WAAS LPV Deep Dive R.2

David Rogers –
Program Pilot,
C&PS – Flight Technical Services
Satellite Based
Augmentation
(SBAS, GBAS)
 Honeywell.com
C&PS Flight Technical Services
This material was developed by:

Customer & Product Support Flight Technical Services
This material was
Honeywell developed by:
Aerospace
C&PS Flight Operations
www.honeywelltraining.com
Honeywell Aerospace
www.honeywelltraining.com
To order this publication:

log on to: https://myaerospace.honeywell.com
or call: 1-800-601-3099 (U.S. & Canada) or 1-602-365-3099 (International)
Publication Number: N/A
Cage Code: 55939
2
Satellite Based Augmentation (SBAS, GBAS)– July 18, 2013 Honeywell Proprietary
 Honeywell.com
Proprietary and Limitations Notice

This document and the information disclosed herein are proprietary data of Honeywell International Inc.
Neither this document nor the information contained herein shall be reproduced, used, or disclosed to others
without the written authorization of Honeywell International Inc., except for training on recipient’s equipment.
Notice — Freedom Of Information Act (5 USC 552) And Disclosure Of Confidential Information Generally
(18 USC 1905)
This document is being furnished in confidence by Honeywell International Inc. The information disclosed
herein falls within exemption (b) (4) of 5 USC 552 and the prohibitions of 18 USC 1905.
ECCN 7E994; Schedule B Number 8524.31.0070
C&PS Flight Technical Services / Global Data Center

Notice Of Limitations
The information contained herein has been compiled for training purposes only.
Its use shall be limited to such applications. For exclusive use by Honeywell customers.
Not for reproduction or distribution to other avionic manufacturers.
Copyright Notice
Copyright 2013 Honeywell International Inc. All rights reserved. Honeywell is a registered trademark of
Honeywell International Inc. All other marks are owned by their respective companies.
3
 Honeywell.com
Agenda
• SBAS – LPV Technology Review

• SBAS Upgrade Value Proposition
• Future Plans
• GBAS update
4
 Honeywell.com
Acronyms
• SBAS – Satellite Based Augmentation System

• WAAS – Wide Area Augmentation System
• LPV – Localizer Performance Vertical
• LP – Localizer Performance (no vertical guidance) minima
NOT currently supported by Honeywell platforms
• GBAS – Ground Based Augmentation System
• LAAS – Local Area Augmentation System
• GLS – Nomenclature for both GBAS based approach and
category of minimums
5
 Honeywell.com
The LP Approach
• Introduced in 2011 in areas that

would not support LPV (terrain)
• Almost 400 in effect
• Not supported by Honeywell
platforms at this time
6
 Honeywell.com
Satellite Based Augmentation System (SBAS)
• WAAS, MSAS and EGNOS – operational and interoperable

• GAGAN, SDCM and SNAS - under implementation
• SACCSA, AFI – Feasibility studies
7
 Honeywell.com
Accuracy Comparison
Parameter GPS SBAS GBAS

Horizontal
Position 10 m 1-2 m >1 m
Accuracy
Vertical
Position 15 m 2-3 m >1 m
Accuracy
8
 Honeywell.com
Vertical Scale Deflection (1 Dot)
LPV
(180’)
(36’)
LNAV/VNAV
(75’) Vertical
(75’) Vertical
FAF TC
9
 Honeywell.com
International LPV Approaches
• The state-certified SBAS

system will be charted
• The approach ID (E14B) will
identify the SBAS system
accordingly (E = EGNOS)
10
 Honeywell.com
Authorizations
• AC 90-107
• AMC 20-28 (EASA)
• Aircraft Flight Manual

– May be referenced in supplements
11
 Honeywell.com
AC 90-107 Definitions
• Barometric Vertical Navigation (Baro-VNAV). An RNAV

system function which uses barometric altitude information
from the aircraft’s altimeter to compute and present a
vertical guidance path to the pilot. The specified vertical
path is computed as a geometric path, typically computed
between two waypoints or an angle based computation from
a single way point.
12
 Honeywell.com
• Localizer Performance with Vertical Guidance (LPV). An

RNAV function requiring WAAS, using a final approach
segment (FAS) data block, which provides both horizontal
and approved vertical approach navigation to minimums as
low as 200 foot ceiling and ½ mile visibility.
– Minimums based on angular deviation vs. linear
– Not affected by temperature, altimeter errors, etc
– Temperature Restriction does not apply to WAAS LPV vertical
guidance
A Much More Robust, Reliable Solution

