Federal Aviation Administration Twentieth Edition
a) Area.wide WAAS UNAVAILABLE NOTAMs indicate loss or malfunction of the WAAS system. In flight, Air Traffic Control will advise pilots requesting a GPS or RNAV (GPS) approach of WAAS UNAVAILABLE NOTAMs if not contained in the ATIS broadcast.
b) Site.specific WAAS UNRELIABLE NOTAMs indicate an expected level of service, e.g., LNAV/ VNAV or LPV may not be available. Pilots must request site.specific WAAS NOTAMs during flight planning. In flight, Air Traffic Control will not advise pilots of WAAS UNRELIABLE NOTAMs.
c) When the approach chart is annotated with the
symbol, site.specific WAAS UNRELIABLE NOTAMs or Air Traffic advisories are not provided for outages in WAAS LNAV/VNAV and LPV vertical service. Vertical outages may occur daily at these locations due to being close to the edge of WAAS system coverage. Use LNAV minima for flight planning at these locations, whether as a destination or alternate. For flight operations at these locations, when the WAAS avionics indicate that LNAV/VNAV or LPV service is available, then the vertical guidance may be used to complete the approach using the displayed level of service. Should an outage occur during the procedure, reversion to LNAV minima may be required.
NOTE.
Area.wide WAAS UNAVAILABLE NOTAMs apply to all airports in the WAAS UNAVAILABLE area designated in the NOTAM, including approaches at airports where an
approach chart is annotated with the
symbol.
19.3.6 GPS/WAAS was developed to be used within SBAS GEO coverage (WAAS or other interoperable system) without the need for other radio navigation equipment appropriate to the route of flight to be flown. Outside the SBAS coverage or in the event of a WAAS failure, GPS/WAAS equipment reverts to GPS.only operation and satisfies the requirements for basic GPS equipment.
19.3.7 Unlike TSO.C129 avionics, which were certified as a supplement to other means of navigation, WAAS avionics are evaluated without reliance on other navigation systems. As such, installation of WAAS avionics does not require the aircraft to have other equipment appropriate to the route to be flown.
19.3.7.1 Pilots with WAAS receivers may flight plan to use any instrument approach procedure authorized for use with their WAAS avionics as the planned approach at a required alternate, with the following restrictions. When using WAAS at an alternate airport, flight planning must be based on flying the RNAV (GPS) LNAV minima line, or minima on a GPS approach procedure, or conventional approach procedure with “or GPS” in the title. Code of Federal Regulation (CFR) Part 91 nonprecision weather requirements must be used for planning. Upon arrival at an alternate, when the WAAS navigation system indicates that LNAV/VNAV or LPV service is available, then vertical guidance may be used to complete the approach using the displayed level of
service. The FAA has begun removing the
NA (Alternate Minimums Not Authorized) symbol from select RNAV (GPS) and GPS approach procedures so they may be used by approach approved WAAS receivers at alternate airports. Some approach
procedures will still require the
NA for other reasons, such as no weather reporting, so it cannot be removed from all procedures. Since every procedure must be individually evaluated, removal of the
NA from RNAV (GPS) and GPS procedures will take some time.
19.4 Flying procedures with WAAS
19.4.1 WAAS receivers support all basic GPS approach functions and provide additional capabilit-ies. One of the major improvements is the ability to generate glide path guidance, independent of ground equipment or barometric aiding. This eliminates several problems such as hot and cold temperature effects, incorrect altimeter setting or lack of a local altimeter source. It also allows approach procedures to be built without the cost of installing ground stations at each airport or runway. Some approach certified receivers may only generate a glide path with performance similar to Baro.VNAV and are only approved to fly the LNAV/VNAV line of minima on the RNAV (GPS) approach charts. Receivers with additional capability (including faster update rates and smaller integrity limits) are approved to fly the LPV line of minima. The lateral integrity changes dramatically from the 0.3 NM (556 meter) limit for GPS, LNAV and LNAV/VNAV approach mode, to 40 meters for LPV. It also provides vertical integrity monitoring, which bounds the vertical error to 50 meters for LNAV/VNAV and LPVs with minima of 250’ or above, and bounds the vertical error to 35 meters for LPVs with minima below 250’.
19.4.2 When an approach procedure is selected and active, the receiver will notify the pilot of the most accurate level of service supported by the combina-tion of the WAAS signal, the receiver, and the selected approach, using the naming conventions on the minima lines of the selected approach procedure. For example, if an approach is published with LPV minima and the receiver is only certified for LNAV/VNAV, the equipment would indicate “LNAV/VNAV available,” even though the WAAS signal would support LPV. If flying an existing LNAV/VNAV procedure with no LPV minima, the receiver will notify the pilot “LNAV/VNAV available,” even if the receiver is certified for LPV and the signal supports LPV. If the signal does not support vertical guidance on procedures with LPV and/or LNAV/VNAV minima, the receiver annunci-ation will read “LNAV available.” On lateral only procedures with LP and LNAV minima the receiver will indicate “LP available” or “LNAV available” based on the level of lateral service available. Once the level of service notification has been given, the receiver will operate in this mode for the duration of the approach procedure, unless that level of service becomes unavailable. The receiver cannot change back to a more accurate level of service until the next time an approach is activated. 中国航空网 www.aero.cn 航空翻译 www.aviation.cn 本文链接地址：美国航行情报汇编 AERONAUTICAL INFORMATION PUBLICATION AIP 3(44)
