSs, one on runway 9L, and the
other on 27R. The 2005 date for both ILSs indicates that they are in
place at the beginning of the study period (2005-2024). No Cat II or Cat
III ILSs are present or scheduled to be implemented at FLL. The
remaining navigation systems are all available at each runway end in
2005, with two exceptions; 1) WAAS Cat I is not available until 2015,
and 2) PRM is not applicable to runway 13/31, as this runway is not part
of a parallel runway set.

Table 3: Example of the NAS Baseline table showing FLL

  ------------- ----------- ---------- ---------- ------------ -------------- ------- ------------- ------- ------- --------- ------------- -------- --------- --------- --------- ------------- ------------
  ** **                                                                               **Current (by                                                                                              
                                                                                      FY 2005) and                                                                                               
                                                                                      Planned                                                                                                    
                                                                                      (after 2005)                                                                                               
                                                                                      Systems**                                                                                                  

  ** **         ** **       ** **      ** **      ** **        ** **          ** **   **Current**                                                                                  **Planned**   

  **Airport**   **Current   **Runway   **Runway   **Parallel   **Runway       ** **   **ILS Cat I** **ILS   **ILS   **GPS**   **WAAS        **WAAS   **VOR**   **DME**   **PRM**   **WAAS Cat    **ASDE-X**
                and Planned End**      Length     Runway**     Availability                         Cat     Cat               LNAV/VNAV**   LPV**                                  I**           
                Runway                 (ft)**                  Date**                               II**    III**                                                                                
                (OEP)**                                                                                                                                                                          

  FLL           09L/27R     FLL 09L    9000       Y            2005                   2005          \-      \-      2005      2005          2005     2005      2005      2005      2015          2005

  FLL           09R/27L     FLL 09R    5276       Y            2005                   \-            \-      \-      2005      2005          2005     2005      2005      2005      2015          2005

  FLL           13/31       FLL 13     6930                    2005                   \-            \-      \-      2005      2005          2005     2005      2005      \-        2015          2005

  FLL           09L/27R     FLL 27R    9000       Y            2005                   2005          \-      \-      2005      2005          2005     2005      2005      2005      2015          2005

  FLL           09R/27L     FLL 27L    5276       Y            2005                   \-            \-      \-      2005      2005          2005     2005      2005      2005      2015          2005

  FLL           13/31       FLL 31     6930                    2005                   \-            \-      \-      2005      2005          2005     2005      2005      \-        2015          2005
  ------------- ----------- ---------- ---------- ------------ -------------- ------- ------------- ------- ------- --------- ------------- -------- --------- --------- --------- ------------- ------------

[How will the NAS Baseline table be used to determine LAAS
benefits?]{.underline}

The information in the NAS Baseline table is used to establish the
location and timing of the navigation capabilities that are provided by
systems other than LAAS. Knowing when and where these navigation systems
provide capabilities is a key to understanding when and where LAAS may
provide capabilities above and beyond those provided by these baseline
systems.

For example, the table above shows that at FLL, four runway ends are not
served by precision approach systems until 2015, and no Cat II or Cat
III service is provided. Depending on the utilization of these runway
ends, demand at this airport, weather conditions, and avionics equipage
by FLL users, this lack of precision approach service may be an
opportunity for LAAS to claim benefit, since a single LAAS is expected
to provide precision approach service to all runway ends at an airport.

# SYSTEM CAPABILITIES

[Description]{.underline}

The System Capabilities table reflects the operational capabilities of
the existing and planned navigation systems studied in the baseline,
including appropriate system combinations. Only the operational
capabilities that are relevant for a comparison to LAAS capabilities are
listed. Thus, the capabilities shown have been selected to represent the
range of expected LAAS capabilities. For example, the ability to perform
a non-precision approach is not included since LAAS is not intended as a
non-precision approach system.

