Appendix 2 A2-19 Note: 1: The interference levels used to demonstrate velocity accuracy compliance can be used for track angle validity as well.
(1) TSO C129. Means of compliance for TSO-C129 requires GNSS manufacturers to use the test environment and guidance defined in the latest revision of AC 20-138, appendix 4 paragraph 4-12.It is recommended that manufacturers use DO-229D, Appendix H for outputting track angle (ARINC 743 all revisions label 103) for those using ARINC 429 characteristics.
(2) TSO C129a. Means of compliance for TSO-C129a requires GNSS manufacturers to use the test environment and guidance defined in the latest revision of AC 20-138, appendix 4 paragraph 4-12. It is recommended that manufacturers use DO-229D, Appendix H for outputting track angle (ARINC 743 all revisions label 103) for those using ARINC 429 characteristics.
(3) TSO C145/146 Rev a Class 1. Means of compliance for TSO-C145/146 Rev a Class 1 requires GNSS manufacturers to use the test environment and guidance defined in the latest revision of AC 20-138, appendix 4 paragraph 4-12. It is recommended that manufacturers use DO-229C, Appendix H for outputting track angle (ARINC 743 all revisions label 103) for those using ARINC 429 characteristics.
(4) TSO C145/146 Rev a Class 2/3. Means of compliance for TSO-C145/146 Rev a Class 2/3 requires GNSS manufacturers to use the test environment and guidance defined in the latest revision of AC 20-138, appendix 4 paragraph 4-12. It is recommended that manufacturers use DO-229C, Appendix H for outputting track angle (ARINC 743 all revisions label 103) for those using ARINC 429 characteristics.
(5) TSO C145/146 Rev b/c Class 1. Means of compliance for TSO-C145/146 Rev b/c Class 1 requires GNSS manufacturers to use the test environment and guidance defined in the latest revision of AC 20-138, appendix 4 paragraph 4-12. It is recommended that manufacturers use DO-229D, Appendix H for outputting track angle (ARINC 743 all revisions label 103) for those using ARINC 429 characteristics.
(6) TSO C145/146 Rev b/c Class 2/3. Means of compliance for this TSO requires GNSS manufacturers to use the test environment and guidance defined in the latest revision of AC 20-138, appendix 4 paragraph 4-12. It is recommended that manufacturers use DO-229D, Appendix H for outputting track angle (ARINC 743 all revisions label 103) for those using ARINC 429 characteristics.
(7) TSO C196/196a. Means of compliance for this TSO requires GNSS manufacturers, using test or analysis to use the test environment and guidance defined in the latest revision of AC 20-138, appendix 4 paragraph 4-12. It is recommended that manufacturers use DO-316, Appendix H for outputting track angle (ARINC 743 all revisions label 103) for those using ARINC 429 characteristics.
s. Time mark. GNSS position sources should output a UTC time mark identifying time of applicability with the successive position output. In modern sensors computing and outputting position multiple times per second, this time mark typically is associated with only one of the
Appendix 2 A2-20 position outputs per second. The time mark can be used by the ADS-B equipment to reduce uncompensated latency. For 1090ES, the time mark output is not required for installations to be rule compliant. When integrating a UAT with an external GPS, the design of the hardware time mark must be interoperable. Some GPS synchronize the leading edge of the time mark to the UTC second. Other GPS let the time mark pulse be asynchronous to the UTC second and then record the time of the leading edge in the digital data along with the position solution. The UAT equipment must support the GPS time mark design. If the UAT equipment and GPS do not share a common time mark design, the UAT equipment will not be properly synchronized with the ground system and other aircraft.
(1) TSO C129. Means of compliance for this TSO requires GNSS manufacturers to provide installation instructions describing how the time mark relates to the position, velocity, FOM, and time of applicability.
(2) TSO C129a. Means of compliance for this TSO requires GNSS manufacturers to provide installation instructions describing how the time mark relates to the position, velocity, FOM, and time of applicability.
(3) TSO C145/146 Rev a Class 1. Means of compliance for this TSO requires GNSS manufacturers to provide installation instructions describing how the time mark relates to the position, velocity, FOM, and time of applicability.
(4) TSO C145/146 Rev a Class 2/3. Means of compliance for this TSO requires GNSS manufacturers to provide installation instructions describing how the time mark relates to the position, velocity, FOM, and time of applicability.
(5) TSO C145/146 Rev b/c Class 1. Means of compliance for this TSO requires GNSS manufacturers to provide installation instructions describing how the time mark relates to the position, velocity, FOM, and time of applicability.
