# Presentation: 125577

## GPS/WAAS

## Agenda

**Basics of GPS**
**WAAS**
- How it works
- What can it do for me?
- Approaches (LPV, LNAV/VNAV)
- SIDs, STARs, Q-Routes, and T-Routes
**What’s next?**
- Performance-based National Airspace System
**Q&A**

## The Usual Caveats

**Valid for navigation in the US National Airspace System**
**Does not invalidate or change ANYTHING required by your POI or in your OpSpec**
**Does not supersede ANYTHING in your POH/AFM**
**Some equipment requires specific operational mitigations**

## FAA Mission

**Provide the safest, most efficient aerospace system in the world**
**Navigation services goal**
**Provide safe, cost effective navigation services to meet operational needs of the aviation customer**

## The National Airspace System (NAS)

**18,000 airports**
**750 control facilities**
**4,000 commercial flights per day**
**100,000 commercial passengers per day**
**Plus thousands of Part 91 operations every day**

## GPS Basics

**Nominal 24 GPS satellites in low earth orbit**
**Each satellite transmits data message**
**Airborne receiver processes message to determine position/velocity/time**
**Navigation function; either in FMS or in GPS (stand-alone)**
**Linear, not angular**

## Receiver Autonomous Integrity Monitoring (RAIM)

**Calculates your position vs. satellites to determine if sufficient for navigation**
**Considers known satellite failures**
**RAIM check for approaches (not en route)**
**Required for GPS**

## Operational Requirements

**AC 90-100, para 8(5)**** “If TSO-C129 equipment is used to solely satisfy the RNAV requirement, GPS RAIM availability must be confirmed for the route of flight.”**

## www.RAIMPrediction.net

## NOTAMS

**GPS outages**
- Usually military
**Satellite outages**
- Used in RAIM prediction

## With Approved GPS, I can:

**File RNAV**
**Fly an LNAV approach**
**Fly an RNP/RNAV approach**
**Fly a GPS approach**
**...****but I can’t file a GPS alternate**
**...****and GPS is **_**supplemental**_

## Primary or Supplemental Navigation?

_**GPS**_** is considered supplemental**
- TSO C-129 “Airborne Supplemental Navigation Using GPS”
- Must have equipage satisfactory for the route of flight

## How WAAS Works

## WAAS System

## WAAS Capabilities

**Why WAAS?**
- Enhances en-route navigation performance over GPS alone
- Enhances non-precision approach capability over GPS alone
- Allows WAAS equipped users to fly more than 2,891 published LNAV/VNAV procedures to minimums as low as 300 feet
- Allows WAAS equipped users to fly new LPV procedures
- Can use GPS for an alternate (LNAV only)
- Advanced missed approach
**Better than 99.99% availability of system**
**95% availability in CONUS of approach with vertical guidance**
- 200’ minimum (maybe)
**WAAS specific approaches (LPV)**
- 646 LPV approaches published, with 300 new expected in 2007

## With WAAS, I can:

**Skip the RAIM check!**
**Fly an LNAV/VNAV approach**
**Fly an LPV approach**
**Use GPS/WAAS entirely**
**...****and I can file a GPS alternate**
- But using the LNAV minima line
- WAAS is _not_ supplemental

## WAAS

**TSO-C146 “Stand-Alone Airborne Nav Using GPS Augmented by WAAS)**
**TSO-C145 “Airborne Nav Sensors Using GPS Augmented by WAAS”**

## Instrument Approach Update

**NDBs being reduced**
**No new funding for ILS**
**Expansion of LPVs**

## Localizer Performance with Vertical Guidance (LPV)

**Flies like an ILS (but better!)**
**Minimums down to 200’**
**Why isn’t it a precision approach?**
**What about the pilot test standards?**

## Charting with LPV Minimum Line

**LPV Minimum Line**

**WAAS Channel Number**

**WAAS Approach ID: W24A**
**W**:  WAAS
**24**: Runway 24
**A**:  1st WAAS Approach
-       To Rwy 24

**Temperature Restriction**
**Does Not Apply to WAAS**
**Equipment**

## LPV Production Schedule

**On the web: gps.faa.gov**
- Click button: GPS/WAAS

## Standard Instrument Departure

## Early Problems with SIDs

**Position update**
**Autopilot engagement**
**Proper runway selected**

## Here is what’s coming!

## Q-Routes

## T-Routes

## Coming Soon...

**LP approaches**
**Helo point in space approaches**

## Why All the Changes?

**Ask anyone who regularly flies into O’Hare, JFK, ATL**
- Capacity
- Safety
- Oh, and money!
**Seen any new airports under construction?**
**Heard about the anticipated number of VLJs?**

