Chapter 14. Inst allation Considerations - GNSS.
14-1. Introduction.
GNSS equipm ent is particularly susceptible to out-of-band SATCOM emissions and in-band inter-modulation between multiple channel SATCOM installations. GNSS equipment must not be installed in aircraft with multiple SATCOM channels unless the simultaneous use of interfering frequencies can either be prevented or demonstrated not to interfere with the operation of the GNSS equipment. Note that some equipment is not compatible with SATCOM installations at all; this should be noted in the equipment manufacturer’s installation manual/instructions.
14-2. Navigation Displays.
a. Navigation Display(s) for Retrofit Installations.
This guidance reflects the AC 20-138A clarification policy mem orandum signed on July 30, 2007 and replaces that memorandum.
(1) Table 8 in paragraph 11-2.a classifies misleading information during GNSS CAT I and LP/LPV approaches as a hazardous failure condition; and paragraph 11-2.b states applicants must conduct a safety assessment of the installation to verify that design errors and failure modes meet the probability requirements for that failure class. The guidance in paragraph 14-2.a only applies when installing retrofit GPS/SBAS LP/LPV or GPS/GBAS CAT I GNSS landing system capability in aircraft that have a previously certified horizontal/vertical course deviation indicator(s) or an electronic display (or displays) approved for ILS approaches.
The intent is to apply this guidance when introducing GPS/SBAS LP/LPV or GPS/GBAS GLS capability into aircraft equipped with ILS course deviation indicator(s) or display(s) that were approved (TSOA/LODA, STC/PMA or type approval (TC/amended TC)) on or before July 30, 2007.
(2) Applicants may use the existing display(s) or course deviation indicator(s) for GPS/SBAS LP/LPV or GPS/GBAS GLS course deviations and annunciation data when adding GPS/SBAS LP/LPV or GPS/GBAS GLS capability into existing approved aircraft type designs, either by retrofit (STC, Form 337) or forward fit in the factory (amended TC), that were previously approved with ILS. It is not necessary to demonstrate compliance with the end-to-end design assurance levels of a ‘hazardous’ failure condition for the mechanical or electronic course deviation displays. Using the same path and device that was previously used to display ILS data for displaying GPS/SBAS LP/LPV or GPS/GBAS GLS data yields an equivalent level of safety to the original ILS certification basis. This equivalency provides relief from paragraphs 11-2.a, 11-2.b, and data submittal requirements related to a ‘hazardous’ failure condition during LP/LPV or GLS approaches for the existing display(s) or course deviation indicator(s).
(3) This guidance may be applied to aircraft equipped with a single or dual horizontal/vertical course deviation indicator, or electronic display(s) with level C software.
However, this guidance cannot be applied to the equipment that computes and outputs the GPS/SBAS LP/LPV or GPS/GBAS GLS deviation data, as GPS/SBAS and GPS/GBAS do not 83
have the sam e failure modes as ILS in generating the deviations. The installation is considered ‘not significant’ with respect to 14 CFR 21.101 when installing GPS/SBAS LP/LPV or GPS/GBAS GLS capability per this guidance.
b. Displays used for waypoint sequencing, start of a turn, turn anticipation, active waypoint, distance to active waypoint, desired track and actual track (track angle error), and automatic mode switching should be located within the pilot’s primary field of view, or on a readily accessible display page.
(1) Displays used for loss of integrity monitoring, TO/FROM indication, and approach mode annunciation should be located within the pilot’s primary field of view.
(2) Traditionally, 14 CFR part 23 airplanes with “classic” analog instrumentation in the “basic T” arrangement have included the center radio stack within the allowable field of view to satisfy this guidance. There is no intent for this AC to change that long-standing guidance.
Note: Primary field of view is being incorporated as a standardized term across all documents. The primary field of view definition should be broad enough to include the center radio stack on 14 CFR part 23 airplanes with “classic”, basic ‘T’ instrumentation.
c. For some “stand-alone” equipment, the display can be remote from the navigation computer and GNSS sensor. These displays must be compatible with expected outputs from the navigation computer to provide the proper deviation indications to the pilot. Both GNSS and display manufacturers are encouraged to provide a list of compatible GNSS/display equipment as appropriate in their installation manuals as this has been shown to greatly aid installation approvals. The installation instructions approved as part of the STC or the installation manual approved by the TSOA for GNSS equipment and displays should provide appropriate equipment compatibility lists and/or compatibility standards. Additional combinations can be established later through a simple amendment to the STC installation instructions or TSOA installation manual.
