Wide Area Federal Aviation
Administration
Augmentation
System (WAAS)
Update
By: Carlos Rodriguez (AJM -321)
FAA Satellite Navigation Program Manager
Date: August 16, 2016
Agenda
• Overview
• Ground and Space Segments
• Performance and Future Upgrades
• Operational Implementation
• International Coordination
• GPS
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Satellite Based Navigation
GPS WAAS
• Approved for Aviation use in 1993 • Commissioned for service in 2003
• Established as global leader and gold • Sets standard for Global Satellite Based
standard for satellite navigation Augmentation System (SBAS) development (Japan,
• Extensive modernization efforts Europe, India and now Russia)
underway that will make available • Augments the GPS L1 signal providing improved
additional civil signals including L5 accuracy and integrity
– International leader in a growing community of • WAAS modernization efforts tied directly to GPS
future Global Navigation Satellite System (GNSS)
modernization
– Efforts directly support next phase of development
for WAAS program – US WAAS plans to modernize using new GPS L5 signal
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Overview
• WAAS provides precise
navigation and landing
guidance covering the
entire National Airspace
System (NAS)
• Combination of
ground-based and
space-based assets
• Augments the Global Positioning System (GPS) Standard Positioning
Service (SPS)
• Enables Operators to fly Required Navigation Performance (RNP) 0.1
• Provides both safety and capacity improvements in the NAS and has
been operational since 2003
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Current WAAS Components
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Benefits of WAAS
• Augments GPS
– Real-time GPS Corrections and Integrity Information
• Greater Position Accuracy
• High Confidence in Computed Position
• Enhances navigation in all phases of flight
– Enroute, Arrival, and Departure:
• Provides 100% Availability Of GNSS For Even The Most Critical RNP or RNAV Operations
• Provides Coverage At All Altitudes Up to 100,000 Feet
• Provides Navigation Services To Areas Not Served by Any Navigation Aid before WAAS Existed
– Approach:
• Enhances Safety By Providing Vertical Guidance To Every Runway End In the Coverage Area
• No Ground Hardware Required At Airport
• Allows IFR Operations To All Qualified Airports
• Supports Closely Spaced Parallel Operations (CSPO)
• Enabling technology for NextGen programs
‒ Automatic Dependent Surveillance Broadcast (ADS-B)
‒ Performance Based Navigation (PBN)
• Ex. Area Navigation (RNAV), Required Navigation Performance (RNP), and Point in Space
(PinS) procedures
• Future reductions of ground-based navigation aids
– ILS rationalization decision closely tied to the implementation and sustainment of WAAS
– 2011 Federal Register Notice (FRN) identified all future Category I approaches to be
supported by LPV
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WAAS GEO Activities
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GEO Sustainment (GEOs 5/6/7)
• GEO 5/6 Satellite Acquisition
– GEO 5
• Successful launch June 2016
– Initial launch date affected by Space X Falcon 9 launch failure
June 2015
• Signal in Space Testing in to begin early CY2017
• Expected operational in 2018
– GEO 6
• Critical Design Review (CDR) completed February 2016
• Expected Operational in 2019
• GEO 7 Satellite acquisition
– Targeting 2019 for a contract award
GEO 5 (Eutelsat 117WB)
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LPV/LPV-200 Service Coverage
2003 IOC – LPV Coverage in
lower 48 states only
2012 Coverage - Full LPV 200 Coverage
2008 Coverage - LPV 200 Coverage in in CONUS (3 Satellites)
CONUS (2 Satellites)
LPV (Localizer Performance with Vertical guidance) - Vertically-guided landing approaches as low as 200 feet
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WAAS RNP 0.3 and RNP 0.1
Coverage
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Actions to ensure high availability of
WAAS
Current WAAS LPV Coverage
• Current WAAS provides high availability service to
aviation users in North America
• There are times when WAAS vertical service availability is
reduced in North America, typically during ionosphereic
disturbances
– Disturbances affect WAAS by reducing availability while preserving integrity
• To continue high availability of WAAS vertical service
during ionospheric disturbances, FAA is:
– Preparing WAAS to take advantage of dual frequency service that will be
provided by GPS
WAAS LPV Coverage March 6, 2016 Iono event
• To prepare for dual frequency service the FAA is:
– Upgrading WAAS reference station GPS/WAAS receivers
– Upgrading the internal WAAS message data structure to include dual
frequency data
– Addressing obsolescence of WAAS assets by replacing aging hardware
– Planning for future enhancements to WAAS algorithms through prototyping
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WAAS Development Phases
• Phase I: IOC (July 2003) Completed
– Provided LNAV/VNAV/Limited LPV Capability
• Phase II: Full LPV (FLP) (2003 – 2008) Completed
– Improved LPV availability in CONUS and Alaska
– Expanded WAAS coverage to Mexico and Canada
– Provided improved approach minimums (LPV-200)
• Phase III: Full LPV-200 Performance (2009 – 2014) Completed
– Improve performance during moderate ionospheric activity
– Preparation for GPS L5 transition
– Expanded LPV-200 availability
• Phase IV: Dual Frequency (L1,L5) Operations (2014 – 2044)
– Sustain WAAS GEOs
– Technology refresh to address equipment obsolescence
– Infrastructure modifications to support future L1/L5 user capability
– Transition from use of L2 P(Y) to L5 in WAAS and provide dual-frequency
service
• Planning to transition within 2 years of GPS L5-signal Full Operational
Capability (FOC)
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Why Dual Frequency Operations?