(6) TSO C145/146 Rev b/c Class 2/3. Means of compliance for this TSO requires GNSS manufacturers to provide installation instructions describing how the time mark relates to the position, velocity, FOM, and time of applicability.
(7) TSO C196/196a. Means of compliance for this TSO requires GNSS manufacturers to provide installation instructions describing how the time mark relates to the position, velocity, FOM, and time of applicability.
t. Signal-in-space error detection. The position source should provide a means to detect a SIS error when the system uses a SIS. The probability of missed detection for a faulty SIS should be less than 1x10-3. GNSS equipment provides the appropriate SIS error detection.
(1) TSO C129. Means of compliance for this TSO is defined in DO-208 change 1 Section 2.2.1.13.1 referring to Table 2-1 (see Table 2-1 Note D). However, TSO-C129 equipment has no requirement for pseudorange step detection. This requires GNSS
Appendix 2 A2-21 manufacturers to provide substantiation data documenting their RAIM algorithm includes pseudorange step detection per TSO-C129a section (a)(3)(xv) 5.
(2) TSO C129a. Means of compliance is defined in DO-208 change 1 section
2.2.1.13.1 referring to Table 2-1 (see Table 2-1 Note D) and TSO-C129a section (a)(3)(xv)5.
(3) TSO C145/146 Rev a Class 1. Means of compliance for this TSO is defined in DO-229C sections 2.1.1.3 and 2.1.1.5 for SBAS, section 2.1.1.2 for GPS health message, and Section 2.1.2.2.2.2.2 for FDE.
Note: The SBAS Signal in Space (SIS) includes health monitoring/fault information which is why these general signal processing requirements are included.
(4) TSO C145/146 Rev a Class 2/3. Means of compliance for this TSO is defined in DO-229C sections 2.1.1.3 and 2.1.1.5 for SBAS, section 2.1.1.2 for GPS health message, and Section 2.1.2.2.2.2.2 for FDE.
Note: The SBAS SIS includes health monitoring/fault information which is why these general signal processing requirements are included.
(5) TSO C145/146 Rev b/c Class 1. Means of compliance for this TSO is defined in DO-229C sections 2.1.1.3 and 2.1.1.5 for SBAS, section 2.1.1.2 for GPS health message, and Section 2.1.2.2.2.2.2 for FDE.
Note: The SBAS SIS includes health monitoring/fault information which is why these general signal processing requirements are included.
(6) TSO C145/146 Rev b/c Class 2/3. Means of compliance for this TSO is defined in DO-229C sections 2.1.1.3 and 2.1.1.5 for SBAS, section 2.1.1.2 for GPS health message, and Section 2.1.2.2.2.2.2 for FDE.
Note: The SBAS SIS includes health monitoring/fault information which is why these general signal processing requirements are included.
(7) TSO C196/196a. Means of compliance for this TSO are defined in DO-316 sections 2.1.1.2, 2.1.1.3, and 2.1.2.2.2.2.
5. Tightly-coupled GNSS/ IRS position sources. This section provides high level guidance on the issues that will need to be addressed to qualify a tightly-coupled Global Navigation Satellite System / Inertial Reference System (GNSS/IRS) for use in an ADS-B system. You must propose to the FAA the method to approve a tightly-coupled GNSS/IRS for use in an ADS-B system.
a. The tightly-coupled GNSS/IRS outputs must meet the requirements, including validation, of either RTCA/DO-229(), appendix R, or RTCA/DO-316, appendix R.
Appendix 2 A2-22
b. Address the horizontal velocity accuracy.
c. The GNSS sensor should meet the minimum performance requirements for any revision of TSO-C129, TSO-C145, TSO-C146, or TSO-C196. Additionally, the GNSS sensor should meet all applicable GNSS requirements of this appendix as applicable.
d. Install the GNSS sensor(s) in accordance with AC 20-138(), Airworthiness Approval of Global Navigation Satellite System (GNSS) Equipment.
e. 14 CFR 91.227 requires a SIL = 3, which means the probability of exceeding the NIC containment radius should be less than 1x10-7 per hour or per sample. The tightly-coupled GNSS/IRS system should transmit the integrity quality metric on a “per-hour” basis. After loss of GNSS or GNSS RAIM, the hybrid system should report the integrity containment radius of 1x10-7 probability on a per sample basis rather than on a per hour basis. Doing so would allow the GNSS/IRS system to transmit at a probability of 1x10-7 for a longer period of time.
