DEPARTMENT OF THE ARMY TECHNICAL MANUAL TM 95-225

DEPARTMENT OF THE NAVY MANUAL NAVAIR 16-1-520

DEPARTMENT OF THE AIR FORCE MANUAL AFMAN 11-225

FEDERAL AVIATION ADMINISTRATION ORDER 8200.1A

UNITED STATES

STANDARD

FLIGHT INSPECTION

MANUAL

MAY 1996

DEPARTMENTS OF THE ARMY, THE NAVY, AND THE AIR FORCE

AND

THE FEDERAL AVIATION ADMINISTRATION

DISTRIBUTION: ZVN-820 Initiated By: AVN-230

Reprinted July 3, 2000

to include Changes 1, 2, and 3
8200.1A 5/22/96

Page ii

The material contained herein was formerly issued as the United States Standard Flight

Inspection Manual, dated December 1956.

The second edition incorporated the technical material contained in the United States

Standard Flight Inspection Manual and revisions thereto and was issued as the United States

Standard Facilities Flight Check Manual, dated December 1960.

The third edition superseded the second edition of the United States Standard Facilities

Flight Check Manual; Department of Army technical manual TM-11-2557-25; Department of Navy

Manual NAVWEP 16-1-520; Department of the Air Force Manual AFM 55-8; United States Coast

Guard Manual CG-317.

The current FAA Order 8200.1A is a revision of the third edition of the United States

Standard Flight Inspection Manual, FAA OA P 8200.1; Department of the Army Technical Manual

TM 95-225; Department of the Navy Manual NAVAIR 16-1-520; Department of the Air Force

Manual AFMAN 11-225; United States Coast Guard Manual CG-317; and is effective upon receipt.
07/03/00 8200.1A CHG 3

FAA Form 1320-5 (6-80) USE PREVIOUS EDITION U.S. GOVERNMENT PRINTING OFFICE: 771-

860/441

Page iii (and iv)

RECORD OF CHANGES DIRECTIVE NO. 8200.1A

CHANGE SUPPLEMENTS OPTIONAL CHANGE SUPPLEMENTS OPTIONAL

TO

BASIC

TO

BASIC

1

2

3

07/03/00 8200.1A CHG 3

Page v

TABLE OF CONTENTS

100 General

Section Page

101 Introduction ................................................................................................................. 101-1

102 Flight Inspector's Authority and Responsibilities ................................................... 102-1

103 Special Requirements................................................................................................. 103-1

104 Types and Priorities of Flight Inspections................................................................ 104-1

105 Frequency of Periodic Flight Inspections................................................................. 105-1

106 General Flight Inspection Procedures ...................................................................... 106-1

107 Facility Status Classification and Notices to Airmen (NOTAM).............................. 107-1

108 Records and Reports.................................................................................................. 108-1

109 Military Emergency and Natural Disaster Flight Inspection Procedures............... 109-1

110-199 Reserved (Section 110 Withdrawn -- Order 8200.1A) .............................................. Reserved

200 Flight Inspection Procedures

201 Rho and Theta Systems.............................................................................................. 201-1

202 VOR Test Facility (VOT).............................................................................................. 202-1

203 Withdrawn -- Order 8200.1A ....................................................................................... Reserved

204 Visual Glide Slope Indicator (VGSI)........................................................................... 204-1

205 Withdrawn -- Change 28 to OA P 8200.1 ................................................................... Reserved

206 Purposely Left Blank................................................................................................... Reserved

207 Low and Medium Frequency Nondirectional Beacons (NDB) ................................ 207-1

208 UHF Homing Beacons................................................................................................. 208-1

209 Area Navigation (RNAV).............................................................................................. 209-1

210 Reserved (FMS included in Section 209 – Chg 2).................................................... Reserved

211 Communications ......................................................................................................... 211-1

212 Direction Finding Stations (DF) ................................................................................. 212-1

213 Reserved (GPS included in Section 209 – Chg 2) .................................................... Reserved

214 Flight Inspection of Instrument Flight Procedures.................................................. 214-1

215 Surveillance Radar and ATC Radar Beacon System (ATCRBS)............................. 215-1

216 Precision Approach Radar (PAR) .............................................................................. 216-1

217 Instrument Landing System (ILS).............................................................................. 217-1

218 Approach Lights.......................................................................................................... 218-1

