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| Operational Improvement Report for : Current Precision Approach, Landing and Departure |
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Service Group: Air Traffic Services |
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Air Traffic Services is a function of the FAA that is dependent upon capabilities found in the Architecture. |
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Service: Navigation |
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The Navigation service provides electronic signals-in-space to enable suitably equipped NAS users to determine aircraft position and to operate safely and efficiently under most weather conditions. Avionics onboard the aircraft receive and process the signals to provide current position, distance from a predefined or selected position, course selection, and course deviation. The Navigation service includes both ground- and space-based networks of electronic navigation aids (NAVAIDS), as well as visual NAVAIDS, in accordance with international standards. The network of NAVAIDS enables users to navigate during airborne operations (such as cruise, approach, and landing) and during surface operations. |
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Capability: Airborne Guidance |
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NAS provides signals in space through space-based mechanisms and ground based aids for point-in-space navigation through a variety of operating environments. These environments include structured routes, random routings and transitions. Guidance is provided for position determination in both vertical and lateral planes in all phases of flight. Additionally, visual aids provide guidance to aircraft transitioning to and from the surface. Visual NAVAIDS provide approach and landing guidance to aircraft in addition to electronic type NAVAIDS. Visual references are particularly important during the transition from instrument to visual flying just prior to landing. |
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Operational Improvement: Current Precision Approach, Landing and Departure |
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Ground-based instrument landing systems support precision approach and landings for Category I, II and III visibility and decision height minimums. These landing systems radiate precision lateral and vertical descent guidance signals that are received and processed by aircraft navigation avionics to guide the aircraft to the runway. Precision approach systems can be supplanted with marker beacons, which indicate the distance from the aircraft current position to the runway threshold, and Distance Measuring Equipment (DME). |
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Source References |
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Document |
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Sections |
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National Airspace System Concept of Operations and Vision for the Future of Aviation (CONOPS) |
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Operational Improvement (OI) Description |
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Ground-based instrument landing systems support precision approach and landing for Category I, II and III visibility to decision altitude minimums. These instrument landing systems radiate precision lateral and vertical descent guidance signals that are received and processed by aircraft avionics and pilots to guide the aircraft to the runway. Precision instrument landing systems can be augmented with Marker Beacon facilities, which, when signals are received by the Marker Beacon avionics indicate the aircrafts approximate position along the approach path, and NDB signals when received by ADF Avionics provide azimuth guidance. DME avionics provide precise measure of distance to the runway threshold for landing or missed approach, or for departure distance from a DME facilitated airport. All instrument approaches require approved runway lighting facilities. |
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Benefits |
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Current operations are provided in the NAS. |
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Systems |
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| 8.1 |
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Approach Lighting System with Sequenced Flashers Model 2
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Approach Lighting System with Sequenced Flashers, Model 2 (ALSF-2) is a 2400 foot long array of high intensity incandescent lamps and flashers located on the final approach to a runway and are provided to support Catetory II and III instrument approaches. The ALSF-2 assists pilots transition from low visibility Instrument Meteorological Conditions (IMC) to visual conditions for landing. A row of green lights marks the runway threshold.
These ALSF-2 systems represent the current acquisition. |
| 8.2 |
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Approach Lighting System with Sequenced Flashing Lights Model 1
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The Approach Lighting System with Sequenced Flashing Lights Model 1 (ALSF-1) is a system of high-intensity lights marking the extended runway centerline for 2,400 to 3,000 feet from the runway threshold. A row of green indicators mark the runway threshold.