Table 4, below, shows an example of the System Capabilities table. It is
structured so that the capabilities provided by each system and
combination of systems listed can be clearly identified. A "Y" means the
system can perform a particular operational capability, an "N" means
that system cannot provide this operational capability.

Section 1 of the table describes each system or system combination,
including whether the system is current or planned. Comments are
provided for system combinations to explain the inclusion of each
combination.

Section 2 summarizes the number of capabilities provided by each system
or combination, as well as the fraction of all studied capabilities that
are provided. This section allows the systems to be ranked according to
the number of LAAS operational capabilities they can perform. This
ranking is not meant to indicate that a high-ranked system is
necessarily of greater value, because not all of the capabilities are of
equal importance in all circumstances. This ranking can be considered as
a measure of the breadth of a system's capabilities, with respect to
those offered by LAAS.

Each column in Section 3 lists an operational capability that may be
provided by the systems being studied. These capabilities were selected
for their relevance in comparisons to LAAS operational capabilities.
Rows in Section 3 show whether a particular system gives the capability
or not, as indicated by a "Y" or an "N". The term "Y (add)", highlighted
in green, indicates that this system combination provides a capability
that is greater than its individual parts would suggest.

Table 4: Structure of the System Capabilities Table

  ----------------------- ------------- ------------- ---------------- -------------- ------------- ------------- ------------- ---------
  **Navigation Systems**  **Current/    **Comment**   **Number of      **Percentage   **Precision   **Precision   **Precision   **...**
                          Planned**                   Operational      (%)**          Approach Down Approach Down Approach Down 
                                                      Capabilities**                  to Cat        to 200 ft     to 250 ft     
                                                                                      II/III**      (Cat I)**     (WAAS LPV     
                                                                                                                  limit)**      

  **WAAS Cat I**          **Planned**                 **21**           **68%**        N             **Y**         **Y**         

  **WAAS LPV**            **Planned**                 **16**           **52%**        N             N             **Y**         

  **...**                 **...**                                                                                               
  ----------------------- ------------- ------------- ---------------- -------------- ------------- ------------- ------------- ---------

[Examples]{.underline}

The following shows a specific example of how to read the System
Capabilities table.

Table 5, below, is a partial System Capabilities table which highlights
the use of the System Capabilities table for WAAS LPV, and the system
combination "GPS + Inertial + FMS + ILS Cat I". Not all capability
columns are included here, but the selected columns serve to illustrate
the value of the information in this table. Note that WAAS LPV provides
16, or 52%, of the LAAS capabilities, and in this illustration, provides
Precision Approach guidance for both straight-in and complex approaches
to 250 foot minimums, which means it also provides these to 350 foot
minimums, in addition to terminal area navigation. It does not, however,
provide guidance to Cat I or Cat II/III minima. Similarly, the table
shows that "GPS + Inertial + FMS + ILS Cat I" provides 10, or 32%, of
the LAAS capabilities. In this illustration, the only capabilities this
combination does not provide are for operations at Cat II/III minima, as
expected since this combination includes a Cat I ILS.

Table 5: Example of the System Capabilities table.

  -------------- ------------- -------------- ---------------- -------------- ------------- ------------- ------------- ------------- ------------ ------------- ------------- ------------- -------------
  **Navigation   **Current/    **Comment**    **Number of      **Percentage   **Precision   **Precision   **Precision   **Precision   **Terminal   **Complex     **Complex     **Complex     **Complex
  Systems**      Planned**                    Operational      (%)**          Approach Down Approach Down Approach Down Approach Down Area         (Vertical and (Vertical and (Vertical and (Vertical and
                                              Capabilities**                  to Cat        to 200 ft     to 250 ft     to 350 ft     Navigation   Horizontal)   Horizontal)   Horizontal)   Horizontal)
                                                                              II/III**      (Cat I)**     (WAAS LPV     (LNAV/VNAV    Above 350    Approach Down Approach Down Approach Down Approach Down
                                                                                                          limit)**      limit)**      ft**         to Cat        to 200 ft**   to 250 ft     to 350 ft
                                                                                                                                                   II/III**                    (WAAS LPV     (LNAV/VNAV
                                                                                                                                                                               limit)**      limit)**

