Straight Talk WAAS

Straight Talk is a Duncan Aviation Publication
Lincoln Airport
P.O. Box 81887
Lincoln, NE 68501
www.DuncanAviation.aero
www.DuncanAviation.aero/straighttalk
Editors Notes
September 2007 stands out in business aviation as the month the FAA commissioned
Wide Area Augmentation System (WAAS) GPS systems for use in the United States
for IFR approaches. This long-awaited upgrade to GPS satellite navigation is a
critical step in the FAAs NextGen plans. According to current FAA plans, no new ILS
or VOR/NDBs will be developed. WAAS GPS approval opens up nearly all of the
U.S. public use airports for precision approaches. The FAA Flight Inspection Group is
processing approximately 300 runway thresholds each year. Currently, there are
more than 1,800 approaches at non-ILS airports in 2009, with more to come.
So why is WAAS important to business aviation operations?
WAAS enhances en-route navigation performance over GPS only.
WAAS enhances non-precision approach capability over GPS only.
WAAS allows operators to fly over 1,800 published LNAV/VNAV

procedures as low as 300 feet.
WAAS allows operators to fly the new LPV procedures as low as 200 feet.
WAAS can use GPS for an alternate (LNAV minima).
WAAS offers better missed approaches.
WAAS eliminates the RAIM check.
Approving the WAAS GPS system is only one piece of the process that is required to
make the system of use to you, the business aviation operator. Each of the
subsequent topics will be covered in this booklet, including:
The WAAS equipment selection and installation.
The approval process for the WAAS equipment in the aircraft (STC required).
The operational approval process.
Overview of the airport approval process.
Much has been written on the WAAS GPS topic and is available online. We believe
our efforts in finding and condensing this information should address many of your
concerns on installing and using WAAS GPS in your aircraft.
Duncan Aviation acknowledges the FAA WAAS Groups, the FAA Engineering and
Safety Groups, Raytheon Corporation as the provider of the ground infrastructure
and the Avionics Manufacturers who are working on the products to make your flying
safer, easier and affordable.
WAAS equipment is available now for your aircraft. Check out the latest list of LPV
approaches and you will find that you now have access to new and better
approaches at more airports.
An updated version of this Straight Talk booklet will be available online at

www.duncanaviation.aero/straighttalk. Please use this information for your planning.
Feel free to call us with any questions or comments.
Duncan Aviation Avionics Sales Team
800.228.4277 www.DuncanAviation.aero 800.525.2376
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Notes
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What is WAAS?
WAAS GPS Capable Units
WAAS Operational Facts
LPV & ILS Approached by State 18

North American WAAS LPV/LNAV/VNAV Coverage 20
10
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12
WAAS Operational FAQs
24
Key Terms
40
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If this book does not contain a worksheet insert page, download one at:
www.DuncanAviation.aero/straighttalk or e-mail us at:
StraightTalk@DuncanAviation.com.
WAAS Worksheet
Once you have filled this out, please call Duncan Aviations
avionics installations sales department at 800.228.4277 in LNK
or 800.525.2376 in BTL to discuss your WAAS/LPV options.
1. Company_____________________________________
2. Location______________________________________
3. Contact Information
Name________________ Phone__________________
Cell__________________
E-mail_______________________________________
4. Aircraft Make______________Model_______________
Serial Number__________________
Registration #__________________
5. Type of FMS installed___________________________

6. Number of FMS installed (circle one) 1
7. Type of Autopilot installed________________________

8. EFIS Make_____________ Model______________
9. Mechanical Flight Director Make__________________
Model________________________________________
10. General Avionics Equipment Make_________________
Generation____________________________________
11. Part 91
Part 135
12. Areas of Operation or Special Needs________________
_______________________________________________
_______________________________________________
_______________________________________________
What is WAAS?
What is WAAS?
In 2007, the FAA completed and certified a significant upgrade to
WAAS GPS Satellites
the GPS system. This new system, dubbed Wide Area
Augmentation System (WAAS) uses a network of over 25 precision
ground stations to provide corrections to the GPS navigation signal.

The network of precisely surveyed ground reference stations is
strategically positioned across the country including Alaska,
Hawaii, Puerto Rico, Canada and Mexico to collect GPS satellite
data. Using this collected error information, a message is developed

to correct any signal errors. These correction messages are then
broadcast through communication satellites to the airborne GPS

receiver using the same frequency as GPS.
WAAS is designed to provide the accuracy, availability and
integrity necessary to allow flight crews to rely on GPS for all
phases of flight, from en route through GPS precision approach for
all qualified airports within the WAAS coverage area. This provides
a capability for the development of more standardized precision
approaches, missed approaches and departure guidance for
approximately 4,100 ends of runways and hundreds of
heliport/helipads in the U.S. airspace.
This graphic depicts the WAAS infrastructure, two geostationary satellites,

the U.S. ground reference stations and the international reference stations
(Canada & Mexico). The GPS satellites at the top of the graphic represent
the legacy network augmented by WAAS.
WAAS will also provide the capability for increased accuracy in

position reporting, allowing for more uniform and high-quality
worldwide air traffic management. WAAS is a critical part of the

FAAs NextGen program.
WAAS Overview
First, a few acronyms explained:
(An expanded glossary can be found on page 40.)