ALSF-1 are very old systems and, when funded, will be replaced with current technology, Medium Intensity Approach Lighting System; Runway Alignment Indicator Lights (MALSR) or ALSF-2 systems depending on whether the runway will support Cat I instrument approaches (MALSR) or Cat II/III instrument approaches (ALSF-2). |
| 8.3 |
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Automatic Direction Finder Receiver
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Automatic Direction Finder (ADF) Receiver - An aircraft navigation system which senses and indicates the direction to a Low/Medium Frequency (L/MF) nondirectional radio beacon (NDB) ground transmitter. Direction to the transmitter location is indicated to the pilot as a magnetic bearing or as a relative bearing to the longitudinal axis of the aircraft. |
| 8.4 |
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Baro-Altimeter Avionics
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Baro-Altimeter Avionics (Baro-Alt Avionics) is a barometrically correctable pressure actuated sensing altimeter that utilizes the change of atmospheric pressure to measure altitude above mean sea level (MSL). The altimeter senses pressure changes and displays altitude in feet or meters. Since changes in air pressure directly affect the accuracy of the altitude readout, the altimeter is equipped with an adjustable barometric scale. If capable, Baro-Alt Avionics may provide electrical output to encode a transponder for altitude reporting purposes and/or to use as an input to Global Positioning System (GPS) avionics or GPS/Wide Area Augmentation System (WAAS) avionics to compensate for deficiency in required satellites to calculate the Receiver Autonomous Integrity Monitoring (RAIM) function required for en route through non-precision approaches. |
| 8.5 |
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Distance Measuring Equipment
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Distance Measuring Equipment (DME) is a UHF (Ultra High Frequency) ground-based navigation aid that responds to aircraft DME avionics interrogations, thereby enabling the avionics to determine the slant range between the aircraft and the ground station. DMEs are typically collocated with a Very High Frequency Omnidirectional Range (VOR) to form a VOR/DME facility for enroute navigation, or with an Instrument Landing System Localizer for precision landing procedures. Slant range data can also be obtained from the DME function of a Tactical Air Navigation (TACAN) system. A navigation facility containing a TACAN and a VOR is termed a VORTAC.
DMEs will be sustained to support en route navigation and precision landings. In the future DME quantities may be expanded to provide a redundant ground-based area navigation (RNAV) capability to supplement GPS procedures.
Separate funding segments and acquisition projects have been established for High power (en route) DMEs, and low power (terminal) DMEs. This mechanism addresses the high power DMEs. |
| 8.6 |
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Distance Measuring Equipment Avionics
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Distance Measuring Equipment Avionics (DME Avionics) receives, processes, and displays the slant range distance from the aircraft to the DME site. |
| 8.7 |
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Domestic Reduced Vertical Separation Minimum Altimeter
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Domestic Reduced Vertical Separation Minimum Altimeter (Domestic RVSM Alt) is a source of altitude data or information that was added to support the RVSM capability. It consists of two independent altimeters with enhanced transducers or double aneroid sensors for computing altitude. The altitude source is connected through the static system to provide an automatic means of correcting the known static source error of the aircraft to improve aircraft altitude measurement capability. Domestic RVSM Alt may also be used to satisfy Oceanic RVSM and the altitude sensor may be included within an air data computer.
DRVSM was instituted in the conterminous United States (CONUS) in January 2005. |
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Flight Management System Offset
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A Flight Management System (FMS) is a computer system that uses a database to allow routes to be preprogrammed and stored. The system is constantly updated with respect to position accuracy by reference to one or more conventional radio navigation aids (i.e., multi-sensor systems). The system may also use information from an inertial reference unit (IRU) or from a stand-alone inertial navigation system (INS). A sophisticated program and its associated database ensure that the most appropriate navaids are automatically selected during the update cycle. FMSs combine the relative position information from two or more point-referenced navigation aids such as Very High Frequency Omnidirectional Range (VOR) or Distance Measuring Equipment (DME) to determine the absolute position of the aircraft (latitude, longitude). The resulting Area Navigation (RNAV) capability permits operation on any desired course.
As of 2007 FMSs now include Global Positioning System (GPS) receivers and will most certainly be developed with additional enhanced features in the future. |
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Global Positioning System
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The NAVSTAR Global Positioning System (GPS) is a (nominal) 24 satellite constellation orbiting at approximately 12,000 miles above the earth in six equally spaced planes. GPS satellites broadcast a precisely timed L-band signal that is received and processed onboard aircraft, in ground vehicles or hand-held receivers to determine the users three-dimensional position (i.e., latitude, longitude and altitude), velocity (if applicable) and the precise time of day. The GPS was developed, and is maintained & operated by, the U.S Department of Defense. GPS equipped aircraft can navigate on published jetways or utilize Area Navigation (RNAV) to fly a desired route between two locations.