13
 Honeywell.com
• Localizer Performance (LP). An RNAV function requiring

WAAS, using a final approach segment (FAS) data block that
provides horizontal approach navigation using the
horizontal accuracy and integrity of LPV without vertical
guidance.
• Honeywell platforms are currently capable of LPV ONLY,

NOT LP minimums
14
 Honeywell.com
AC 90-107 Contingency Procedures
• Contingency Procedures. Pilots must be familiar with the

fail-down capability of their WAAS integration. The operator
should develop contingency procedures to react safely
following the loss of GPS and/or WAAS capability.
15
 Honeywell.com
AC 90-107 Contingency Procedures
• The pilot must perform a missed approach for any TSO-C146

equipment if both lateral and vertical guidance is flagged or
another integrity alert is indicated.
• The pilot must perform a missed approach for any TSO-C146

equipment if both lateral and vertical guidance is flagged or
another integrity alert is indicated.
– Some systems allow for continuing to LNAV minimums
– Other systems require reloading another approach
The only way to restore navigation is by selecting

TOGA or the Missed Approach prompt
16
 Honeywell.com
AC 90-107 Training
• Training for RNAV (GPS) instrument approach operations

including use of the LPV and/or LP lines of minima should
include the following items (refer to list below):
No LOA Required for US operators

17
 Honeywell.com
AC 90-107 Training
(1) The information in this AC.
(2) The meaning and proper use of aircraft equipment/navigation suffixes.
IC-615characteristics
(3) Procedure / -800 as determinedNZ-2000
from chart depiction and textual description.
(4) Use of navigation system including procedure selection and ILS look-alike principle:
(a) Methods to select approaches (i.e., procedure name menus or channel number) and confirming correct
approach ID/reference path identifier (RPI).
(b) No manual change of waypoints included in the approach.
(c) Flying the procedure.
(5) Distinction between ILS flight guidance cues and LPV guidance cues.
(6) Required navigation equipment for approach operations using WAAS or any operational
restrictions/limitations, as outlined in the AFM, RFM, AFMS, OpSpec, Mspec, or LOA.
(7) Levels of automation, mode annunciations, changes, alerts, interactions, reversions, and degradations.
(8) Functional integration with other aircraft systems.
(9) Set-up and interpretation of electronic displays and symbols.
(10) Use of LNAV mode(s).
(11) Use of VNAV mode(s).
(12) Understanding the performance requirement and the fail-down capabilities of the system.
(13) ATC procedures/phraseology.
(14) Functionality of vector to final mode.
(15) Flightcrew contingency procedures for a loss of GPS and/or WAAS capability to emphasize maintaining
separation from terrain, obstacles and other aircraft.
(16) Impact of aircraft integrations that incorporate both (WAAS) LPV/LP capability and baro-VNAV capability.
(17) Alternate airport requirements and selection of an alternate airport.
18
 Honeywell.com
AC 90-107 Operational Approval
• Part 91 operators should review their AFM to establish that

their aircraft meets navigation system eligibility. Once the
operator has established system eligibility, the operator
should review the operational and training considerations as
detailed in paragraphs 8 and 9. After completing these
actions, the operator may conduct LPV and LP approach
operations to a published DA and MDA, respectively. An
LOA is not required when eligibility is based on the AFM and
the provisions of this AC.
• This does NOT apply to other countries, however. Europe

does require an LOA, see guidance in AMC 20-28
19
 Honeywell.com
AMC 20-28 - EASA Operational Approval
• Operations of the installed equipment should be in

accordance with the AFM or POH. The operational
procedures to be addressed by the operator are detailed in
APPENDIX 3. The Minimum Equipment List (MEL) should be
amended if required to identify the minimum equipment
necessary to satisfy LPV approach operations using the
installed system.
• The operator should determine the operational

characteristics of the procedure to be flown. It is
recommended that the process described in paragraph 10.3
and APPENDIX 2 of this AMC should be followed, to validate
its operational use by the crew.
20
 Honeywell.com
AMC 20-28 - EASA Operational Approval
• Depending on the aircraft capability, an LPV approach may

be conducted with either a flight director or autopilot mode
engaged. In this case the ‘approach’ flight guidance mode
should be used.
• Prior to LPV approach operation, the operator needs to be