WAAS GPS Wide Area Augmentation System.
LPV Approach Localizer Performance with Vertical Guidance
approach offering the lowest minimums of GPS systems (2008).
LP Approach Localizer Performance, no vertical guidance

from GPS.
LNAV/VNAV Approach Designed for GPS/FMS equipment

using altimeter data for vertical (2003).
GPS has been widely used for aircraft navigation since the 1980s.
While GPS is dramatically more accurate than the
VLF/Omega/Loran systems in use at that time, GPS was originally

designed as a military system and was not FAA certified for sole
means use. As the cold war was nearing the end, President Reagan
released the system for civil use and most recently President Bush
ended the use of Selective Availability (SA).
With the much improved accuracy of GPS without SA and the
demise of VLF/Omega, the FAA published Advisory Circulars that
In time, the FAA refined their plan and Congress funded WAAS.
After years of hard work, the FAA announced WAAS as operational

in 2003. WAAS leased space on a couple of existing satellites to
prove the concept was valid and to work out the bugs. Those existing
satellites were not ideally located or equipped to make WAAS
useable for precision approaches. (However, GPS was being used for
overlay approaches.)
The most important news on WAAS came in September of 2007.
FAA and prime contractor, Raytheon, announced the commissioning

of two new geostationary satellites for WAAS. These satellites are
ideally positioned so that operators in North America have
redundancy. In addition, each of these satellites broadcast an
additional signal that GPS receivers will use to improve their overall
accuracy. As the United States Air Force replaces the earlier GPS
satellites with new Block II/III versions that have higher power and
added reliability, better positional accuracy will be implemented.
Perhaps this summary will make it easier:
Every IFR-certified and installed GPS unit allows the pilot to

descend to LNAV (or Straight-in) and circling approaches.
allowed GPS to be used for primary means navigation, domestic and
Baro-VNAV-equipped GPS systems can also descend to
precision approaches. On its own, GPS accuracy and reliability was
WAAS GPS receivers can descend to LNAV, LNAV/VNAV and
oceanic. But a greater need for GPS was evident, that of GPS
not adequate to supplement or replace ILS/Localizer approaches.
The FAA proposed two upgrades to the GPS system. The first was
for WAAS, a ground station, satellite linked correction system with
improved accuracies over wide geographic areas (SBAS). The second

is LAAS, a local ground station broadcasting (GBAS) radio signals
LNAV/VNAV minima.
LPV minima.
Now, the real push for GPS LPV Precision Approaches

has begun.
WAAS is here now and available for your aircraft.
for a very limited area with better accuracy than WAAS. The FAA
underestimated and Congress under funded both WAAS and LAAS

programs so both programs struggled in development.
WAAS GPS Capable Units
Selection of WAAS GPS Capable Units
The selection of the WAAS units for installation in Part 25 aircraft

depends on a number of factors:
Dual systems may be required to meet FAR 25.1309 &

AC 25.1309-1A.
Panel or Pedestal mount systems must meet Class 3, TSO C145a
Airborne Navigation Sensors Using the GPS Augmented by the Wide

Area Augmentation System.
Multiple box FMS systems with remote WAAS receiver must meet
Class 3, TSO C146a Stand Alone Airborne Navigation Equipment
Using the GPS Augmented by the Wide Area Augmentation System.
The existing avionics, flight director and autopilot.
The installation and certification of the WAAS units for

LPV approaches must be done in accordance with the
following documents:
The WAAS/FMS Equipment Manufacturers Installation Manual
AC 43.13-2B [Large Aircraft] Acceptable Methods, Techniques and

Practices Aircraft Alterations.
AC 20-138A Airworthiness Approval of GPS Navigation Equipment

for Use as a VFR and IFR Navigation System.
AC 90-94 Guidelines for Using GPS Equipment.
FAA Order 8900.1 Flight Standards Information Management
System (FSIMS) Volume 4. Aircraft Equipment and Operational

Authorizations, Chapter 1. Air Navigation, Communications
and Surveillance.
In general, the approval process references above require a TC or

STC for a WAAS GPS installation.
Duncan Aviation has FAA delegated authority as a Supplemental

Honeywell FMZ 2000
Rockwell Collins FMS
Type Certificate (STC) and Major Repair and Alterations (MRA)
ODA (Organization Designation Authorization). This designation
allows Duncan Aviation to sign an STC for aircraft alterations on
behalf of the FAA with the authority to approve design data, tests
and analysis, as well as make a finding of compliance to the
regulations. To support its ODA authorization, Duncan Aviation

has a team of experienced avionics, structural, aeronautical and
Universal UNS-1Ew
10
Garmin 530w
systems engineers. The approval allows Duncan Aviation to
complete STCs for interior and airframe modifications and avionics

system upgrades.
11
FAQs - WAAS Aircraft Equipment
Is WAAS ready for my aircraft?
WAAS is now ready for most aircraft. Duncan Aviation is in the STC
development process for the new Universal UNS-1xW, Honeywell NZ-
2000 v6.1, Rockwell Collins and other GPSbased Flight Management

Systems for most aircraft.
different footprint and require approved structural modifications.
If LPV requires two FMSs, what if I do not have room for a

second system?
At least one of the FMSs manufacturers will have a solution in this
case. They are offering a remotemounted WAAS GPS sensor unit
What must be accomplished to install GPS WAAS equipment in

my aircraft?
For GPS WAAS, you must also use equipment certified by TSO-C145a
or TSO-C146a and have the installation done by an appropriate STC.
Safe flight using GPS equipment depends on airworthiness:
1) Does it have the appropriate TSO?
2) Was it installed per AC 20-138 or AC 20-130a?
3) Is it documented? Was it done properly per TC/STC?

