Navigation Programs - GNSS Outreach & Public Relations

Satellite Navigation - NAS Implementation

NAS Implementation - Procedures - RNAV (RNP) IAPs

Required Navigation Performance (RNP) is similar to Area Navigation (RNAV); but, RNP requires on-board navigation performance monitoring and alerting capability to ensure that the aircraft stays within a specific containment area.

There are several different levels of RNP. Examples of RNP levels used for approach include RNP 0.1, RNP 0.3, and RNP 1.0 (There are also RNP 4.0 and RNP 10.0 levels that apply in the en route environment). "A performance value of RNP 0.3, for example, assures that the aircraft has the capability of remaining within 0.3 of a nautical mile to the right or left side of the centerline 95 percent of the time." (FAA Instrument Procedures Handbook, p. 5-12)

Two typical applications of RNP for approach are shown in the table below. These are:

• RNP Authorization Required (AR) Approach Segments
• RNP Approach Segments

RNP Authorization Required (AR) Approach IAPs

RNP Authorization Required (AR) Approach IAPs require authorization analogous to the Special Aircraft Authorization Required (SAAR) for Category II or III Instrument Landing System (ILS) procedures.

Authorization Required (AR) procedures may only be conducted by aircrews meeting special training requirements in aircraft that meet the specified performance and functional requirements.

The minima line will include a performance value, RNP 0.30 for example. GPS with WAAS can support RNP 0.3 and above.

Example: RNAV (RNP) Z RWY 24 at Carlsbad/McClellan-Palomar (CRQ)

RNP Approach IAPs

At present, there are no RNP Approach IAPs that are not of type AR. This may change in the future.

More information about RNAV (RNP) IAPs can be found the AIM.

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Satellite Navigation - NAS Implementation

NAS Implementation - Procedures - RNAV (GPS)

Area Navigation (RNAV) a method of navigation that permits aircraft operation on any desired flight path within the coverage of ground or space based navigation aids or within the limits of the capability of self-contained aids, or a combination of these. (AIM, section 1-2-1)

Reliance on RNAV systems for instrument operations is becoming more commonplace with the use of systems such as GPS and augmented GPS, such as WAAS and GBAS. (For more information, see the AIM, section 5-4-5)

For RNAV (GPS) IAPs, there can be up to four lines of minima for pilots to consider depending upon aircraft equipage, certification, and pilot training.

These lines of minimum include:

• LPV
• LNAV/VNAV
• LP
• LNAV

More information can be found in the RNAV (GPS) Approaches fact sheet(PDF).

Also, for a current list of LPVs, LNAV/VNAVs, LPs, and LNAVs; please visit our GPS/WAAS Approaches page.

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Satellite Navigation - NAS Implementation

NAS Implementation - Procedures - Localizer Performance (LP)

Localizer Performance (LP) approaches are non-precision approaches with Wide Area Augmentation System (WAAS) lateral guidance. They are added in locations where terrain or obstructions do not allow publication of vertically-guided LPV procedures.

Both LP and LNAV lines of minima are Minimum Descent Altitudes (MDA) rather than DAs. It is possible to have LP and LNAV lines of minima published on the same approach chart. An LP is published if it provides lower minima than the LNAV. See AIM 1-1-20.

Example: RNAV (GPS) RWY 18 at Independence Municipal, Iowa (IIB)

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Satellite Navigation - NAS Implementation

NAS Implementation - Procedures - Lateral Navigation (LNAV) approaches

Lateral Navigation (LNAV) approaches are non-precision approaches that provide lateral guidance. The pilot must check RAIM (Receiver Autonomous Integrity Monitoring) prior to the approach when not using the Wide Area Augmentation System (WAAS) equipment.

Both LP and LNAV lines of minima are Minimum Descent Altitudes (MDA) rather than Decision Altitude (DA). It is possible to have LP and LNAV lines of minima published on the same approach chart. An LP is published if it provides lower minima than the LNAV. See AIM 1-1-20.

Please note: The chart below is just an example and not to be actually used. There are approaches where the LP is lower. 

Example: RNAV(GPS) Y RWY 17 at York, PA (THV)

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Satellite Navigation - NAS Implementation

NAS Implementation - Procedures - GPS Overlay

GPS Overlay Instrument Approach Procedures (IAPs) were the result of an FAA initiative in the 1990s to add "or GPS" to the name of an already existing VOR, VOR/DME, VOR/DMERNAV or NDB approach. The designation allowed the use of certified GPS receivers to fly the approach rather than relying on the VOR, VOR/DME or NDB signal.

"GPS overlay approaches are predicated upon the design criteria of the ground-based NAVAID used as the basis of the approach." (Aeronautical Information Manual (AIM) , section 1-1-19).

GPS Overlay IAPs are being phased out and replaced by newer types of approach procedures.

Example: VOR/DMERNAV or GPS Rwy 16 at Amelia Earhart, Atchinson, KS (K59)

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Satellite Navigation - NAS Implementation

NAS Implementation - Procedures - GPS Stand-Alone

Stand-alone GPS approaches are also an older type of approach procedure. Today, there are less than 200 GPS stand-alone IAPs in the U.S. and this number continues to decline.

"Stand-alone GPS procedures are not based on any other procedures … The naming convention used for stand-alone GPS approaches is 'GPSRWYXX' … These procedures will eventually be converted to RNAV (GPS) approaches." (FAA Instrument Procedures Handbook, p. 5-11).

