Introduction of Localizer Performance with Vertical Guidance (LPV)

Air transport has become an indispensable part of our modern civilization. Today there are about 15,000 commercial aircrafts in operation and about 31,000 are envisaged for the year 2030[1].This growth is fuelled by surging passenger numbers—with recent predictions calling for 220 million airline passengers per year in 2029, while 2009 featured ‘only’ 80 millions. At the same time, 250,000 General Aviation (GA) aircraft provide for another substantial number of movements in the air; movements that need to be controlled and coordinated to ensure safety and to avoid congestions [2].Guiding an airplane from A to B under all weather conditions requires Air Navigation Systems (ANS). ILS, NDBs, VORs are proven systems, however, they represent also expensive infrastructures and smaller airports cannot readily afford such systems.The Localizer performance with vertical guidance at 200 feet (LPV-200) is now the most cost-effective and safest solution for airports requiring CAT I approach procedures that set of procedures for aircraft precision approaches down to 200 feet (61 meters). With the modernized GPS and emerging GNSS constellations, it is aimed to globally fulfill requirements of LPV - 200 with integrity monitoring by the years 2020 - 2025. This will support the use of GNSS as a supplementary (and ultimately a primary) means for aircraft navigation. In some countries, such as Iran, which has a large number of small and domestic airports, this device will be much needed. In this study, the current capability of the Localizer performance with vertical guidance (LPV-200) approach is investigated.A localizer performance with vertical guidance (LPV) approach is a modern aviation instrument approach procedure that uses the wide area augmentation system (WAAS) and very precise GPS capabilities to attain an airplane s position. LPV offers the most accurate aviation position available today. An LPV approach can get a pilot down to a mere 200-foot or 250 -foot decision altitude. The benefit is that this makes it possible for aircraft to land at runways in very low visibility. Without WAAS capabilities (i.e., without the ability to fly the LPV approach) deplorable visibility conditions at the airport may force the pilot to fly to an alternate and less desirable airport.