Note: In addition to or instead of compatibility lists, equipment manufacturers may decide to provide detailed compatibility standards information on their equipment’s interface characteristics.
14-3. Failure Indications.
a. It is im portant to install the equipment such that all failure conditions result in appropriate displays.
b. For installations not incorporating an external navigation display (CDI, HSI, etc.), complete blanking of the CDU display is acceptable.
c. Presentation of a failure/status annunciation (flag or integrity annunciation) does not require rem oval of navigation information from the navigation display.
d. A unique annunciation of the loss of integrity monitoring should be provided.
Consideration may be given to the aircraft’s overall cockpit alerting philosophy to reduce the number of independent indicators.
Note: Paragraph 14-3.d does not apply to GPS/SBAS Class Delta-4 LPV operations because this equipment only functions during the final approach segment (or its extension) where loss of integrity monitoring is defined as a loss of navigation. A normal loss of navigation indication is sufficient.
14-4. Documenting Effects of GNSS Outage.
a. GNSS outages are a norm al operating condition in areas with routine interference testing, and can occur anywhere in the NAS due to unintentional interference. The aircraft-level effect from losing GNSS positioning, velocity, and timing is a complex problem that depends on the GNSS equipment design, the degree of integration with other systems, and where the installations take place. GNSS outputs are being integrated into a variety of functions beyond traditional navigation data. For example, GNSS PVT is being used for TAWS/HTAWS, synthetic vision systems, ADS-B, and micro-electro-mechanical system (MEMS) accelerometers/sensors in air data attitude heading reference system (ADAHRS) inputs to electronic primary flight displays. There are a wide range of integrations from legacy aircraft with self-contained GNSS navigation units and a simple autopilot interface to new production aircraft with digital cockpits using integrated modular avionics providing the advanced functions mentioned above and more (including potential GNSS time applications).
b. TC and STC applicants must document, in the AFM(S)/RFM(S) normal section, the aircraft-level effects if GNSS PVT is not available or the outputs are disrupted. The AFM(S)/RFM(S) must describe the effects on any affected system from losing GNSS outputs;
the indications that should be expected if GNSS outputs are disrupted; and the flight crew or pilot procedures. TC and STC applicants should not use GNSS for both primary and back-up critical systems that would result in a single point of failure due to a GNSS outage.
Additionally, installers should be alert for equipment upgrade combinations that may result in GNSS as a single point of failure.
c. TSOA applicants must include, in their required operating guide, a description of the effects of GNSS outage on the functions in the article. The installation instructions must include a description of the GNSS outage effects on the outputs from the article so the installer can evaluate the effects at the aircraft level.
14-5. GPS Equipment.
a. GPS equipment only uses a RAIM algorithm to provide integrity and has reduced availability of an integrity-assured position solution at the minimum, guaranteed satellite constellation configuration compared to equipment using GPS/SBAS or GPS/GBAS 85
augm entation.
b. When installing GPS equipment that uses RAIM for integrity during instrument meteorological conditions (IMC), there must be a performance limitation in the installation manual (or equivalent installation documentation) for inclusion as a limitation in the AFMS/RFMS. The limitation is to have other navigation equipment available appropriate to the operation.
c. There must also be a flight planning performance limitation in the installation instructions (or equivalent installation documentation) for inclusion as a limitation in the AFMS/RFMS. This limitation must indicate that it is not acceptable to flight plan based on a GPS approach at the alternate airport. The alternate airport must be flight planned using an available ground-based approach aid. However, once at the alternate airport, the pilot may perform a GPS approach if the equipment indicates integrity is available to support the approach.
d. The limitations can provide further reference to the Airman’s Information Manual for additional information.
Note 1: The performance limitation for other navigation equipment appropriate to the operation must be unambiguously stated in the installation documentation and AFMS/RFMS.
Note 2: See appendix 1 for methods to remove the limitation for other navigation equipment in oceanic and remote areas.
Note 3: The performance limitations in paragraphs 14-5.b and 14-5.c do not have to use the specific language above (see appendix 5 for examples). The intent is to indicate the equipment has a performance limitation and adequately capture that limitation in the AFMS/RFMS.
14-6. GPS/SBAS Equipment.
