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6. A new method has been added for selecting the final approach segment of an instrument approach. Along with the current method used by most receivers using menus where the pilot selects the airport, the runway, the specific approach procedure and finally the IAF, there is also a channel number selection method. The pilot enters a unique 5-digit number provided on the approach chart, and the receiver recalls the matching final approach segment from the aircraft database. A list of information including the available IAFs is displayed and the pilot selects the appropriate IAF. The pilot should confirm that the correct final approach segment was loaded by cross checking the Approach ID, which is also provided on the approach chart.

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7. The Along-Track Distance (ATD) during the final approach segment of an LNAV procedure (with a minimum descent altitude) will be to the MAWP. On LNAV/VNAV and LPV approaches to a decision altitude, there is no missed approach waypoint so the along-track distance is displayed to a point normally located at the runway threshold. In most cases the MAWP for the LNAV approach is located on the runway threshold at the centerline, so these distances will be the same. This distance will always vary slightly from any ILS DME that may be present, since the ILS DME is located further down the runway. Initiation of the missed approach on the LNAV/ VNAV and LPV approaches is still based on reaching the decision altitude without any of the items listed in 14 CFR Section 91.175 being visible, and must not be delayed until the ATD reaches zero. The WAAS receiver, unlike a GPS receiver, will automatically sequence past the MAWP if the missed approach procedure has been designed for RNAV. The pilot may also select missed approach prior to the MAWP, however, navigation will continue to the MAWP prior to waypoint sequencing taking place. 1-1-21. GNSS Landing System (GLS) a. General 1. The GLS provides precision navigation guidance for exact alignment and descent of aircraft on approach to a runway. It provides differential augmentation to the Global Navigation Satellite System (GNSS). 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. 1-1-22. Precision Approach Systems other than ILS, GLS, and MLS a. General Approval and use of precision approach systems other than ILS, GLS and MLS require the issuance of special instrument approach procedures. 3/15/07 7110.65R CHG 2 AIM 7/31/08 AIM 2/14/08 1-1-41 Navigation Aids

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b. Special Instrument Approach Procedure 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. 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)

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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 AIM 2/14/08 1-2-1 Area Navigation (RNAV) and Required Navigation Performance (RNP) 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 Circu- lar_90-100, U.S. Terminal and En Route Area Navigation (RNAV) Operations.

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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 simple named point in space or associated with existing navaids, intersections, or fixes. A waypoint is most often used to indicate a change in direction, speed, or altitude along the desired path. RNAV procedures make use of both fly-over and fly-by waypoints. (a) Fly-by waypoints. Fly-by waypoints are used when an aircraft should begin a turn to the next course prior to reaching the waypoint separating the two route segments. This is known as turn anticipation. (b) Fly-over waypoints. Fly-over way- points are used when the aircraft must fly over the point prior to starting a turn. NOTE- FIG 1-2-1 illustrates several differences between a fly-by and a fly-over waypoint. FIG 1-2-1 Fly-by and Fly-over Waypoints

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2. RNAV Leg Types. A leg type describes the desired path proceeding, following, or between waypoints on an RNAV procedure. Leg types are identified by a two-letter code that describes the path (e.g., heading, course, track, etc.) and the termination point (e.g., the path terminates at an altitude, distance, fix, etc.). Leg types used for procedure design are included in the aircraft navigation database, but not normally provided on the procedure chart. The narrative depiction of the RNAV chart describes how a procedure is flown. The “path and terminator concept” defines that every leg of a procedure has a termination point and some kind of path into that termination point. Some of the available leg types are described below. AIM 2/14/08 1-2-2 Area Navigation (RNAV) and Required Navigation Performance (RNP) (a) Track to Fix. A Track to Fix (TF) leg is intercepted and acquired as the flight track to the following waypoint. Track to a Fix legs are sometimes called point-to-point legs for this reason. Narrative: “via 087_ track to CHEZZ WP.” See FIG 1-2-2. (b) Direct to Fix. A Direct to Fix (DF) leg is a path described by an aircraft's track from an initial area direct to the next waypoint. Narrative: “left turn direct BARGN WP.” See FIG 1-2-3. FIG 1-2-2 Track to Fix Leg Type FIG 1-2-3 Direct to Fix Leg Type AIM 2/14/08 1-2-3 Area Navigation (RNAV) and Required Navigation Performance (RNP) (c) Course to Fix. A Course to Fix (CF) leg is a path that terminates at a fix with a specified course at that fix. Narrative: “via 078_ course to PRIMY WP.” See FIG 1-2-4. FIG 1-2-4 Course to Fix Leg Type (d) Radius to Fix. A Radius to Fix (RF) leg is defined as a constant radius circular path around a defined turn center that terminates at a fix. See FIG 1-2-5. FIG 1-2-5 Radius to Fix Leg Type (e) Heading. A Heading leg may be defined as, but not limited to, a Heading to Altitude (VA), Heading to DME range (VD), and Heading to Manual Termination, i.e., Vector (VM). Narrative: “climb runway heading to 1500”, “heading 265_, at 9 DME west of PXR VORTAC, right turn heading 360_”, “fly heading 090_, expect radar vectors to DRYHT INT.”

