VOLUME 41 Fall 2011

http://gps.faa.gov

The SatNav News is produced by the Navigation Services AJW-91 branch “Iono Robustness” Upgrade to Increase WAAS Reliability of the Federal Aviation Administration (FAA). This newsletter provides informa- In the month of October 2011, WAAS will begin a series of upgrades to tion on the Global Positioning System increase the reliability of the system. One of these upgrades, known (GPS), the Wide Area Augmentation System (WAAS) and the Ground Based as ‘Iono Robustness’, will increase the availability of the WAAS LPV Augmentation System (GBAS). service during the upcoming solar maximum. The solar maximum refers to the peak of the 11 year solar cycle which is expected to occur Inside ... in 2013. During solar maximum, the number of sun spots increases, greatly increasing the likelihood of solar flares. These flares tend 1 “Iono Robustness” Upgrade to Increase WAAS to disturb satellite signals passing through the earth’s atmosphere, Reliability specifically the ionosphere. Such events are referred to as a solar storm (also known as an ‘iono storm’). 2 Government Industry Projects Advance WAAS Goals To ensure safety for users, the of the parameters used by a WAAS WAAS provides information about certified avionics receiver to support 4 FAA Conducts Long the ionosphere. The information the LPV service. Larger GIVE values Island Helicopter Test Flights is provided via a parameter called means that the LPV service from the Grid Ionospheric Vertical Error WAAS will be less available for use. 4 GBAS Program Update (GIVE). The GIVE parameter makes The ‘Iono Robustness’ upgrade of 5 GBAS Activities at sure WAAS receivers properly WAAS optimizes the GIVE algorithm Newark and Houston account for the ionosphere when with the goal of increasing LPV calculating a position. If the service from WAAS during an iono 6 New GPS L5 Frequency ionosphere is ‘quiet’ (i.e. no iono storm, while not compromising Being Phased In storm) then the value of the GIVE safety. 7 Safety: Wake Turbulence parameter is small. But during an Countered in WAAS iono storm the GIVE value becomes The two figures show how WAAS Procedure larger. The GIVE parameter is one reacted to a recent iono storm. 8 Wide Area Augmentation System (WAAS) Avionics Enable Horizon Landings

9 Satellite Navigation Approach Procedures Update

9 What’s New on the Web! Tell Us Your WAAS Story We’re collecting testimonials about the benefits of Wide Area Augmentation System (WAAS) navigation from users. If you are a pilot, passenger, airport manager, employee, or are involved in aviation in any capacity - whether you fly fixed-wing or vertical Figure 1: WAAS LPV flight aircraft - we want to Coverage without hear from you! Please send improved GIVE your stories and contact algorithm information to Scott Speed at [email protected]