This paragraph provides guidance related to the installation of GPS/SBAS equipm ent supporting LP/LPV approaches. This guidance applies to all installations, but is only expected to be specifically evaluated as part of the initial airworthiness approval (i.e., initial airworthiness approval may provide sufficient substantiation for follow-on installations).
14-6.1 Limitations.
a. When installing equipm ent that uses GPS/SBAS for integrity during instrument meteorological conditions, there must be a performance limitation in the installation instructions (or equivalent installation documentation) for inclusion as a limitation in the AFMS/RFMS. This limitation must indicate that it is not acceptable to flight plan an alternate airport based on an RNAV(GPS) LP/LPV or LNAV/VNAV approach. The alternate airport 86
must be flight planned using an LNAV approach or available ground-based approach aid.
However, once at the alternate airport, the pilot m ay perform an RNAV(GPS) LP/LPV or LNAV/VNAV approach if the equipment indicates integrity is available to support the approach.
b. The limitation can provide further reference to the Airman’s Information Manual for additional information.
Note: The performance limitation in 14-6.1a does not have to use the specific language above (see appendix 5 for examples). The intent is to indicate the equipment has a performance limitation and adequately capture that limitation in the AFMS/RFMS.
14-6.2 LP Approach.
a. It is not acceptable to install TSO-C145a/C146a equipm ent that hasn’t been certified with LP capability in such a way as to make the equipment perform LP approaches. To do so is forcing the equipment to perform an unintended, non-certified function that is a violation of the original certification basis.
b. TSO-C145a/C146a equipment manufacturers may provide LP capability through software changes. The guidance above in paragraph 14-6.2a is not intended for equipment updated by the manufacturer.
14-6.3 Update Rate.
For sensors and standalone equipment that support an LP/LPV approach capability (Class 3 equipment of TSO-C145(AR), Class 3 and 4 equipment of TSO-C146(AR)), the position used for the approach should be computed and output at a minimum 5 Hz rate per the requirements in RTCA/DO-229D. If the equipment provides a 1 Hz output, the installation must use inertial aiding or some other equivalent method to obtain deviations at a minimum 5 Hz rate.
14-6.4 Performance Monitoring.
Suf ficient information must be provided in the flight deck to allow the pilots to monitor the approach operation progress and safety. This in-flight performance monitoring must include:
a. Unambiguous indication of the intended path for the approach (e.g., LP/LPV approach type, approach identifier, active waypoint); and
b. Unambiguous indication of the position of the aircraft with respect to the intended path (e.g., cross track and vertical deviation information).
14-6.5 System Status.
The flight crew m ust have a means to evaluate the aircraft equipment’s capability to accomplish the approach operation. The flight crew must be advised of failed aircraft systems or equipment affecting the decision to continue to the destination or divert to an alternate.
Note: System status considerations also apply to IFR departure operations such as standard instrument departures. The flight crew must be advised of failed aircraft systems or equipment affecting the decision to depart.
14-6.6 Annunciations.
a. For installations containing m ore than one approach navigation source, the navigation source (for example, ILS, GPS/SBAS, baro-VNAV, etc.) selected for the approach must be positively indicated in the primary field of view. Consideration should be given to the overall aircraft-level annunciation philosophy.
Note: Aircraft requiring two pilots must have this annunciation at each pilot station.
b. The approach type (LP/LPV, LNAV/VNAV, LNAV) must be clearly annunciated to the pilot prior to and throughout the entire approach in the primary field of view.
(1) It is acceptable for a primary flight display to annunciate localizer/glideslope using an abbreviation such as LOC/GS when the aircraft integration includes GPS/SBAS LPV, GBAS GLS Category I, and ILS. There must be an unambiguous indication the navigation source is provided by GPS/SBAS, GPS/GBAS, or ILS, as appropriate, in the primary field of view.
(a) LNAV/VNAV and LNAV approach types must still be annunciated, when applicable, if the applicant uses LOC/GS for LPV, or GLS Category I, or ILS.
(2) It is acceptable for the primary flight display to annunciate azimuth/elevation using an abbreviation such as AZ/EL when the aircraft integration includes GPS/SBAS LPV, GPS/GBAS GLS Category I, and MLS. There must be an unambiguous indication the navigation source is provided by GPS/SBAS, GPS/GBAS, or MLS, as appropriate, in the primary field of view.