  **WAAS LPV**   **Planned**                  **16**           **52%**        N             N             **Y**         **Y**         **Y**        N             N             **Y**         **Y**

  **GPS +        **Current**   GPS, INS, FMS  **10**           **32%**        N             **Y**         **Y**         **Y**         **Y**        N             **Y(add)**    **Y(add)**    **Y(add)**
  Inertial +                   combined with                                                                                                                                                 
  FMS + ILS Cat                ILS enables                                                                                                                                                   
  I**                          area                                                                                                                                                          
                               navigation                                                                                                                                                    
                               (RNAV)                                                                                                                                                        
                               capabilities                                                                                                                                                  
                               to intercept                                                                                                                                                  
                               ILS.                                                                                                                                                          
  -------------- ------------- -------------- ---------------- -------------- ------------- ------------- ------------- ------------- ------------ ------------- ------------- ------------- -------------

[How will the System Capabilities table be used to determine LAAS
benefits?]{.underline}

The operational capabilities in the System Capabilities table have been
selected to represent the range of LAAS operational capabilities. Thus,
this table provides a direct indication of the potential gaps in
capability that LAAS may be able to fill. For example, in the partial
table above, it is clear that neither of the systems shown provides
precision approach guidance to Cat II/III minima, for either straight-in
or complex approaches. Looking at the complete System Capabilities
table, it can be seen that the most broadly capable system and system
combination provides only 68% and 74% of these LAAS capabilities,
respectively.

The capabilities in this System Capabilities table that are not provided
by baseline systems are a direct indication of how LAAS (or in some
cases LAAS in conjunction with other technologies (e.g., ADS-B)) can
contribute to the NAS. Capability gaps identified in this table can be
generally categorized as those capabilities that provide flexibility in
arrival and departure operations during very low visibility and ceiling
conditions. Existing systems or system combinations provide many of the
capabilities needed for terminal area, approach and departure operations
during all but the worst weather conditions. However, the ability of
users to take advantage of these baseline capabilities, and thus the
true capability gap for LAAS to exploit, will depend strongly on
baseline avionics equipage, and not simply on the presence of a
navigation aid.

# BASELINE CAPABILITIES

[Description:]{.underline}

The Baseline Capabilities table combines the results of the NAS Baseline
table and System Capabilities table to identify the timing of baseline
capabilities by runway end. It maps the systems that are available at
each runway end, from the NAS Baseline, with the indication of which
system can perform which operational capability, from the System
Capabilities, to determine the first date that each operational
capability is available at each runway end.

Table 6 shows the structure of the Baseline Capabilities table. The
table can be broken into three sections.

-   **Section 1:** The first three columns contain the airport
    information, such as airport code, current/planned runway, and
    runway end, for each of the 120 airports.

-   **Section 2:** Across the top of the spreadsheet are the 31
    Operational Capabilities that were identified and discussed in the
    System Capabilities tab. In the cells is the first year that the
    operational capability will be available at a particular runway end.
    For example, if two technologies such as ILS Cat I and WAAS Cat I
    are both available at a runway end and both provide "Precision
    Approach down to 200ft" then this table will show the date that the
    first system is available. If the ILS Cat I is currently available
    and the WAAS Cat I will not be available until 2015 then the table
    will show the year 2005. When no year is shown, this is an
    indication that a navigation system is not expected to be available
    at a particular runway end during the study period.

-   **Section 3:** The two columns after the airport information show
    the number and percent of operational capabilities at each runway
    end. This percent can be used as a rough indicator to determine
    which runway ends could benefit most from LAAS. For example, LAAS
    can be expected to provide the most benefit to runway ends with
    lower percents provided by the baseline systems. As this percent
    approaches 100%, however, LAAS will be able to provide less benefit
    at this runway end.