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altitude and terminal area operations. This will allow for safer and more enhanced vertical flight operations without impacting current commercial fixed wing traffic into the business jet hub at Teterboro and the three major airports: Newark, LaGuardia, and Kennedy. The primary routes for helicopters in transport Figure 2: Test passengers to and from the local WAAS LPV business jet and airline airports Coverage with and also between the Manhattan improved GIVE heliports and the eastern end of Long algorithm Island. This helicopter initiative is in Figure 1 shows the availability of Government Industry Projects cooperation with AAG, an operator WAAS on the current system during Advance WAAS Goals of charter and fractional share an iono storm on June 5, 2011. Figure 2 The WAAS Program within the Federal helicopters, based in Wappingers shows the availability of WAAS would Aviation Administration’s (FAA) Global Falls, NY. have experienced using the improved Navigation Satellite System (GNSS) GIVE algorithm software. The dark Program Office is responsible for This project is focused on application red color shows where WAAS LPV activities that initiate, coordinate, of WAAS technology to deconflict service was available 100% of the and continuously review all WAAS- helicopter and fixed wing aircraft time on the indicated day. In Figure related projects for National Airspace approaches and allow unimpeded, 1, WAAS LPV service was less than System (NAS) implementation. The simultaneous, all-weather 100% in most of Canada and the Government Industry Partnership Plan operations. The intention is that these north central portion of the United will be used to guide the development demonstrations, once established, States. The improved GIVE algorithm of those programs which are to be will be converted into public use software would have allowed WAAS open to public participation. procedures in the future. to provide 100% LPV service for all of the contiguous United States and The WAAS Program’s developed Bell Helicopter most of Canada during this solar strategy is to find user partners A vertical flight project was initiated event. Over the past few months and obtain a formal contractual by the WAAS Program in coordination there have been several iono storms agreement with those parties; then with Bell Helicopter and the University and the performance WAAS would to develop data collection plans and of Oklahoma. This project focused on have experienced with the improved equip aircraft with GNSS WAAS the collection of flight technical data WAAS GIVE algorithm software has capability; and finally to conduct which forms the basis for the creation been similar to the example of June flight operations which would validate of Public-Use criteria for helicopter 5, as shown in the figures. the potential benefits of both WAAS WAAS LPV approaches. Up to now avionics equipage and the operational It should also be noted that during application. The following sections an iono storm, WAAS does not describe some of the Government shutdown. Instead, the value of the Industry Projects (GIPs) that are GIVE parameter is increased to currently underway. ensure safety for users of the LPV service. As an iono storm subsides, Associated Aircraft Group (AAG) the GIVE parameter value lessens and This vertical flight project applies the LPV service is restored. lessons learned from previous vertical - Bill Wanner, FAA ANG-E51 flight projects to low

Federal Aviation Administration 800 Independence Avenue, SW Washington, DC 20591 3 only “Special” procedures have trauma centers and then creating NetJets been available for helicopters. These a connecting, non-interfering route Focusing on business jet aircraft are typically created for individual system encircling DFW. This system operations, a developmental operators and are not available for allows helicopters to file IFR flight demonstration effort is being use by the public. To facilitate this plans to the route system from exterior conducted in the mountainous region project Bell Helicopter obtained pick up points then to proceed to of the NAS at Aspen, Colorado and a Supplemental Type Certificate the trauma centers helipads, thus Jackson Hole, Wyoming. These (STC) for their newly developed eliminating potential conflicts with procedural demonstrations for B-429 helicopter. The University of airline traffic and allowing air traffic NetJets will be implementing RF Oklahoma developed portable data controllers the ability to provide (radius to fix) turn applications into collection equipment that was carried immediate clearances, thereby WAAS LPV approach to increase the onboard the aircraft during tests. The minimizing flight time from any service arrival availability at those FAA developed demonstration WAAS- location to the site of medical units. airports. The intent is to demonstrate based infrastructure in airspace This demonstration project has had increased service and showcase this utilized by an operator of the Bell 429 all infrastructure developed, tested, new capability to other operators, in the Des Moines, Iowa metropolitan and approved. Flights are underway thus demonstrating WAAS equipage area. WAAS LPV approaches to area daily, gathering the data necessary to benefits. Routes, approach and medical centers were developed using prove the system’s functionality. departure procedures are being Point In Space designs. This project developed to demonstrate the unique has been successfully completed. new capabilities provided by NextGen. The public-use criteria document has A project with Cape Air is utilizing More precise routes will permit been delivered to the appropriate FAA a fleet of reciprocating twin engine relocation of flight paths to areas offices and is currently in the review propeller driven aircraft. Currently outside National Park boundaries and and release process. there are 25 WAAS equipped aircraft. away from sensitive locations. New As a result of the preliminary results WAAS-based arrival and departure CareFlite procedures will provide the ability to A project was developed with safely accommodate increased air CareFlite, an aeromedical helicopter traffic at very challenging mountain operator in the Dallas, Fort Worth, airports. Texas area. CareFlite, which flies the AgustaWestland A-109E helicopter, The NetJets project is also developing is a major operator for medical demonstration infrastructure in the transport. Aeromedical helicopters heavily trafficked corridor between transporting patients from outlying New York and Florida by creating areas near the Dallas, Fort Worth an en route structure for expedited Airport (DFW) are faced with transiting of this project Cape Air’s CEO has high altitude- high speed operations the busy and complex airspace committed to equip all 65 of their that would terminate in the New surrounding DFW. During inclement aircraft with WAAS avionics. This York airspace with arrivals into weather air traffic controllers project has been developed to and departures out of Teterboro routed helicopters operating under assess the benefits of WAAS-based Airport (TEB). This high altitude route Instrument Flight Rules (IFR) away infrastructure on a small airplane would emanate from the Ormond from DFW, causing increased flight airline operation. Based in New Beach, Florida region, offshore along time to the medical center helipads England, Cape Air has been flying the Eastern Seaboard, over Long and potential flight hazards for their regular routes with a new focus Island transitioning to an entry point arriving and departing airline traffic. on WAAS LPV approaches. Results on the northern side of the New Under this project, a WAAS-based to date have shown a significant York Metro Airspace. This route demonstration infrastructure was reduction in diversions from would then be able to support developed first placing new helicopter destination airports due to weather independent operations (exclusive of LPV Point In Space approaches to five as compared to legacy approach Newark, Kennedy, and LaGuardia) systems. Accompanying cost savings into Teterboro, Morristown, and have been significant enough to justify Westchester airports the planned investment to equip all aircraft in the fleet with WAAS Teterboro Terminal Operations avionics. will be served by establishing a separate transition corridor from this A further demonstration has been route to segregate WAAS equipped developed to investigate the value of business-jet traffic from the main WAAS in wake turbulence approach arrival streams. That will reduce procedures (see article on page 6). some of the current congestion on

