1. FAA Satellite Navigation

2. Navigation Services Vision
Provide safe and cost effective position, navigation, and timing services (PNT) to meet the operational needs of aviation customers.
Streamlined
Departures
Vector -
Free
Arrivals
All
Weather
Approaches
Efficient, Flexible Routing 2

3. Performance Based Navigation is a Key Enabler for NextGen Services
Arrivals and Departures At High Density Airports
Collaborative Air Traffic Management
Weather Impact
Safety, Security and Environmental Performance
Facilities
Flexibility In To Terminal Environment
Trajectory Based Operations
Capabilities

4. NEXTGEN Domain Trajectory Based Operations VOR Enroute Navigation DME
Operational Capabilities
Navigation Services
PNT Systems
Trajectory Based
Operations
VOR
Enroute Navigation
DME
Increased
Arrivals/Departures
at High Density Airports
Terminal Navigation
ILS
Increased
Flexibility in the
Terminal Environment
LAAS
Improve Collaborative
Air Traffic Management
Non-Precision Approach
LNAV/RNP-0.3
WAAS
Reduce Weather Impact
Precision Approach
Cat-I
GPS
Increased Safety, Security,
and Environmental
Performance
RVR
Precision Approach
Cat-II/III
Transform Facilities
ALS

5. Global Positioning System (GPS)
Why Satellite-Based Navigation?
Improved Aviation System Safety
Fewer Disruptions
Increased Capacity
Increased Fuel Savings
Low Operations Costs
Low Avionics Cost

6. Wide Area Augmentation System (WAAS) Architecture
38 Reference
Stations
3 Master
Stations
6 Ground
Earth Stations
The Wide Area Augmentation System (WAAS) is one of 4 Space Based Augmentation Systems (SBAS) in operation or in development around the globe. The Japanese MSAS, and Indian GAGAN systems are derivatives of the U.S. WAAS, and the EU has the EGNOS system.
WAAS is in it’s final configuration with 38 Wide Area Reference Stations (WRS) feeding data to 3 Wide Area Master Stations (WMS), that compute GPS corrections and integrity information which is forwarded to four geographically dispersed Ground Earth Stations (GES), and uplinked the messages to two geostationary earth orbiting (GEO) satellites and broadcast to the users. The system is controlled from two Operational Control Centers (OCC), one located at the National Operational Command Center (NOCC) in Herndon, VA and the second located at the Pacific Operational Control Center (POCC) in San Diego, CA.
3 Geostationary
Satellite Links
2 Operational
Control Centers 6

7. WAAS 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
Phase III: Full LPV-200 Performance (2009 – 2013)
Development, modifications, and enhancements to include tech refresh
Steady state operations and maintenance
Transition to FAA performed 2nd level engineering support
Begin GPS L5 transition activities
Phase IV: Dual Frequency (L1,L5) Operations (2014 – 2028)
Complete GPS L5 transition
Will significantly improve availability and continuity during severe solar activity
Will continue to support single frequency users
WAAS Lifecycle is broken into four phases
Phase I-Initial Operating Capability provided LNAV/VNAV
Phase II- consisted of architecture and performance upgrades: additional WRSs in Canada, Mexico and Alaska were procured, upgraded communication, O&M enhancements, GEO replacement, WMS, and software upgrades
Phase III- Replacement of Legacy WRSs, router upgrades, software enhancements, L5 transition activities: Specifications, ICDs, MOPs development, WRS receiver development, Develop L5 Transition Plan
Phase IV- Dual Frequency Operations- Dual Frequency Operations will allow WAAS to broadcast on two civil frequencies L1, L5. Activities that will occur new safety computer, new processor
L1-
L2-
L5- 7 7

8. Historical WAAS Performance
GPS
Standard
Actual
WAAS LPV-200
Horizontal 95%
36 m
2.74 m
16 m
1.08 m
Vertical 95%
77 m
*3.89 m
4 m
1.26 m
* Use of GPS vertical not authorized for aviation without
augmentation (SBAS or GBAS) 8

