What are LPV approach minimums, and what makes them possible?

1-1-18. Wide Area Augmentation System (WAAS)
a. General
1. The FAA developed the WAAS to improve the accuracy, integrity and availability of GPS signals. WAAS
will allow GPS to be used, as the aviation navigation system, from takeoff through approach when it is complete.
WAAS is a critical component of the FAA's strategic objective for a seamless satellite navigation system for civil
aviation, improving capacity and safety.
1-1-34 Navigation Aids

2/20/25 AIM
2. The International Civil Aviation Organization (ICAO) has defined Standards and Recommended
Practices (SARPs) for satellite-based augmentation systems (SBAS) such as WAAS. India and Europe are
building similar systems: EGNOS, the European Geostationary Navigation Overlay System; and India's GPS
and Geo-Augmented Navigation (GAGAN) system. The merging of these systems will create an expansive
navigation capability similar to GPS, but with greater accuracy, availability, and integrity.
3. Unlike traditional ground -based navigation aids, WAAS will cover a more extensive service area.
Precisely surveyed wide-area reference stations (WRS) are linked to form the U.S. WAAS network. Signals from
the GPS satellites are monitored by these WRSs to determine satellite clock and ephemeris corrections and to
model the propagation effects of the ionosphere. Each station in the network relays the data to a wide-area master
station (WMS) where the correction information is computed. A correction message is prepared and uplinked
to a geostationary earth orbit satellite (GEO) via a GEO uplink subsystem (GUS) which is located at the ground
earth station (GES). The message is then broadcast on the same frequency as GPS (L1, 1575.42 MHz) to WAAS
receivers within the broadcast coverage area of the WAAS GEO.
4. In addition to providing the correction signal, the WAAS GEO provides an additional pseudorange
measurement to the aircraft receiver, improving the availability of GPS by providing, in effect, an additional GPS
satellite in view. The integrity of GPS is improved through real-time monitoring, and the accuracy is improved
by providing differential corrections to reduce errors. The performance improvement is sufficient to enable
approach procedures with GPS/WAAS glide paths (vertical guidance).
5. The FAA has completed installation of 3 GEO satellite links, 38 WRSs, 3 WMSs, 6 GES, and the required
terrestrial communications to support the WAAS network including 2 operational control centers. Prior to the
commissioning of the WAAS for public use, the FAA conducted a series of test and validation activities. Future
dual frequency operations are planned.
6. GNSS navigation, including GPS and WAAS, is referenced to the WGS-84 coordinate system. It should
only be used where the Aeronautical Information Publications (including electronic data and aeronautical charts)
conform to WGS-84 or equivalent. Other countries' civil aviation authorities may impose additional limitations
on the use of their SBAS systems.
b. Instrument Approach Capabilities
1. A class of approach procedures which provide vertical guidance, but which do not meet the ICAO Annex
10 requirements for precision approaches has been developed to support satellite navigation use for aviation
applications worldwide. These procedures are not precision and are referred to as Approach with Vertical
Guidance (APV), are defined in ICAO Annex 6, and include approaches such as the LNAV/VNA V and localizer
performance with vertical guidance (LPV). These approaches provide vertical guidance, but do not meet the
more stringent standards of a precision approach. Properly certified WAAS receivers will be able to fly to LPV
minima and LNA V/VNA V minima, using a WAAS electronic glide path, which eliminates the errors that can
be introduced by using Barometric altimetry.
2. LPV minima takes advantage of the high accuracy guidance and increased integrity provided by WAAS.
This WAAS generated angular guidance allows the use of the same TERPS approach criteria used for ILS
approaches. LPV minima may have a decision altitude as low as 200 feet height above touchdown with visibility
minimums as low as 1/2 mile, when the terrain and airport infrastructure support the lowest minima. LPV minima
is published on the RNA V (GPS) approach charts (see paragraph 5 -4-5, Instrument Approach Procedure
Charts).