Table 6: Structure of the Baseline Capabilities Table

![](media/image3.wmf){width="5.691666666666666in"
height="3.870138888888889in"}

[Examples:]{.underline}

The following section shows a few specific examples of how to read the
Baseline Capabilities table.

Example 1 -- Large hub airport, ORD

Table 7 below shows a portion of the Baseline Capabilities table for
Chicago O'Hare Airport (ORD). There is a row for each of ORD's 14 runway
ends. As mentioned above, the cells in the table represent the year that
each capability is available at each runway end. For example, by
analyzing all the baseline technologies we find that the operational
capability, "Precision Approaches down to Cat II/III", is available
starting in 2005 (the beginning of the benefits period) at runway end
14L and 14R. No other runway ends at ORD are able to achieve this
operational capability. To understand how 14L and 14R are able to
achieve this operational capability yet the other runway ends are not,
we have to look first at the System Capabilities tab to find out what
systems provide that particular operational capability. Looking at the
System Capability table, we find that in order to be able to achieve
"Precision Approach down to Cat II/III", the runway end must have a Cat
II or III ILS. Next, the NAS Baseline table shows which runway ends have
a Cat II or III ILS and what year this technology is available. Looking
at the NAS Baseline table, we find that both 14L and 14R currently have
Cat III ILSs. Therefore, the Baseline Capabilities table shows the year
2005 for "Precision Approach down to Cat II//III" for runway end 14L and
14R.

Table 7: Portion of the Baseline Capabilities table for ORD

![](media/image4.wmf){width="5.993055555555555in" height="4.50625in"}

Note that the percent of operational capabilities ranges from 68% to 87%
for ORD's runway ends. Since ORD is a large hub with many ILSs and other
advanced technologies providing service to most runway ends, these high
percents indicate that existing or planned baseline systems can provide
many of the operational capabilities that LAAS could provide.

Example 2 -- Midsize airport, SNA -- John Wayne Airport (Santa Ana)

Table 8 below shows a portion of the Baseline Capabilities table for
John Wayne Airport (SNA). SNA has a set of two parallel runways with a
total of 4 runway ends. Looking at the Operational Capability, "Complex
Approaches down to 200ft", we see that 19R currently has this capability
(year = 2005), 1L will get this capability in 2015, and runway ends 1R
and 19L will never get this capability (Note: cell is blank) from the
systems in the baseline. To understand why these dates are different we
again need to look at both the Systems Capabilities and NAS Baseline
tables. At SNA there is currently a Cat I ILS on 19R which is why 19R
has a date of 2005 for "Complex Approaches down to 200ft". In year 2015,
WAAS Cat I will become available at all runway ends so 1L gets a date of
2015. Since runway 1R/19L is only 2887 feet in length (note: runway
lengths are found in the NAS Baseline), this runway will never be able
to do Cat I operations so no date is provided for this case.

Table 8: Portion of the Baseline Capabilities table for SNA

![](media/image5.wmf){width="4.861805555555556in"
height="3.216666666666667in"}

[How will the Baseline Capabilities table be used to determine LAAS
benefits?]{.underline}

The information in the Baseline Capabilities table shows the location
and timing of the operational capabilities that are provided by systems
other than LAAS. Knowing when and where these operational capabilities
are available is a key to understanding when and where LAAS may provide
capabilities above and beyond those provided by these baseline systems.

For example, table 8 identifies that at SNA "Complex Approaches down to
200ft" is not available at 1L until 2015. Depending on the utilization
of these runway ends, demand at this airport, weather conditions, and
avionics equipage by SNA users, this 2015 date may give LAAS the
opportunity to claim benefit from 2005 to 2015, or even beyond,
depending on user equipage rates.

# USER BASELINE

[Description:]{.underline}

The User Baseline forecasts the navigation avionics equipage levels in
five year increments for the following five user types;

-   Major Passenger Airlines

-   Major Cargo Airlines

-   Regional Airlines

-   High-end General Aviation (e.g., NBAA)

-   Low-end General Aviation (Alaska Only).