9. Current WAAS GEOs

10. Current WAAS LPV Performance
WAAS Lifecycle is broken into four phases
Phase I-Initial Operating Capability provided LNAV/VNAV
Phase II- consisted of architecture and performance upgrades: additional WRSs in Canada, Mexico and Alaska were procured, upgraded communication, O&M enhancements, GEO replacement, WMS, and software upgrades
Phase III- Replacement of Legacy WRSs, router upgrades, software enhancements, L5 transition activities: Specifications, ICDs, MOPs development, WRS receiver development, Develop L5 Transition Plan
Phase IV- Dual Frequency Operations- Dual Frequency Operations will allow WAAS to broadcast on two civil frequencies L1, L5. Activities that will occur new safety computer, new processor
L1-
L2-
L5- 10 10

11. Airports with WAAS LPV/LP Instrument Approaches
plus ~30 Canadian Airports
As of June 2nd, 2011
- 2,442 LPVs serving 1254 Airports
1,526 LPVs to Non-ILS Runways
916 LPVs to ILS runways
997 LPVs to Non-ILS Airports
13 LPs to Non-ILS Runway 11

12. WAAS Avionics Status Garmin: 61,000+ WAAS LPV receivers sold
Currently sole GA panel mount WAAS Avionics supplier
New 650/750 WAAS capable units brought to market at the end of March 2011 to replace 430/530W units
AVIDYNE & Bendix-King:
135 Avidyne release 9 units sold to date
SmartDeck glass panel and KSN-770 certification pending
Universal Avionics:
Full line of UNS-1FW Flight Management Systems (FMS) achieved avionics approval Technical Standards Orders Authorization (TSOA) in 2007/2008
1700+ units sold
Rockwell Collins:
Approximately 1800 WAAS/SBAS units sold to date
CMC Electronics:
Achieved Technical Standards Orders Authorization (TSOA) certification on their 5024 and 3024 WAAS Sensors
Convair aircraft will have WAAS LPV capable units installed December 2011
Honeywell:
Primus Epic and Primus 2000 w/NZ 2000 & CMC 3024 TSO Approval
Primus 2000 FMS w/CMC 5024 TSO pending
New update.
Garmin has released the 650/750 units which will be the new updates of their GPS 430/530W hardware. Both models are WAAS capable. Sales numbers to be forthcoming. 12 12

13. Who Is Using WAAS? General Aviation Air Carrier & Cargo Aircraft
Helicopters
Business & Regional Aircraft
Air Taxi
Who is using WAAS:
Primarily GA
Business Jets are close behind
Regional Operators are in midst of equipping
Cargo lines have equipped
Air carriers are least equipped 13

14. Aircraft Supplemental Type Certificates (STC): Completed & In-Work
Astra 1125
ATR-42
Beech: Be-400 KingAir- 200, 200GT, 200C, 200CGT, 350, 350C, 300 (special FAA config.), C90A, C90GTi, Premier 1/A, BeechJet-400,
Bell: 412, 429
Boeing (Northern Air Cargo & Canadian North), , ,
Bombardier: CL-600/601 (Universal Avionics company acft)
Bombardier Challenger 300, 601-3A, 604, 605
Bombardier CRJ-200, 700, 900, 1000
Bombardier Q-series, Q300, Q-400
Cessna: Citation 501, 525, 550 Bravo Series, V 560 Series, 650, Excel & Encore +, Citation Jet CJ-1/+, 2/+, 3, Caravan
DeHaviland: DHC-6,7-102,8 series
Eclipse VLJ 500
Embraer Phenom: 100, 300
Falcon: 10, 20, 50, 50EX, 900B, 2000, 2000EX
Gulfstream: G-II, G-III, G-100, G-150, G-200, G-450, G-550, G-1125
Hawker: 400, 400XP, 700, 750, 800, 800XP, 900
LEAR: 31A, 35, 35A, 40, 40XR, 45, 45XR, 55, 60
MD-87
Pilatus PC-12 NG
S-76, S-76B, S-76C++
SAAB: 340A/B
Sabre 65
Viking Twin Otter
Westwind 1124
In-Work:
Aerospatiale: SN 601 Corvette
Agusta: A-109
Airbus: A350, A400
Astra SPX
Beech: Be-200, Be-300
Boeing
Bombardier: Global 5000/Express,CL-300, CL-605, CRJ-700/900
Cessna: Sovereign
Cessna Citation: I/SP501, II, 560 XL/XLS, 650, VII, X
C-9
Dassault: 900 EASy 11
Embraer NB-145, 600/650
Falcon 900EX
Gulfstream: G-IV,
Hawker: B, 800A
King Air: RC-12
LEAR: C-21A
Lockheed Martin: C130J
Piaggio: P-180 14