Approval has been granted for properly certified GPS avionics to be used as a primary means of navigation in oceanic airspace and in certain remote areas. In July 2003 the Wide Area Augmentation System (WAAS) was commissioned, thereby ensuring GPS/WAAS enabled primary navigation service throughout the NAS. The WAAS ensures that GPS sourced data meets requirements for accuracy, availability, and integrity.
At the current GPS satellite replenishment rate, all three civil signals (L1-C/A, L2C, and L5) will be available for initial operational capability by 2012, and for full operational capability by approximately 2015. For more information on GPS modernization activities, please visit an FAA GPS Modernization page [http://gps.faa.gov/gpsbasics/indexGPSmodernization.htm] and http://pnt.gov.
As of September 2007 there were 30 operational GPS Satellites (Baseline Constellation: 24). They are divided as follows: 15 Block IIA satellites, 12 Block IIR satellites, and 3 Block IIR-M satellites. The 3 Block IIR-M satellites are transmitting a new second civil signal (L2C). Another Lockheed Martin Block IIR-M awaits launch date. Boeing has 12 GPS IIF satellites in production.
The GPS Wing is also modernizing the 6 remaining Block IIR satellites.
Additional Information on GPS is found at (1) http://www.gps.gov/ and (2) FAA Satellite Navigation Product Team: http://gps.faa.gov/ |
| 8.10 |
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Instrument Flight Procedures Automation
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Instrument Flight Procedures Automation (IFPA) is an automation system used to create new Instrument Flight Procedures (IFPs) and to maintain existing IFPs.
IFPs provide pilots with approach paths clear of obstacles such as cell towers, buildings and trees into and out of an airport. Procedures define the operational rules for executing defined maneuvers. Procedure information includes approaches, holding, departures, arrivals, routes and minimum altitudes. Procedures are developed to dictate the execution of certain National Airspace System (NAS) operations under specified conditions or avionics equipage use in the cockpit. Effective procedures management requires periodic procedure reviews due to the impact of obstacles. Short-term notices to pilots called Notices-to-Airmen (NOTAMs) are also developed and issued.
IFPA is comprised of four key components, each with functional sub-components called modules, some of which are operational already. They are: (1) Instrument Procedures Development System (IPDS) - 1st module slated for Initial Operational Capability (IOC) in FY 2009, (2) IFP - IOC FY 2006; Standard Instrument Approach Procedures (SIAP) module; (3) Aviation System Standards Process Tracking System (APTS) - IOC FY 2007 – NOTAM (Notice to Airmen) Tracking System (NTS) module, Reporting module (4) Airports and Navigation Aids System (AIRNAV) - First module slated for IOC in FY 2009.
There is an presently an agreement in place, eventually to be a Memorandum of Agreement (MOA), for the Department of Defense (DoD) to share the annual cost of maintenance for IFPA beginning in FY 2009. |
| 8.11 |
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Instrument Landing System Avionics
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Instrument Landing System (ILS) Avionics are a composite of marker beacon, localizer, and glide slope receivers. Up to three separate marker beacons broadcast tone-modulated 75-MHz signals, which the avionics displays as distance to the runway approach end. The end-of-runway localizer radiates a tone-modulated runway centerline signal on one of 40 ILS channels in the very high frequency (VHF) frequency range of 108.10 to 111.95 MHz. The glide slope radiates a tone-modulated precision descent angle signal on one of 40 channels in the ultrahigh frequency (UHF) frequency range of 329.3 to 335.0 MHz. Localizer and glide slope channels are paired so both are selected at the ILS receiver with a single channel selection. |
| 8.12 |
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Instrument Landing System Category I
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Category (CAT) I Instrument Landing Systems (ILS) support precision landing operations for visibility conditions equal to or greater than a 200 feet decision height above the runway threshold and a touchdown zone runway visual range of at least 1,800 feet.