The User Baseline provides an upper and lower bound for equipage
estimates. However, a detailed sensitivity analysis will be done on
selected equipage parameters. These user equipage percentages were
identified through interviews and surveys with avionics and airframe
manufacturers, ATA, RAA, and individual airlines.

Table 9 shows the structure of the User Baseline table. The table can be
broken into three sections.

-   **Section 1:** The first section contains the system name, such as
    ILS Cat I, and the Year for which equipage is being estimated.
    Equipage levels were estimated for four years; 2005, 2010, 2015, and
    2020.

-   **Section 2:** For each of the five User Types, an Upper Bound
    equipage level was estimated.

-   **Section 3:** For each of the five User Types, a Lower Bound
    equipage level was estimated.

In this context the Upper Bound represents the baseline equipage
estimates that are likely to lead to higher LAAS benefits, and the Lower
Bound estimate is expected to lead to fewer LAAS benefits.

Table 9: Structure of the User Baseline Table

![](media/image6.wmf){width="5.995833333333334in"
height="1.7895833333333333in"}

Most systems and system combinations in the baseline have the same Upper
and Lower Bound equipage estimates. The LAAS Upper and Lower Bounds
differ only in WAAS equipage (WAAS LNAV/VNAV, WAAS LPV, and WAAS Cat I)
as can be seen in Example 1 to follow.

[Examples:]{.underline}

The following section shows two specific examples of how to read the
User Baseline table.

Example 1 -- WAAS LNAV/VNAV

Table 10 shows that for WAAS LNAV/VNAV the Upper Bound for all five user
types is 0% equipage over the entire period (2005, 2010, 2015, and
2020). On the other hand, the lower bound for the LAAS benefits case is
produced if everyone equips with WAAS LNAV/VNAV. Therefore, the Lower
Bound for all five user types is 100% over the entire period. Note that
the cells are shaded in purple. This indicates that there is a
difference between the upper and lower bounds. Sensitivity analysis will
also be conducted on the WAAS equipage rates to explore the impact that
equipage percents between 0% and 100% may have on LAAS benefits.

Table 10: Example User Baseline table for WAAS LNAV/VNAV

![](media/image7.wmf){width="5.995833333333334in"
height="1.8472222222222223in"}

Example 2 -- ILS Cat II/III

In table 11, the cells for the ILS Cat II/III lower bound are shaded in
blue. This indicates that there is [no]{.underline} difference between
the upper and lower bound. The upper and lower bounds for Major
Passenger Airlines, Regional Airlines, and High-end GA are 100% equipage
for all four years (2005, 2010, 2015, and 2020). The upper and lower
estimates for Major Cargo Airlines are 40% equipage in 2005 and 50%
equipage in 2010, 2015, and 2020. Most Low-end GA aircraft are not
equipped (nor do they plan on equipping) with ILS Cat II/III and
therefore their upper and lower estimates are much lower at 10% equipage
for all four years. As mentioned above, these user equipage percentages
were identified through interviews and surveys with avionics and
airframe manufacturers, ATA, RAA, and individual airlines.

Table 11: Example User Baseline table for ILS Cat II/III

![](media/image8.wmf){width="5.991666666666666in"
height="1.8680555555555556in"}

[How will the User Baseline table be used to determine LAAS
benefits?]{.underline}

The information in the User Baseline table provides the percent and
timing of the user equipage for the baseline systems. This table will be
used as a key input into the benefits analysis. This information, along
with the information from the NAS Baseline, will be used to determine
when an airport and operator can benefit from LAAS.

For example, in table 11 above, the upper bound for WAAS LNAV/VNAV is
0%. Since no users equip in this scenario, this would mean that even
though WAAS is currently available there may be an opportunity for LAAS
to claim benefit for capabilities that WAAS LNAV/VNAV might otherwise
claim. In the scenario where 100% of users equip with WAAS LNAV/VNAV,
there may be no opportunity for LAAS to claim benefit for operational
capabilities that WAAS can achieve.