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those routes that often have back- ups as far west as Chicago, IL, and as far south as Charlotte, NC. The intended objectives are to reduce commercial air traffic congestion, reduce current ground delays, and provide for de-confliction of air traffic operations between Teterboro and Newark (EWR) Airports. The FY12 demonstration project will allow for the test flights and data collection to conduct traffic modeling and simulation tasks with the New York air traffic control personnel. The South Shore Helicopter Route cept eliminates delays caused by - Scott Speed, FAA AJW-9131/NAVTAC channels helicopter traffic over the obtaining flight clearances for both water along the southern shore of helicopters and airliners under IFR FAA Conducts Long Island Long Island, thus greatly reducing conditions. Helicopter Test Flights noise in residential neighborhoods. On September 12th and 13th, 2011, When used by helicopter opera- The results of the initial test flights the FAA Flight Test Group conducted tors, this route and the cross-island conducted on September 12th and demonstration helicopter flights of routes will reduce instances of flying 13th will be used to verify the route the recently designed Long Island low under the cloud cover during locations, recommend possible modi- South Shore Helicopter Route, as well overcast weather to maintain visual fications to the proposed routes, and as Manhattan heliport approaches, contact with surface landmarks. This to facilitate broadening the use of cross-island transition routes joining practice of navigating by Visual the routes for commercial helicopter flights from Long Island Sound to the Flight Rules (VFR) during inclement operators. South Shore route, and other eastern weather greatly increases aircraft Long Island approaches. Intended to noise in residential neighborhoods. Once the FAA approves the routes validate the routes and approaches WAAS equipped avionics provides and approaches for further demon- for final approval and use under FAA accurate Instrument Flight Rules (IFR) strations, AAG will fly them as a part Air Traffic Control (ATC) direction, this navigation even in poor visibility, thus of its regular service. Data collected demonstration and data collection ef- eliminating the need to fly low enough from these ongoing flights will further fort utilized the combined resources of to see landmarks on the ground. the approval process conducted by the FAA’s WAAS Program Office and the FAA. the FAA’s Test and Evaluation Group The South Shore Helicopter Route - Scott Speed, FAA AJW-9131/NAVTAC for the Wide Area Augmentation Sys- grew out of the New York Helicopter tem (WAAS). Project, a combined effort of the FAA GBAS Program Update and the Associated Aircraft Group In April 2011, the Federal Aviation Ad- The FAA’s William J. Hughes Techni- (AAG). The focus of this project is ministration (FAA) made the decision cal Center’s Navigation Performance to develop segregated vertical flight to delay Ground Based Augmentation Team and Flight Program Team flew VFR and IFR routes, approaches, System (GBAS) acquisition man- the demonstration in a Sikorsky S- departures, and missed approach agement activities due to budgetary 76A, a twin-engine, single main rotor structures to facilitate vertical flight constraints. FAA GBAS activities were helicopter, equipped with a Universal operations independent from com- transferred from FAA Navigation Ser- Avionics System UNS-1FW Flight mercial fixed wing operations. The vices to the FAA Research & Technology Management System that interfaces South Shore Helicopter Route, for Development Directorate with the tech- with a Rockwell Collins multi-mode example, does not conflict with fixed- nical work being done by the Engineer- receiver (MMR). wing aircraft coming in and out of ing Development Services Navigation JFK International Airport. This con- Team under John Warburton.