authorized or approved by their competent authority for
such operations.
21
 Honeywell.com
Loading the Approach
22
 Honeywell.com
Additional Indications
• LPV Indications
(Armed) illuminates when the aircraft is within 30nm of the landing
threshold and there is a valid Final Approach Segment (FAS) data block
loaded in the GPS and valid SBAS solution.
(Active) illuminates when a valid FAS data block is loaded in one of
the two GPS’ and the FMS is using GPS calculated final approach
segment deviations to determine the final approach segment guidance
and displayed deviations.
(Unavailable) illuminates up to 30nm of the landing threshold when
conditions exist that would prohibit descending to LPV minimums during
an approach. The following are conditions that can cause it to activate:
 Warning of loss of SBAS corrections after the LPV approach has been loaded
 Warning of excessive lateral or vertical deviation (2 dots) from approach flight
path after passing the FAF
The LPV deviation monitor should be active by the Final Approach Fix
23
 Honeywell.com
PFD Indications
• Approach captured; LPV indication in green

• Fly to LPV mins
24
 Honeywell.com
SBAS Upgrade Value Proposition
• LPV Approach Capability

• Eliminates RAIM check requirements outlined in AC 90-100A
• Higher accuracy positioning both vertically and horizontally
• GPS-Based altimetry instead of Baro-VNAV
• The VPATH remains constant regardless of:
– Incorrect altimeter settings
– Temperature deviations
– Altimetry errors LNAV
25
 Honeywell.com
LPV Availability with FMS 6.1 for Legacy

Platform P/N A/C Certification Status
C601 7018879-03034 Certified, 08/03/10
F900B 7018879-03034 Certified, 12/17/10
H800 7018879-03034 Certified, 05/20/11
GIV 7018879-03036A Certified, 10/30/12
L600 7018879-03038 Certified, 02/08/13
GIV 7018879-03040 Certification Target, Q4 2013
F900B 7018879-03040 Certification Target, 9/4/2013
H800 7018879-03040 Certification Target, 12/15/13
C601 7018879-03040 Certification Target, tbd
GEX 7017300-6X010 Certified, 12/17/12

GV 7017300-56026 Certified, 05/07/13
F900EX 7017300-4XX25 Certification Target, Aug 2013
CX 7017300-31554 Certification Target, Q4 2013
26
 Honeywell.com

Changes in Approach
Procedure Numbers
Number of ILS in 2010 1336
Current number in 2013 1279
LPVs in 2010 1931
LPVs in 2013 3029
LPV access at airports 141
without ILS
LPVs with 200’ DA 760
• FAA plans to add 2,500 more approaches by 2016, allowing

every airport in the nation that qualifies for an LPV to have
one.
27
 Honeywell.com
• Additionally, NAV CANADA has

added 57 LPV approaches at 36
airports with plans to add 180
additional approaches at 92
airports
• Japan LPV in test phase
• More than 35 in Europe including:

– 17 in France
– 2 in Switzerland
– 2 in the UK
28
 Honeywell.com
• US collaborating with Mexico to expand WAAS coverage

beginning with:
– Monterrey
– La Paz
– Cozumel
– Cancun
• India to implement phased approach starting with 6 airports
29
 Honeywell.com
• Additional benefits to WAAS include:

– Being able to dispatch to an airport based on a GPS approach or at
any required alternate
– Eliminating the need for Predictive RAIM check freeing up dispatch
time or crew preflight time
– More airport accessibility and more stabilized approaches for airports
that aren’t serviced by ILS and instead use stepdowns on a VOR
approach
– Potential training cost savings by eliminating or reducing the
frequency of training NDB or even VOR approaches
– Enhanced position on aircraft that display “own ship” position on
electronic chart displays
30
 Honeywell.com
Future of WAAS/SBAS
• Wake turbulence avoidance
31
 Honeywell.com
Future of WAAS/SBAS
• Migration to a dual-frequency system by 2018

– Will allow receivers to directly measure and correct for ionospheric
delays
32
 Honeywell.com
Future of WAAS/SBAS
• FAA planning on transitioning to a minimum operating

network of VORs decommissioning approx half
• Also planning on improving DME network as a backup to
GPS
33
 Honeywell.com
Future of WAAS/SBAS
• FAA approved the first SBAS RNP(AR)

– Implemented for Horizon Air into Wenatchee, WA
34
 Honeywell.com
GBAS Update
• Conceptually similar to SBAS except:

– Instead of ground stations located around the country, 4 Ground
receivers located at site specific airport calculate GPS position
35
 Honeywell.com
GBAS Update
– A GBAS Ground Facility measures errors and produces a GBAS

correction message including integrity and approach path information
36
 Honeywell.com
GBAS Update
– The GBAS Ground Facility sends correction message to a VHF Data