(1) RTCA/DO-229D appendix R, paragraph 2.1 requires tightly-coupled systems to meet two integrity limits. The integrity limit for the faulted satellite case is 1x10-7. The integrity limit for fault free (rare normal) case is 1x10-5. RTCA/DO-229D appendix R, paragraph 2.1.1 acknowledges that in tightly integrated systems that inertial coasting may cause the rare normal limit to be dominant over the limit for the faulted conditions in times of poor satellite coverage. If the HPL output from the tightly-coupled position source changes from the fault detection 1x10-7 basis to the fault free 1x10-5 basis the position source needs to indicate this change to the ADS-B equipment. We recommend the position source use a 1x10-7 integrity basis in all modes.
(2) If the integrity containment probability output of the tightly-coupled GNSS/IRS position source changes from per hour to per sample following a loss of GNSS or a loss of GNSS RAIM, then the position source must indicate this change to the ADS-B equipment (i.e. SIL Supplement).
(3) If the tightly-coupled GNSS/IRS scales the inertial integrity from 1x10-5 to 1x10-7, the scaling must have been demonstrated during design approval of the position source. If the inertial basis is per sample and is scaled to per hour, this scaling must have been demonstrated during the position source design approval.
f. If a tightly coupled GNSS/IRS position source is intended to be used as an ADS-B position source after the loss of GNSS, include integrity coasting performance in the flight manual. Specifically address:
(1) If inertial coasting will meet 14 CFR 91.227 requirements, such as NACP = 8, NIC = 7, SIL = 3, and SDA = 2.
(2) Estimated length of time following a loss of GNSS for which inertial coasting is expected to meet the 14 CFR 91.227 requirements. The estimate should assume the system met minimum 14 CFR 91.227 requirements just prior to the loss of GNSS or GNSS RAIM. This estimate will be helpful to operators in developing a means to assure that the system can meet
Appendix 2 A2-23 14 CFR 91.227 requirements during predicted GNSS degradations.
6. Non-GNSS position sources. The FAA does not know of any currently available non-GNSS position sources that can meet the performance requirements of 14 CFR 91.227. However, you may wish to integrate a backup ADS-B OUT capability in the event of loss of GNSS. Such a backup is not required. We do not expect any ATC operational advantages for systems that provide a non-GNSS backup unless that backup capability meets the performance requirements of 14 CFR 91.227. This section provides high level guidance on the issues that will need to be addressed to qualify a non-GNSS position source for use in an ADS-B system without regard to 14 CFR 91.227 requirements. If you choose to integrate this capability, use the guidance below and propose to the FAA the method to approve a non-GNSS position source for use in an ADS-B system.
a. Distance Measuring Equipment (DME/DME).
(1) The DME/DME RNAV system must meet the minimum performance requirements of TSO-C66c, Distance Measuring Equipment (DME) Operating within the Radio Frequency Range of 960-1215 Megahertz.
(2) There are no industry standards for use of a DME/DME system to determine position integrity or velocity accuracy. You must propose a method to derive these parameters.
(3) The DME/DME system must only use DME facilities listed in the Airport/Facility Directory (A/FD).
(4) The DME/DME system must only use operational DME facilities. The system must exclude non-operational facilities by checking the identification. Operational mitigations, such as manually excluding (blackballing) DME stations or any action that requires pilot action or monitoring of the DME/DME system, are not permissible for ADS-B qualified position sources.
(5) Reasonableness Checks. The DME/DME system must incorporate reasonableness checking. Reference AC 90-100A for additional information on reasonableness checks.
b. VOR/DME. ADS-B position sources may not utilize Very High Frequency Omnidirectional Range (VOR) information. Do not interface any position solution that utilizes VOR information as the performance of the VOR cannot be assumed throughout the region in which the signal is received.
c. Inertial Navigation System/Inertial Reference Unit (INS)/(IRU) Loosely Coupled with DME or GNSS.
(1) The GNSS equipment or DME equipment must meet the requirements in this appendix.
(2) Loosely coupled INS/IRU equipment must meet 14 CFR part 121, appendix G.
Appendix 2 A2-24
(3) The loosely coupled INS/IRU position source must provide all of the required position source outputs listed in this appendix. Qualify the outputs during installation approval of the ADS-B system, see paragraph 3 of this appendix. Velocity accuracy may be qualified and set statically. Update the position accuracy and position integrity metrics dynamically.