15. Summary of RNAV - Minima
LNAV - Lateral Navigation
Formerly the GPS ‘straight-in’ minima
LNAV is a Non-Precision Approach (NPA)
GPS or WAAS avionics
LNAV/VNAV – Lateral Navigation & Vertical Navigation
Minima for GPS/Baro-VNAV, or WAAS avionics
LPV - Localizer Performance with Vertical Guidance
LP – Localizer Performance – New in 2011
WAAS avionics minima

16. WAAS Enterprise ScheduleFY 98 99 00 01 02 03 04 05 06 07 08 09 10 11 12 13 14 15 16 17 18 19 20 21 22 23 24 25
IOC (Phase I)
FLP (Phase II)
LPV-200 (Phase III)
Dual Frequency (Phase IV)
Development
Operational
Phases
Development
Operational
FOC
Technical Refresh
Operational
JRC
Technical Refresh
Operational
JRC
GEO #1 – AOR
GEO #2 – POR
GEO #3 – Intelsat (CRW)
GEO #4 – TeleSat (CRE)
Gap Filler GEO (AMR)
GEO #5 – TBD
GEO #6 – TBD
GEO #7 - TBD
Operational
Replaced by GEO #3
Initial GEOs
Operational
Replaced by GEO #4
GEO Schedule
CRW Powered Down
Operational
Operational
Launch 10/05
CRW Comm Loss
CRW Reacquired
Operational
Launch 9/05
Operational
Launch 09/08
Operational
Launch 2013
Operational
Launch 2014
Operational
Launch 2015
Approach Development
~5,218
Currently 2453
WAAS Procedure Development

17. Expanded Networks
WAAS
EGNOS
MSAS
GAGAN
SDCM

18. Combined SBAS Snapshot

19. MTSAT Satellite-Based Augmentation System (SBAS)
Commissioned in 2007 for en route through nonprecision approach service
Two MTSAT satellites
Eight reference stations
Six in Japan
One in Australia
One in Hawaii
Signal in Space usable through the Asia Pacific region with RAIM for LNAV and APV BaroVNAV 19

20. Computer Modeling
Computer models estimate service availability based on algorithms compatible with WAAS (and MSAS)
Dual frequency GPS results involve additional assumptions
Potential effects of scintillation are not included
All results shown assume 2 MSAS GEOs at 140/145º E
Some results are shown assuming that 24 GPS satellites are operating and in primary slots
Some results are shown assuming GPS failure rates consistent with the 2008 SPS Performance Standard for GPS (21 operating slots filled 98% of the time) 20