(a) An unambiguous navigation source annunciation is still necessary if there is no MLS capability on the aircraft and AZ/EL is being used for a combination of only LPV and GLS Category I.
(b) LNAV/VNAV and LNAV approach types must still be annunciated, when applicable, if the applicant uses AZ/EL for MLS, LPV, or GLS Category I.
c. Changes in the approach type annunciations should be very clear and distinctive to quickly catch the flight crew’s attention. This is so the flight crew knows and understands that there h as been a change in service level and will make adjustments as needed to fly the appropriate approach minimums.
d. Aircraft installations containing both GPS/SBAS-provided vertical guidance and baro-VNAV vertical guidance capability should be carefully evaluated to ensure the annunciations clearly indicate the approach service provided and the sensor driving the vertical display (see paragraph 17-5).
14-6.7 Accessibility.
a. Single equ ipment installations must be accessible and usable by the pilot. For aircraft requiring two crew members, the equipment should be accessible and usable by either pilot located at a pilot or copilot crew station.
b. Dual (or more) equipment installations must have a convenient and expedient way to update data, information and programs, and a means to ensure consistency between the equipment (e.g., a “cross-load” capability can ensure identical data).
14-6.8 GPS/SBAS Glideslope Low Deviation Alert ing Function.
a. Aircraft with ILS capability that is interfaced to GPWS or Class A TAWS (Mode 5 GPWS) alert for ILS deviations below the ILS glideslope must also include a glideslope alerting function during a GPS/SBAS LPV approach. It is desirable to provide an alerting function on any GPS/SBAS approach with vertical guidance.
Note: There is no intent to differentiate between LPV approaches using a 35m VAL or 50m VAL in the FAS datablock. The guidance above is intended for all LPV approaches.
b. The FAA understands that for digital-only systems, complying with the guidance in paragraph 14-6.8.a might not be possible without changes to the GPWS/TAWS system. There is no intent to force changes to the GPWS or TAWS functions, impact the GPWS or TAWS TSOA, or imply that GPWS or TAWS become the only means to provide the function. The intent for paragraph 14-6.8.a is to include an equivalent alert during LPV approaches for deviations below glideslope, but not necessarily through the GPWS or TAWS equipment. For example, GPS/SBAS vertical performance monitoring and alerting can be used to provide an equivalent glideslope alerting function if it is not accomplished through the GPWS or TAWS equipment.
c. This guidance reflects the AC 20-138B clarification policy memorandum signed on November 22, 2010 and replaces that memorandum.
14-7. GPS/GBAS VDB Receiver.
This parag raph provides guidance related to the installation of a VDB receiver, 89
includ ing those embedded within a multi-mode receiver (MMR). This guidance applies to all installations, but is only expected to be specifically evaluated as part of the initial airworthiness approval (i.e., initial airworthiness approval may provide sufficient substantiation for follow-on installations).
14-7.1 Interference – EMC.
a. The VDB receiver m ay be susceptible to interference from VHF communications equipment on the aircraft.
b. At least 53 decibels relative to carrier power (dBc) of isolation is required to protect the VDB receiver from desensitization for horizontally polarized VDB antennas operating in the presence of a +40 decibels referenced to one milliwatt (dBm) (effective isotropically radiated power) vertically polarized VHF communications transmission. This isolation may be achieved through a combination of 15 dBc of cross-polarization rejection and -38 dBc of antenna coupling.
c. The full 53 dBc must be achieved through antenna coupling for aircraft using a vertically polarized VDB antenna. It is not feasible to accomplish this isolation simply due to free space path loss. Special considerations will be required.
14-7.2 Compatibility with Other Systems.
The VDB receiver m ay use the localizer or VOR antenna. If this involves introducing additional splitters in the RF path, the performance of the localizer or VOR receivers must be re-assessed due to the degradation in signal strength resulting from the splitter. The latest revisions of AC 23-8, AC 25-7, AC 27-1, and AC 29-2 provide guidance material on these installations.
14-7.3 VDB Aircraft Implementation Loss.
The airc raft implementation loss should be less than 6 dB (gain) and greater than -15 dB (loss) for a horizontally polarized antenna, or less than 6 dB (gain) and greater than -11 dB (loss) for a vertically polarized antenna. The total implementation loss is the algebraic sum (in dBs) of the antenna gain (referenced to an isotropic radiator) and the attenuation (as a negative number) between the antenna and the VDB receiver. The attenuation includes line dissipation and voltage standing wave ratio (VSWR) mismatch losses. The implementation loss should be verified over the frequency range 108.000 to 117.95 MHz.