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ment results, and docu- the summer of 2009 to facilitate imple- ments are all essential to mentation of Ground Based Augmen- the global harmonization tation System (GBAS) technology at of GBAS. Newark Liberty International Airport (EWR). The PANYNJ purchased and LATO participants conduct installed a Honeywell SLS 4000 GBAS GBAS related activities in at EWR. They are the sponsor of the one form or another. These GBAS system, responsible for opera- range from concept de- tion, maintenance, and support. The velopment and research FAA provides technical support and prototype activities to actual test assets. Continental is the primary implementation. GBAS ac- customer for GBAS, and continues to tivities are driven by either seek operational experience with this GBAS remains a component of the individual Air Navigation Service new technology. FAA plan to transition from a ground- Providers (ANSPs) national programs based navigation and landing system or SESAR. The SESAR GBAS project The FAA GNSS Operational Imple- to a satellite-based navigation system is divided into several work packages: mentation Team is working with and is identified in the Enterprise GBAS CAT I operational implementa- Continental, New York/New Jersey Air Architecture and the Navigation tion, GBAS CAT III - “airborne”, and Traffic Control, and the FAA Engineer- Roadmap as the future navigation GBAS CAT II/III system develop- ing Development Services Group to solution for Category (CAT) II and III ment - “ground”. The FAA presenta- develop, model, simulate, and flight precision approach and autoland op- tions provided an overview of CAT I test GBAS approaches for Newark, erations. The strategy is to evolve the implementation activities in Newark with much of the work being done at architecture developed and approved and Houston, the status of the FAA the FAA Technical Center. Continental for a single frequency GBAS CAT-I GBAS CONOPS, the CAT III valida- already have over 30 GBAS service and improve this architecture tion efforts, the airborne and ground Landing System (GLS)-capable air- to provide CAT II/III service. prototypes, and Radio Frequency craft approved for GLS operations. Interference (RFI) mitigation activities. Straight-in GBAS approaches were Current CAT II/III planning focuses developed and have been flight in- on reducing technical risk through GBAS coordination and cooperation spected and published but have not prototyping and requirements valida- continues on a global basis through yet been operationally approved. tion. This approach is consistent with the ICAO Navigation System Panel The SLS-4000 was granted the first international GBAS efforts. GBAS (NSP) and the International GBAS FAA GBAS Systems Design Approval standards for GAST-D, a service Working Group (IGWG); on a regional (SDA) in 2009. The Newark GBAS type equivalent to ILS CAT III, were basis with EUROCONTROL and was installed in November of that baselined within an ICAO Navigation SESAR through the LATO meetings; year. Operational approval was Systems Panel proposed amendment and on a national basis with FAA withheld due to system detection of to the Annex 10 Standards and Rec- agreements with individual nations Radio Frequency Interference (RFI) ommended Practices (SARPS). The (Brazil, Australia, Chile, Germany, on GPS L1 and related outages. The FAA has several activities in place to and Spain). RFI traced to illegal Personal Privacy provide validation products as well as Devices (PPDs) in vehicles traveling on operational prototypes for coopera- The next LATO meeting is planned the New Jersey Turnpike in very close tive testing. for April 2012 at the EUROCONTROL proximity to the Newark Airport. Experimental Center in Bretigny, These activities were presented to France. The next International GBAS An FAA led working group developed the EUROCONTROL Landing and Working Group is hosted by the FAA at several mitigation strategies including Take Off Focus Group (LATO) held in the William J Hughes Technical Center, system and siting changes. The GBAS September at the EUROCONTROL Ex- November 15-18, 2011. operational software was modified, perimental Center in Bretigny, France. - Dieter Guenter, FAA AJW-9131/NAVTAC minimizing the operational impact of Twenty Seven (27) participants from RFI while maintaining safe operations. European nations, service providers, GBAS Activities at Newark and Siting modifications, including raising industry, and airlines attended the Houston and moving GBAS antennas were meeting. FAA activities complement The Federal Aviation Administra- planned and are being executed, with those of EUROCONTROL/ Single Eu- tion (FAA), the Port Authority of New some changes being implemented on ropean Sky Air Traffic Management York and New Jersey (PANYNJ), and a temporary basis for data collection. Research (SESAR). The exchange of signed a Memo- GBAS data, research and develop- randum of Understanding (MOU) in