3. A different WAAS-based line of minima, called Localizer Performance (LP) is being added in locations
where the terrain or obstructions do not allow publication of vertically guided LPV minima. LP takes advantage
of the angular lateral guidance and smaller position errors provided by WAAS to provide a lateral only procedure
similar to an ILS Localizer. LP procedures may provide lower minima than a LNA V procedure due to the
narrower obstacle clearance surface.
NOTE-
WAAS receivers certified prior to TSO -C145b and TSO-C146b, even if they have LPV capability, do not contain LP
Navigation Aids 1-1-35

AIM 2/20/253/15/077110.65R CHG 2AIM 8/7/25
capability unless the receiver has been upgraded. Receivers capable of flying LP procedures must contain a statement in
the Aircraft Flight Manual (AFM), AFM Supplement, or Approved Supplemental Flight Manual stating that the receiver has
LP capability, as well as the capability for the other WAAS and GPS approach procedure types.
4. WAAS provides a level of service that supports all phases of flight, including RNA V (GPS) approaches
to LNA V , LP , LNA V/VNA V , and LPV lines of minima, within system coverage. Some locations close to the edge
of the coverage may have a lower availability of vertical guidance.
c. General Requirements
1. WAAS avionics must be certified in accordance with Technical Standard Order (TSO) TSO -C145(),
Airborne Navigation Sensors Using the (GPS) Augmented by the Wide Area Augmentation System (WAAS);
or TSO-C146(), Stand-Alone Airborne Navigation Equipment Using the Global Positioning System (GPS)
Augmented by the Wide Area Augmentation System (WAAS), and installed in accordance with AC 20-138,
Airworthiness Approval of Positioning and Navigation Systems.
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 a 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 MAY NOT BE A VBL is used in conjunction with WAAS NOTAMs and indicates that due
to ionospheric conditions, lateral guidance may still be available when vertical guidance is unavailable. Under
certain conditions, both lateral and vertical guidance may be unavailable. This NOTAM language is an advisory
to pilots indicating the expected level of WAAS service (LNA V/VNA V , LPV , LP) may not be available.
EXAMPLE-
!FDC FDC NAV WAAS VNAV/LPV/LP MINIMA MAY NOT BE AVBL 1306111330-1306141930EST
or
!FDC FDC NAV WAAS VNAV/LPV MINIMA NOT AVBL, WAAS LP MINIMA MAY NOT BE AVBL
1306021200-1306031200EST
WAAS MAY NOT BE A VBL NOTAMs are predictive in nature and published for flight planning purposes.
Upon commencing an approach at locations NOTAMed WAAS MAY NOT BE A VBL, if the WAAS avionics
indicate LNA V/VNA V 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 LNA V minima
or an alternate instrument approach procedure may be required. When GPS testing NOTAMS are published and
testing is actually occurring, Air Traffic Control will advise pilots requesting or cleared for a GPS or RNA V
(GPS) approach that GPS may not be available and request intentions. If pilots have reported GPS anomalies,
Air Traffic Control will request the pilot's intentions and/or clear the pilot for an alternate approach, if available
and operational.
(b) WAAS area-wide NOTAMs are originated when WAAS assets are out of service and impact the
service area. Area -wide WAAS NOT A V AILABLE (A VBL) NOTAMs indicate loss or malfunction of the
WAAS system. In flight, Air Traffic Control will advise pilots requesting a GPS or RNA V (GPS) approach of
WAAS NOT A VBL NOTAMs if not contained in the ATIS broadcast.
EXAMPLE-
For unscheduled loss of signal or service, an example NOTAM is: !FDC FDC NAV WAAS NOT AVBL 1311 160600-
1-1-36 Navigation Aids

2/20/25 AIM
1311191200EST.
For scheduled loss of si gnal or service, an example NOTAM is : !FDC FDC NAV WAAS NOT AVBL 1312041015-
1312082000EST.