219 75 MHz Marker Beacon ............................................................................................... 219-1

220 Microwave Landing Systems (MLS).......................................................................... 220-1

221-299 Reserved ...................................................................................................................... Reserved

300 Supplemental Information

301 Glossary of Abbreviations, Acronyms, Definitions, and Symbols ......................... 301-1

302 Formulas ...................................................................................................................... 302-1

303 Working Graphs and Charts....................................................................................... 303-1

304 Theodolite Error .......................................................................................................... 304-1

305 Frequency Spectrum................................................................................................... 305-1

306 Withdrawn by Notice 8200.9 dated 9/20/66 ............................................................... Reserved
8200.1A CHG 3 07/03/00

Page vi

TABLE OF CONTENTS -- Continued

Section Page

307 Withdrawn - Change 9 to OA P 8200.1 ...................................................................... Reserved

308 Withdrawn - Change 26 to OA P 8200.1 .................................................................... Reserved

309 Map Interpretation....................................................................................................... 309-1

310 Withdrawn – Change 3 to Order 8200.1A.................................................................. Reserved

311 Withdrawn - Change 47 to OA P 8200.1 .................................................................... Reserved
5/22/96 8200.1A

Page vii (and viii)

FOREWORD

The purpose of this manual is to prescribe standardized procedures for the flight inspection of

air navigation services. It is not intended as authorization for an agency to assume flight

inspection authority over any group of services which are not now under its jurisdiction. Similarly,

it carries no designation of responsibility within any agency unless such has been so designated in

its usual procedural manner, such as general orders, regulations, etc.

This manual is directive upon all personnel charged with the responsibility for execution of the

flight inspection mission, when such personnel or organization is so designated by its agency.

Compliance with this manual, however, is not a substitute for common sense and sound judgment.

Nothing in this manual shall be construed to relieve flight inspection crews or supervisory

personnel of the responsibility of exercising initiative in the execution of the mission, or from taking

such emergency action as the situation warrants.

The Federal Aviation Administration will coordinate and provide approved changes to this

manual by means of a page revision method. Revised pages will be transmitted by a Federal

Aviation Administration Notice. Recommendations concerning changes or additions to the subject

material are welcomed and should be forwarded to one of the following addresses;

Chief of Staff, United States Army, Washington, D.C.

Chief of Naval Operations, Navy Department, Washington, D.C.

Chief of Staff, United States Air Force, Washington, D.C.

Commandant, U.S. Coast Guard, 2100 2nd Street, S.W., Washington, D.C. 20593

Administrator, Federal Aviation Administration, Washington, D.C.

This Manual of Flight Inspection Procedures has been officially approved by: Chief of Staff,

U.S. Army; Chief of Naval Operations, U.S. Navy; Chief of Staff, U.S. Air Force; Commandant,

U.S. Coast Guard; and Administrator of the Federal Aviation Administration.

/s/

William H. Williams, Jr.

Program Director of Aviation

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8200.1A Chg 3

07/03/00

United States Standard Flight Inspection Manual

ZVN-820 AVN-230

FAA Form 1320-4

1. PURPOSE. This change transmits revisions to the United States Standard Flight Inspection Manual

(USSFIM), FAA Order 8200.1A, Department of the Army Technical Manual TM 95-225, Department of the

Navy Manual NAVAIR 16-1-520, and Department of the Air Force Manual AFMAN 11-225, dated

May 22, 1996.

2. DISTRIBUTION. This change is distributed to selected offices on special mailing list ZVN-820. It is

available on the Internet (http://www.mmac.jccbi.gov/avn/download.html). Distribution within the Department

of Defense is handled by the Defense Logistics Agency. For the U.S. Air Force, this revision is included

in the AF STDPUBs CD-ROM and is available on the Internet (http://afpubs.ha.af.mil/).