Broadcast Transmitter
37
 Honeywell.com
GBAS Update
– The VHF Data Broadcast Transmitter broadcasts the signal to

equipped aircraft within a 20-30 mile service area
38
 Honeywell.com
GBAS Update
• Implemented in the following locations:

– Newark, NJ – approved for use*
– Bremen, Germany – approved for use
– Houston, TX – approved for use*
– Sydney, Australia – approved for use*
• By the end of 2013, there is expected to be at least 20
operating locations
* Using Honeywell SmartPath System
39
 Honeywell.com
GBAS Update
• Advantages of GBAS:
– Path to CAT II and CAT III landing minimums using GPS technology
– Curved flight paths with vertical guidance capability
– Not impacted by weather and obstacles
– Does not need to be installed/protected next to runway
– Not impacted by movement of equipment/taxiing aircraft
– Can support up to 26 arrivals to various runways
40
 Honeywell.com
SBAS/GBAS Comparison
Coverage Minimums Curved Path Availability
LPV U.S. Domestic 200-250 No Requires GPS

½ - ¾ sm WAAS Receiver
GLS Airport Specific Future Cat II Yes Requires VHF

and Cat III GBAS Receiver
41
www.mygdc.com
Questions & Answers

www.mygdc.com
Thank you
For questions:
David Rogers
david.rogers@honeywell.com

WAAS LPV Deep Dive R.2

Uploaded by

Document Information

Copyright

Available Formats

Share this document

Share or Embed Document

Sharing Options

Did you find this document useful?

Is this content inappropriate?

Copyright:

Available Formats

WAAS LPV Deep Dive R.2

Uploaded by

Copyright:

Available Formats

David Rogers –

C&PS Flight Technical Services

This material was developed by:

To order this publication:

Proprietary and Limitations Notice

ECCN 7E994; Schedule B Number 8524.31.0070

C&PS Flight Technical Services / Global Data Center

• SBAS – LPV Technology Review

• SBAS – Satellite Based Augmentation System

• Introduced in 2011 in areas that

Satellite Based Augmentation System (SBAS)

• WAAS, MSAS and EGNOS – operational and interoperable

Parameter GPS SBAS GBAS

Vertical Scale Deflection (1 Dot)

International LPV Approaches

• The state-certified SBAS

• AMC 20-28 (EASA)

• Aircraft Flight Manual

• Barometric Vertical Navigation (Baro-VNAV). An RNAV

• Localizer Performance with Vertical Guidance (LPV). An

A Much More Robust, Reliable Solution

• Localizer Performance (LP). An RNAV function requiring

• Honeywell platforms are currently capable of LPV ONLY,

AC 90-107 Contingency Procedures

• Contingency Procedures. Pilots must be familiar with the

AC 90-107 Contingency Procedures

• The pilot must perform a missed approach for any TSO-C146

• The pilot must perform a missed approach for any TSO-C146

The only way to restore navigation is by selecting

• Training for RNAV (GPS) instrument approach operations

No LOA Required for US operators

AC 90-107 Operational Approval

• Part 91 operators should review their AFM to establish that

• This does NOT apply to other countries, however. Europe

AMC 20-28 - EASA Operational Approval

• Operations of the installed equipment should be in

• The operator should determine the operational

AMC 20-28 - EASA Operational Approval

• Depending on the aircraft capability, an LPV approach may

• Prior to LPV approach operation, the operator needs to be

Loading the Approach

• Approach captured; LPV indication in green

SBAS Upgrade Value Proposition

• LPV Approach Capability

LPV Availability with FMS 6.1 for Legacy

GEX 7017300-6X010 Certified, 12/17/12

SBAS Upgrade Value Proposition

• FAA plans to add 2,500 more approaches by 2016, allowing

SBAS Upgrade Value Proposition

• Additionally, NAV CANADA has

• Japan LPV in test phase

• More than 35 in Europe including:

SBAS Upgrade Value Proposition

• US collaborating with Mexico to expand WAAS coverage

• India to implement phased approach starting with 6 airports

SBAS Upgrade Value Proposition

• Additional benefits to WAAS include:

• Wake turbulence avoidance

• Migration to a dual-frequency system by 2018

• FAA planning on transitioning to a minimum operating

• FAA approved the first SBAS RNP(AR)

• Conceptually similar to SBAS except:

– A GBAS Ground Facility measures errors and produces a GBAS

– The GBAS Ground Facility sends correction message to a VHF Data