If you wish to contribute or participate in the discussions about articles you are invited to contact the Editor
WAAS Future and Evolutions: Difference between revisions
Jump to navigation
Jump to search
| Line 20: | Line 20: | ||
These phases imply improvement in three fields: | These phases imply improvement in three fields: | ||
#Improvement to aviation operations | #Improvement to aviation operations<br> In 2007, WAAS vertical guidance was projected to be available nearly all the time (greater than 99%), and its coverage encompasses the full continental U.S., most of Alaska, northern Mexico, and southern Canada. At that time, the accuracy of WAAS would meet or exceed the requirements for Category 1 ILS approaches, namely, three-dimensional position information down to 200 feet (60 m) above touchdown zone elevation. As of Aug 26th, 2010 there have been 2209 LPV approaches serving 1174 Airports: 1350 to non-ILS Runways Ends and 859 to ILS Runways Ends. There have been LPVs at 553 Non-ILS Airports and 246 have been LPVs-200. | ||
In 2007, WAAS vertical guidance was projected to be available nearly all the time (greater than 99%), and its coverage encompasses the full continental U.S., most of Alaska, northern Mexico, and southern Canada. At that time, the accuracy of WAAS would meet or exceed the requirements for Category 1 ILS approaches, namely, three-dimensional position information down to 200 feet (60 m) above touchdown zone elevation. As of Aug 26th, 2010 there | #Software improvements <br> Software improvements, fully implemented in September 2008, significantly improve signal availability of vertical guidance throughout the CONUS and Alaska. Area covered by the 95% available LPV solution in Alaska improves from 62% to 86%. And in the CONUS, the 100% availability LPV-200 coverage rises from 48% to 84%, with 100% coverage of the LPV solution. In phase III the new evolutions of software shall update WAAS algorithms to give full LPV-200 performance over CONUS and Alaska, and also to prepare for Dual Frequency Operations. | ||
#Software improvements | #Space segment upgrades <br> Both Galaxy 15 (PRN #135) and Anik F1R (PRN #138) contain an L1 & L5 GPS payload. This means they will potentially be usable with the L5 modernized GPS signals when the new signals and receivers become available. With L5, avionics will be able to use a combination of signals to provide the most accurate service possible, thereby increasing availability of the service. These avionics systems will use ionospheric corrections broadcast by WAAS, or self-generated onboard dual frequency corrections, depending on which one is more accurate. A third GEO satellite, Inmarsat AMR (PRN #133) has started to transmitt the WAAS signal. | ||
Software improvements, fully implemented in September 2008, significantly improve signal availability of vertical guidance throughout the CONUS and Alaska. Area covered by the 95% available LPV solution in Alaska improves from 62% to 86%. And in the CONUS, the 100% availability LPV-200 coverage rises from 48% to 84%, with 100% coverage of the LPV solution. In phase III the new evolutions of software shall update WAAS algorithms to give full LPV-200 performance over CONUS and Alaska, and also to prepare for Dual Frequency Operations. | |||
#Space segment upgrades | |||
Both Galaxy 15 (PRN #135) and Anik F1R (PRN #138) contain an L1 & L5 GPS payload. This means they will potentially be usable with the L5 modernized GPS signals when the new signals and receivers become available. With L5, avionics will be able to use a combination of signals to provide the most accurate service possible, thereby increasing availability of the service. These avionics systems will use ionospheric corrections broadcast by WAAS, or self-generated onboard dual frequency corrections, depending on which one is more accurate. A third GEO satellite, Inmarsat AMR (PRN #133) has started to transmitt the WAAS signal. | |||
For Phase IV, WAAS shall begin to operate with Dual Frequency. This would imply: | For Phase IV, WAAS shall begin to operate with Dual Frequency. This would imply: | ||
Revision as of 12:07, 21 June 2011
| WAAS | |
|---|---|
| Title | WAAS Future and Evolutions |
| Author(s) | GMV. |
| Level | Basic |
| Year of Publication | 2011 |
The Wide Area Augmentation System (WAAS) is a GPS Augmentation system developed by the Federal Aviation Administration (FAA), WAAS is an extremely accurate navigation system developed for civil aviation, it provides service for all classes of aircraft in all phases of flight - including en route navigation, airport departures, and airport arrivals.
WAAS Future and Evolutions
The WAAS Program Phases are:
- Phase I –Initial Operating Capability (IOC). Completed in 2003.
- Phase II -Full LPV Performance. Completed in 2008.
- Phase III -Full LPV-200 Performance. Planned for FY2009-2013.
- Phase IV -Dual Frequency Operations. Planned for FY2014-2028.
These phases imply improvement in three fields:
- Improvement to aviation operations
In 2007, WAAS vertical guidance was projected to be available nearly all the time (greater than 99%), and its coverage encompasses the full continental U.S., most of Alaska, northern Mexico, and southern Canada. At that time, the accuracy of WAAS would meet or exceed the requirements for Category 1 ILS approaches, namely, three-dimensional position information down to 200 feet (60 m) above touchdown zone elevation. As of Aug 26th, 2010 there have been 2209 LPV approaches serving 1174 Airports: 1350 to non-ILS Runways Ends and 859 to ILS Runways Ends. There have been LPVs at 553 Non-ILS Airports and 246 have been LPVs-200. - Software improvements
Software improvements, fully implemented in September 2008, significantly improve signal availability of vertical guidance throughout the CONUS and Alaska. Area covered by the 95% available LPV solution in Alaska improves from 62% to 86%. And in the CONUS, the 100% availability LPV-200 coverage rises from 48% to 84%, with 100% coverage of the LPV solution. In phase III the new evolutions of software shall update WAAS algorithms to give full LPV-200 performance over CONUS and Alaska, and also to prepare for Dual Frequency Operations. - Space segment upgrades
Both Galaxy 15 (PRN #135) and Anik F1R (PRN #138) contain an L1 & L5 GPS payload. This means they will potentially be usable with the L5 modernized GPS signals when the new signals and receivers become available. With L5, avionics will be able to use a combination of signals to provide the most accurate service possible, thereby increasing availability of the service. These avionics systems will use ionospheric corrections broadcast by WAAS, or self-generated onboard dual frequency corrections, depending on which one is more accurate. A third GEO satellite, Inmarsat AMR (PRN #133) has started to transmitt the WAAS signal.
For Phase IV, WAAS shall begin to operate with Dual Frequency. This would imply:
- Maintain a robust, reliable, and sustainable LPV-200 capability.
- Support Single frequency WAAS users through end of Phase IV (until 2028).
- Implement WAAS Changes Needed for Dual Frequency (L1/L5) GPS Operations.