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of the final is not fixed due to antenna placement like
localizer, the splay angle can remain fixed, making a
consistent width of final for aircraft being vectored
onto the final approach course on different length
runways. When the complete published procedure is
not flown, and instead the aircraft needs to capture the
extended final approach course similar to ILS, the
vector to final (VTF) mode is used. Under VTF the
scaling is linear at +/−1 NM until the point where the
ILS angular splay reaches a width of +/−1 NM
regardless of the distance from the FAWP.
5. The WAAS scaling is also different than GPS
TSO−C129 in the initial portion of the missed
approach. Two differences occur here. First, the
scaling abruptly changes from the approach scaling to
the missed approach scaling, at approximately the
departure end of the runway or when the pilot
requests missed approach guidance rather than
ramping as GPS does. Second, when the first leg of
the missed approach is a Track to Fix (TF) leg aligned
within 3 degrees of the inbound course, the receiver
will change to 0.3 NM linear sensitivity until the turn
initiation point for the first waypoint in the missed
approach procedure, at which time it will abruptly
change to terminal (+/−1 NM) sensitivity. This allows
the elimination of close in obstacles in the early part
of the missed approach that may cause the DA to be
raised.
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.
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.
A71I1M0.65R CHG 2 37//1315//078
2/14/Navigation Aids 1−1−41
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
　
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