# SYSTEM AVAILABILITY

[Description:]{.underline}

The System Availability worksheet shows estimates of the availability of
the NAS Baseline systems. This availability is only for the
ground/satellite component. Some NAS baseline systems have avionics
components; however, these avionics components are not included in the
system availability (e.g., WAAS and WAAS avionics).

It is important to identify system availability in the baseline to
properly identify any incremental benefit that LAAS may provide. For
example, WAAS and LAAS are capable of providing some similar
capabilities (e.g., complex approach guidance). However, LAAS may
provide incremental benefit in service areas where WAAS has limited
availability (e.g., Alaska, Hawaii, coastal CONUS).

[Examples:]{.underline}

The following section shows two specific examples of how to read the
System Availability table.

Example 1: ILS

MITRE has estimated the ILS NAS-wide averages for all outages (scheduled
and unscheduled). The ILS operational availability, for both localizer
and glideslope, is approximately 96%. In table 12 below, the ILS
availability entry from the System Availability table is shown.

Table 12: Example of the System Availability table for ILS

  ------------ ------------------ ----------------------------------------------------
  **System**   **Availability**   **Availability Notes**

  **ILS**      **96%**            NAS-wide averages for all outages (scheduled and
                                  unscheduled)\
                                  ILS operational availability (localizer +
                                  glideslope) approximately 96%\
                                  Operational unavailability approximately 4%
  ------------ ------------------ ----------------------------------------------------

Example 2: WAAS

As shown in Table 13, the System Availability for WAAS varies in CONUS
and Alaska. This variability is due to the coverage provided by the
current two GEO satellites. Availability may increase, but will continue
to vary, with the addition of a third GEO satellite in the near future.

WAAS availability, for the current two GEO satellites, is identified in
further detail in the WAAS Availability tab.

An FAA WAAS model shows increased coverage and availability with the
addition of a third GEO satellite. IBM assumed that the addition of this
GEO satellite would provide availability greater than or equal to the
current LPV availability, 95% for all of CONUS and Alaska.

Table 13: Example of the System Availability table for WAAS

  ---------------------- ------------------ -------------------------------------
  **System**             **Availability**   **Availability Notes**

  **WAAS** (24 GPS + 2   **Varies by        WAAS Real Time
  Inmarsat GEOs)         airport**          

  **WAAS** (24 GPS + 2   **Varies by        WAAS 60 day Test
  Inmarsat GEOs)         airport**          

  **WAAS** (24 GPS + 3   **\> or = 95%**    The FAA WAAS models show increased
  Inmarsat GEOs)                            coverage and availability in Maine,
                                            Washington, Southeast Alaska,
                                            southern Florida, and southwest
                                            California with the addition of the
                                            optimally-placed GEO.\
                                            The additional GEO satellites,
                                            integrated within the WAAS
                                            architecture will provide additional
                                            performance availability and coverage
  ---------------------- ------------------ -------------------------------------

[How will the System Availability table be used to determine LAAS
benefits?]{.underline}

The System Availability table will be used to determine the incremental
availability LAAS provides over systems in the baseline. The incremental
benefits formula will use the difference between the baseline system's
availability and LAAS availability. LAAS will achieve incremental
benefit in areas where its availability exceeds the baseline's
availability.

Note: Availability is defined as the percentage of time that a system
can support a desired phase of flight.

# WAAS AVAILABILITY

[Description:]{.underline}

The WAAS Availability table provides estimates of WAAS availability by
airport. This availability is only for the ground/satellite component.
WAAS has an avionics component; however, this avionics component is not
included in the system availability (e.g. WAAS GEO and WAAS avionics).

It is important to identify system availability in the baseline to
properly identify an incremental benefit LAAS may provide. For example,
WAAS and LAAS are capable of providing some similar benefits (e.g.
complex approach guidance). However, LAAS should provide incremental
benefit in service areas where WAAS has limited availability (e.g.,
Alaska, Hawaii, coastal CONUS).