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aircraft. It will be possible to conduct an extremely accurate navigation operational demonstrations using the system developed for civil aviation. capabili¬ties of GBAS in a complex Before WAAS, the U.S. National Air- airspace environment. The goal is space System (NAS) did not have the to achieve efficiency, safety, and ca- potential to provide horizontal and pacity enhancements by supporting vertical navigation for approach op- aircraft and airspace separation in erations for all users at all locations. a highly-congested area. It will also With WAAS, this capability is a reality. provide insight into requirements for WAAS provides service for all classes Houston initiatives concerning paral- of aircraft in all phases of flight - in- lel runway operations and wake sepa- cluding en route navigation, airport ration, leveraging multiple glidepath, departures, and airport arrivals. This offset touchdown, and linear accuracy includes vertically-guided landing ap- standards, all of which are capabili- proaches in instrument meteorologi- ties of the approved GBAS design. cal conditions at all qualified locations throughout the NAS. The RFI issue detected at Newark will assist in the siting and installation of WAAS augments the Global Position future GBAS equipment. In fact the System (GPS) L1 C/A signal. The GPS The final changes, funded by the PA- FAA - Houston Airport System (HAS) L2 P(Y) semi codeless signal is used NYNJ, are expected early 2012. The project is already applying lessons in conjunction with the L1 C/A signal 2009 GBAS approval will be updated learned at IAH. to measure ionospheric delays at based on system software modifica- the ground-based WAAS Wide-area tions and safety case considerations. A site assessment was completed that Reference Stations (WRS). WAAS cur- The new SDA covering all aspects of included GBAS performance and RFI rently models the ionosphere based GBAS operations in the presence of data collection at multiple locations on measurements from each GPS PPD RFI is expected in the second toward the interior of the airport, satellite in view at each WRS. The quarter of 2012. providing isolation from nearby road- measurements are then sent to the ways. A final site was selected, after it WAAS Master Stations (WMS) where A second non-Federal GBAS is being was verified using Honeywell and FAA the ionospheric data from all WRSs is installed at Houston George Bush equipment that RFI conditions were processed into an ionospheric delay Intercontinental Airport (IAH) with not like those at Newark. Data collec- grid. This ionospheric delay grid cooperation by the FAA. The system tion continues using FAA monitoring is then transmitted via the Ground being installed was originally located systems while the site preparations Uplink Stations (GUS) to the WAAS at Memphis and was used as the base are being completed. GEO satellites, which broadcast data system for GBAS prototype testing messages to WAAS equipped GPS by the FAA during the CAT I devel- Planning for civil works, system instal- receivers. The ionospheric grid data opment contract. That system was lation, flight procedure development, is used by the WAAS equipped receiv- subsequently upgraded to the System flight/simulator testing with Conti- ers to estimate ionospheric delays for Design Approval (SDA) Category I nental Airlines has started and HAS in-view GPS satellites. baseline but never operationally ap- and the FAA expects IAH GBAS to be proved. In order to best use this asset operational by spring 2012. Under WAAS Phase IV - Dual Fre- and the availability of Continental quency Operations, the FAA plans Airlines GBAS-equipped aircraft, a The Newark and Houston projects will to introduce a new dual frequency decision was made to move the sys- identify and validate GBAS benefits. navigation service while retaining tem from Memphis to Houston. There The projects are designed to offer an the current single frequency user it will be used for additional validation air traffic control tool that can pro- service. Aviation users who will take of the GBAS installation documents vide flexibility, adaptability, reliability, advantage of both the L1 C/A and L5 and to gain early operational experi- and environmental benefits and also GPS signals are referred to as Dual ence with this NextGen technology. provide controllers and pilots with Frequency Users. The use of the two operational experience using GBAS. frequencies, L1 (C/A) and L5 - both in The Houston GBAS initiative will - like - Dieter Guenter, FAA AJW-9131/NAVTAC the protected Aviation Radio Naviga- Newark - support the early implemen- tion Service (ARNS) bands – will al- tation of GNSS technology. It also pro- New GPS L5 Frequency Being low WAAS equipped dual frequency vides Continental Airlines a city pair Phased In GPS receivers to directly measure (Newark – Houston), thus facilitating Augmenting the Global Position- the ionospheric delay, removing the the effective planning of operations ing System (GPS), the Wide Area constraints imposed by the WAAS for Continental’s fleet of GLS capable Augmentation System (WAAS) is broadcast ionosphere correction grid.