Note: Integrations that re-use VOR and localizer antennas may be problematic when trying to meet the -15 dB aircraft implementation loss allocation due to aircraft-level issues
(e.g., antenna patterns, cabling losses, splitters, connectors, etc.) and/or receiving the signal from any direction (see paragraph 5-4.1.b).
14-8. GPS/GBAS Navigation Computer Receiver.
This paragraph provides guidance related to the installation of GPS/GBAS equipm ent supporting GLS Category I approaches. This guidance applies to all installations, but is only expected to be specifically evaluated as part of the initial airworthiness approval (i.e., initial airworthiness approval may provide sufficient substantiation for follow-on installations).
14-8.1 GPS/GBAS Equipment Intended for Category I.
Category I approach operation m ust provide for the following:
a. The GPS/GBAS approach and landing systems should meet the guidance set forth in AC 120-29 (latest revision), Criteria for Approval of Category I and Category II Weather Minima for Approach, appendix 2.
Note: GPS/GBAS no longer requires proof of concept testing to establish appropriate criteria for operational approval and certification testing for Category I as stated in AC 120-29a, appendix 2.
b. For installations where the GPS/GBAS sensor is integrated with other landing systems, such as an MMR, the “ILS look-alike” implies that the MMR signal to the autopilot is scaled in terms of depth of modulation (DDM) units, with sensitivity as described in RTCA/DO-253C, paragraph 2.3.11.5.1.1.1 and paragraph 2.3.11.5.1.2.1.
c. Aircraft integrating GPS/GBAS must have an RNAV capability for the initial, intermediate, and missed approach segments.
d. FMSs that are part of GPS/GBAS integrations should provide the RNAV capability for the initial and intermediate approach segments to place the aircraft in proper position for the GPS/GBAS equipment to conduct the GLS final approach segment. The FMS should also provide RNAV capability for the missed approach segment.
(1) RNAV capability for the initial, intermediate, and missed approach segments can be accomplished by the FMS according to its TSO-C115b (or later revision) or TSO- C146c, approval. However, to provide the RNAV function, the FMS will need the ability to recognize a GLS RWY XX approach procedure, store the appropriate segment information in the database, and recall the information as part of the selected approach procedure.
(2) FMS RNAV capability to support GPS/GBAS approaches should be addressed as part of the considerations for installation approval.
e. All installations should meet the constraints on the total differential group delay for the antenna, navigation computer receiver, and all cables/connections referenced in RTCA/DO-253C paragraphs 2.3.6.4 for GPS satellites and 2.3.6.5 for GPS/SBAS satellites.
14-8.2 GPS/GBAS Stand-Alone or MMR Equipment Intended for Category I.
When i mplementing GPS/GBAS to support GLS Category I operation either as stand alone equipment or integrated as part of the MMR, the following criteria should be addressed:
a. The airplane’s system response to a loss of GPS/GBAS guidance should be no worse than a similar ILS event (minor) and should be free of objectionable transients and sustained oscillations.
b. The GPS/GBAS should be shown to be compatible with a GPS/GBAS service provision consistent with criteria contained in ICAO Annex 10 (as modified by amendment 84) or, accepted by ICAO for incorporation into Annex 10. It is noted that the GPS/GBAS ground facility approval process is outside of the airborne system approval process.
c. It should be possible to initiate a missed approach at any point during the approach down to the minimum altitude sought by the applicant for operational use. Safe go-around should be demonstrated at this minimum altitude.
Note: The presence of large navigation system errors (detectable only by pilot visual reference out-the-window) should not hinder the pilot’s decision to land or conduct a missed approach. Annex 10 integrity limits for Category I operations reference vertical errors as large as 35 m and lateral errors as large as 40 m.
14-8.3 Performance and Performance Monitoring.
Sufficient infor mation must be provided in the flight deck to allow the crew to monitor the approach operation progress and safety. This in-flight performance monitoring must include:
a. Unambiguous identification of the intended path for the approach (e.g., approach type, approach identifier, frequency or channel number); and
b. Indication of the position of the aircraft with respect to the intended path (e.g., cross track and vertical deviation information).
14-8.4 Integrity.
