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electronic glidepath allows the use of TERPS
approach criteria very similar to that used for present
precision approaches, with adjustments for the larger
vertical containment limit. The resulting approach
procedure minima, titled LPV, may have decision
altitudes as low as 250 feet height above touchdown
with visibility minimums as low as 1/2 mile, when the
terrain and airport infrastructure support the lowest
minima. LPV will be published on the RNAV (GPS)
approach charts (see paragraph, 5−4−5, Instrument
Approach Procedure Charts).
3. WAAS initial operating capability provides a
level of service that supports all phases of flight
including LNAV, LNAV/VNAV and LPV approaches.
In the long term, WAAS will provide
Category I precision approach services in conjunction
with modernized GPS.
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
8/5/04 AIM
Air Navigation Aids 1−1−41
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
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
(NOTAMs) and aeronautical information. This
information is available on request from an
Automated Flight Service Station. The FAA will
provide NOTAMs to advise pilots of the status of the
WAAS and level of service available.
(a) The term UNRELIABLE is used in
conjunction with GPS and WAAS NOTAMs. The
term UNRELIABLE is an advisory to pilots
indicating the expected level of WAAS service
(LNAV/VNAV, LPV) may not be available;
e.g., !BOS BOS WAAS LPV AND LNAV/VNAV
MNM UNREL WEF 0305231700 − 0305231815.
WAAS UNRELIABLE NOTAMs are predictive in
nature and published for flight planning purposes.
Upon commencing an approach at locations
NOTAMed WAAS UNRELIABLE, if the WAAS
avionics indicate LNAV/VNAV or LPV service is
available, then vertical guidance may be used to
complete the approach using the displayed level of
service. Should an outage occur during the approach,
reversion to LNAV minima may be required.
(1) 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.
(2) 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.
(3) 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.
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.
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
　
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