21. Single Frequency MSAS (24 MRS) APV Baro/VNAV
24 GPS: No Failures
2 GEOS: No Failures 21 21

22. Single Frequency MSAS (24 MRS) APV Baro/VNAV
24 GPS: SPS Outage Rate
2 GEOS: No Failures 22 22

23. Single Frequency MSAS LPV 16 MRS in Australia/Islands
7 Additional MRS in Japan and Hawaii 23

24. Single Frequency MSAS LPV (16 MRS) With and Without Ionospheric Effects
24 GPS: No Failures
2 GEOS: No Failures

25. Single Frequency MSAS LPV (16 MRS) With and Without Ionospheric Effects
24 GPS: SPS Outage Rate
2 GEOS: No Failures

26. Single Frequency MSAS LPV 30 MRS in Australia/Islands
7 Additional MRS in Japan and Hawaii 26

27. Single Frequency MSAS LPV (30 MRS) With and Without Ionospheric Effects
24 GPS: No Failures
2 GEOS: No Failures

28. Single Frequency MSAS LPV (30 MRS) With and Without Ionospheric Effects
24 GPS: SPS Outage Rate
2 GEOS: No Failures

29. Dual Frequency MSAS LPV
The presence of two properly-separated frequencies, such as L1 and L5, allows users to determine atmospheric corrections without having to rely on SBAS ionospheric corrections
This almost completely negates the difficulties that SBAS has near the magnetic equator
SBAS information will still likely be necessary to obtain high availability 29

30. Dual Frequency MSAS LPV (24 MRS) 24 MRS
24 GPS: No Failures
2 GEOS: No Failures

31. Dual Frequency MSAS LPV (24 MRS) 24 MRS
24 GPS: SPS Outage Rate
2 GEOS: No Failures

32. GBAS Architecture One GBAS covers multiple runway ends
GBAS eliminates ILS critical areas
Supports offset landing thresholds and flexible glide-path to mitigate wake turbulence
Contributing technology for high precision navigation services for
Closely Spaced Parallel Approach
Simultaneous Independent Approach
Enabling precise positioning for terminal area navigation RNAV and RNP

33. FY 11 GBAS Activities
NextGen Implementation Plan 2011 identifies GBAS as key ground infrastructure and avionics for the descent and approach phase
NextGen delayed the investment decision for FY13 and GBAS R&D was shifted to William J Hughes Technical Center Navigation Team
GBAS FY 11/12 activities focus on
RFI mitigation
CAT II/III validation
Newark and Houston implementation
International coordination

34. Why APNT? GPS radio frequency interference (RFI) requires mitigation
Waiting for the interference source to be turned off is unacceptable
Continuity of operations must be assured at high density airports
Existing legacy navigation infrastructure does not meet future performance needs
VORs are incompatible with RNAV and RNP
DME/DME/IRU is not accurate enough to enable 3 nm separation
FAA would like to avoid $1B cost to replace aging VORs 34

35. NextGen Alternate PNT (APNT) Project
Enhanced DME
Timing
Wide Area Multi-Lateration (WAM)
DME/GBT Pseudolite

36. DME-DME Alternative Strengths Weaknesses
Leverage existing technology and systems
Least Impact on Avionics for Air Carriers
Weaknesses
Significant Impact on Avionics for General Aviation
General Aviation avionics are unavailable
DME-DME equipped aircraft without Inertial are not authorized to fly RNAV/RNP routes
DME-DME, even with Inertial, is not authorized for pubic approach operations less than RNAV/RNP-1.0
DME-DME interrogations saturate in very high traffic environments
Will require retention and capitalization of nearly half the VORs

37. MLAT Alternative Strengths Weaknesses
Minimal Impact on Existing Avionics
Accuracy Demonstrated to be within target levels
Compatible with existing WAM Systems
Weaknesses
Throughput on 1090ES may limit ability of MLAT to meet availability requirements
Integrity monitoring and Time to Alert necessary to meet navigation requirements may be very challenging
More sites to meet requirements due to limited signal range
Capacity limited in high density traffic environments
Requires a GPS-Independent common time reference
Significant investment in processing facilities and terrestrial communications network may be required

38. Pseudolite Alternative
Strengths
Unlimited capacity
Less complexity for ground-based system
Potential for aircraft based integrity solution
Potential to leverage use of existing DMEs and GBTs
Potential to uplink data other navigation data to aircraft
Weaknesses
Minimum of 3 sites required to compute aircraft position
Significant investment in processing facilities and terrestrial communications network may be required
Common GPS-independent timing reference needed
Greatest Impact to Aircraft Avionics
Least mature concept, no standards exist 38