If I purchase a WAAS GPS system, am I ready to fly the approaches?
WAAS capable avionics do not automatically mean that you can fly the
LPV minima line. You must comply with the certification and
operational requirements as well.
WAAS approaches do not require any special ground equipment at the
destination airportno localizer or glide slope transmitters are necessary.

I already have GPS. Will WAAS require a separate/different antenna?
Yes. The WAAS message is broadcast on the same frequency as the GPS
signal, so WAAS and GPS share one antenna. Because of the new WAAS
12
TSOs, the antenna will be replaced. The new antenna will probably have a
that serves as the second system. This unit can operate without a
dedicated Control Display Unit (CDU) in the flightdeck.
How is WAAS/LPV annunciated?
Annunciation for WAAS/LPV
can be displayed on newer
EFIS displays (Glass Box
LCDs) or using external
annunciation as depicted
below. If the EFIS
manufacturer decides not to
offer a modification upgrade path to provide the proper annunciation on

the displays, an external annunciation will be required.
What is the required sensitivity of my existing display systems

when using WAAS GPS?
En route, full-scale Course Deviation Indicator (CDI) deflection is

typically 5 miles with an accuracy of +/- 2 miles.
Within 30 miles of the arrival and departure airport, GPS CDI sensitivity
typically transitions to one mile.
When flying an approach (and the approach mode is armed), GPS CDI
sensitivity transitions from 1 mile to 0.3 miles approximately 2 miles
from the Final Approach Waypoint (FAWP).
13
The operation of WAAS GPS equipment requires:
Your FAA Approved Aircraft Flight Manual Supplement.

Your FAA Approved Aircraft Flight Manual.
The equipment manufacturers operating/instruction manual.

FAA Aeronautical Information Manual.
WAAS NOTAMS.
Lowers the FAA flight inspection costs.
May increase airspace capacity under the FAAs NextGen program.
The FAA has announced the decommissioning of some existing
Navaids including NDBs, Cat1 ILS, VORs and Markers. Watch your
charts to see these changes.
Benefits of WAAS include the following:
Appropriate approach charts.
Appropriate training for the flight crew using WAAS procedures.

AC 90-94 Guidelines for Using GPS Equipment.
Flexibility.
Better Weather Minimums.
Creates more alternate airport opportunities.
Gives a corporate/business traveler closer proximity to
Advantages of using WAAS GPS:
Safety using Lower Minimums, LPV is typically 250 to 300 feet.

Extremely Accurate GPS meets air navigation performance
requirements for precision approaches, non-precision
approaches, en route and terminal phases of flight.
Better missed approaches.
desired locations.
Allows the flight crew to fly precision approaches as low as

200 feet, typically below 300 feet.
(Duncan Aviation wishes to acknowledge the FAA, Raytheon,
Mitre Corp., Stanford University and the avionics manufacturers

for this information.)
Opens up over 1,800 WAAS approaches with thousands

more to come.
Affords better weather minimums at many of the airports

(some are LPV200 as low as 200 feet).
Removes the GPS RAIM FDE checking requirement.
Removes the Low Temperature Approach requirement.

Uses two GEO satellites for redundancy.
Approved in 48 states, Alaska and Canada. (Mexico is

working on similar approvals.)
16
17
WAAS Approach Locations

WAAS approach locations as of
February 2008. Total of 1,084
WAAS LPV approaches. Total

of 12 LPV 200 approaches.
There are over 1,500 ILS
approaches available.
18
Approaches by State
Alaska
Alabama
Arkansas
Arizona
California
Colorado
Connecticut
District of Columbia
Delaware
Florida
Georgia
Iowa
Idaho
Illinois
Indiana
Kansas
Kentucky
Louisiana
Massachusetts
Maryland
Maine
Michigan
Minnesota
Missouri
Mississippi
Montana
North Carolina
North Dakota
Nebraska
New Hampshire
New Jersey
New Mexico
Nevada
New York
Ohio
Oklahoma
Oregon
Pennsylvania
Rhode Island
South Carolina
South Dakota
Tennesee
Texas
Utah
Virginia
Vermont
Washington
Wisconsin
West Virginia
Wyoming
#LPV
16
25
20
12
35
8
7
3
4
80
58
27
9
36
32
32
15
19
8
6
8
19
24
42
26
7
29
15
54
5
13
10
4
28
30
13
14
36
3
19
15
9
82
4
20
1
22
32
1
12
#LPV
<260 ft
12
11
13
4
12
5
0
1
0
19
21
21
8
12
12
26
4
4
1
1
4
4
15
14
11
4
9
11
32
2
4
8
1
14
10
5
3
12
1
9
9
7
54
0
6
0
3
5
0
8
#ILS
30
26
25
18
76
36
7
10
3
71
53
22
9
55
33
24
21
23
23
16
13
50
39
33
24
11
51
14
18
19
16
17
10
52
45
30
18
41
4
22
12
28
104
13
25
3
31
27
12
9
19
North America WAAS Coverage
This FAA graphic shows that nearly all North America has GPS
LPV accuracy.
LPV200 Service Contour