All ILS radiate runway approach guidance, i.e., alignment and descent information, to aircraft on final approach to a runway. An ILS consists of a highly directional localizer located at the far end of the runway, a glide slope located near, and offset from, the approach end of the runway. Marker beacons located along the runway's approach course provide visual and aural indications in the cockpit that indicate the aircraft's distance from the runway threshold. Marker beacons can be supplanted or replaced by Distance Measuring Equipment (DME) that is typically co-located with the localizer station. The presence and utilization of a DME to aid in making a precision approach is included in the approach procedure for the runway.
ILS feature integral monitoring of the radiated signals to ensure that the radiated guidance is within specified operating tolerances to ensure the signal-in-space approach guidance is safe. They also possess remote maintenance monitoring (RMM) to support remote access and monitoring of the operating status of each ILS station. |
| 8.13 |
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Instrument Landing System Category II/III
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Category (CAT) II Instrument Landing Systems (ILS) support precision landing operations for 100 foot decision heights and a touchdown zone runway visual range (RVR) of at least 1200 feet. CAT III ILS support precision approaches with decision heights of 50 or less feet and touchdown zone RVR less than 700 feet.
All ILS radiate runway approach guidance, i.e., alignment and descent information, to aircraft on final approach to a runway. Equipment-wise an ILS consists of a highly directional localizer located at the far end of the runway, a glide slope located near, and offset from, the approach end of the runway, and marker beacons located along the approach course that provide visual and aural information on how far the aircraft is from the runway threshold. ILS marker beacons can be supplanted or replaced by Distance Measuring Equipment (DME) that is typically co-located with the localizer station. The presence and utilization of a DME to aid in making a precision approach is included in the approach procedure for the runway.
ILS feature integral monitoring of the radiated signals to ensure that the radiated guidance is within specified operating tolerances to ensure the signal-in-space approach guidance is safe. They also possess remote maintenance monitoring (RMM) to support remote access and monitoring of the operating status of each ILS station.
The Local Area Augmentation System (LAAS) may eventually support CAT II/III service. In the interim precision landing services will continue to be provided using ILS technology, which requires that the older population of the current ILS inventory must be either replaced or upgraded (modernized) via a service life extension program. |
| 8.14 |
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Lead-in-light System
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A Lead-in-light System (LDIN) consists of one or more series of flashing lights installed at or near ground level that provides positive visual guidance along an approach path, either curving or straight, where special problems exist with hazardous terrain, obstructions, or noise abatement procedures. |
| 8.15 |
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Localizer
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The component of an Instrument Landing System (ILS) that provides lateral course guidance to the runway. Localizer (LOC) will provide non-precision approach capability with appropriate lead-in lights. |
| 8.16 |
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Medium-Intensity Approach Light System with Runway Alignment Indicator Lights
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The Medium-Intensity Approach Light System with Runway Alignment Indicator Lights (MALSR) supports Category I instrument approaches. It is a medium intensity light system that identifies the extended runway centerline from threshold to 2,400 feet before the threshold. The MALSR supports Category I instrument approaches and presents to the pilot the illusion of a ball of light traveling from the outer end of the system to a point approximately 1,400 feet from the end of the runway. A row of green lights marks the threshold of the runway.
