New, Lower Approach Altitude Does Not Pose Safety Issues, FAA Says

The altitude for allowable approaches using the Wide Area Augmentation System (WAAS) changed from 250 ft. to 200 ft. above an airport's surface.


Regional and general aviation flights will not be endangered by the Federal Aviation Administration's (FAA) decision earlier this month to lower the altitude for allowable approaches using the Wide Area Augmentation System (WAAS) from 250 ft. to 200 ft. above an airport's surface, the agency says. The decision was made in full consideration of the safety concerns.

The change will allow an operational capability similar to a standard Category 1 instrument landing system (ILS) where suitable airport conditions exist. WAAS is a satellite-based navigation system that improves the accuracy, availability and integrity of Global Positioning System (GPS) signals needed in low-visibility flight operations.

A knowledgeable observer of FAA's actions through the years, who has a strong desire to remain anonymous, believes the agency waived its own safety standards in lowering the WAAS minimum. The FAA has a lot invested so far in WAAS development, this source explains, and the agency not only wants to expand its use, but have WAAS actually replace the use of instrument landing system (ILS) approaches at more airports.

FAA commissioned WAAS in 2003 to improve the signal accuracy provided by GPS satellites and ground stations. WAAS is generally thought to improve accuracy of the GPS signals by a factor of five - down to about three meters.

Initially, it was intended for use in all civilian craft, but commercial airlines today are mostly using ILS to make Category 1 (200 ft.) approaches. This leaves WAAS as the precision approach method of choice primarily for regional carriers and general aviation pilots, who often have no other option at smaller airports with no ILS capabilities. There are approximately 3,000 WAAS- equipped aviation users operating in the national airspace system today.

"WAAS-equipped commercial operators will gain access to Category 1 equivalent approach services at qualifying airports where there are no instrument landing systems. This will result in improved safety, including enhanced approach and landing operations in marginal weather," the agency says.

"This is a significant milestone, moving us closer to our ultimate goal of a satellite-based airspace system," FAA Administrator Marion Blakey adds.

Not wishing to "respond directly to Mr. Anonymous," Dan Salvano, the FAA's director of navigation services, told Regional Aviation News. "This is not something we did to meet some users' expectations."

For one thing, after looking at about 1.8 billion data points over the last couple of years, the FAA concluded that WAAS signals met or exceeded its requirements for their designed use. Also, in flight tests, WAAS was just as satisfactory as ILS. Taking into account such things as the variations in pilot skills and the range of altimeter readings, FAA's analysis showed that WAAS still met the criteria of the ILS collision risk model.

Another important consideration is that the new decision does not mean that 200 ft. is now okay in all situations. If planes have the proper avionics, pilots have the proper training, the surrounding airspace and terrain supports its use, and airports have the right infrastructure -- particularly runways that are long enough and wide enough -- then the new minimum is acceptable, Salvano explains.

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