(c) Site-specific WAAS MAY NOT BE A VBL NOTAMs indicate an expected level of service; for
example, LNA V/VNA V , LP, 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 MAY NOT BE A VBL
NOTAMs.
NOTE-
Though currently unavailable, the F AA is updating its prediction tool software to provide this site-service in the future.
(d) Most of North America has redundant coverage by two or more geostationary satellites. One
exception is the northern slope of Alaska. If there is a problem with the satellite providing coverage to this area,
a NOTAM similar to the following example will be issued:
EXAMPLE-
!FDC 4/3406 (P AZA A0173/14) ZAN NAV WAAS SIGNAL MAY NOT BE AVBL NORTH OF LINE FROM 7000N150000W
TO 6400N16400W. RMK WAAS USERS SHOULD CONFIRM RAIM AVAILABILITY FOR IFR OPERATIONS IN THIS
AREA. T-ROUTES IN THIS SECTOR NOT AVBL. ANY REQUIRED ALTERNATE AIRPORT IN THIS AREA MUST HAVE
AN APPROVED INSTRUMENT APPROACH PROCEDURE OT HER THAN GPS THAT IS ANTICIP ATED TO BE
OPERATIONAL AND AVAILABLE AT THE ESTIMATED TIME OF ARRIVAL AND WHICH THE AIRCRAFT IS
EQUIPPED TO FLY. 1406030812-1406050812EST .
6. When GPS-testing NOTAMS are published and testing is actually occurring, Air Traffic Control will
advise pilots requesting or cleared for a GPS or RNA V (GPS) approach that GPS may not be available and request
intentions. If pilots have reported GPS anomalies, Air Traffic Control will request the pilot's intentions and/or
clear the pilot for an alternate approach, if available and operational.
EXAMPLE-
Here is an example of a GPS testing NOTAM:
!GPS 06/001 ZAB NAV GPS (INCLUDING WAAS, GBAS, AND ADS-B) MAY NOT BE AVAILABLE WITHIN A 468NM
RADIUS CENTERED AT 330702N1062540W (TCS 093044) FL400-UNL DECREASING IN AREA WITH A DECREASE
IN ALTITUDE DEFINED AS: 425NM RADIUS AT FL250, 360NM RADIUS AT 10000FT, 354NM RADIUS AT 4000FT
AGL, 327NM RADIUS AT 50FT AGL. 1406070300-1406071200.
7. When the approach chart is annotated with the
 symbol, site-specific WAAS MAY NOT BE A VBL
NOTAMs or Air Traffic advisories are not provided for outages in WAAS LNA V/VNA V and LPV vertical
service. Vertical outages may occur daily at these locations due to being close to the edge of WAAS system
coverage. Use LNA V or circling minima for flight planning at these locations, whether as a destination or
alternate. For flight operations at these locations, when the WAAS avionics indicate that LNAV/VNA V or LPV
service is available, then the vertical guidance may be used to complete the approach using the displayed level
of service. Should an outage occur during the procedure, reversion to LNA V minima may be required.
NOTE-
Area-wide WAAS NOT AVBL NOTAMs apply to all airports in the WAAS NOT AVBL area designated in the NOTAM,
including approaches at airports where an approach chart is annotated with the
 symbol.
8. GPS/WAAS was developed to be used within GEO coverage over North America without the need for
other radio navigation equipment appropriate to the route of flight to be flown. Outside the WAAS coverage or
in the event of a WAAS failure, GPS/WAAS equipment reverts to GPS -only operation and satisfies the
requirements for basic GPS equipment. (See paragraph 1-1-17 for these requirements).
9. Unlike TSO-C129 avionics, which were certified as a supplement to other means of navigation, WAAS
avionics are evaluated without reliance on other navigation systems. As such, installation of WAAS avionics
does not require the aircraft to have other equipment appropriate to the route to be flown. (See paragraph
1-1-17 d for more information on equipment requirements.)
(a) Pilots with W AAS receivers may flight plan to use any instrument approach procedure authorized for
use with their WAAS avionics as the planned approach at a required alternate, with the following restrictions.
