-60°
-40°
14 NM AZIMUTH ESV
APPROACH AZIMUTH
20 NM
ESV
14 NM
MAXIMUM LIMIT +60°
15.2.3.1 Laterally, at least 40 degrees on either side of the runway centerline in a standard configuration.
15.2.3.2 In elevation, up to an angle of 15 degrees . and to at least 20,000 feet.
15.2.3.3 In range, to at least 20 NM.
15.3 Elevation Guidance
15.3.1 The elevation station transmits signals on the same frequency as the azimuth station. A single frequency is time.shared between all angle and data functions.
15.3.2 The elevation transmitter is normally located about 400 feet from the side of the runway between runway threshold and the touchdown zone.
15.3.3 Elevation coverage is provided in the same airspace as the azimuth guidance signals:
15.3.3.1 In elevation, to at least +15 degrees.
15.3.3.2 Laterally, to fill the azimuth lateral coverage.
15.3.3.3 In range, to at least 20 NM. (See FIG ENR 4.1.4.)
FIG ENR 4.1.4
Coverage Volumes
Elevation
MAXIMUM LIMIT20,000’
MAXIMUM LIMIT
15o 3o
15.4 Range Guidance
15.4.1 The MLS Precision Distance Measuring Equipment (DME/P) functions the same as the navigation DME, but with some technical differ-ences. 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.
15.4.2 A 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).
15.4.3 The 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.
15.5 Data Communications
15.5.1 The data transmission can include both the basic and auxiliary data words. All MLS facilities transmit basic data. Where needed, auxiliary data can be transmitted.
15.5.2 Coverage Limits. MLS data are transmitted throughout the azimuth (and back azimuth when provided) coverage sectors.
15.5.3 Basic Data Content. Representative data include:
15.5.3.1 Station identification.
15.5.3.2 Exact locations of azimuth, elevation and DME/P stations (for MLS receiver processing functions).
15.5.3.3 Ground equipment performance level.
15.5.3.4 DME/P channel and status.
15.5.4 Auxiliary Data Content. Representative data include:
15.5.4.1 3.D locations of MLS equipment.
15.5.4.2 Waypoint coordinates.
15.5.4.3 Runway conditions.
15.5.4.4 Weather (e.g., RVR, ceiling, altimeter setting, wind, wake vortex, wind shear).
15.6 Operational 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:
15.6.1 Curved and segmented approaches.
15.6.2 Selectable glide path angles.
15.6.3 Accurate 3.D positioning of the aircraft in space.
15.6.4 The establishment of boundaries to ensure clearance from obstructions in the terminal area.
15.7 While many of these capabilities are available to any MLS.equipped aircraft, the more sophisti-cated capabilities (such as curved and segmented approaches) are dependent upon the particular capabilities of the airborne equipment.
15.8 Summary
15.8.1 Accuracy. The MLS provides precision, three.dimensional navigation guidance accurate enough for all approach and landing maneuvers.
15.8.2 Coverage. Accuracy is consistent through-out the coverage volumes shown in FIG ENR 4.1.5.
FIG ENR 4.1.5
Coverage Volumes 3.D Representation
15.8.3 Environment. The system has low suscepti-bility to interference from weather conditions and airport ground traffic.
15.8.4 Channels. MLS has 200 channels . enough for any foreseeable need.
15.8.5 Data. The MLS transmits ground.air data messages associated with system operation.
15.8.6 Range Information. Continuous range in-formation is provided with an accuracy of about 100 feet.
Federal Aviation Administration Twentieth Edition
16. LORAN
16.1 Introduction
NOTE.
In accordance with the 2010 DHS Appropriations Act, the
U.S. Coast Guard (USCG) terminated the transmission of all U.S. LORAN.C signals on 08 Feb 2010. The USCG also terminated the transmission of the Russian American signals on 01 Aug 2010, and the Canadian LORAN.C signals on 03 Aug 2010. For more information, visit http://www.navcen.uscg.gov. Operators should also note that TSO.C60b, AIRBORNE AREA NAVIGATION EQUIPMENT USING LORAN.C INPUTS, has been canceled by the FAA.
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