The onboard landing system components, considered separately and in relation to the other associated onboard systems, should be designed to comply with the appropriate 14 CFR part 2X.1309, considering any specific safety-related criteria in the latest revision of AC 120-29, appendix 2 and the operating rules. Presenting misleading information to the flight crew on a GPS/GBAS approach should be considered a Hazardous failure condition (see Table
8).
14-8.5 Continuity of Navigation.
a. Verify continuity of navigation data during norm al aircraft maneuvering on the GPS/GBAS approach.
b. Unlike ILS, where the ILS facility is always located in front of the aircraft on approach, a GPS/GBAS facility could be located anywhere with respect to the approach path.
Therefore, the flight test should verify VDB signal reception at all angles relative to the airframe.
14-8.6 Fault Detection and Annunciation.
The autom atic means to detect and annunciate misleading guidance signals should have coverage and integrity similar to that of an ILS system when used in the approach flight phase and during go-around.
14-8.7 System Status.
The f light crew must have a means to evaluate the capability of the aircraft elements to accomplish the approach operation prior to and after departure. The flight crew must be advised of failed aircraft systems or components affecting the decision to continue to the destination or divert to an alternate airport.
14-8.8 Annunciation.
a. For installations containing m ore than one approach navigation source, the navigation source (for example, ILS, GPS/GBAS, etc.) selected for the approach must be positively indicated in the primary field of view. Consideration should be given to the overall aircraft-level annunciation philosophy.
Note: Aircraft requiring two pilots must have this annunciation at each pilot station.
b. The approach type (GLS) must be clearly annunciated to the flight crew prior to and throughout the entire approach in the primary field of view.
(1) It is acceptable for a primary flight display to annunciate localizer/glideslope using an abbreviation such as LOC/GS, when the aircraft integration includes GPS/SBAS LPV, GPS/GBAS GLS Category I, and ILS. There must be an unambiguous indication the navigation source is provided by GPS/SBAS, GPS/GBAS, or ILS as appropriate in the primary field of view.
(a) LNAV/VNAV and LNAV approach types must still be annunciated when applicable if the applicant uses LOC/GS for LPV, GLS Category I, or ILS.
(2) It is acceptable for the primary flight display to annunciate azimuth/elevation using an abbreviation such as AZ/EL when the aircraft integration includes GPS/SBAS LPV, GPS/GBAS GLS Category I, and MLS. There must be an unambiguous indication the 93
94 navigation source is provided by GPS/SBAS, GPS/GBAS, or MLS as appropriate in the primary field of view.
(a) An unambiguous navigation source annunciation is still necessary if there is no MLS capability on the aircraft and AZ/EL is being used for a combination of only LPV and GLS Category I.
(b) LNAV/VNAV and LNAV approach types must still be annunciated, when applicable, if the applicant uses AZ/EL for MLS, LPV, or GLS Category I.
14-8.9 Accessibility.
a. Single equ ipment installations must be accessible and usable by the pilot. For aircraft requiring two crew members, the equipment should be accessible and usable by either pilot located at a pilot or copilot crew station.
b. Dual (or more) equipment installations must have a convenient and expedient way to update data, information and programs, and a means to ensure consistency between the equipment (e.g., a “cross-load” capability can ensure identical data).
14-8.10 Glidepath Capture.
Dem onstrate that acceptable glide-path capture, followed by a stable approach, can be accomplished. This demonstration may include simulations and flight test evaluations.
Factors that influence an acceptable capture followed by a stable approach may include, but are not limited to, angular offset with the glide-path centerline, altitude at which the airplane acquires that centerline, airplane flying qualities, wind and turbulence conditions, flap settings and center of gravity conditions, and time interval required by the flight control computer algorithm to acquire stable signals.
Note: With some GPS/GBAS ground facilities, guidance may not be available until the aircraft is within 20 NM of the approach runway. This is because the differential corrections are used in the avionics only within a service region defined for the specific ground facility providing the approach. The ground facility VHF data broadcast indicates the limit of this service region. Although service regions smaller than 20 NM may be indicated, they would not meet the normal, minimum coverage required to support precision approach operations.
14-8.11 Equipment Qualification.
The GPS/GBAS positioning and navigation equipm ent should meet the minimum performance standard in TSO-C161a. The GPS/GBAS VHF data broadcast equipment should meet the minimum performance standard in TSO-C162a.