Estimates of WAAS availability, using 24GPS and 2 GEO satellites, are
available from two sources: (1) WAAS Real Time (WAAS Near Real Time
Vertical Navigation Service Snapshot Display), and (2) WAAS 60 day test.

[Examples:]{.underline}

The following section shows two specific examples of how to read the
WAAS Availability table.

Example 1: WAAS Real Time (WAAS Near Real Time Vertical Navigation
Service Snapshot Display)

The WAAS Real Time gives CONUS and Alaska LPV and LNAV/VNAV service
contours. The data is updated every 6 minutes from the FAA's WJH
Technical Center. Using this data, IBM estimated the WAAS availability
at the120 airports. Airports within the LPV and LNAV/VNAV service
contour were estimated to have an availability of greater than or equal
to 95%. Table 14 below is a sample of entries from the 120 airports.

Table 14: Example of the WAAS Availability table for the "Real Time"
metric.

  ----------- ----------------------- ------------- ------------ -----------------------------------------------------------
  **Airport   **Airport Name**        **City**      **State**    [**[WAAS Real
  Code**                                                         Time]{.underline}**](http://www.nstb.tc.faa.gov/vpl.html)

  ORD         CHICAGO O\'HARE INTL    Chicago       Illinois     \> or = to 95%

  LAX         LOS ANGELES INTL        Los Angeles   California   \> or = to 95%

  PHX         PHOENIX SKY HARBOR INTL Phoenix       Arizona      \> or = to 95%

  HNL         HONOLULU INTL           Honolulu      Hawaii       0%

  BGR         BANGOR INTL             Bangor        Maine        \> or = to 95%
  ----------- ----------------------- ------------- ------------ -----------------------------------------------------------

![](media/image9.png){width="5.370138888888889in"
height="4.502083333333333in"}

Example 2: WAAS 60 day test

The WAAS 60 day test is a two minute sampling of LNAV/VNAV availability
over sixty days (WAAS Product Team, May 19, 2003). Given the WAAS
availability contour, IBM estimated availability at the 120 airports.
LNAV/VNAV availability was given in 80%, 95%, 99%, and 99.5% service
contours. Alaska data is not shown and is therefore labeled as 'unknown'
in the 'WAAS Availability' table. Table 15 below shows several
illustrative entries from the 120 airports.

Table 15: Example of the WAAS Availability table for the "60 day test"
metric.

  ----------- ----------------------- ------------- ------------ -----------------------------------------------------------------------------------------
  **Airport   **Airport Name**        **City**      **State**    [**[WAAS 60 day
  Code**                                                         Test]{.underline}**](http://www.navcen.uscg.gov/meetings/2003FRP/WAAS - Compressed.PPT)

  ORD         CHICAGO O\'HARE INTL    Chicago       Illinois     99% to 99.5%

  LAX         LOS ANGELES INTL        Los Angeles   California   95% to 99%

  PHX         PHOENIX SKY HARBOR INTL Phoenix       Arizona      \> or = to 99.5%

  HNL         HONOLULU INTL           Honolulu      Hawaii       0%

  BGR         BANGOR INTL             Bangor        Maine        80% to 95%
  ----------- ----------------------- ------------- ------------ -----------------------------------------------------------------------------------------

![](media/image10.png){width="5.0in" height="3.8673611111111112in"}

[How will the WAAS Availability table be used to determine LAAS
benefits?]{.underline}

The WAAS Availability table will be used to determine the incremental
availability LAAS provides over WAAS.

For example, if WAAS has an availability of 80-95% with two GEO
satellites at BGR, Bangor International Airport, then LAAS \[Cat I (24
GPS with RAIM)\] may take the incremental benefit of providing service
99.99% of the time.

Note: Availability is defined as the percentage of time that a system
can support a desired phase of flight.

#