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and aeronautical charts) conform to WGS−84 or
equivalent. Other countries civil aviation authorities
may impose additional limitations on the use of their
SBAS systems.
b. Instrument Approach Capabilities
1. A new class of approach procedures which
provide vertical guidance, but which do not meet the
ICAO Annex 10 requirements for precision approaches
has been developed to support satellite
navigation use for aviation applications worldwide.
These new procedures called Approach with Vertical
Guidance (APV), are defined in ICAO Annex 6, and
include approaches such as the LNAV/VNAV
procedures presently being flown with barometric
vertical navigation (Baro−VNAV). These approaches
provide vertical guidance, but do not meet the more
stringent standards of a precision approach. Properly
certified WAAS receivers will be able to fly these
LNAV/VNAV procedures using a WAAS electronic
glide path, which eliminates the errors that can be
introduced by using Barometric altimetery.
2. A new type of APV approach procedure, in
addition to LNAV/VNAV, is being implemented to
take advantage of the high accuracy guidance and
increased integrity provided by WAAS. This WAAS
generated angular guidance allows the use of the
same TERPS approach criteria used for ILS
approaches. The resulting approach procedure
minima, titled LPV (localizer performance with
vertical guidance), may have a decision altitude as
low as 200 feet height above touchdown with
visibility minimums as low as 1/2 mile, when the
terrain and airport infrastructure support the lowest
minima. LPV minima is published on the RNAV
(GPS) approach charts (see paragraph 5−4−5,
Instrument Approach Procedure Charts).
3. A new nonprecision WAAS approach, called
Localizer Performance (LP) is being added in
locations where the terrain or obstructions do not
allow publication of vertically guided LPV procedures.
This new approach takes advantage of the
angular lateral guidance and smaller position errors
provided by WAAS to provide a lateral only
procedure similar to an ILS Localizer. LP procedures
may provide lower minima than a LNAV procedure
due to the narrower obstacle clearance surface.
NOTE−
WAAS receivers certified prior to TSO C−145b and TSO
C−146b, even if they have LPV capability, do not contain
LP capability unless the receiver has been upgraded.
Receivers capable of flying LP procedures must contain a
statement in the Flight Manual Supplement or Approved
Supplemental Flight Manual stating that the receiver has
LP capability, as well as the capability for the other WAAS
and GPS approach procedure types.
4. WAAS provides a level of service that
supports all phases of flight, including LNAV, LP,
LNAV/VNAV and LPV approaches, within system
coverage. Some locations close to the edge of the
coverage may have a lower availability of vertical
guidance.
c. General Requirements
1. WAAS avionics must be certified in
accordance with Technical Standard Order (TSO)
TSO−C145A, Airborne Navigation Sensors Using
the (GPS) Augmented by the Wide Area Augmentation
System (WAAS); or TSO−146A, Stand−Alone
Airborne Navigation Equipment Using the Global
Positioning System (GPS) Augmented by the Wide
Area Augmentation System (WAAS), and installed in
accordance with Advisory Circular (AC) 20−130A,
Airworthiness Approval of Navigation or Flight
Management Systems Integrating Multiple Navigation
Sensors, or AC 20−138A, Airworthiness
7/31/08 AIM
AIM 2/14/08
1−1−38 Navigation Aids
Approval of Global Positioning System (GPS)
Navigation Equipment for Use as a VFR and IFR
Navigation System.
2. GPS/WAAS operation must be conducted in
accordance with the FAA−approved aircraft flight
manual (AFM) and flight manual supplements. Flight
manual supplements will state the level of approach
procedure that the receiver supports. IFR approved
WAAS receivers support all GPS only operations as
long as lateral capability at the appropriate level is
functional. WAAS monitors both GPS and WAAS
satellites and provides integrity.
3. GPS/WAAS equipment is inherently capable
of supporting oceanic and remote operations if the
operator obtains a fault detection and exclusion
(FDE) prediction program.
4. Air carrier and commercial operators must
meet the appropriate provisions of their approved
operations specifications.
5. Prior to GPS/WAAS IFR operation, the pilot
must review appropriate Notices to Airmen
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