(4) 14 CFR 91.227 requires a SIL = 3, which means the probability of exceeding the NIC containment radius should be less than 1x10-7 per hour or per sample. A GNSS/IRS that continues to provide the integrity containment radius based on a 1x10-7 probability after loss of GNSS or GNSS RAIM is preferred. Potential errors, caused by GNSS updating prior to the loss of GNSS, must continue to be bounded.
(a) If the integrity containment probability output of a loosely coupled GNSS/IRS position source changes from 1x10-7 to 1x10-5 following a loss of GNSS or a loss of GNSS RAIM, then the position source must relay this change to the ADS-B equipment. The overall system time to transmit a change in SIL must be 10 seconds or less.
(b) If the integrity containment probability output of a loosely coupled GNSS/IRS position source changes from per hour to per sample following a loss of GNSS or a loss of GNSS RAIM, then the position source must relay this change to the ADS-B equipment.
7. Future position sources. It is expected that future position sources such as dual frequency GPS and GPS/Galileo sources will be acceptable position sources for ADS-B and meet the performance requirements of 14 CFR 91.227. Future revisions of this AC will address new position source technology when it becomes available.
Appendix 3 A3-1 Appendix 3. Latency Analysis
1. Purpose. The purpose of this appendix is to provide guidelines on accomplishing a latency analysis on your ADS-B system.
2. Analysis. Accomplish the analysis by determining the applicable latencies for each component and totaling all of the individual component latencies. You must include all sources of position latency, including, but not limited to the position source, intermediary devices between the position source and ADS-B equipment, and the ADS-B equipment. Use the following guidelines to determine latency for each component:
a. Position source latency considerations. In general, the latency information should be generated by the position source manufacturer and presented as part of the latency analysis. The latency measurement should begin at the Time-Of-Measurement (TOM) and end when the position is output from the position source.
(1) TSO-C145, TSO-C146, and TSO-C196 GNSS. Use the TSO latency standards in the latency analysis or use actual latency information generated by the GNSS manufacturer to determine the position source maximum total latency and uncompensated latency. If the GNSS equipment is classified as Class 3 per any revision of TSO-C145, there are tighter latency standards for the LPV modes. If the Class 3 standard is implemented across all modes, the tighter latency numbers may be used, however if the tighter latency standards are only met when in approach mode, use the worst-case latency across all modes.
(2) TSO-C129 GNSS. There are no latency standards for any revision of TSO-C129 GNSS equipment. Latency information must be generated by the GNSS manufacturer and included as part of the latency analysis.
(3) Tightly-coupled GNSS/inertial. There are no latency standards for tightly-coupled GNSS/Inertial equipment. Total and uncompensated latency information should be generated by the position source manufacturer and presented as part of the latency analysis. Base the latency analysis on the update rate of the inertial sensor, as 10 or 20 second GNSS updates to the inertial sensor are not impacting the latency of the position output. However, the GNSS update latency does affect the position accuracy and should be appropriately reflected in the position source accuracy output.
(4) Other position sources. Total and uncompensated latency information should be generated by the position source manufacturer and included as part of the latency analysis.
b. Intermediary device. Intermediary devices are typically data concentrators. The latency information should be generated by the intermediary device manufacturer and presented as part of the latency analysis. If the intermediary device latency is variable, use the worst-case latency.
c. ADS-B equipment. Use the TSO-C166b and TSO-C154c latency standards for the latency analysis or use the actual latency information generated by the ADS-B equipment manufacturer.
TSO-C166b and TSO-C154c require the uncompensated latency of the ADS-B equipment to be less than 100ms.
Appendix 3 A3-2
d. Asynchronous delay. Total latency analysis must include the maximum asynchronous delay caused by position updates arriving at the ADS-B equipment out-of-synch with when the ADS-B system transmits the position. This delay is a factor of the position source update rate rather than the ADS-B equipment transmission rate. For example, a 1 Hz position source could provide a position update immediately after an ADS-B position transmission. This position would be extrapolated, up to 1 second, until the next position update arrives from the position source. Thus, a 1 hertz position source can introduce 1 second of total latency. This 1 second must be included in the total latency calculation.
3. Equipment latency budget. There are no individual component latency requirements;
however we recommend the following guidelines:
a. Position source. We recommend using position sources where the latency of the position, velocity, and position accuracy metrics are less than or equal to 500ms between the position TOM and the position time of applicability, and that the position is output in less than 200ms after the position time of applicability.