3. CANCELLATIONS. This Change cancels GENOT 8200.69 dated December 1, 1998, and GENOT

8200.70, dated January 22, 1999. It also cancels the following Numbered Memorandums:

a. AVN-200-00-300, Lights Supporting Instrument Landing Systems, dated November 1, 1999.

b. AVN-200-00-301, Instrument Landing System (ILS) Facility Reference Readings, dated

November 15, 1999.

c. AVN-200-00-302, Flight Inspection of Area Navigation (RNAV), dated February 22, 2000.

d. AVN-200-00-303, PAR, NDB, and Pseudo Facility Ident Changes, dated February 2, 2000.

e. AVN-200-00-304, ILS and MLS System Guidance, dated February 2, 2000.

f. AVN-200-99-302, ILS Point “B” for Back Course and LDA/SDF’s, dated January 26, 1999.

g. AVN-200-99-303, MLS AUX Data Words, dated March 11, 1999.

h. AVN-200-99-304, UHF Homing Beacon Checklist, dated March 31, 1999.

i. AVN-200-99-305, Charted Visual Flight Procedures, dated April 5, 1999.

j. AVN-200-99-310, Clarification of Expanded Service Volume (ESV) Requirements,

dated August 20, 1999.

4. EFFECTIVE DATE. This Change is effective July 3, 2000.

5. EXPLANATION OF CHANGES. This is a complete reprint of FAA Order 8200.1A, to include

Change 1 dated September 2, 1997; Change 2, dated August 19, 1998; and Change 3, dated

July 3, 2000. Following is the explanation of changes for Change 3.

a. Section 101. Paragraph 101.5e. A more generic reference substituted for specific references to

AC 00-26 and Definitions of U.S. National Aviation Standards, which no longer exist.
8200.1A CHG 3 07/03/00

Page 2 Par 5

b. Section 103:

(1) Paragraph 103.2h contains an editorial change.

(2) Paragraph 103.4, Airborne and Ground Support Equipment, expanded.

c. Section 104:

(1) Paragraph 104.5. USAF ATCALS evaluation requirements added.

(2) Paragraph 104.6 clarified.

(3) Paragraph 104.61a(3) added for the runway incursion prevention program.

d. Section 106:

(1) Paragraph 106.22, last sentence. “NOTAMs should...” changed to “NOTAMs shall...”

(2) Paragraph 106.442. Spectrum Management Restrictions added.

(3) Paragraph 106.51. Alignment Convention paragraph added. Information partly moved from

Chapter 310 and amplified. Section 310 and Figure 303-3 deleted.

(4) Paragraph 106.52. System Evaluations added to clarify how flight inspectors shall make

maximum use of the capability of the flight inspection system.

e. Section 109: Paragraph 109.82 adds Microwave Landing System (MLS) to chapter.

f. Section 201: Title changed from “Rho Theta Systems” to “Rho and Theta Systems”. Reference

to SID was changed to SID/DP throughout the document.

(1) Paragraph 201.31. Text expanded. Changes made to checklist indicated by shading.

Footnotes 4 and 8 changed; Footnote 10 added.

(2) Paragraph 201.3201 clarified.

(3) Paragraph 201.32011, Ground Checkpoint Method, added.

(4) Paragraph 201.3203. Title changed back to En Route Radials for clarification.

(5) Paragraph 201.32031 expanded and changed for clarification of Intersection Radials/DME

Fixes.

(6) Figure 201-2 added. Former Figure 201-2 changed to Figure 209-1 in Section 209.

(7) Paragraph 201.3204c. First sentence changed to read, “TACAN Azimuth Null Checks...”

(8) Paragraph 201.32043, Terminal Fixes, added.

(9) Paragraphs 201.3205, 201.3206, 201, and 3207 reorganized and changed for clarity.

(10) Paragraph 201.4. Statement as to purpose of Identification check added, as well as

Approved Procedure (Paragraph 201.41a). Identification Sequence (Paragraphs 201.41b(1) and (3))

clarified.

(11) Paragraph 201.42c, Advisory Services, added.

(12) Paragraph 201.43, Sensing and Rotation, clarified and AFIS-equipped aircraft instructions

identified. Reference to graphics in Section 303 added.

(13) Paragraph 201.45. Polarization Confirmation Check and Procedure requirements clarified.

(14) Paragraph 201.46. Acronym for electromagnetic interference corrected. Paragraph 201.46b

made into two separate paragraphs; facility restrictions and NOTAM’s discussed in Paragraph 201.46c.

(15) Paragraph 201.4701, Application of Tolerances, added.

(16) Figures 201-5 and 6, Bends and Structure, added.