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cause personal injuries. The pilot must learn to envision the location of the vortex wake generated by larger (transport category) aircraft and adjust his/her flight path accordingly.

If a pilot accepts a clearance to visually follow a preceding aircraft, the pilot accepts responsibility for separation and wake turbulence avoidance. The pilot is expected to adjust aircraft operations and flight path as necessary to preclude serious wake encounters.

Through a Government Industry Partnership (GIP) between the Federal Aviation Administration (FAA) and Cape Air, this safety issue is being addressed. Cape Air operates a fleet of sixty-four (64) Cessna 402C aircraft serving thirty-six (36) cities ranging from New England, Florida, the Mid- Atlantic, Mid-West and Caribbean.

Advisory Circular AC90-23F, Section 9b. warns: “When landing behind a Also, during Phase IV, computation larger aircraft - when parallel runway of the WAAS ionospheric grid will be Safety: Wake Turbulance is closer than 2,500 feet (figure 10) switched from L2 P(Y) to the L5 signal. Countered in WAAS Procedure - consider possible vortex drift onto Every aircraft in flight generates your runway. If you have visual contact The first operational L5 satellite was a wake. Historically, when pilots with the larger aircraft landing on the launched May 5, 2010 and the second encountered this wake the disturbance parallel runway, whenever possible, was launched July 16, 2011. A full was attributed to “prop wash.” It is stay at or above the larger aircraft’s constellation of L5 capable satellites known, however, that this disturbance final approach flight path. Note its is estimated to be available in 2018. is caused by a pair of counter-rotating touchdown point.” Throughout this The FAA plans to initiate WAAS Dual vortices trailing from the wing-tips. advisory circular, the pilot following Frequency service in concert with the The vortices from large aircraft pose the “wake-generator” to the same or full L5 capable GPS constellation. The problems to following aircraft. For parallel runway is instructed to remain FAA will continue to support the cur- instance, the wake of these aircraft can higher and land longer than the larger rent Single Frequency service. impose rolling moments exceeding aircraft in order to avoid encountering the control authority of the following the wake. The ground segment upgrades need- aircraft. Further, turbulence generated ed to transition to the dual frequency within the vortices encountered at A demonstration project at user capability will be implemented close range can damage aircraft Logan Airport (BOS) is scheduled to incrementally, thus maintaining con- components and equipment and take place in the fall of 2011. Utilizing tinuous legacy single frequency services. All upgrades, culminating in the Dual Frequency Operations Capability, will first be thoroughly tested within the WAAS Shadow Sys- tem prior to operational fielding. The WAAS Shadow System is a collection of operational and test hardware and software that closely emulates the fielded WAAS. - Scott Speed, FAA AJW-9131/NAVTAC Figure 10. Parallel Runway Approach