Note: All revisions of TSO-C145, TSO-C146, and TSO-C196 equipment meet these recommendations.
b. Position source to ADS-B interface. Directly connecting the position source to the ADS-B equipment is the preferred method of installation. Alternately, if this architecture is not used, we recommend that any latency introduced between the position source output and the ADS-B equipment input be less than 100ms. (Reference RTCA/DO-260B, appendix U).
c. ADS-B equipment. The latency requirements for the ADS-B equipment are included in TSO-C166b and TSO-C154c and allow for the ADS-B equipment to introduce no more than 100ms of uncompensated latency. TSO-C166b or TSO-C154c are required by 14 CFR 91.225.
4. General Latency Issues.
a. Recommendations for reducing latency.
(1) Directly connect the position source to the ADS-B equipment.
(2) Use a TSO-C145, TSO-C146, or TSO-C196 position source (any revision).
(3) Use a position source that provides position updates at greater than 1Hz.
(4) Use the GNSS time mark in TSO-C166b systems to reduce position source and intermediary device uncompensated latency. (Use of the GNSS time mark is required by TSO-C154c).
Appendix 3 A3-3
b. Latency applicability. The 2.0 second total latency requirement applies to the aircraft position (latitude and longitude), velocity, and the velocity accuracy metric (NACV). The 0.6 second uncompensated latency requirement only applies to the aircraft position (latitude and longitude).
c. Mean latency versus maximum latency. In instances where the latency is variable, use the worst-case latency under fault free conditions in the analysis. Variable latency, for example, can occur due to variance in loading of a data concentrator or to the asynchronous nature of a GNSS to ADS-B interface. As the applicant, you must propose to the FAA how to deal with variable latencies introduced by intermediary devices, such as data concentrators.
d. Compensating for interface latency in unsynchronized systems. It is acceptable to install ADS-B equipment which compensates for latency that occurs outside of the ADS-B equipment, even if the position source and ADS-B equipment are not time synchronized. Establishing the proper corrections for external latency is problematic because the TSO-C166b equipment may be interfaced to numerous different aircraft architectures. These architectures could include different position sources, with different latencies, as well as different data concentrators with different delays.
To interface unsynchronized ADS-B equipment which compensates for external latencies, the ADS-B equipment manufacturer must provide a list of the acceptable equipment and the acceptable architectures. Typically this type of ADS-B equipment will only be installed in closely-integrated architectures. You may not attempt to integrate ADS-B equipment that compensates for external latencies unless the ADS-B equipment manufacturer has expressly documented the installation architecture and design data is available for each component. The total amount of time that can be used for compensation is still limited by the requirement to limit total latency to within 2.0 seconds.
e. Overcompensating. It is possible for compensation algorithms to “over compensate” for the effects of latency, essentially transmitting a position that is out in front of the actual aircraft position rather than behind the actual aircraft position. This type of system is acceptable as long as the transmitted position is no further ahead than 200ms. (Reference RTCA/DO-260B, appendix U).
f. Extrapolation during loss of position data. TSO-C166b equipment compliant with RTCA/DO-260B, paragraphs 2.2.3.2.3.7.4 and 2.2.3.2.3.8.4, allows extrapolation of the position for up to two seconds when the position data is not available from the position source. This allowance is in case position data is lost for a single sample and it does not have to be considered in the total latency calculation, provided it is a non-normal condition. If the position data is lost, several position updates could exceed the latency requirement, but the position would then be invalidated within 2 seconds per TSO-C166b.
g. UTC epoch synchronization. The position transmitted from the ADS-B equipment may be aligned with a UTC epoch. TSO-C154c requires UAT systems to extrapolate the position to the 1.0 second or 0.2 second UTC epoch. TSO-C166b allows 1090ES systems to extrapolate to the 0.2 second UTC epoch or transmit asynchronously. In order to synchronize the position output with the UTC epoch the position source needs to provide a time mark. The ADS-B equipment uses this time mark to extrapolate the position to the UTC epoch. Typically the time mark will be from a GNSS position source. Implementation of the time synchronization in the 1090ES systems will help minimize uncompensated latency.
Appendix 3 A3-4
h. Latency points of measurement. Latency is defined as the time between when the position is measured by the position source to when it is transmitted by the ADS-B equipment.
(1) Time of Measurement (TOM). The latency analysis starts at the position source TOM. The position source TOM for GNSS sources is the time when the last GNSS signal used to determine the position arrives at the aircraft GNSS antenna. TOM for an inertial position source or a GNSS aided inertial position source is the time of the last accelerometer measurement.