(solid yellow line)
LPV Service Contour
(solid red line)
LNAV/VNAV Service Contour

(dashed black line, includes LPV)
Color Scale is Vertical Protection
Level (VPL)
08-December-2007 13:27:10 GMT

(WJH FAA Tech. Cntr., NJ USA)
20
21
What is the difference between GPS LPV, LP, LNAV/VNAV
GPS NPA (LNAV) refers to a Non-Precision Approach (NPA)
Localizer Performance with Vertical guidance (LPV) is the most
(LNAV). On an LNAV approach, the pilot flies the final approach
and LNAV and are there other types of approaches?
desired approach. It is similar to LNAV/VNAV except it is much
more precise (40m lateral limit), enables descent as low as 200-250
feet above the runway and can only be flown with a WAAS receiver.
LPV approaches are operationally equivalent to the legacy
instrument landing systems (ILS), but are more economical because

no navigation infrastructure has to be installed at the runway.
There are over 1,800 LPV approaches in use today and the FAA is
publishing over 300 new LPV approaches per year.
procedure which uses GPS and/or WAAS for Lateral Navigation
lateral course, but does not receive vertical guidance for a controlled
descent to the runway. Instead, when the aircraft reaches the final
approach fix, the pilot descends to a minimum descent altitude
using the barometric altimeter. LNAV approaches are less precise
(556m lateral limit) and therefore usually do not allow the pilot to
descend to as low an altitude above the runway. Typically, LNAV
procedures achieve a minimum descent altitude (MDA) of 400 feet

height above the runway.
Localizer Performance (LP) is a recent NPA procedure that uses
What is an LPV approach and can I fly LPV approaches with
altimeter data for vertical guidance. These approaches are needed
LPV is the new category of approach that uses the WAAS signal
the WAAS precision of LPV for lateral guidance and barometric

at runways where, due to obstacles or other infrastructure
limitations, a vertically guided approach (LPV or LNAV/VNAV)
can not be published. LP approaches can only be flown by aircraft
equipped with WAAS receivers. The minimum descent altitude for

the LP approach is expected to be approximately 300 feet above
the runway.
LNAV / VNAV (Lateral Navigation / Vertical Navigation)
approaches use lateral guidance (556m lateral limit) from GPS

and/or WAAS and vertical guidance provided by either the
barometric altimeter or WAAS. Aircraft that dont use WAAS for
the vertical guidance portion must have VNAV-capable altimeters,

which are typically part of a flight management system (FMS).
When the pilot flies an LNAV/VNAV approach, lateral and vertical

guidance is provided to fly a controlled descent and a safer
maneuver to the runway. The decision altitudes on these
approaches are usually 350 feet above the runway.
WAAS today?
and provides vertical guidance. You can fly LPV with WAAS
avionics installed, approved and certified for LPV approaches.

Can my aircraft be equipped with only GPS for navigation
and be legal for flying in IMC?
The FAA has authorized GPS as the primary means of navigation

in certain areas (oceanic and remote). The FAA requires that the
aircraft have the appropriate equipment necessary for the route of

flight. Furthermore, a GPS approach cannot be used for the
alternate if it is also used for the destination when using earlier
TSO-C129 equipment. WAAS allows the use of GPS for alternates
based on LNAV, LPV, LP or better performance. Therefore, it may

be legal to fly a GPS-only equipped aircraft in IMC, but the
circumstances are quite rigorous.
What approaches can I fly with GPS WAAS?
This answer is highly dependent upon your specific equipment and

installation. Please check the Aeronautical Information Manual.
24
25
LPV approaches require WAAS Class 3 equipment built to TSO-
C145A or TSO-C146A and installed IAW AC 20-138A. Older TSO

C129 GPS receivers may be for VFR-only use, or may only be
sufficient to fly non-precision GPS approaches. LNAV/VNAV and

LPV approaches require additional equipment beyond the basic
GPS receiver.
Can I use a WAAS GPS to fly RNAV approaches?
An approved WAAS GPS is qualified to fly the following: WAAS

LPV, LP, LNAV/VNAV.
When I install WAAS equipment, will I get a RNP?
RNP stands for Required Navigational Performance. It is a metric

of system navigational capability. The FAA is moving toward a
performance-based national airspace system.
In the future, your ability to fly in certain areas may be governed
by your ability to achieve precise navigational performance within

specific tolerances. RNP-0.3 will be used for approaches and it
refers to .3 nautical mile accuracy. This accuracy may be achieved

through various means (GPS, WAAS, flight management system
using automatic DME updates), but your aircraft will be certified to

a particular RNP.
Where can I find a current list of WAAS approach

procedures?
The following FAA website is updated several times a year:
approaches. We expect business aviation to gain a significant
number of approaches to airports that were not readily available

before WAAS.
Can I use an alternate with a GPS approach?
If you have approved WAAS avionics, you may plan to use any
instrument approach authorized for use with your WAAS avionics

as a required alternate. You must use the LNAV minima line for
planning purposes in case vertical guidance is not available.
WAAS removes the RAIM and FDE prediction scenarios.
Will WAAS provide a performance comparable to ILS?
WAAS LPV approaches are designed to provide performance
comparable to Category 1 ILS. The WAAS minima are shown on
each Approach Chart. The airport survey determines the minimum
height above terrain allowed. Approaches are being added monthly.

