AIP航行情报汇编3(30)

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15.4.1The MLS Precision Distance Measuring
Equipment (DME/P) functions the same as the
navigation DME, but with some technical differences.
The beacon transponder operates in the
frequency band 962 to 1105 MHz and responds to an
aircraft interrogator. The MLS DME/P accuracy is
improved to be consistent with the accuracy provided
by the MLS azimuth and elevation stations.
15.4.2A DME/P channel is paired with the azimuth
and elevation channel. A complete listing of the 200
paired channels of the DME/P with the angle
functions is contained in FAA Standard 022 (MLS
Interoperability and Performance Requirements).
AIP ENR 4.1−13
United States of America 15 MAR 07
Federal Aviation Administration Nineteenth Edition
15.4.3The DME/N or DME/P is an integral part of
the MLS and is installed at all MLS facilities unless
a waiver is obtained. This occurs infrequently and
only at outlying, low density airports where marker
beacons or compass locators are already in place.
15.5Data Communications
15.5.1The data transmission can include both the
basic and auxiliary data words. All MLS facilities
transmit basic data. Where needed, auxiliary data can
be transmitted.
15.5.2Coverage Limits.MLS data are transmitted
throughout the azimuth (and back azimuth when
provided) coverage sectors.
15.5.3Basic Data Content.Representative data
include:
15.5.3.1Station identification.
15.5.3.2Exact locations of azimuth, elevation and
DME/P stations (for MLS receiver processing
functions).
15.5.3.3Ground equipment performance level.
15.5.3.4DME/P channel and status.
15.5.4Auxiliary Data Content.Representative
data include:
15.5.4.13−D locations of MLS equipment.
15.5.4.2Waypoint coordinates.
15.5.4.3Runway conditions.
15.5.4.4Weather (e.g., RVR, ceiling, altimeter
setting, wind, wake vortex, wind shear).
15.6Operational Flexibility.The MLS has the
capability to fulfill a variety of needs in the approach,
landing, missed approach, and departure phases of
flight. For example:
15.6.1Curved and segmented approaches.
15.6.2Selectable glide path angles.
15.6.3Accurate 3−D positioning of the aircraft in
space.
15.6.4The establishment of boundaries to ensure
clearance from obstructions in the terminal area.
15.7While many of these capabilities are available
to any MLS−equipped aircraft, the more sophisticated
capabilities (such as curved and segmented
approaches) are dependent upon the particular
capabilities of the airborne equipment.
15.8Summary
15.8.1Accuracy.The MLS provides precision,
three−dimensional navigation guidance accurate
enough for all approach and landing maneuvers.
15.8.2Coverage.Accuracy is consistent throughout
the coverage volumes shown in FIG ENR 4.1−5.
FIG ENR 4.1−5
Coverage Volumes
3−D Representation
15.8.3Environment.The system has low susceptibility
to interference from weather conditions and
airport ground traffic.
15.8.4Channels.MLS has 200 channels − enough
for any foreseeable need.
15.8.5Data.The MLS transmits ground−air data
messages associated with system operation.
15.8.6Range Information.Continuous range information
is provided with an accuracy of about
100feet.
ENR 4.1−14 AIP
15 MAR 07 United States of America
Nineteenth Edition Federal Aviation Administration
16. LORAN
16.1Introduction
16.1.1The LOng RAnge Navigation−C (LORAN)
system is a hyperbolic, terrestrial−based navigation
system operating in the 90−110 kHz frequency band.
LORAN, operated by the U.S. Coast Guard (USCG),
has been in service for over 50 years and is used for
navigation by the various transportation modes, as
well as, for precise time and frequency applications.
The system is configured to provide reliable, all
weather navigation for marine users along the U.S.
coasts and in the Great Lakes.
16.1.2In the 1980’s, responding to aviation user and
industry requests, the USCG and FAA expanded
LORAN coverage to include the entire continental
U.S. This work was completed in late 1990, but the
LORAN system failed to gain significant user
acceptance and primarily due to transmitter and user
equipment performance limitations, attempts to
obtain FAA certification of nonprecision approach
capable receivers were unsuccessful. More recently,
concern regarding the vulnerability of Global
Positioning System (GPS) and the consequences of
　
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