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3. Navigation Issues. Pilots should be aware of their navigation system inputs, alerts, and annunciations in order to make better-informed decisions. In addition, the availability and suitability of particular sensors/systems should be considered. (a) GPS. Operators using TSO-C129 sys- tems should ensure departure and arrival airports are entered to ensure proper RAIM availability and CDI sensitivity. (b) DME/DME. Operators should be aware that DME/DME position updating is dependent on FMS logic and DME facility proximity, availability, geometry, and signal masking. (c) VOR/DME. Unique VOR characteris- tics may result in less accurate values from VOR/DME position updating than from GPS or DME/DME position updating. (d) Inertial Navigation. Inertial reference units and inertial navigation systems are often coupled with other types of navigation inputs, e.g.,_DME/DME or GPS, to improve overall navigation system performance. NOTE- Specific inertial position updating requirements may apply. 4. Flight Management System (FMS). An FMS is an integrated suite of sensors, receivers, and computers, coupled with a navigation database. These systems generally provide performance and RNAV guidance to displays and automatic flight control systems. Inputs can be accepted from multiple sources such as GPS, DME, VOR, LOC and IRU. These inputs may be applied to a navigation solution one at a time or in combination. Some FMSs provide for the detection and isolation of faulty navigation information. When appropriate navigation signals are available, FMSs will normally rely on GPS and/or DME/DME (that is, the use of distance information from two or more DME stations) for position updates. Other inputs may also be incorporated based on FMS system architecture and navigation source geometry. NOTE- DME/DME inputs coupled with one or more IRU(s) are often abbreviated as DME/DME/IRU or D/D/I. AIM 2/14/08 1-2-4 Area Navigation (RNAV) and Required Navigation Performance (RNP) 1-2-2. Required Navigation Performance (RNP) a. General. RNP is RNAV with on-board navigation monitoring and alerting, RNP is also a statement of navigation performance necessary for operation within a defined airspace. A critical component of RNP is the ability of the aircraft navigation system to monitor its achieved navigation performance, and to identify for the pilot whether the operational requirement is, or is not being met during an operation. This on-board performance monitor- ing and alerting capability therefore allows a lessened reliance on air traffic control intervention (via radar monitoring, automatic dependent surveillance (ADS), multilateration, communications), and/or route separation to achieve the overall safety of the operation. RNP capability of the aircraft is a major component in determining the separation criteria to ensure that the overall containment of the operation is met. The RNP capability of an aircraft will vary depending upon the aircraft equipment and the navigation infrastructure. For example, an aircraft may be equipped and certified for RNP 1.0, but may not be capable of RNP 1.0 operations due to limited navaid coverage.

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b. RNP Operations. 1. RNP Levels. An RNP “level” or “type” is applicable to a selected airspace, route, or procedure. ICAO has defined RNP values for the four typical navigation phases of flight: oceanic, en route, terminal, and approach. As defined in the Pilot/ Controller Glossary, the RNP Level or Type is a value typically expressed as a distance in nautical miles from the intended centerline of a procedure, route, or path. RNP applications also account for potential errors at some multiple of RNP level (e.g., twice the RNP level). (a) Standard RNP Levels. U.S. standard values supporting typical RNP airspace are as specified in TBL 1-2-1 below. Other RNP levels as identified by ICAO, other states and the FAA may also be used. (b) Application of Standard RNP Levels. U.S. standard levels of RNP typically used for various routes and procedures supporting RNAV operations may be based on use of a specific navigational system or sensor such as GPS, or on multi-sensor RNAV systems having suitable perfor- mance. (c) Depiction of Standard RNP Levels. The applicable RNP level will be depicted on affected charts and procedures. TBL 1-2-1 U.S. Standard RNP Levels RNP Level Typical Application Primary Route Width (NM) - Centerline to Boundary 0.1 to 1.0 RNP SAAAR Approach Segments 0.1 to 1.0 0.3 to 1.0 RNP Approach Segments 0.3 to 1.0 1 Terminal and En Route 1.0 2 En Route 2.0 NOTE1. The “performance” of navigation in RNP refers not only to the level of accuracy of a particular sensor or aircraft navigation system, but also to the degree of precision with which the aircraft will be flown. 2. Specific required flight procedures may vary for different RNP levels. AIM 2/14/08