• DoD planned ‘Sunset’ of L2 P(Y) semi-codeless will
require transition to use of GPS L5 signal
– Current expected transition date: 2026
– Requires GPS L5 to reach full operational capability
• Current Single Frequency WAAS impacted by
ionospheric disturbances
– Future Dual-frequency avionics will support high availability of LPV
operations even under extreme ionospheric conditions
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WAAS Phase IV - Dual Frequency
Operations (2014-2044)
• Final Investment Decision for Phase IV Segment 1 (2014-2019)
Dual Frequency Operations (DFO) approved
– Segment 1 (2014-2019) - Develop infrastructure improvements to
support L5 & Tech Refresh
– Segment 2 (2019+) - Implementation of L1/L5 (dual frequency) user
capability
• GEO sustainment will occur during both segments
• Future considerations
– Dual-Frequency Multi-constellation Capability
• International Focus is on taking advantage of other GPS like constellations
– User Equipment Standards for Dual-Frequency Operations
• FAA working with Interoperability Working Group (IWG) on definition
document that provides the basis for interface design and MOPS development
for L1/L5 and multi-constellation
– Advanced RAIM (ARAIM)
• Avionics-centric approach to dual-frequency multi-constellation
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Moving Towards Performance-
based Navigation
Current Ground RNAV RNP
Waypoints
NAVAIDs Containment
Seamless
Vertical
Path
“curved”
paths
Limited
Design Increased Airspace Optimized
Flexibility Efficiency Use of Airspace
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Key PBN
Commitments by
Timeframe
• Approach/Terminal
– Continue to deploy RNAV
(GPS) approaches with
vertical guidance
– Update criteria and policies for
increased access
– Replace conventional
procedures with PBN
• Enroute
– Replace Jet routes with PBN-
based structure and point-to-
point navigation
– DME/DME redundancy in
Class A
• Oceanic
– Expand User Preferred Routes
– Explore reduced RNP-based
separation standards
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WAAS Enables Performance Based Navigation
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WAAS and the En Route
Environment
• WAAS supports the new airway routes
• “T” routes for airways below 18,000 feet
• “Q” routes for airways above Flight Level
180
T-Route Q-Routes
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GPS/WAAS & ADS-B
Relationship between GPS/WAAS & ADS-B:
GPS is the only known practical means of achieving
ADS-B navigation accuracy from a cost effectiveness
standpoint
ADS-B navigation accuracy requirements essentially
necessitates application of GPS or WAAS to meet the
ADS-B criteria
WAAS required to meet most stringent ADS-B
performance criteria
Operational implications:
Class A airspace (above FL180) aircraft are required
to equip with avionics certified to TSO-C166b.
Applies to Transport Category aircraft.
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Airports with WAAS LPV-200/LPV/LP
Instrument Approaches
As of July 21, 2016
- 4,322 LP/LPVs combined
- 3,709 LPVs serving 1,806 Airports
- 941 LPV-200’s
- 2,560 LPVs to Non-ILS Runways
- 1,149 LPVs to ILS runways
- 1,766 LPVs to Non-ILS Airports
- 613 LPs serving 444 Airports
- 610 LPs to Non-ILS Runway
- 3 LPs to ILS Runways
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WAAS Avionics Equipage Status
• Over 91,000 WAAS equipped aircraft in
the NAS
– WAAS receivers provided by companies
such as:
• Garmin, Universal, Rockwell Collins, Honeywell,
Avidyne, Innovative Solutions & Support (IS&S),
Thales and Genesys Aerosystem (Chelton)
• Since 2006, aircraft equipage rates has
increased each year
• All classes of aircraft are served in all
phases of flight
• Enabling technology for NextGen
programs
– Automatic Dependent Surveillance
Broadcast (ADS-B)
– Performance Based Navigation (PBN)
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NAS Implementation Activities
• Procedure Design/Procedure Development
– Description of route or a terminal procedure
– Charts are used by the pilots
• Flight Inspection
– Provides airborne flight inspection of electronic signals-in-
space for navigational aids in the National Airspace System
– Flight procedures are evaluated for accuracy, aeronautical
data, human factors fly-ability, and obstacle clearance
• Government/Industry Partnerships Flight Inspection
– Support Emergency Medical Helicopters
• Establish Federal–State Agency partnership with the Maryland
State Police Aviation Command (MSPAC) to prototype a low-level
helicopter IFR infrastructure to support the FAA ATO top five list
for safety hazards
– Garmin Hand Flown RF Turn
• Agreement established to collect hand flown RF Turn FTE data to
support FAA approval
• Garmin received FAA approval for STC Amendment March 2016
– Other Transaction Agreements (OTAs) - Avionics Integration,
Data Collection etc.