In addition, the data below is extracted from FAA contractor
Raytheon Corporations measured results.
WAAS ACCURACY PERFORMANCE
GPS
Horizontal 95%
Vertical 95%
GPS
WAAS LPV-200
WAAS LPV-200
2.74 m
16 m
1.08 m
Standard
Actual
77 m
3.89 m
36 m
Standard
4m
Actual
1.26 m
http://www.faa.gov/about/office_org/headquarters_offices/ato/service
_units/techops/navservices/gnss/approaches/index.cfm
The website lists the approaches that have been completed and
published. When you receive the published approach chart and you
have the proper equipment with the proper certification, you are
ready to fly the approach. In the FY2009 budget, Congress directed

the FAA to focus on Non-Part 139 airports for the new GPS
26
27
TABLE 1 REQUIRED PERFORMANCE

LPV Performance
Full LPV Reg.
HAL
40 m
Availability
VAL
95% Accuracy
Probability of HMI
Time to Alarm
Coverage
99%
50 m
Vertical 2.0 m
Horizontal 1.5 m
10-7 per approach

6.2 sec.
100% of Continental U.S.
TABLE 2 WAAS LPV (full Localizer Performance with Vertical Guidance)

WAAS Requirements
WAAS Actual
LPV CONUS
LPV Alaska
75% of Alaska
88% of Alaska
Vertical Accuracy
2.0 m
.95 m
Horizontal Accuracy 1.5 m
.60 m
99% Availability
95% Availability
Time to Alarm
Probability of HMI
95% bound
95% bound
6.2 sec.
10-7
Measured Performance
95% bound
95% bound
6.2 sec.
0
How many WAAS procedures are planned?
The current FAA goal in the WAAS business case calls for
approximately 8,900 WAAS procedures. This number coincides with

all of the available public use runways, IFR and VFR in the U.S.
National Airspace System (NAS) that are at least 3,200 feet in
length. The FAA assesses the available runways that do not have
published approaches each year to establish the priority locations

for the following year production goals. The 2009 Congressional
budget requires the FAA to certify non-Part 139 airports first.
28
Do you have a timeline regarding when and where WAAS

approach procedures are supposed to be rolled out?
In FY2006 over 350 LPV procedures were published.
In FY2006, 287 LPVs were published at non-ILS Runways.

As of June 2009, there are over:
1,800 LPVs,
4,155 LNAV,
1,708 LNAV/VNAV procedures published.

If you need the status of a particular approach, the FAA maintains
a website which provides the production plan for future WAAS
procedures over a five-year window. It is available online at:
http://avnweb.jccbi.gov/schedule/production
If a favorite airport does not have GPS approach capability, can
you succinctly break down the mechanics/steps in implementing a

WAAS procedure and explain each step in the process?
The process is too detailed to show in this booklet. A quick overview

of the requirements are:
Paved runways over 3,200 feet long by 60 feet wide.

Non-precision runway markings.
Runway safety zone.
Parallel taxiway recommended.
Medium intensity runway lights.
29
You should begin by contacting the local FAA Airport District Office
and your state Aeronautics Agency. Requirements are given in
Advisory Circular 150/5300-13. The developmental process can take

from 12 to 18 months.
How does WAAS know that the correction it sends is valid

for my particular location?
The WAAS supplies two different sets of corrections:

1) Corrected GPS parameters (position, clock, etc.)
2) Ionospheric parameters.
The reference stations do not move. They measure all the errors
and provide corrections so the aircraft flying in a particular location

does not see those errors.
Can I rely on WAAS to notify me if there are problems?
For safety reasons, WAAS has six seconds to do one of two actions:
1. Correct user position outside the guaranteed accuracy protection

limits to get back within the protection limits. If WAAS is able to
correct misleading information within six seconds, there is no lapse

in system integrity.
2. Shut-off connections and notify the user not to use. If the system
is unable to correct misleading information in the six-second
timeframe, it becomes Hazardously Misleading Information (HMI)

and should not be used for navigation.
What is meant by WAAS integrity?
Integrity refers to usability of the satellite signal and means that

the signal has not been corrupted. Integrity is the ability of a
system to provide timely warnings to users when the system should

not be used for navigation as a result of errors or failures in the
Can WAAS be used outside the U.S.?
Canada has granted approvals for WAAS-equipped aircraft. Mexico

is working on WAAS implementation.
The following Satellite Based Augmentation Systems are under
development. Most are believed to be compatible with a common

specification outlined by ICAO.
EGNOS European Geostationary Navigation Overlay Service.
The European system will be based upon GPS, GLONASS and the
Galileo Satellite System that has been approved, partially funded
and has not been launched. EGNOS is expected to be compatible
with WAAS, but the EU politics will likely delay implementation

until 2012.
MSAS Japans Multifunctional Transport Satellite Augmentation

system is a Satellite-based Augmentation System using their
MTSAT satellites. Raytheon is the prime contractor, which states

the MSAS will be compatible with WAAS. MSAS was declared
operational in 2007.
GAGAN Indias GPS /GLONASS and Geo-Stationary Augmented