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1-2-5 Area Navigation (RNAV) and Required Navigation Performance (RNP) TBL 1-2-2 RNP Levels Supported for International Operations RNP Level Typical Application 4 Projected for oceanic/remote areas where 30 NM horizontal separation is applied 10 Oceanic/remote areas where 50 NM lateral separation is applied c. Other RNP Applications Outside the U.S. The FAA and ICAO member states have led initiatives in implementing the RNP concept to oceanic operations. For example, RNP-10 routes have been established in the northern Pacific (NOPAC) which has increased capacity and efficiency by reducing the distance between tracks to 50 NM. (See TBL 1-2-2.) d. Aircraft and Airborne Equipment Eligibility for RNP Operations. Aircraft meeting RNP criteria will have an appropriate entry including special conditions and limitations in its Aircraft Flight Manual (AFM), or supplement. Operators of aircraft not having specific AFM-RNP certification may be issued operational approval including special conditions and limitations for specific RNP levels. NOTE- Some airborne systems use Estimated Position Uncertainty (EPU) as a measure of the current estimated navigational performance. EPU may also be referred to as Actual Navigation Performance (ANP) or Estimated Position Error (EPE). 1-2-3. Use of Suitable Area Navigation (RNAV) Systems on Conventional Procedures and Routes a. Discussion. This paragraph sets forth policy concerning the operational use of RNAV systems for the following applications within the U.S. National Airspace System (NAS): 1. When a very-high frequency omni- directional range (VOR), DME, tactical air navigation (TACAN), VORTAC, VOR/DME, nondirectional beacon (NDB), or compass locator facility including locator outer marker and locator middle marker is out-of-service (that is, the navigation aid (navaid) information is not available); an aircraft is not equipped with an ADF or DME; or the installed ADF or DME on an aircraft is not operational. For example, if equipped with a suitable RNAV system, a pilot may hold over an out-of- service NDB. This category of use is referred to as “substitute means of navigation.” 2. When a VOR, DME, VORTAC, VOR/DME, TACAN, NDB, or compass locator facility including locator outer marker and locator middle marker is operational and the respective aircraft is equipped with operational navigation equipment that is compatible with conventional navaids. For example, if equipped with a suitable RNAV system, a pilot may fly a procedure or route based on operational VOR using RNAV equipment but not monitor the VOR. This category of use is referred to as “alternate means of navigation.”

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NOTE- 1. Additional information and associated requirements are available via a 90-series Advisory Circular titled “Use of Suitable RNAV Systems on Conventional Routes and Procedures.” 2. Good planning and knowledge of your RNAV system are critical for safe and successful operations. 3. Pilots planning to use their RNAV system as a substitute means of navigation guidance in lieu of an out-of-service navaid may need to advise ATC of this intent and capability. b. Types of RNAV Systems that Qualify as a Suitable RNAV System. When installed in accordance with appropriate airworthiness installation requirements and operated in accordance with applicable operational guidance (e.g., aircraft flight manual and Advisory Circular material), the following systems qualify as a suitable RNAV system: 1. An RNAV system with TSO-C129/ -C145/-C146 (including all revisions (AR)) equipment, installed in accordance with AC 20-138 (including AR) or AC 20-130A, and authorized for instrument flight rules (IFR) en route and terminal operations (including those systems previously qualified for “GPS in lieu of ADF or DME” operations), or 7/31/08 AIM AIM 2/14/1-2-6 Area Navigation (RNAV) and Required Navigation Performance (RNP) 2. An RNAV system with DME/DME/IRU inputs that is compliant with the equipment provisions of AC 90-100A, U.S. Terminal and En Route Area Navigation (RNAV) Operations, for RNAV routes. NOTE- RNAV systems using DME/DME/IRU, without GPS/WAAS position input, may only be used as a substitute means of navigation when specifically authorized by a Notice to Airmen (NOTAM) or other FAA guidance for a specific procedure, NAVAID, or fix. The NOTAM or other FAA guidance authorizing the use of DME/DME/IRU systems will also identify any required DME facilities based on an FAA assessment of the DME navigation infrastructure. c. Allowable Operations. Operators may use a suitable RNAV system in the following ways. 1. Determine aircraft position over or distance from a VOR (see NOTE 4 below), TACAN, NDB, compass locator, DME fix; or a named fix defined by a VOR radial, TACAN course, NDB bearing, or compass locator bearing intersecting a VOR or localizer course. 2. Navigate to or from a VOR, TACAN, NDB, or compass locator.