The Medium-Intensity Approach Light System Sequenced Flashing Lights (MALSF) and Medium-Intensity Approach Light System (MALS) are subsets of MALSR. A MALSR has 45 lights, 5 flashers, and is 2400 ft in length. A MALSF has 45 lights, 3 flashers, and is 1400 ft in length. MALS has 45 lights, no flashers, and is 1400 ft in length. |
| 8.17 |
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Microwave Landing System
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Microwave Landing System (MLS) provides precision navigation guidance for exact alignment and descent of aircraft on approach to a runway. It provides azimuth, elevation, and distance.2. Both lateral and vertical guidance may be displayed on conventional course deviation indicators or incorporated into multipurpose cockpit displays. Range information can be displayed by conventional Distance Measuring Equipment (DME) indicators and also incorporated into multipurpose displays.3. The MLS supplements the Instrument Landing System (ILS) as the standard landing system in the United States for civil, military, and international civil aviation. At international airports, ILS service is protected to 2010. 4. The system may be divided into five functions: (a) Approach azimuth, (b) Back azimuth, (c) Approach elevation, (d) Range, and (e) Data communications. 5. The standard configuration of MLS ground equipment includes: (a) An azimuth station to perform functions (a) and (e) above. In addition to providing azimuth navigation guidance, the station transmits basic data, which consists of information associated directly with the operation of the landing system, as well as advisory data on the performance of the ground equipment. (b) An elevation station to perform function (c). (c) Distance Measuring Equipment (DME) to perform range guidance, both standard DME (DME/N) and precision DME (DME/P). 6. MLS Expansion Capabilities: The standard configuration can be expanded by adding one or more of the following functions or characteristics. (a) Back azimuth: Provides lateral guidance for missed approach and departure navigation. (b) Auxiliary data transmissions: Provides additional data, including refined airborne positioning, meteorological information, runway status, and other supplementary information. (c) Expanded Service Volume (ESV) proportional guidance to 60 degrees. 7. MLS identification is a four-letter designation starting with the letter M. It is transmitted in International Morse Code at least six times per minute by the approach azimuth (and back azimuth) ground equipment. b. Approach Azimuth Guidance1. The azimuth station transmits MLS angle and data on one of 200 channels within the frequency range of 5031 to 5091 MHz. 2. The equipment is normally located about 1,000 feet beyond the stop end of the runway, but there is considerable flexibility in selecting sites. For example, for heliport operations the azimuth transmitter can be collocated with the elevation transmitter. 3. The azimuth coverage extends: (a) Laterally, at least 40 degrees on either side of the runway centerline in a standard configuration, (b) In elevation, up to an angle of 15 degrees and to at least 20,000 feet, and(c) In range, to at least 20 NM. |
| 8.18 |
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Non-Directional Beacon
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Non-Directional Beacons (NDB) are low frequency (LF) or medium frequency (MF) ground-based radio navigation aids that broadcast a continuous wave (CW) signal with a Morse code identification on an assigned frequency signal. NDBs are used by pilots to determine the aircraft's bearing to the ground station. Some state-owned and locally owned NDBs are also used to provide weather information to pilots.
NDBs can be used for non-precision approaches at low traffic airports, as compass locators (locator outer markers (LOMs)) to aid a pilot in finding the initial approach point of an Instrument Landing System (ILS), and for en route operations in remote areas. NDBs are approved as a primary navigation system in the National Airspace System (NAS). |
| 8.19 |
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Omnidirectional Approach Lighting System
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The Omnidirectional Approach Lighting System (ODALS) is a system of sequenced flashing lights marking the extended runway centerline for 1,500-feet. Indicators placed at the end of the runway mark each edge of the runway. |
| 8.20 |
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Power Systems
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The Power Systems (Pwr Sys) mechanism provides for the conditioning of commercial power, including uninterruptible power systems (UPS), to eliminate voltage dropouts, surges, and voltage sags caused by sources outside the facility. Power distribution, grounding, bonding, and shielding of electrical system within the facility is also part of the Power Systems mechanism.
The Power Systems mechanism provides the following: Air Route Traffic Control Center (ARTCC) Critical/Essential Power Systems (ACEPS) busway replacements; ACEPS emergency generator (EG) maintenance; ACEPS monitoring and diagnostics; ACEPS fuel system upgrade; ACEPS training; battery monitoring; training facility; critical power distribution system (CPDS); battery replacements; direct current (DC) systems; emergency generators (EG); lightning protection, grounding, bonding, and shielding (LPGBS); power cables; uninterruptible power systems (UPS); and contract support.