(17) Paragraphs 201.51, VOR Tolerances, and 201.52,TACAN/DME Tolerances. Changes to

checklists identified by shading.
07/03/00 8200.1A CHG 3

Par 5 Page 3

g. Section 202:

(1) Paragraph 202.3202. Requirement to record the identification check deleted.

(2) Paragraph 202.3207a(2)(a). Clarified requirements for periodic inspections in last sentence.

(3) Paragraph 202.5. Changes to tolerance checklist identified by shading.

h. Section 204:

(1) Paragraph 204.1e, Box Identification, added.

(2) Paragraph 204.11b. Reference to Figures 204-D and G added.

(3) Paragraph 204.11c(2)(c). Walker 3-Bar information realigned and clarified.

(4) Paragraph 204.12b(1). Tables 204-1 and 2 and reference to them added, giving nominal box

angles for all aircraft height groups.

(5) Paragraph 204.12b(3). Installation Convention requirements added.

(6) Paragraph 204.13, Pulsating Visual Approach Slope Indicator System (PVASI), added.

(7) Paragraph 204.14, T-VASI, added.

(8) Paragraph 204.15, Helicopter Approach Path Indicator (HAPI), added.

(9) Paragraph 204.16, Tri-Color VASI, added.

(10) Paragraph 204.322c(2). Rewritten for clarification.

(11) Paragraph 204.323. Last sentences added to subparagraphs a and c for clarity.

(12) Paragraph 204.324c(4). T-VASI information added.

(13) Paragraph 204.326c clarified.

(14) Paragraph 204.327. Information added and paragraph reorganized for clarity.

(15) Paragraph 204.5b. Subparagraphs (1) and (3) rewritten for clarity.

(16) Tables 204-1 and 204-2 added (charts which indicate individual PAPI box angles, for various

commissioned angles, for normal and height group 4 aircraft)

(17) Figures 204-B, C, D, E, F, I, and J clarified. Figures 204-K and L added.

i. Section 207:

(1) Paragraph 207.3202. Last sentence rewritten for clarity.

(2) Paragraph 207.3203. First 3 sentences rewritten for clarity.

(3) Paragraph 207.3204. Rewritten and reorganized for clarity.

(4) Paragraph 207.3206. In the second line, “may” was changed to “will”.

j. Section 208:

(1) Paragraph 208.22b. First sentence rewritten for clarity.

(2) Paragraph 208.3202. Rewritten for clarity.

(3) Paragraph 208.3204d. Requirements for periodic inspections added.

(4) Paragraph 208.3206. Standard Instrument Approach Procedure (SIAP) requirements added.

(5) Paragraph 208.5d. Second – fourth sentences deleted for clarity.

k. Section 209. Entire section rewritten and reorganized for clarity.

l. Section 211:

(1) Paragraph 211.31. Footnote 3 added to checklist.

(2) Paragraph 211.32015. Transcribed Weather Broadcast (TWEB) information added.

(3) Paragraph 211.5c. USAF information added.
8200.1A CHG 3 07/03/00

Page 4 Par 5

m. Section 212. Paragraph 212.32026a. Last paragraph clarified.

n. Section 214:

(1) Paragraph 214.1. Rewritten for clarity.

(2) Paragraphs 214.2b(1) and (2) and 214.2d. Rewritten for clarity.

(3) Paragraph 214.3e(3)(a). End of first sentence, “flight inspection cover sheet.” changed to

read, “flight inspection.”

(4) Paragraph 214.3e(6). Rewritten for clarity.

(5) Paragraph 214.3f. Ground Proximity Warning Systems (GPWS’s) requirements added.

(6) Paragraph 214.32011. Category II/III requirements added.

(7) Paragraph 214.32014. Visual Segment requirements added.

(8) Paragraph 214.32015. Charted Visual Approaches requirements added.

(9) Paragraph 214.32021. Last line, “..minimum operational altitude.” changed to “...minimum en

route altitude.”

(10) Paragraph 214.3204. Rewritten for clarity.

(11) Paragraph 214.32051a(2). Bearing and Distance Accuracy information rewritten and reorganized for

clarity.

(12) Paragraph 214.32051b. Third sentence rewritten for clarity.

(13) Paragraph 214.32051d. Inspector Authority information added.

o. Section 215:

(1) Paragraph 215.1. Minor wording and punctuation changes made for clarity.

