The FAA is marching toward sole dependence on GPS.

"Steven P. McNicoll" wrote:


"Ron Lee" wrote in message
...
Sam Spade wrote:

Well, let me put it this way. It isn't in any of the FAA's NexGen
performance-based nav systems plans.

The FAA does not OWN LORAN.


Nor does the FAA OWN GPS.


True Steven but they do own WAAS (a GPS augmentation system) which
they seem to make essential to many programs such as ADS-B Out.

Ron Lee

In article ,
(Ron Lee) wrote:

True Steven but they do own WAAS (a GPS augmentation system) which
they seem to make essential to many programs such as ADS-B Out.

huh? What is the relationship/interaction between WAAS and ADS-B?

--
Bob Noel
(goodness, please trim replies!!!)

Bob Noel wrote:

(Ron Lee) wrote:

True Steven but they do own WAAS (a GPS augmentation system) which
they seem to make essential to many programs such as ADS-B Out.

huh? What is the relationship/interaction between WAAS and ADS-B?

Bob Noel

Look at the ADS-B Out NPRM, page 56956, third column (right side of
page) for these points which IMO seems that the FAA conveniently
specify ADS-B Out performance requirements that can only be met using
GPS augmented with WAAS.

"This proposal specifies performance standards for aircraft avionics
equipment for operation to enable ADS B Out. These performance
standards would accommodate and facilitate the use of new technology.
Presently, GPS augmented by the Wide Area Augmentation System (WAAS)
is the only navigation position service that provides the level of
accuracy and integrity (NIC, NACp, and NACv) to enable ADS-B Out to be
used for NAS based surveillance operations with sufficient
availability."

Plus near the bottom of that column:

"In order to meet the proposed performance requirements using the
GPS/WAAS system, aircraft would be required to have equipment
installed onboard the aircraft that meets one of the following: (1)
TSO C145b, Airborne Navigation Sensors using the GPS augmented by
WAAS; or (2) TSO-C146b Stand-Alone Airborne Navigation Equipment using
the GPS augmented by WAAS."

Ron Lee

Why wouldn't you want a WAAAS capable panel mount in any case, ADS-B
notwithstanding?

There is a whole different world of safety and operational access
available with 145/146 panel mounts over 129 boxes.

Ron Lee wrote:
Bob Noel wrote:


(Ron Lee) wrote:


True Steven but they do own WAAS (a GPS augmentation system) which
they seem to make essential to many programs such as ADS-B Out.

huh? What is the relationship/interaction between WAAS and ADS-B?

Bob Noel


Look at the ADS-B Out NPRM, page 56956, third column (right side of
page) for these points which IMO seems that the FAA conveniently
specify ADS-B Out performance requirements that can only be met using
GPS augmented with WAAS.

"This proposal specifies performance standards for aircraft avionics
equipment for operation to enable ADS B Out. These performance
standards would accommodate and facilitate the use of new technology.
Presently, GPS augmented by the Wide Area Augmentation System (WAAS)
is the only navigation position service that provides the level of
accuracy and integrity (NIC, NACp, and NACv) to enable ADS-B Out to be
used for NAS based surveillance operations with sufficient
availability."

Plus near the bottom of that column:

"In order to meet the proposed performance requirements using the
GPS/WAAS system, aircraft would be required to have equipment
installed onboard the aircraft that meets one of the following: (1)
TSO C145b, Airborne Navigation Sensors using the GPS augmented by
WAAS; or (2) TSO-C146b Stand-Alone Airborne Navigation Equipment using
the GPS augmented by WAAS."

Ron Lee

In article , Sam Spade
wrote:

Why wouldn't you want a WAAAS capable panel mount in any case, ADS-B
notwithstanding?


VFR-only aircraft do not gain much operational utility from the increased
accuracy of WAAS GPS. Simply put, WAAS enables near CAT I instrument
approaches. Non-WAAS GPS is perfectly capable of being used VFR.

And why ADS-B requires the small accuracy gain of WAAS is a mystery to me.
I wonder why the FAA wants to make a US version of ADS-B instead of using
a common standard.

There is a whole different world of safety and operational access
available with 145/146 panel mounts over 129 boxes.

huh?

--
Bob Noel
(goodness, please trim replies!!!)

Bob Noel wrote:
In article , Sam Spade
wrote:


Why wouldn't you want a WAAAS capable panel mount in any case, ADS-B
notwithstanding?



VFR-only aircraft do not gain much operational utility from the increased
accuracy of WAAS GPS. Simply put, WAAS enables near CAT I instrument
approaches. Non-WAAS GPS is perfectly capable of being used VFR.

And why ADS-B requires the small accuracy gain of WAAS is a mystery to me.
I wonder why the FAA wants to make a US version of ADS-B instead of using
a common standard.


There is a whole different world of safety and operational access
available with 145/146 panel mounts over 129 boxes.


huh?

I thought we were speaking of IFR operations.

With VFR any non-certified hand-held is plenty good.

With IFR WAAS (145/146) gives you LPV (much greater access, and
increasing all the time), and you get VNAV minimums on VNAV/LNAV IAPs,
and you get safer vertical guidance on LNAV only IAPs. Lots more safety
avoid dive and drive.

Sam Spade wrote:

I thought we were speaking of IFR operations.

Not me. I am VFR

With VFR any non-certified hand-held is plenty good.

With IFR WAAS (145/146) gives you LPV (much greater access, and
increasing all the time), and you get VNAV minimums on VNAV/LNAV IAPs,
and you get safer vertical guidance on LNAV only IAPs. Lots more safety
avoid dive and drive.

True but plain old non-WAAS Garmin GNS 430 offers adequate approach
functionality.

Ron Lee