Power Systems Sustained Support (Power Systems, Mechanism 1425) and Power Systems Technology Refresh (Mechanism 6353) are both funded out of single NAS project F11.00-00, Power Systems, currently funded through FY-2021. |
| 8.21 |
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Precision Approach Path Indicator
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The Precision Approach Path Indicator (PAPI) is a simple visual aid to assist pilots during their approach to landing in Visual Flight Rules (VFR) conditions. It enables pilots to acquire the correct glide slope and subsequently to maintain their position on it, thus ensuring an accurate approach and landing. The PAPI system consists of four sharp transition projector units located at the side of the runway spaced laterally +/- 30 foot intervals. A second complementary set is sometimes provided on the opposite side of the runway. The setting angles of the red/white interfaces of the four units are graded; the differences in angle between the units being typically 20 minutes of arc. The nominal glide slope is midway between the angular settings of the center pair of units and the on-glide-slope signal and is thus two red and two white lights in the bar. If the aircraft goes below the glide slope, the pilot will see a progressively increasing number of red lights. Conversely, if the aircraft goes above the glide slope, the number of white lights seen is increased. |
| 8.22 |
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Radar Altimeter Avionics
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Radar Altimeter (RADALT) avionics makes use of the reflection of radio waves from the ground to provide absolute altitude indications to the pilot, as well as altitude inputs to automatic flight control systems and to Traffic Alert and Collision Avoidance Systems (TCAS) for various functions, and is required to conduct Category II and III precision instrument approaches. |
| 8.23 |
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Runway Alignment Indicator Lights
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Runway Alignment Indicator Lights (RAIL) are a series of sequenced flashing lights that are installed only in combination with other lighting systems. |
| 8.24 |
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Runway Centerline Lighting
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Runway Centerline Lighting (RWCLL) consists of flush centerline lights spaced at 50-foot intervals beginning 75 feet from the landing threshold and extending to within 75 feet of the opposite end of the runway. |
| 8.25 |
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Runway End Identifier Lighting Next Generation
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Runway End Identifier Lights (Next Generation) (REIL Nexgen) is the next generation of an airport lighting facility in the terminal area navigation system, consisting of one flashing white high intensity light installed at each approach end corner of a runway and directed towards the approach zone, which enables the pilot to identify the approach end of the runway.
REIL will be installed on frangible mounting systems. |
| 8.26 |
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Runway End Identifier Lights
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Runway End Identifier Lights (REIL) is an airport lighting system consisting of two flashing, white, high intensity lights located at each approach end corner of a runway. The REILs are directed towards the approach zone to enable pilots to identify the end of the runway.
REIL are mounted on frangible mounting systems. |
| 8.27 |
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Runway Lights
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Runway Lights (RL) are lights having a prescribed angle of emission used to define the lateral limits of a runway. Runway lights are uniformly spaced at intervals of approximately 200-feet, and the intensity may be controlled or preset.
Runway lights are procured, installed, and maintained by the airport. The FAA is not involved with these light systems other than publishing the necssary lighting standards which the airport uses for guidance. |
| 8.28 |
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Runway Visual Range
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Runway Visual Range (RVR) systems provide support to precision landing and takeoff operations in the NAS. RVR is a system that will measure visibility, background luminance, and runway light intensity to determine the distance a pilot should be able to see down the runway. RVRs consist of visibility sensor, ambient light sensor, runway light intensity monitor, and processing units. The RVR interfaces with the ASOS system as well which enhance safety, increase system capacity, and improve maintenance with in CONUS.
In August 2005 the FAA awarded a contract to Vaisala for up to 77 MIDAS IV Runway Visual Range (RVR) System for its Personal Computer (PC)-based RVR System Program. The contract covers modification and delivery of a commercially available MIDAS IV RVR System, development of Controller Displays, as well as full program support. Delivery and installation of the new systems is anticipated from FY-2006 through FY-2010.