Navigation program is expected to be in service in 2010.
SNAS Chinas Satellite Navigation Augmentation System

believed to be WAAS-compatible.
GRAS Australias Ground Based Augmentation System uses

VHF ground based transmitters instead of satellites for the
GPS augmentation. The compatibility with WAAS has not
been determined.
system. WAAS improves upon the integrity of the basic GPS signal
and detects much smaller errors more quickly.
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What does the acronym APV mean?
When will the WAAS developmental work be complete?
for an Approach with Vertical guidance and it refers to specific
2008, WAAS will revert to system sustainment and technical
APV is the International Civil Aviation Organization (ICAO) term

ICAO criteria adopted in May 2000. This approach classification
allows the use of stabilized descent using vertical guidance without
the accuracy required for traditional precision approach procedures.

The U. S. has developed criteria for lateral/vertical navigation
(LNAV/VNAV) and LPV approach procedures that meet this
approach classification. The LNAV/VNAV and LPV approaches

provide guidance in both the lateral and vertical planes.
Is there a backup system planned for GPS?
LORAN will continue to be modernized, according to the recently

released U.S. Fiscal Year 2009 budget. System responsibility has
been placed within the Department of Homeland Security, which
WAAS development work will be complete at the end of 2008. After

refresh activities while focusing more on procedure development
and user avionics. The FAA will continue to add over 300 LPV
approaches annually.
What is the typical LPV approach procedure?
The figure on the next pages depicts a typical published LPV
approach procedure. The title denotes the approach as an area
navigation (RNAV) procedure. Notice that each RNAV procedure
typically includes three of the approach types previously described.
This is done to ensure that as many aircraft as possible, of different

types and with different equipment, can fly the approach and to
provide operational flexibility if WAAS becomes unavailable.
has chosen LORAN as the backup for national infrastructure
Some aircraft may only be equipped with standard GPS receivers.
timing is essential to such critical elements as communications,
GPS and FMS can fly to the LNAV/VNAV decision altitude. WAAS-
elements that currently depend on GPS. Today, high-accuracy GPS

utilities, banking and transportation and a severe GPS outage
today could be crippling nationwide.
The low-powered GPS signals can be jammed by hackers or
adversaries, whereas the updated eLORAN (for enhanced LORAN)
They can fly to the LNAV decision altitude. Aircraft equipped with
equipped aircraft certified for LPV can fly to LPV decision altitude.
If for some reason the WAAS service becomes unavailable, all GPS
or WAAS-equipped aircraft revert to the LNAV decision altitude
and land safely using GPS-only.
offers near-GPS timing accuracy, high-powered jam-resistant
signals and totally different failure modes. eLORAN receivers could

track every ground-based LORAN station within reception range,
which could provide 25 or more position and timing sources. Standalone eLORAN aviation units appear unlikelymanufacturers
currently envision small eLORAN chips buried as backups inside

future GPS units. In addition, the U.S. military is replacing the
original GPS satellites with higher powered more secure satellites.

This will also add to the reliability of GPS signals.
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Charting LPV
WAAS Channel Number: CH 97307
WAAS Channel Number is a reference
number assigned to each approach chart.
Some of the WAAS FMSs will provide a
shortcut to the chart.
WAAS Approach ID: W13A
W: WAAS
13: Runway 13
A: 1st WAAS Approach to RWY 13
Temperature Restriction
Does Not Apply if using WAAS Equipment
LPV Minimum Line

273 ft.
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FAQs - WAAS Regulatory & Certification

What are the applicable TSOs & Advisory Circulars?
TSO-C145a is Airborne Navigation Sensors Using the GPS
Augmented by the Wide Area Augmentation System.
TSO-C146a is Stand-Alone Airborne Navigation Equipment Using
the GPS Augmented by the Wide Area Augmentation System.
AC 20-130a is Airworthiness Approval of Navigation or
Flight Management Systems Integrating Multiple
Navigation Sensors.
AC 20-138a is Airworthiness Approval of GPS Navigation
Equipment for Use as a VFR and IFR Navigation.
AC 90-94 is Guidelines for Using GPS Equipment.
What are the differences in capabilities between the
WAAS TSOs, STCs, etc.?
For WAAS, you must also use equipment certified by TSOC145a or TSO-C146a. Most general aviation WAAS receivers
will comply with TSO-C146a, which applies to panel or
pedestal mounted navigation equipment (as opposed to
sensors that provide data to a flight management system).
Safe flight using GPS equipment depends on airworthiness:

1) Does it have the appropriate TSO?
2) Was it installed per AC 20-138 or AC 20-130a?
3) Is it documented? Was it done properly per TC/STC?
Is WAAS/LPV available via Field Approval Process?
Universal Avionics Systems in conjunction with the FAA have
established an Engineering Assisted Field Approval process by
which aircraft, which currently have installed Universal FMSs that

are 3D coupled for pseudo ILS approaches, can be upgraded to the
new Universal Avionics WAAS Flight Management Systems with
LPV approach capability. Even though this process is considered a

Field Approval to be used on a specific aircraft and a specific
serial number, the process is more complex. One of the
requirements called out in this process is to coordinate with an
appropriately authorized FAA-designated DER who can support the

FAA Form 337. It will also be necessary to work with a Flight Test
DER or Flight Test Analyst DER who can evaluate the WAAS FMS
LPV approach performance and individual compatibility with the
proposed flight guidance displays.
TSO is a Technical Standard Order and it describes the

minimum performance standard for a system or component.
Supplemental Type Certificate (STC) is a document issued
by the FAA approving an installation or modification. The
STC defines the product design change, states how the
modification affects the existing type design and lists serial
numbers of the component affected by the change.
36
37
Key Terms
AC 43.13-2B FAA Advisory Circular pertaining to Acceptable
Methods, Techniques and Practices - Aircraft Alterations. This Advisory

Circular contains guidance material pertaining to aircraft alterations.
AC 20-138A Airworthiness Approval of GPS Navigation Equipment

for Use as a VFR and IFR Navigation System. This Advisory Circular
contains guidance for GPS installation certification.
AC 90-94 Guidelines for Using GPS Equipment. This Advisory

Circular contains guidance for GPS equipment operation.
Approach with Vertical Guidance (APV) There are actually

three approach categories now. Precision, Non-Precision and
APV. APV approaches are an ICAO recognized term and have

different criteria.
FAR Part 25 Federal Aviation Regulations Airworthiness

Standards. These are the general regulations that apply for
Transport Category Aircraft (generally over 12,500 pounds).
FAR Part 25.1309 Equipment, Systems and Installations.

This section covers the requirements for the addition of
equipment and systems.
GBAS Ground Based Augmentation System. A local area
augmentation system (also know as LAAS) where the GPS correction

signals are sent to the aircraft from ground based transmitters.
GPS NPA refers to a Non-Precision Approach (NPA) procedure

which uses GPS and/or WAAS for Lateral Navigation (LNAV).
GPS Overlay Approach These procedures, available in 1994,
ground NAVAID. Second, although they didn't provide lower

minima, GPS overlays also introduced and validated GPS
approaches to aviation. This initial validation was critical for future

GPS improvements.
HMI Hazardously Misleading Information.
H/VPL Horizontal/Vertical Protection Levels. There is one chance

in 100 million of the GPS being in error by more than the H/VPL.
You will be locked out of LPV if the required levels are not met.
Other approaches will be offered if their H/VPL are met.
LAAS Local Area Augmentation System, under development for

more accurate GPS approaches. No completion date has been
announced, pending funding by U.S. Congress. Refer to GBAS for

more detail.
LNAV/VNAV (Lateral Navigation/Vertical Navigation)
approaches use lateral guidance (556m lateral limit) from GPS

and/or WAAS and vertical guidance provided by either the
barometric altimeter or WAAS. Aircraft that dont use WAAS for
the vertical guidance portion must have VNAV-capable altimeters,

which are typically part of a flight management system (FMS).
When the pilot flies an LNAV/VNAV approach, lateral and vertical

guidance is provided to fly a controlled descent and a safer
maneuver to the runway. The decision altitudes on these
approaches are usually 350 feet above the runway.
LP Approach A GPS approach with Localizer Performance with

pilot guided vertical descent (2008).
authorized use of approved GPS receivers to fly existing non-
From AIM 1-1-20: A new non-precision WAAS approach, called
course guidance could come from the GPS system. These procedures
terrain or obstructions do not allow publication of vertically guided
precision instrument approaches. The only difference was that
are identified with or GPS in the title. The advantage for these
procedures was twofold. First, overlay approaches provide the
40
aviator greater position awareness than that derived from using the
Localizer Performance (LP) is being added in locations where the
LPV procedures. This new approach takes advantage of the angular

lateral guidance and smaller position errors provided by WAAS to
41
provide a lateral only procedure similar to an ILS Localizer. LP
procedures may provide lower minima than a LNAV procedure due

to the narrower obstacle clearance surface.
LPV Approach Localizer Performance with Vertical Guidance
Approach offering the lowest minimums of GPS systems. Requires

WAAS GPS receivers.
RNP Required Navigational Performance. It is a metric of system

navigational capability. The FAA is moving toward a performancebased national airspace system.
SBAS Satellite Based Augmentation System such as WAAS,

EGNOS, etc.
SA Selective Availability, military scrambling of GPS or no

longer active.
STC Supplemental Type Certification. The two objectives of
Aircraft certification is to encourage and foster the development of
civil aviation and to ensure aviation safety. One method used by the
Federal Aviation Administration (FAA) to fulfill these objectives is
the aircraft certification system through which aircraft design and
modification must be approved. Title 14 of the Code of Federal
Regulations (14 CFR) and the Civil Air Regulations (CAR) define
the minimum required safety standards for FAA certification. By

demonstrating compliance with these regulations, an aircraft
modifier may obtain the necessary FAA approval for a modification.