(2) Paragraphs 215.11 and 215.12. Paragraph titles and wording changed for clarity.

(3) Paragraph 215.13. Minimum Safe Altitude Warning System (MSAW) information moved and clarified.

(4) Paragraph 215.2. Paragraph numbering changed, military RADES evaluation officer references

changed to Air Combat Command, MSAW information included.

(5) Paragraph 215.3c. Requirements for Periodic Inspections of ASR’s clarified.

(6) Paragraph 215.31. Changes to checklist identified by shading.

(7) Paragraph 215.32c. Grammar correction in sentence 6.

(8) Paragraph 215.3203d. Note added for inspections of USAF mobile facilities.

(9) Paragraph 215.3207d. Radar Overlay requirements added.

(10) Paragraph 215.33. MSAW information added.

(11) Paragraph 215.6. “Shall” changed to “will” on 2nd and 4th lines.

p. Section 216:

(1) Paragraph 216.3206c. Reference made to formula in Section 302.

(2) Paragraph 216.3207. MLS information added to paragraph.

(3) Paragraph 216.3211. Periodic inspection requirements added.

(4) Paragraph 216.5g. MLS information added to paragraph.
07/03/00 8200.1A CHG 3

Par 5 Page 5

q. Section 217:

(1) Figures 217-1B(2) and 217-1B(3). Arrows adjusted for clarity.

(2) Paragraphs 217.31g, h, and i. Added.

(3) Paragraph 217.3101. Changes to Checklist items identified by shading.

(4) Pargraph 217.3207a(2)(a). Comparison check information added in last two sentences.

(5) Paragraph 217.3207b. Information added to 1st sentence to clarify Zone 5.

(6) Paragraph 217.3208. Last sentence clarified.

(7) Paragraph 217.3210b. Comparability requirements in unrestricted areas of coverage added.

(8) Paragraph 217.3210b(1)(d). Procedure 1 Course and Clearance Transmitters Wide information

clarified.

(9) Paragraph 217.3210b(3). Procedure 2 Worst Case Condition requirements clarified.

(10) Paragraph 217.3304d. Maintenance request (Footnote 7) added to Airborne Phase Verification

Procedures table.

(11) Paragraph 217.3306a(2)(a). AFIS Method added to Actual Path Angle Approved Procedures.

(12) Paragraph 217.3311b(1) and (2). Microamp values clarified.

(13) Paragraph 217.3314a (1) – (3). RF Power Monitor Reference Approved Procedure information

clarified.

(14) Paragraph 217.3314b. Endfire information added.

(15) Paragraph 217.3403a and b. Localizer Standard Service Volume (SSV) and Glide Slope SSV

information clarified and Figures 217-5 and 6 added.

(16) Paragraph 217.41. Structure Tolerances (95% Rule) information added for clarity.

(17) Paragraph 217.46a. Block number of FAA Form 4040-5 changed with new edition of form.

(18) Figures 217-3 and 4 redrawn for clarity. Figures 217-5 and 6 added.

(19) Paragraph 217.5. Changes to Tolerances tables identified by shading.

r. Section 218:

(1) Paragraph 218.109. Number of sequenced flashers addedon on the extended runway centerline

changed from eight to five.

(2) Paragraph 218.321c. Actions to take when Pilot-Controlled Lighting is inoperative added (last

sentence).

(3) Paragraph 218.6. Reference Paragraph 106.35 changed to 106.45 (last sentence).

(4) Figures 218-3 and 4 redrawn for clarity.

s. Section 219:

(1) Figure 219-2. Text for B-B1 clarified.

(2) Paragraph 219.5. Changes to Tolerances table identified by shaded areas.

t. Section 220:

(1) Paragraph 220.11. Coverage Ability information added.

(2) Paragraph 220.12. Military Mobile Microwave Landing Systems (MMLS) information added.

(3) Paragraphs 220.13 and 220.14. MLS Service Volumes and MLS Zones and Points information

added and Figures 220-1 thru 6 moved up to corresponding text. Minor changes made to figures for clarity.

(4) Paragraph 220.31. Fixed MLS and Mobile MLS checklists provided.
8200.1A CHG 3 07/03/00

Page 6 Par 5

(5) Paragraph 220.32. Reorganized and rewritten for clarity.