Further information can be found at:
http://www.faa.gov/about/office_org/headquarters_offices/ato/service_units/techops/navservices/lsg/rvr/ |
| 8.29 |
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Short Approach Lighting System
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A Short Approach Lighting System (SALS) is an array of high-intensity lights marking the extended runway centerline for 2,400 to 3,000 feet from the runway threshold. The system presents to the pilot the illusion of a ball of light traveling from the outer end of the system to a point 1,000 feet from the end of the runway. Two additional rows of lights indicate the edges of the runway for the last 1,000 feet with special indicators placed 1,000 feet, 500 feet and at the runway threshold. |
| 8.30 |
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Short Approach Lighting System with Sequenced Flashing Lights
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Short Approach Lighting System with Sequenced Flashing Lights (SALSF) is an array of high intensity lights marking the extended runway centerline for 1,500 feet. The system presents to the pilot the illusion of a ball of light traveling from the outer end of the system to a point 1,000 feet from the end of the runway. Indicators placed at the end of the runway mark the center and each edge of the runway. An additional indicator marks a point 1,000 feet from the end of the runway. |
| 8.31 |
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Simplified Short Approach Light System with Runway Alignment Indicator Lights
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The Simplified Short Approach Light System with Runway Alignment Indicator Lights (SSALR) is a SSALS facility with sequence flashers installed from 1,600 to 2,400 feet from the runway threshold. Normal spacing between lights is 200 feet. This system assists pilots in transitioning from precision approach Instrument Flight Rules (IFR) to Visual Flight Rules (VFR) for landing. |
| 8.32 |
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Simplified Short Approach Lighting System
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The Simplified Short Approach Lighting System (SSALS) is an array of medium-intensity lights marking the extended runway centerline for 1,400 feet. A special indicator marks a point 1,000 feet from the end of the runway. A row of green lights indicates the threshold runway. |
| 8.33 |
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Simplified Short Approach Lighting System with Sequenced Flashing Lights
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The Simplified Short Approach Lighting System with Sequenced Flashing Lights (SSALF) is a system of medium-intensity lights marking the extended runway centerline for 1,400 feet. The system presents to the pilot the illusion of a ball of light traveling from the outer end of the system (1,400 feet) to a point 1,000 feet from the end of the runway. A special indicator marks a point 1,000 feet from the end of the runway. A row of green lights indicates the threshold runway. |
| 8.34 |
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Tactical Air Navigation System
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Tactical Air Navigation (TACAN) is a UHF (Ultra High Frequency) ground-based radio navigation aid that is the military counterpart of Very High Frequency (VHF) Omnidirectional Range co-located with Distance Measuring Equipment (VOR/DME). TACAN avionics provide both the bearing and slant range to the ground station. TACAN is often collocated with civil VOR systems to form a VORTAC to support both civil and military flight operations. TACAN is approved as a primary navigation system in the National Airspace System (NAS). |
| 8.35 |
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Touchdown Zone Lighting
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A Touchdown Zone Lighting (TDZL) consists of two rows of transverse light bars located symmetrically about the runway centerline normally at 100-foot intervals. The basic system extends 3,000 feet along the runway. |
| 8.36 |
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Transponder Landing System
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Transponder Landing System (TLS) is intended only for private use; no public procedures will be published. The system is designed to provide approach guidance using existing avionics: Instrument Landing System (ILS) localizer/glideslope and Mode 3 transponders. TLS operates with special procedures that require pilot training. Operation is limited to one aircraft at a time. Ground equipment consists of a transponder interrogator, sensor arrays to detect transponder replies, and ILS-frequency transmitters. The TLS determines the aircraft''s vertical and azimuth position by processing the transponder replies. The aircraft''s position is computed relative to the desired approach path and translated into appropriate localizer and glide slope signals which are broadcast to and displayed on the aircraft''s Course Deviation Indicator. The TLS broadcast guides the aircraft on the proper course and glide path to the approach decision height.
The TLS''s at Pullman/Moscow (PUW) and Rhinelander-Oneida (RHI) are leased systems. PUW's TLS is expected to be removed from service in FY-05.
FY-05 Congressional funding was provided with direction that it be used to conduct site surveys at approximately 30 additional airports and, in consultation with the airports, to evaluate other landing system alternatives. |
| 8.37 |
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Very High Frequency Omnidirectional Range
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The Very High Frequency Omnidirectional Range (VOR) is a ground-based radio navigation aid that broadcasts azimuth information to aircraft. VORs broadcast on assigned channels and include the facility identification in Morse code for pilot monitoring and verification. Some VORs are capable of broadcasting weather information and supporting pilot-controller communcations although these capabilities are typically provided by other systems. In addition to providing en route and terminal area azimuth guidance, VORs also support nonprecision instrument approach operations.
