# Presentation: 271259

## Wide Area Augmentation System(WAAS)

**Dan Hanlon**
**WAAS Program Manager**

## 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 > 10 m
- Availability and continuity must be met

## 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**

**Notes:**
WAAS is being developed in the United States to support aviation users in all phases of flight. These phases are: enroute, terminal arrivals and departures, and approaches including precision and non-precision procedures

Although GPS alone is sufficient for many aviation uses, to fully realize its benefits, it must be augmented. WAAS does this by providing improved Accuracy, Availability, Continuity, and Integrity to properly equipped users.

WAAS was designed to support many of the FAA’s goals. Of these the most significant goal is contributing to aviation safety. WAAS also will provide benefits in the areas of Human Factors, Security, and will serve as the cornerstone of modernization of the navigation infrastructure of the United States National Airspace System.

## WAAS Components 

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

**Notes:**
This chart depicts the different parts of the WAAS system as well as their locations.

Let me know go into a little more detail on the development of the system.

## 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 <1.5M**
**Vertical Accuracy <3M**
**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

## Area Navigation Availability

**Dashed black line indicates NPA coverage **

## Current LPV Approach Availability

## 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**

## 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 O&M Efficiency
- Equipment Upgrade Using COTS When Feasible

## WAAS CapabilitiesFor Aviation

## 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**

## 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**

## 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

## 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**

## 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

## Operational Implementation

**LNAV/VNAV 350’**

**LPV 250’**

**GLS 200’**

**3**o

|  | Non-Part   139 | Part-139 | Total Approaches | No ILS @ Runway End | # Airports With No ILS or Previous LPV |
| --- | --- | --- | --- | --- | --- |
| GPS | 1084 | 269 | 1353 | 1209 |  |
| LNAV | 1131 | 1058 | 2189 | 1481 |  |
| L/V | 144 | 595 | 739 | 243 |  |
| LPV | 14 | 43 | 57 | 14 | 7 |

## Current and Future LPV Approaches2003 - 2007

- There are currently 6 LPV approaches in North Carolina

## LPV Candidate Airports(Runway ends 3200’ or greater)

- LPV Candidate Airports(Runway ends 3200’ or greater)

## Slide 19

## Current and Future LPV Availabilityfor North Carolina

- Current – Between 95-98%

- 2008 – Between 99.5-99.95%

## Charting with LPV minimum line

**LPV Minimum Line**

**WAAS Channel**
**Number**

**WAAS Approach ID**
**W=WAAS**
**24=Runway 24**
**A=1****st**** WAAS Approach**
**To Rwy 24**

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

## Preparing your airport for WAAS

## 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**

## 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**

## 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**

## 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**

## 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**

## Questions

**You can find more details on our website at:**
_**[http://gps.faa.gov](http://gps.faa.gov/)**_
**Procedures information can be accessed at:**
_**[http://avn.faa.gov](http://avn.faa.gov/)**_

## Operational Implementation

**Procedures:**
- 37 LPVs
- 695 LNAV/VNAV Serving 287 Airports
- 3,483 LNAV Serving 873 Airports

**LNAV/VNAV 350’**

**LPV 250’**

**GLS 200’**

**3**o

## Slide 30

## Colorado Airports

- Airports with Scheduled Air Carrier Operations

- Other Airports

**Airports with Multiple ILS**

**Potential LPV Airports**

## How to Fly a WAAS Approach

## Toggle to Activate 

**Toggle to Activate **
**Receiver**

## Specify Approach

- Destination Airport: Frederick, MD (KFDK)

## Execute to 

**Execute to **
**Activate Approach**

## Vector to Final 

**Vector to Final **
**(VTF)**

## Vector to Final 

**Vector to Final **
**(VTF)**

## On Course/On Glidepath

**With WAAS**

**Arrival**

## 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**

- Frederick, MD (KFDK)

**Build Flight Plan**

## http://gps.faa.gov

- <date/time>

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