• Provides aircraft operators with opportunity to implement and
operate NextGen technologies without substantial investments
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Equipage Increase tied to NAS
Implementation Activities
• General Aviation
– Avid users, Part 23 and Part 25 aircraft
– 88,000+ users
• Regional Airlines and Cargo Carriers
– Accelerating equipage due to competitive advantages gained
– Ex., Horizon Air, Cape Air, Northern Air Cargo, FedEx
• Helicopters
– Unique benefits for helicopters incentivizing equipage
– Ex., Low-level helicopter infrastructure, point in space (PinS)
approach procedures
• Major Air Carriers
– Delta and Southwest evaluating implementation of WAAS/LPV
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International SBAS Capability
• WAAS is the U.S. version of a global network Satellite Based Augmentation System
(SBAS)
• The U.S. is the originator of the SBAS design from which MSAS and GAGAN
architectures are based
• The FAA plays an integral part in the SBAS Interoperability Working Group (IWG) so
that WAAS equipped aircraft can fly seamlessly around the world using SBAS
• WAAS future development is being coordinated internationally to ensure continued
interoperability with the other operational SBAS systems as well as up an coming
SBAS systems such as the Chinese Satellite Navigation Augmentation System (SNAS)
Wide Area Augmentation System (WAAS)
Commissioned in July 2003. Serves North America
with benefits that extend over the Atlantic and Pacific
oceans and into Central and South America.
In Development - European Geostationary Navigation
System of Differential Correction and Overlay Service (EGNOS)
Monitoring (SDCM) Will augment GPS Certified for aviation (comparable
and GLONASS to provide horizontal service as WAAS) in March 2011.
and vertical guidance. Will serve Russia Serves Europe and northern portion of
and the surrounding area. Africa.
Multi-functional Transport Satellite GPS Aided Geostationary Earth Orbit
(MTSAT) Satellite Augmentation (GEO) Augmented Navigation
System (MSAS) (GAGAN)
Commissioned in 2007. Provides Will serve India and the surrounding
LNAV Service. Serves Japan and Shaded - Worldwide SBAS RNP 0.3 Capability area. Certified for aviation use in
surrounding area. December 2013.
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Current Global SBAS RNP 0.3 Coverage
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GPS Modernization Program
Increasing System Capabilities w Increasing Defense / Civil Benefit
Block IIA/IIR Block IIR-M, IIF Block III
Basic GPS IIR-M: IIA/IIR capabilities plus • Backward compatibility
• Standard Service • 2nd civil signal (L2C) • 4th civil signal (L1C)
– Single frequency (L1) • M-Code (L1M & L2M) • Increased accuracy
– Coarse acquisition (C/A) • Assured availability
code navigation IIF: IIR-M capability plus • Navigation surety
• Precise Service • 3rd civil signal (L5) • Controlled integrity
– Y-Code (L1Y & L2Y) • Increased robustness • Increased security
– Y-Code navigation • Aviation Safety • System survivability
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GPS III
• GPS III is the newest
block of GPS satellites
– 4 civil signals: L1 C/A, L1C,
L2C, L5
– 4 military signals: L1/L2
P(Y), L1/L2M
• Provides
– Backward Compatibility
– Availability of Position
Accuracy
– Advanced Military functions
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OCX
• New generation GPS
satellites (GPS IIR-M,
IIF & III) and the Next
Generation GPS
Operational Control
System (OCX) will
provide new
capabilities to both
signal structure and
satellite command and
control
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Questions
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WAAS Phase IV Dual Frequency
Operations Status
• Release 1 – Processor Upgrades
– Design Review completed March 2015
– Software updates completed June 2016
– System integration and test in CY16
– Cutover scheduled to be complete fall of 2017
• Release 2 – GEO-5 Integration
– Updated SGS design completed August 2015
– GUS site installation activities completed April
2016
– Set GEO-5 operational 4th quarter CY17
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WAAS Phase IV Dual Frequency
Operations Status (cont.)
• Release 3 – GIII Multicast Update
– Implementation of updated GIII Multicast October 2017
– Scheduled for cutover 2nd quarter CY18
• Release 4 – Corrections & Verifications (C&V) Safety
Computer (SC) Update
– Initial 28 SC’s to be delivered by August 2016
– C&V design scheduled for 3rd quarter CY17
– C&V scheduled for validation testing and cutover in CY18
• Release 5 – SC GUS Processor (GPT) and GEO 6 Integration
– SES tests planned for November 2016
– Payload delivery 4th quarter CY2017
– Satellite launch 2nd quarter CY2018
– Commence GEO signal testing in 4th quarter CY18
– Complete cutover late 2019
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