Currently, VORs are the primary radio navigation aid in the National Airspace System (NAS). They serve as the internationally designated standard short-distance radio navigation aid for air carrier and general aviation Instrument Flight Rules (IFR) operations.
VORs may be installed stand-alone or co-located with either a Distance Measuring Equipment (DME) or Tactical Air Navigation (TACAN) system. When co-located the facility is typically referred to as a VOR/DME or VORTAC (TACAN co-located with VOR) facility, respectively. This configuration allows pilots to determine their aircraft''s bearing and distance to a single location, i.e., a position fix.
With the advent of sattelite-based navigation capabilities, a planned reduction in operational VORs will begin in approximately 2010. The reduction will result in a minimum operational network (MON) of VORs that will support IFR operations at the busiest airports in the NAS while serving as a backup for satellite-based navigation.
There are approximately 1,000 VORs in the NAS which are not all shown below. |
| 8.38 |
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Very High Frequency Omnidirectional Range Avionics
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Very High Frequency Omnidirectional Range Avionics (VOR Avionics) receive, process, and display the azimuth (bearing) to a VOR ground station. |
| 8.39 |
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Visual Approach Slope Indicator
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A Visual Approach Slope Indicator (VASI) system is a light system that is accurately located alongside a runway to provide a visual glide slope to landing aircraft. VASIs radiate a directional pattern of high intensity, red and white focused light beams to form the glide path and are utilized primarily under Visual Flight Rules (VFR) conditions. |
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Legend:
- Certain Mechanisms are defined as 'Key' due to their relative importance to this Operational Improvement |
| 9 |
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Support Activities |
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| | | 2008 | 2009 | 2010 | 2011 | 2012 | 2013 | 2014 | 2015 | 2016 | 2017 | 2018 | 2019 | 2020 | 2021 | 2022 | 2023 |
| no data found. |
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The infrastructure to support these activities is in place,
no additional support activities are required. |
| 10 |
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People |
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| 10.1 |
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Pilots
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The pilot is responsible for the operation and safety of an aircraft during flight and taxi. The pilot responds to, and requests, heading, altitude, and airspeed instructions given by controllers in order to maintain separation and achieve traffic synchronization. Pilots with the appropriate category and class rating may act as pilot in command of single-engine airplanes, multiengine airplanes, helicopters, gyroplanes, powered-lift aircraft, gliders, airships, and balloons. |
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Legend:
- Certain Mechanisms are defined as 'Key' due to their relative importance to this Operational Improvement |
| 11 |
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Interfaces |
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| 11.1 |
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Distance Measuring Equipment
(Position Data)
Distance Measuring Equipment Avionics |
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DME avionics interrogate a ground transponder from which it receives modulated signals transmitted on UHF frequencies which it measures, in nautical miles, slant range distance. |
| 11.2 |
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Instrument Landing System Category I
(Precision Horizontal and Vertical Guidance Data)
Instrument Landing System Avionics |
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ILS avionics are a composite of compass locator or ADF receivers, marker beacon, localizer, and glideslope receivers. Within the aircraft, aft the respective receivers may be contained within one enclosure or separate enclosures ( black boxes ) that provide position determination and precision approach guidance using signals from their respective ground-based transmitters. |
| 11.3 |
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Instrument Landing System Category II/III
(Precision Horizontal and Vertical Guidance Data)
Instrument Landing System Avionics |
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ILS avionics are a composite of compass locator or ADF receivers, marker beacon, localizer, and glideslope receivers. Within the aircraft, aft the respective receivers may be contained within one enclosure or separate enclosures that provide position determination and precision approach guidance using signals from their respective ground-based transmitters. In addition, Category II opeations require two independent localizer and glideslope receivers and indications. Category III operations require three independent localizer and glideslope receivers and indications which must be compared and monitored. One additional marker beacon receiver and ADF receiver must be operational. For Category III/B operations, an inner marker beacon ground facility is required, as well as is a redundant autoland system. |
NAS 6 Toolset