39. The APNT Initiative within the FAA’s Lifecycle Management System
Service Analysis
Concept Requirements Definition
Initial Investment Analysis
Final Investment Analysis
Solution Implementation
In-Service Management
Research and Systems Analysis
WE Are Here

40. Summary
NextGen Operational Improvements enabled by performance based navigation capabilities increases dependence on GPS and alternate PNT services
GPS vulnerability to radio frequency interference needs to be addressed for enroute and trajectory based operations at some locations
Alternatives are being studied for further consideration 40

41. Questions

42. Current WAAS RNP .3 Performance
WAAS Lifecycle is broken into four phases
Phase I-Initial Operating Capability provided LNAV/VNAV
Phase II- consisted of architecture and performance upgrades: additional WRSs in Canada, Mexico and Alaska were procured, upgraded communication, O&M enhancements, GEO replacement, WMS, and software upgrades
Phase III- Replacement of Legacy WRSs, router upgrades, software enhancements, L5 transition activities: Specifications, ICDs, MOPs development, WRS receiver development, Develop L5 Transition Plan
Phase IV- Dual Frequency Operations- Dual Frequency Operations will allow WAAS to broadcast on two civil frequencies L1, L5. Activities that will occur new safety computer, new processor
L1-
L2-
L5- 42 42

43. GNSS Enables PBN and ADS-B
Navigation
(> 99.0% Availability)
Surveillance
(>99.9% Availability)
Positioning
Accuracy
(95%)
Containment
(10-7)
Separation
NACp
NIC
GNSS PNT
(99.0 – %)
En Route
*10 nm
20 nm
5 nm
308m
(7)
1 nm
(5)
GPS
*4 nm
8 nm
*2 nm
4 nm
Terminal
*1 nm
2 nm
3 nm
171m
(8)
0.6 nm
(6)
LNAV
*0.3 nm
RNP (AR)
*0.1 nm
**0.1 nm
2.5 nm
DPA
0.2 nm
SBAS
LPV
16m/4m
40m/50m
LPV-200
40m/35m
GLS Cat-I
40m/10m
2.0 nm
IPA
121 m
GBAS
GLS Cat-III
16m/2m
APNT
DME Only GAP
This chart shows the linkage between operational capabilities for navigation and ADS-B separation standards enabled by GNSS positioning, navigation, and timing services. Each capability has an accuracy component and an integrity value the establishes a guaranteed limit of performance.
* Operational requirements are defined for total system accuracy, which is dominated by fight technical error.
Position accuracy for these operations is negligible.
** Containment for RNP AR is specified as a total system requirement; value representative of current approvals.
Dependent Parallel Approach (DPA)
Independent Parallel Approach (IPA)
Surveillance Integrity Level (SIL)
Navigation Integrity Category (NIC)
Navigation Accuracy Category
for Position (NACp) 43

44. Navigation Infrastructure
GPS/GNSS supports all existing ICAO Nav Specs
Enroute through approach
U.S. SBAS (Wide Area Augmentation System (WAAS)) operational since 2003
U.S. GBAS (Local Area Augmentation System (LAAS)) in development
Where allowed, DME/DME (D/D) or DME/DME/IRU (D/D/I) can support RNAV 1, RNAV 2, RNAV 5
GNSS and D/D/I are approved means of navigation in U.S.
All U.S. RNAV and RNP implementation can be flown with GPS or WAAS
Almost all U.S. RNAV routes, STARs and SIDs have D/D/I authorized
RNAV 5 not implemented in U.S.
VOR can be used with DME for RNAV 5
Usually considered for contingencies
Avionics and infrastructure variability pose challenges to standardization
ILS still used for approach

