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approval are satisfied.
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.
c. Transponder Landing System (TLS)
1. The TLS is designed to provide approach
guidance utilizing existing airborne ILS localizer,
glide slope, and transponder equipment.
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.
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
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.
d. Special Category I Differential GPS
(SCAT−I DGPS)
1. The SCAT−I DGPS is designed to provide
approach guidance by broadcasting differential
correction to GPS.
2. SCAT−I DGPS procedures require aircraft
equipment and pilot training.
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.
4. Category I Ground Based Augmentation
System (GBAS) will displace SCAT−I DGPS as the
public use service.
REFERENCE−
AIM, Para 5−4−7f, Instrument Approach Procedures.
7/31/08 AIM

2/14/08 AIM
Area Navigation (RNAV) and Required Navigation Performance (RNP) 1-2-1
Section 2. Area Navigation (RNAV) and Required
Navigation Performance (RNP)
1-2-1. Area Navigation (RNAV)
a. General. RNAV is 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. In the
future, there will be an increased dependence on the
use of RNAV in lieu of routes defined by
ground-based navigation aids.
RNAV routes and terminal procedures, including
departure procedures (DPs) and standard terminal
arrivals (STARs), are designed with RNAV systems
in mind. There are several potential advantages of
RNAV routes and procedures:
1. Time and fuel savings,
2. Reduced dependence on radar vectoring,
altitude, and speed assignments allowing a reduction
in required ATC radio transmissions, and
3. More efficient use of airspace.
In addition to information found in this manual,
guidance for domestic RNAV DPs, STARs, and
routes may also be found in Advisory Circular
90-100, U.S. Terminal and En Route Area
Navigation (RNAV) Operations.
b. RNAV Operations. RNAV procedures, such
as DPs and STARs, demand strict pilot awareness and
maintenance of the procedure centerline. Pilots
should possess a working knowledge of their aircraft
navigation system to ensure RNAV procedures are
flown in an appropriate manner. In addition, pilots
should have an understanding of the various
waypoint and leg types used in RNAV procedures;
these are discussed in more detail below.
1. Waypoints. A waypoint is a predetermined
geographical position that is defined in terms of
latitude/longitude coordinates. Waypoints may be a
　
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