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augmentation to the Global Navigation Satellite
System (GNSS).
20.1.2 The U.S. plans to provide augmentation
services to the GPS for the first phase of GNSS. This
section will be revised and updated to reflect
international standards and GLS services as they are
provided.
21. Precision Approach Systems Other
Than ILS, GLS, and MLS
21.1 General
Approval and use of precision approach systems
other than ILS, GLS, and MLS require the issuance
of special instrument approach procedures.
21.2 Special Instrument Approach Procedure
21.2.1 Special instrument approach procedures must
be issued to the aircraft operator if pilot training,
aircraft equipment, and/or aircraft performance is
different than published procedures. Special instrument
approach procedures are not distributed for
general public use. These procedures are issued to an
aircraft operator when the conditions for operations
approval are satisfied.
21.2.2 General aviation operators requesting approval
for special procedures should contact the local
Flight Standards District Office to obtain a letter of
authorization. Air carrier operators requesting
approval for use of special procedures should contact
their Certificate Holding District Office for authorization
through their Operations Specification.
21.3 Transponder Landing System (TLS)
21.3.1 The TLS is designed to provide approach
guidance utilizing existing airborne ILS localizer,
glide slope, and transponder equipment.
21.3.2 Ground equipment consists of a transponder
interrogator, sensor arrays to detect lateral and
vertical position, and ILS frequency transmitters. The
TLS detects the aircraft’s position by interrogating its
transponder. It then broadcasts ILS frequency signals
to guide the aircraft along the desired approach path.
21.3.3 TLS instrument approach procedures are
designated Special Instrument Approach Procedures.
Special aircrew training is required. TLS ground
equipment provides approach guidance for only one
aircraft at a time. Even though the TLS signal is
received using the ILS receiver, no fixed course or
glidepath is generated. The concept of operation is
very similar to an air traffic controller providing radar
vectors, and just as with radar vectors, the guidance
is valid only for the intended aircraft. The TLS
ground equipment tracks one aircraft, based on its
transponder code, and provides correction signals to
course and glidepath based on the position of the
tracked aircraft. Flying the TLS corrections computed
for another aircraft will not provide guidance
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United States of America 15 MAR 07
Federal Aviation Administration Nineteenth Edition
relative to the approach; therefore, aircrews must not
use the TLS signal for navigation unless they have
received approach clearance and completed the
required coordination with the TLS ground equipment
operator. Navigation fixes based on
conventional NAVAIDs or GPS are provided in the
special instrument approach procedure to allow
aircrews to verify the TLS guidance.
21.4 Special Category I Differential GPS
(SCAT−I DGPS)
21.4.1 The SCAT−I DGPS is designed to provide
approach guidance by broadcasting differential
correction to GPS.
21.4.2 SCAT−I DGPS procedures require aircraft
equipment and pilot training.
21.4.3 Ground equipment consists of GPS receivers
and a VHF digital radio transmitter. The SCAT−I
DGPS detects the position of GPS satellites relative
to GPS receiver equipment and broadcasts differential
corrections over the VHF digital radio.
21.4.4 Category I Ground Based Augmentation
System (GBAS) will displace SCAT−I DGPS as the
public−use service.
22. Area Navigation
22.1 General
22.1.1 Area Navigation (RNAV) provides enhanced
navigational capability to the pilot. RNAV equipment
can compute the airplane position, actual track and
ground speed and then provide meaningful information
relative to a route of flight selected by the pilot.
Typical equipment will provide the pilot with
distance, time, bearing and crosstrack error relative to
the selected “TO” or “active” waypoint and the
selected route. Several navigational systems with
different navigational performance characteristics
are capable of providing area navigational functions.
Present day RNAV includes INS, LORAN, VOR/
DME, and GPS systems. Modern multi−sensor
systems can integrate one or more of the above
systems to provide a more accurate and reliable
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