TOM for an area navigation (RNAV) system using multiple DME signals would be the time the last DME signal arrives at the aircraft’s DME antenna.
Note: To demonstrate compliance with 14 CFR 91.227 you must calculate latency from the position source TOM. Do not calculate latency from the position source time of applicability, as defined in DO-260B with Corrigendum 1 and DO-282B with corrigendum 1.
(2) Transmit time-of-applicability. The transmit time is the time which the ADS-B system broadcasts the position. The transmitted position’s time-of-applicability for synchronized systems is the appropriate UTC epoch. The transmitted position’s time-of-applicability for unsynchronized systems is the actual time the ADS-B equipment begins transmission of the message that contains the position.
Note: Synchronized ADS-B systems randomly vary the position transmission around the UTC epoch to avoid interference with other ADS-B transmitters. This randomization should not be included in the latency analysis.
i. Minor changes to position source type design. If the ADS-B installation relies on position source latency performance, versus a TSO latency standard, the ADS-B system installer must update the ICA for the position source with a process that ensures continued airworthiness of the ADS-B system following design changes to the position source.
5. Latency analysis example. This example uses a GNSS meeting the minimum performance requirements of TSO-C145 (any revision) directly connected to TSO-C166b ADS-B equipment. This installation is a T = 0 installation, thus it is unsynchronized. The example in table 15 is considered a compliant architecture.
Appendix 3 A3-5 Table 15. Latency Analysis Example
Uncompensated Latency Compensated Latency Total Latency Notes Position Source ≤ 200 ms ≤ 500ms ≤ 700 ms Position Source to ADS-B Interface 0 0 0 Directly connected ADS-B Equipment ≤ 100 Note 1 ≤ 100 ms Asynchronous Delay 0 ≤ 1.0 sec ≤ 1.0 sec 1 Hz position source Total ≤ 300 ms ≤ 1.5 sec ≤ 1.8 sec
Note: 1: ADS-B equipment compensated latency is bounded by the asynchronous nature of the position source delivery and ADS-B system transmission. Thus ADS-B equipment compensated latency is included in the asynchronous delay row.
Note: 2: The latency between the position source TOM and the position source timeof-applicability is required to be compensated by all revisions of TSO-C145, TSO-C146, and TSO-C196.
Appendix 4 A4-1
Appendix 4. Definitions
1. Definitions. The following definitions are specific to this AC and may differ from definitions contained in other references.
a. Automatic Dependent Surveillance Broadcast (ADS-B). ADS-B is an advanced surveillance technology where ADS-B OUT equipped aircraft share position, altitude, velocity, and other information with ATC and other appropriately equipped aircraft.
b. ADS-B IN. Receipt, processing, and display of other aircraft’s ADS-B transmissions.
ADS-B IN is necessary to utilize airborne applications.
c. ADS-B OUT. Transmission of an aircraft’s position, altitude, velocity, and other information to other aircraft and ATC ground based surveillance systems.
d. Automatic Dependent Surveillance - Rebroadcast (ADS-R). Retransmission of UAT ADS-B messages from aircraft on the 1090ES link and 1090ES messages on the UAT link.
ADS-R ensures aircraft equipped with different links can receive messages from one another when equipped with ADS-B IN.
e. Area Navigation (RNAV). A method of navigation that permits aircraft operation on any desired flight path within the coverage of station-referenced navigation aids or within the limits of the capability of self-contained aids, or a combination of these.
f. Flight Information System - Broadcast (FIS-B). FIS-B is a ground broadcast service provided over the UAT data link. The FAA FIS-B system provides pilots and flight crews of properly equipped aircraft with a cockpit display of certain aviation weather and aeronautical information.
g. Flight manual. A generic term used throughout this AC to represent the AFM, RFM, AFM supplement, or RFM supplement.
h. Galileo. Galileo is a European satellite-based radio navigation system being developed that will provide a global positioning service.
i. Global Navigation Satellite System (GNSS). The generic term for a satellite navigation system, such as the Global Positioning System (GPS), that provides autonomous worldwide geo-spatial positioning and may include local or regional augmentations.
j. Global Positioning System (GPS). GPS is a U.S. satellite-based radio navigation system that provides a global positioning service. The service provided by GPS for civil use is defined in the GPS Standard Positioning System Performance Standard, 4th edition available at http://pnt.gov/public/docs/2008/spsps2008.pdf.