45. RFI Impact on Engineering Activities
RFI technical work priority over CAT III work
Major FAATC activities as result of RFI
RFI investigations and RFI report
SLS-4000 Block I changes (Honeywell initiative) with focus on RFI
Newark (PANYNNJ), FCC, Spectrum coordination
FAA Monitoring SLS 4000 performance
Availability Analysis
Outage prediction
Upgrades of Monitors
RFI considerations for CAT II/III Prototyping and Validation

46. Requirements Development and Validation
CAT II/III Engineering Activities
ICAO standards
Technical validation of proposed CAT III standards (completed May 2010)
Next phase "Operational Validation" (Ground/avionics prototypes support this)
Prototyping and Validation
Develop CAT-III prototype LGF and avionics
Validate implementation of the integrity design and allocations
CAT I Engineering activities support CAT II/III development and validation efforts
Honeywell SLS-4000 Block I changes (Improve Availability, Maintainability)
CAT I Optimization of Monitors and Algorithms
Monitor SLS-4000 performance
FAATC Monitors in Newark, Atlantic City, Memphis
Planned: Houston / TBD: Boeing - Moses Lake
Slide 5
> ICAO Standards - Technical validation was completed as of May We are now pursuing the next phase of validation referred to as "Operational Validation" within the NSP. The ground and avionics prototypes will support part of this phase. Additional work will likely extend into the development contract to complete this phase (this does not need to go into the briefing, but I am providing it for background).
> Add preliminary requirements to the list of activities. A finished spec is far off and we have commitments to NextGen for preliminary requirements which will demonstrate significant progress if everyone can agree to them.
> Boeing MOA - I am not sure this is on the right slide. This is not a specific requirements activity. The MOA will allow us to cooperate more closely with Boeing and potentially define/implement more specific requirements validation tasks. It is difficult to know what is going to come out of this or even whether we have the resources to support it until more specific plans are defined. This would be a good area to under promise on. If Boeing was willing to use this as a vehicle to link our development programs or do planning for that, then we would have something specifically worth noting. The scope is somewhat ambiguous right now.

47. GBAS Implementation GBAS implementation at Newark
Airspace Simulations for multiple scenarios
Flight Inspection completed
Continental taking delivery of GBAS capable 737NG (30+)
ISSUES
RFI issues on L1 – FAA Spectrum investigating
Enforcement Bureau, FCC launched cell and GPS jamming enforcement initiative in February 2011
GBAS implementation Houston
NextGen funding approved for Memphis GBAS move to Houston
Transfer of property FAA to Houston in coordination
Houston implementation to validate RFI mitigation activities
Boeing
GBAS installations
Moses Lake installed Nov 2010
Charleston planned for 2012
GBAS equipage estimates B737NG
241 GBAS equipped by 2nd Quarter 2011 / Plus 497 with GBAS provisioned
GLS RWY 29
FYI - we wanted to share some news that may be of interest to you. We have just launched our cell and GPS jamming enforcement initiative and plan to build on these actions in the coming days and weeks. We would appreciate anything you can do to help widely disseminate these actions to your contacts. Thanks so much for your support and we look forward to continuing to work closely with you.
Priya Shrinivasan
Assistant Bureau Chief
Enforcement Bureau
Federal Communications Commission
Also we can say Houston procedures are being worked.

48. International Activities
International GBAS Working Group (IGWG)
IGWG consists of international service providers, FAA, Eurocontrol, airlines, and industry
IGWG objectives is to coordinate activities and exchange of information on
GBAS research and development
Worldwide IONO activities
Future GBAS applications, CAT III CONOPS
GBAS CAT I post implementation
Last IGWG hosted by JCAB, Japan in Osaka Feb 22-25, 2011
Osaka registered over 100 participants / 17 nations
FAA proposed hosting next IGWG in US - late 2011/early 2012 in Atlantic City at the FAATC
FAA MoAs for GBAS technical support/coordination
Australia, Brazil, Germany, Spain, Chile
Brazil: Honeywell SLS-4000 installation Feb/Mar 2011/ expected operational June 2011
Frankfurt, Germany

49. Commercially Available GPS Jammer (so called “Personal Privacy Device”)