Types of aircraft certification design approvals are determined by
the magnitude and complexity of the change. Aircraft modifications

can be subdivided into minor and major changes (14 CFR part 21,
section 21.93). The type of FAA approval is applicable to a given
modification. Supplemental Type Certificates (STC) are required for

most major changes to existing Type Certificate (TC) products
affected by a modification or installation when the change is not so

intensive as to require a new TC (14 CFR part 21, section 21.19).
42
SAAAR Special Aircraft and Aircrew Authorization Required.

SAAAR Approaches are specially authorized and have stringent
requirements. Refer to AC 90-101 for details.
VLF/Omega A now defunct navigation product. The Very Low
Frequency portion used U.S. Navy high-powered transmitters that

were designed for submarine communications and navigation. The
Omega system was a synchronized Low Frequency Pulsed
transmitter system.
WAAS The Wide Area Augmentation System or WAAS is a major

improvement to GPS. A combination of 25 WAAS ground reference
stations (WRS) monitor the GPS constellation signals and send
corrections through two WAAS Master Stations (WMS) up to two

geosynchronous satellites. These satellites then transmit the
corrections to a WAASenabled FMS/GPS receiver.
WAAS Channel Number A reference number assigned to each
approach chart. If used by a particular manufacturer, the channel

number provides a shortcut to the chart.
WAAS Containment Similar to LNAV/VNAV and ILS
approaches, LPV procedures evaluate the Glideslope Qualification

Surface. Because of the smaller integrity limit and angular
guidance, the size of the obstacle trapezoid is smaller than
LNAV/VNAV. In 2003, the minimum height above touchdown
(HAT) value was established at 250 feet. In March 2006, it was
announced that the WAAS minimum HAT would be lowered to 200

feet if all other airport infrastructure requirements are met.
WAAS Alerting Another major improvement is WAAS alerting.

The WAAS horizontal integrity limit is 40 meters on final as
opposed to 556 meters for basic GPS. More importantly, WAAS

provides vertical integrity, which basic GPS does not. WAAS
eliminates the requirements for RAIM predictions, but crews still

must check WAAS NOTAMs. Additionally, on procedures with an
inverse W, crews must plan using non-precision approach
43
requirements since vertical NOTAMs are not provided. The

inverse W symbols will be removed as the vertical signal
availability improves at airports. Avionics equipment guidance is

found in TSO-C145 V/VNAV and LNAV.
Why would one fly LNAV / VNAV or LNAV minima if they could
fly LPV? The reason is that some GPS and RNAV (GPS)
approaches have LNAV/VNAV, but not LPV minima. Also, if the

WAAS system has an outage, the pilot can still fly the LNAV
portion. Think of flying the localizer only approach when the ILS
glideslope is out of service. There are approximately 1,800 LPV
approaches already published with a production goal of 300 more

LPV approaches each year.
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Straight Talk WAAS

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Straight Talk is a Duncan Aviation Publication

WAAS enhances en-route navigation performance over GPS only.

WAAS enhances non-precision approach capability over GPS only.

WAAS allows operators to fly over 1,800 published LNAV/VNAV

WAAS can use GPS for an alternate (LNAV minima).

WAAS offers better missed approaches.

WAAS eliminates the RAIM check.

An updated version of this Straight Talk booklet will be available online at

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Straight Talk About WAAS

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WAAS GPS Capable Units

WAAS Operational Facts

LPV & ILS Approached by State 18

WAAS Operational FAQs

800.228.4277 www.DuncanAviation.aero 800.525.2376

5. Type of FMS installed___________________________

7. Type of Autopilot installed________________________

9. Mechanical Flight Director Make__________________

10. General Avionics Equipment Make_________________

12. Areas of Operation or Special Needs________________

In 2007, the FAA completed and certified a significant upgrade to

WAAS GPS Satellites

the GPS system. This new system, dubbed Wide Area

Augmentation System (WAAS) uses a network of over 25 precision

ground stations to provide corrections to the GPS navigation signal.

Hawaii, Puerto Rico, Canada and Mexico to collect GPS satellite

data. Using this collected error information, a message is developed

broadcast through communication satellites to the airborne GPS

WAAS is designed to provide the accuracy, availability and

integrity necessary to allow flight crews to rely on GPS for all

phases of flight, from en route through GPS precision approach for

This graphic depicts the WAAS infrastructure, two geostationary satellites,

WAAS will also provide the capability for increased accuracy in

worldwide air traffic management. WAAS is a critical part of the

Straight Talk About WAAS

800.228.4277 www.DuncanAviation.aero 800.525.2376

First, a few acronyms explained:

(An expanded glossary can be found on page 40.)

LPV Approach Localizer Performance with Vertical Guidance

approach offering the lowest minimums of GPS systems (2008).

LP Approach Localizer Performance, no vertical guidance

LNAV/VNAV Approach Designed for GPS/FMS equipment

VLF/Omega/Loran systems in use at that time, GPS was originally

With the much improved accuracy of GPS without SA and the

demise of VLF/Omega, the FAA published Advisory Circulars that

After years of hard work, the FAA announced WAAS as operational