Navigation Aids 1-1-37

AIM 2/20/25
When using WAAS at an alternate airport, flight planning must be based on flying the RNA V (GPS) LNA V or
circling minima line, or minima on a GPS approach procedure, or conventional approach procedure with "or
GPS" in the title. Code of Federal Regulation (CFR) part 91 non-precision weather requirements must be used
for planning. Upon arrival at an alternate, when the WAAS navigation system indicates that LNA V/VNA V or
LPV service is available, then vertical guidance may be used to complete the approach using the displayed level
of service. The FAA has begun removing the
 NA (Alternate Minimums Not Authorized) symbol from select
RNA V (GPS) and GPS approach procedures so they may be used by approach approved WAAS receivers at
alternate airports. Some approach procedures will still require the
 NA for other reasons, such as no weather
reporting, so it cannot be removed from all procedures. Since every procedure must be individually evaluated,
removal of the
NA from RNA V (GPS) and GPS procedures will take some time.
NOTE-
Properly trained and approved, as required, TSO-C145() and TSO-C146() equipped users (WAAS users) with and using
approved baro-VNAV equipment  may plan for LNAV/VNAV DA at an alternate airport. Specifically authorized WAAS users
with and using approved baro-VNAV equipment may also plan for RNP 0.3 DA at the alternate airport as long as the pilot
has verified RNP availability through an approved prediction program.
d. Flying Procedures with WAAS
1. WAAS receivers support all basic GPS approach functions and provide additional capabilities. One of
the major improvements is the ability to generate glide path guidance, independent of ground equipment or
barometric aiding. This eliminates several problems such as hot and cold temperature effects, incorrect altimeter
setting, or lack of a local altimeter source. It also allows approach procedures to be built without the cost of
installing ground stations at each airport or runway. Some approach certified receivers may only generate a glide
path with performance similar to Baro-VNA V and are only approved to fly the LNA V/VNA V line of minima
on the RNA V (GPS) approach charts. Receivers with additional capability (including faster update rates and
smaller integrity limits) are approved to fly the LPV line of minima. The lateral integrity changes dramatically
from the 0.3 NM (556 meter) limit for GPS, LNA V , and LNA V/VNA V approach mode, to 40 meters for LPV .
It also provides vertical integrity monitoring, which bounds the vertical error to 50 meters for LNAV/VNA V and
LPVs with minima of 250' or above, and bounds the vertical error to 35 meters for LPVs with minima below
250'.
2. When an approach procedure is selected and active, the receiver will notify the pilot of the most accurate
level of service supported by the combination of the W AAS signal, the receiver, and the selected approach, using
the naming conventions on the minima lines of the selected approach procedure. For example, if an approach
is published with LPV minima and the receiver is only certified for LNAV/VNA V , the equipment would indicate
"LNA V/VNA V available," even though the WAAS signal would support LPV . If flying an existing
LNA V/VNA V procedure with no LPV minima, the receiver will notify the pilot "LNAV/VNA V available," even
if the receiver is certified for LPV and the signal supports LPV . If the signal does not support vertical guidance
on procedures with LPV and/or LNA V/VNA V minima, the receiver annunciation will read "LNA V available."
On lateral only procedures with LP and LNA V minima the receiver will indicate "LP available" or "LNA V
available" based on the level of lateral service available. Once the level of service notification has been given,
the receiver will operate in this mode for the duration of the approach procedure, unless that level of service
becomes unavailable. The receiver cannot change back to a more accurate level of service until the next time an
approach is activated.
NOTE-
Receivers do not "fail down" to lower levels of service once the approach has been activated. If only the vertical off flag
appears, the pilot may elect to use the LNAV minima if the rules under which the flight is operating allow changing the type
of approach being flown after commencing the procedure. If the lateral integrity limit is exceeded on an LP approach, a
missed approach will be necessary since there is no way to reset the lateral alarm limit while the approach is active.