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more flights were probable saves. “ T h a t e q u a t e s to 18 flights – i n b o u n d a n d outbound – saved due to WAAS,” said Mr. Bush. “ O u r c o m p a n y leadership got a firsthand glimpse at what could be p o s s i b l e w h e n we equip the full fleet with WAAS avionics.”

In one example of the effectiveness of WAAS, planes WAAS technology, Cape Air will fly “Once the aircraft routers and using LNAV/VNAV to Runway 7 at a vertically guided wake turbulence dispatchers became aware of the GEG normally would be restricted to avoidance approach procedure that conditions of the day,” said Steve the following minimums: a decision is currently a visual maneuver. Bush, ’s Flight Operations altitude of 2,834 feet above Mean Sea Manager, “and what WAAS offered Level (MSL), 458 feet Above Ground In the demonstration project, the toward schedule completion, they Level (AGL), and visibility of 1.5 miles. approach to runway 4R at BOS actively routed the WAAS aircraft in Using an LPV approach at that same will guide the aircraft vertically to such a way to keep them in those runway, the minimums improve to: remain above the usual glide path, markets and therefore were able 2,576 feet MSL, 200 feet AGL, and horizontally to remain precisely on to realize the full benefit of WAAS visibility of .75 miles. the runway centerline, and directing it approach capabilities.” - Scott Speed, FAA AJW-9131/NAVTAC to land one thousand feet beyond the wake-generator’s touchdown point. Seven flights were confirmed “saves”– meaning LPV equiped aircraft were The data collected for this project will able to land successfully instead determine if WAAS wake turbulence of being diverted or cancelled. Two avoidance approaches can be implemented operationally. - Dave Khanoyan, FAA AJW-9131/NAVTAC

Wide Area Augmentation System (WAAS) Avionics Enable Horizon Landings The weather in the Spokane, Washington area on Thursday, October 6, 2011 was overcast with poor visibility and low ceilings at Spokane International Airport (GEG) and nearby Pullman-Moscow Regional Airport (PUW). Runway construction at GEG had also caused the Instrument Landing System (ILS) on the main runway (3/21) to be out of service. The outlook was not good for the Horizon Air flights scheduled for landings at those two airports.

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Satellite Navigation Approach Procedures Update September 30, 2011 – The number of Wide Area Augmentation System (WAAS)-enabled approach procedures continues to increase. The tables shown here reflect the latest numbers. More information about WAAS approach procedures can be found on our GNSS - GPS/ WAAS Approaches web page (http:// www.faa.gov/about/office_org/ headquarters_offices/ato/service_ units/techops/navservices/gnss/ approaches/index.cfm). Table truncated for publication. - Mary Ann Davis, FAA AJW-9131/NAVTAC Full table available at http://www.faa.gov/air_traffic/ flight_info/aeronav/ifpinventory- What’s New on the Web! summary/ Just type http://gps.faa.gov into any web browser to access the best and most accurate information available from the FAA’s Navigation Services Global Navigation Satellite System (GNSS) website.

As of September 22, 2011 2,675 LPVs serving 1,367 Airports 1,706 LPVs to non-ILS Runways 1,120 LPVs to Non-ILS Airports 969 LPVs to ILS runways

Federal Aviation Administration 800 Independence Avenue, SW Washington, DC 20591