Example: GPSRWY 16 in Gambell, Alaska (GAM)

For a current list of GPS Stand Alone IAPs, please visit our GPS/WAAS Approaches page

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Satellite Navigation - NAS Implementation

NAS Implementation - Procedures - Ground Based Augmentation System (GBAS) Landing System (GLS)

"GLS" is the acronym for Ground Based Augmentation System (GBAS) Landing System.

GLS was originally published as a placeholder for both Wide Area Augmentation System (WAAS) and GBAS minima and marked as N/A since no minima was published.

As the concepts for GBAS and WAAS procedure publication have evolved, it was decided that GLS will now only be associated with GBAS and will be on a separate approach chart. For more information on GLS approach procedures, please refer to the AIM section 1-1-21 and section 5-4-5.

Example: GLSRWY 4L at Newark Liberty International (EWR)

The Ground Based Augmentation System (GBAS) program is managed by the FAA Aviation NextGen and Operations Planning Service Unit (ANG-C32) at the FAA William J. Hughes Technical Center. More information about GBAS can be found at http://laas.tc.faa.gov/.

Note: The U.S. version of the Ground Based Augmentation System (GBAS) was formerly referred to as the Local Area Augmentation System (LAAS). The worldwide community adopted GBAS as the official term for this type of navigation system. To coincide with international terminology, the FAA also adopted the term GBAS to be consistent with the international community.

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Satellite Navigation - GBAS - News

Ground Based Augmentation System (GBAS) - News

May 29, 2014 - Sydney Airport Commissions GBAS for Category I Service

The Ground Based Augmentation System (GBAS) at Sydney International Airport has been approved to provide precision approach and landing guidance to Category (CAT) I minima. Australia published Aeronautical Information Package (AIP) Supplement (SUP) H11/14 on May 29, 2014 that notes this approval.

More on Air Services Australia's plans for GBAS

May 5, 2014 - GBAS is Now Available for Use at Malaga-Costa del Sol Airport in Spain

Ground Based Augmentation System (GBAS) satellite navigation technology is now in operation at Malaga-Costa del Sol Airport in Spain. A ceremonial flight with Air Berlin was organized by navigation service provider Aeropuertos Españoles y Navegación Aérea (AENA) Air Navigation Directorate on May 5 to mark the start of the system's use for unrestricted commercial flight operations.

For more on this story, see the related article.

Joint press release from the Ministerio de Fomento and AENA.

November 21, 2013 - SESAR Tests ILS-for-GBAS Swap in Europe

In September, SESAR partnered with Honeywell, Airbus, Thales, DFS and Eurocontrol to carry out flight tests with a Dassault Falcon 900EX business jet using GBAS CAT II/III ground equipment (GASTD) at both Frankfurt and Toulouse. Full article

April 22, 2013 - Bush Intercontinental Airport Marks Arrival of Groundbreaking Technology to Increase Flight Capacity

Houston's George Bush Intercontinental Airport (IAH) became fully operational with the first precision approach flown by a United Airlines aircraft using Honeywell's SmartPath Ground Based Augmentation System (GBAS) on Monday, April 22. IAH is one of two airports in the country participating in a pilot program, in partnership with the Federal Aviation Administration (FAA), United Airlines and Honeywell to demonstrate the use of GBAS. Full article

November 8, 2012 - United Cleared for Newark GBAS

The Ground Based Augmentation System (GBAS) at Newark Liberty International Airport has been given the green light, clearing the way for United Airlines to start regular passenger flights using its specially equipped Boeing 737-800 and 737-900 fleet. Full article

September 28, 2012 - First U.S. Ground Based Augmentation System (GBAS) Operational at Newark Airport

A milestone in the development of the Ground Based Augmentation System (GBAS) was reached on September 28, 2012 with the operational approval of the GBAS installed at Newark Liberty International Airport. Full article(PDF)

February 13, 2012 - Satellite-Based Precision Landing System Now Operational

On 9th of February, the first fully operational GNSS Landing System (GLS) approach to CAT I decision height was made by an AirBerlin flight to Bremen airport in Germany; this marks the beginning of the operational use of satellite navigation (GNSS) for all phases of flight, including the most critical approach and automatic landing phases.

GLS is a precision approach operation using the ICAO-standard GBAS (Ground Based Augmentation System) components. It is the result of over 15 years of collaboration between multiple international partners. It is an alternative to the current precision approach standard, the instrument-based landing system (ILS). Full article

February 10, 2012 - Airberlin Starts Using Satellite-Based Precision Landing System for Regular Flight Operations

Following the German Federal Office for Air Traffic Control's accreditation of the ground station for the new satellite-based approach and landing system GBAS (Ground Based Augmentation System) as a primary landing system, airberlin will be the first airline in Europe to use satellite-based landings on regular flights at Bremen Airport. Full article

February 9, 2012 - Satellite-Based Landing System Certified - GBAS Debut at Bremen Airport

The satellite-based precision approach system GBAS (Ground Based Augmentation System) has received the German type certification as a primary landing system by the Federal Supervisory Authority for Air Navigation Services (BAF) and may be used independently of the instrument landing system (ILS) which has been is use for decades for instrument flights. Full article

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The Ground Based Augmentation System (GBAS) program is managed by the FAA Aviation NextGen and Operations Planning Service Unit (ANG-C32) at the FAA William J. Hughes Technical Center. More information can be found at http://laas.tc.faa.gov/

Satellite Navigation - GBAS - Memphis Implementation

Ground Based Augmentation System - Implementation

The most up-to-date GBAS implementation information will be posted in the very near future.