3. Another additional feature of WAAS receivers is the ability to exclude a bad GPS signal and continue
operating normally. This is normally accomplished by the WAAS correction information. Outside WAAS
coverage or when WAAS is not available, it is accomplished through a receiver algorithm called FDE. In most
1-1-38 Navigation Aids

2/20/25 AIM
cases this operation will be invisible to the pilot since the receiver will continue to operate with other available
satellites after excluding the "bad" signal. This capability increases the reliability of navigation.
4. Both lateral and vertical scaling for the LNA V/VNA V and LPV approach procedures are different than
the linear scaling of basic GPS. When the complete published procedure is flown, +/-1 NM linear scaling is
provided until two (2) NM prior to the FAF, where the sensitivity increases to be similar to the angular scaling
of an ILS. There are two differences in the WAAS scaling and ILS: 1) on long final approach segments, the initial
scaling will be +/-0.3 NM to achieve equivalent performance to GPS (and better than ILS, which is less sensitive
far from the runway); 2) close to the runway threshold, the scaling changes to linear instead of continuing to
become more sensitive. The width of the final approach course is tailored so that the total width is usually 700
feet at the runway threshold. Since the origin point of the lateral splay for the angular portion of the final is not
fixed due to antenna placement like localizer, the splay angle can remain fixed, making a consistent width of final
for aircraft being vectored onto the final approach course on different length runways. When the complete
published procedure is not flown, and instead the aircraft needs to capture the extended final approach course
similar to ILS, the vector to final (VTF) mode is used. Under VTF, the scaling is linear at +/-1 NM until the point
where the ILS angular splay reaches a width of +/-1 NM regardless of the distance from the FAWP.
5. The W AAS scaling is also different than GPS TSO-C129() in the initial portion of the missed approach.
Two differences occur here. First, the scaling abruptly changes from the approach scaling to the missed approach
scaling, at approximately the departure end of the runway or when the pilot selects missed approach guidance
rather than ramping as GPS does. Second, when the first leg of the missed approach is a Track to Fix (TF) leg
aligned within 3 degrees of the inbound course, the receiver will change to 0.3 NM linear sensitivity until the
turn initiation point for the first waypoint in the missed approach procedure, at which time it will abruptly change
to terminal (+/-1 NM) sensitivity. This allows the elimination of close in obstacles in the early part of the missed
approach that may otherwise cause the DA to be raised.
6. There are two ways to select the final approach segment of an instrument approach. Most receivers use
menus where the pilot selects the airport, the runway, the specific approach procedure and finally the IAF, there
is also a channel number selection method. The pilot enters a unique 5-digit number provided on the approach
chart, and the receiver reca lls the matching final approach segment from the aircraft database. A list of
information including the available IAFs is displayed and the pilot selects the appropriate IAF. The pilot should
confirm that the correct final approach segment was loaded by cross checking the Approach ID, which is also
provided on the approach chart.
7. The Along-Track Distance (ATD) during the final approach segment of an LNA V procedure (with a
minimum descent altitude) will be to the MAWP. On LNA V/VNA V and LPV approaches to a decision altitude,
there is no missed approach waypoint so the along-track distance is displayed to a point normally located at the
runway threshold. In most cases, the MAWP for the LNA V approach is located on the runway threshold at the
centerline, so these distances will be the same. This distance will always vary slightly from any ILS DME that
may be present, since the ILS DME is located further down the runway. Initiation of the missed approach on the
LNA V/VNA V and LPV approaches is still based on reaching the decision altitude without any of the items listed
in 14 CFR section 91.175 being visible, and must not be delayed while waiting for the ATD to reach zero. The
WAAS receiver, unlike a GPS receiver, will automatically sequence past the MAWP if the missed approach
procedure has been designed for RNA V. The pilot may also select missed approach prior to the MAWP; however,
navigation will continue to the MAWP prior to waypoint sequencing taking place.