## Nav Aid Cost

**VOR**
- Install = $250,000
- 20-year life cycle cost = $1,100,000
**ILS**
- Install = $1,200,000
- 20-year life cycle cost = $2,700,000
**Neither figure considers cost of real estate**

## Where is this leading?

**GPS is biggest change to hit aviation since the jet engine!**
**2007 – decision for drawdown of VORs**
_**My personal guess**_** -reduce by 60% over 10 years**
**NDBs are already being divested**

## Performance-Based Navigation

**Performance-Based Navigation**

**Complete transition by 2025**
**Consistent with ICAO global vision**
**Operational capability based on GPS and augmentations**
**Enhance safety, capacity, efficiency**
**Reduce costs**

**Notes:**
Performance-based navigation is an end-to-end system of concepts and applications based on performance standards without dependence upon specific technologies or equipment 
It fully utilizes the capabilities of all aircraft navigation equipment to operate safely and efficiently in conjunction with external signals provided by ground or space based systems
FAA approved GPS for operational use over 10 years ago. GPS and its augmentations are key enabling technologies toward implementation of performance based services. They provide this capability in the most cost-effective manner considering the unaffordability of the aging ground based infrastructure
GPS does not have the integrity, availability, or accuracy  required for precision approaches.  This is the main reason FAA has spent over $1B delivering WAAS service and $150M in the development of LAAS.
FAA continues to provide support to DoD to ensure the long-term interests of civil & military aviation are addressed. FAA participates on the acquisition team for the GPS-III Program as evaluators and technical advisors
The FAA continues to support development of ground-based augmentation (GBAS) using the Local Area Augmentation System (LAAS).  The LAAS program continues to work with DoD’s joint precision approach and landing system (JPALS) program to ensure system interoperability and sharing of lessons learned.

## Required Navigational Performance (RNP)

**Major change in technical approach – not sensor specific**
**Complete “system” will be RNP certified**
- Aircraft, nav system, autopilot to provide containment and alerting
**RNP 2 miles en route, 1 mile terminal, 0.3 for approach**

## RNP 0.3 DME/DME NA

## Larry’s Forecast

**Satellite-based navigation**
**More takeoff-direct routing**
**ILS-like accuracy en route throughout the NAS**
**Skeleton framework of VORs as mitigation for possible GPS jamming/obstruction**
- Until we work out a jam-proof system

## In the future, you will:

**Have to intimately understand the workings of your GPS receiver**
- Incredibly capable, but it’s a computer!
**Spend more time as a “systems operator”**
**You will either love it, or hate it, but it’s here to stay!**

## Three Major FAA Planning Documents

**Operational Evolution Plan**
- _[www.faa.gov/programs/OEP](http://www.faa.gov/programs/OEP)_
**Roadmap for Performance Based Navigation**
- _[www.faa.gov/ats/rnp](http://www.faa.gov/ats/rnp)_
**Next Generation Air Transport System **

## The Next Generation Air Transportation System (NextGen) Plan Defines A System That Can Meet Demands For The 21st Century

**Trajectory-Based Operations**
**Performance-Based  **
**Operations and Services**
***Precision Navigation***** **
**Weather Integration**
**Network-Centric **
**Information Sharing**
**Surveillance Services**
**Equivalent Visual Operations**
**Super Density Operations**
**Layered, Adaptive Security**

** ****Capabilities**

**Notes:**
The 108th Congress passed Vision 100 – Century of Aviation Reauthorization Act (PL 108-176).  This created a unique coalition of public and private partnerships (Joint Program Development Office (JPDO)).  The JPDO is the organization responsible for the development of NextGen
NextGen is based on nine core capabilities.  Two capabilities that are important to this group are Precision Navigation (GPS and augmentations) and Surveillance Services (ADS-B)
The JPDO is evaluating plans to modernize GPS to ensure there is consistency with NextGen.
The FAA has worked collaboratively with DoD to define the aviation needs for GPS-III.	
It is understood that any additional requirements that are unique to the civil community beyond the current baseline will be funded by the civil community.  L5 is included in the current baseline.

## Navigation Evolution Customer Council (NECC)

**Council made up of government and industry members **
**Created by director of navigation services to:**
- Implement the navigation evolution roadmap
- Adjudication of roadmap comments
- Develop roadmap updates
- Liaison between policy-makers and the aviation community

**Contact me at:**
- _[Larry.Ctr.Oliver@FAA.GOV](mailto:Larry.Ctr.Oliver@FAA.GOV)_
- (202)-385-4593