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Wide Area Augmentation System (WAAS) Dan Hanlon WAAS Program Manager WAAS Commissioned! For IFR Aviation Use – July 10, 2003 WAAS Capabilities FAA Makes WAAS Available For Non IFR Aviation Use In August 2000 Signal Available At Surface For All Users Initial Operating Capability (IOC)

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Wide Area Augmentation System(WAAS)

Dan Hanlon

WAAS Program Manager


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WAAS Commissioned!For IFR Aviation Use – July 10, 2003


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WAAS Capabilities

  • FAA Makes WAAS Available For Non IFR Aviation Use In August 2000

    • Signal Available At Surface For All Users

  • Initial Operating Capability (IOC)

    • FAA Commissions System For IFR Use On July 10, 2003

    • 100% Coverage CONUS & Alaska From 100,000 Ft. To Surface

    • Horizontal Accuracy 1.5M

    • Vertical Accuracy 3M

    • Better Than 99.99% Availability Of System

    • 95% Availability In CONUS Of Precision Approach

      • 350’ Minimum

    • WAAS Specific Approaches (LPV) Published

      • Sep 2003 - 250’ Minimums



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Development Activities

  • Full Operating Capability (FOC) Development Underway

  • System Enhancements:

    • More Efficient Monitor Algorithms

    • 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

    • Enhanced O&M Efficiency

    • Equipment Upgrade Using COTS When Feasible


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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 Precision Approach (LPV - 250 Foot Minimums)

99% CONUS

95% In Most of Alaska

Dual GEO Coverage Over All CONUS and Alaska

GPS Modernization

L5 Frequency (Block IIF & GPS III)

WAAS 200’ Minimums

Better Interference Mitigation

2003

2003 - 2008

WAAS Schedule

2007

2013


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WAAS CapabilitiesFor Aviation


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NAS 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 National 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


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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


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Vertical Flight Benefits

  • Enables Simultaneous Non-Interfering ( SNI) Operations

    • Provides Separate Flight Paths And Landing Areas For Rotorcraft And Fixed Wing Aircraft

    • Eliminating Competition For Limited Approach And Landing Resources

  • Precision Guided Approach Capability In Areas With No Navigation Aids

    • Air Ambulance

    • Urban Canyons

  • Positive Navigation Capability At All Operating Altitudes

  • Air Route Width Reduction

    • Reduced Edge Of Adjacent Airspace Separation

    • Reduced IFR Separation Between Aircraft


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LNAV/VNAV 350’

LPV 250’

ILS 200’

3o

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

  • 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

  • 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


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    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


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    WAAS Avionics

    UPS/AT

    Receiver

    • Certified Receivers

      • UPS/AT

      • Chelton Systems

      • Free Flight Systems

    • Capstone (Alaska)

      • Major Program Goal To Improve Safety and Efficiency By Installing WAAS Avionics

      • SFAR Approved (Mar 03)

      • Continue to Equip Aircraft with WAAS Avionics

    Chelton

    Receiver

    Capstone

    Installation




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    Destination Airport:

    Frederick, MD (KFDK)

    Build Flight Plan


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    Specify Approach

    Destination Airport: Frederick, MD (KFDK)


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    Execute to

    Activate Approach





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    Summary

    • WAAS Benefits All Classes Of Aviation Users

    • WAAS Has Been Available VFR For Almost 4 Years

    • WAAS Commissioned For IFR Use On July 3, 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


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