(6) Paragraph 220.33. MMLS information added. Table 220-2, Data Word Translator, added.

(7) Paragraph 220.51. EL error budget reference point information added. Note added to 220.51b(1).

(8) Paragraph 220.511. Tolerance Degradation Factors information added.

(9) Paragraphs 220.512 – 220.513, Standby Equipment and Alignment, added.

(10) Paragraph 220.52. Individual System Tolerances tables added.

(11) Figure 220-7, Pseudo Runway, added.

(12) Figure 220-8, MMLS Coverage Validation and Minimum Proportional Guidance, added.

(13) Figure 220-9, Azimuths for Coverage Below Path (Computed Centerline Facilities) added.

u. Section 301. Definitions changed or added are identified by a change bar in the left margin.

Abbreviations and Acronyms changed or added are identified by shading.

v. Section 302:

(1) Paragraph 302.2h. Spelling corrected in title.

(2) Paragraph 302.3. TACAN formula, not VOR or TACAN.

(3) Paragraph 302.8a. Level Run Glidepath Angle formula added.

(4) Paragraph 302.8b. Altimetry Method formula added.

w. Section 303:

(1) Former Figure 303-3, Corrected Localizer Course Width Due to Crosswind Component, deleted.

(2) Figures 303-5A – 303-7 added.

x. Section 304. Corrected spelling error in title of figure.

y. Section 305.

(1) Paragraph 305.1

(a) Frequencies 10 – 194 kHz deleted.

(b) Frequency 1227.6 mHz added, L2 GPS, added

(c) Frequency 1575.42 mHz added, L2 GPS, added

(d) Frequency 5031 – 5090.7 mHz, MLS, added.

(e) Paragraph 305.22.

(2) Paragraph 305.22. VHF/VOR Frequency deleted for 18X – 56Y.

z. Section 310, Estimated Error Curve, deleted.

/s/

Thomas C. Accardi

Program Director of Aviation

 System Standards
8200.1A CHG 2

8/19/98

UNITED STATES STANDARD FLIGHT INSPECTION MANUAL

ZVN-820 AVN-230

FAA Form 1320-4

1. PURPOSE. This change transmits revisions to the United States Standard Flight Inspection

Manual (USSFIM), FAA Order 8200.1A, Department of the Army Technical Manual TM 95-225,

Department of the Navy Manual NAVAIR 16-1-520, and Department of the Air Force Manual

AFMAN 11-225, dated May 22, 1996.

2. DISTRIBUTION. This change is distributed to selected offices on special mailing list ZVN-820.

It is available on the Internet (http://www.mmac.jccbi.gov/avn/download.html). Distribution within the

Department of Defense is handled by the Defense Logistics Agency. For the U.S. Air Force, this

revision is included in the AF STDPUBs CD-ROM and is available on the Internet

(http://afpubs.hq.af.mil/).

3. CANCELLATIONS. This change cancels GENOT 8200.66 dated October 9, 1997, and

GENOT 8200.67, dated February 20, 1998.

4. EFFECTIVE DATE. This change is effective October 1, 1998.

5. EXPLANATION OF CHANGES. This is a complete reprint of FAA Order 8200.1A, to include

Change 1, dated September 2, 1997, and Change 2, dated August 19, 1998. Following is the

explanation of changes for Change 2.

a. Section 103. Paragraph 103.2 expanded to include information for use of appropriately

equipped aircraft, helicopters, and aircraft equipped for night and instrument flight.

b. Section 104. Paragraph 104.51c(2) clarified concerning VOR/TACAN alignment requirement.

c. Section 105. Table 105-1 updated and clarified.

d. Section 106. Paragraphs 106.441 (Restrictions) and 106.46 (Incomplete Inspections) added.

e. Section 107. Paragraphs 107.21 (International Facilities) and 107.22 (Facility Coverage in

Limited Areas) added.

f. Section 108. Special/RF inspection clarified for record keeping purposes.

g. Section 201.

(1) Checklist (201.31) for Rho Theta Systems Flight Inspection Requirements updated.

(2) Paragraph 201.32031. Information for DME Supporting FMS Waypoints added.

(3) Paragraph 201.32051. Requirements for Coverage Orbits updated and clarified.
8200.1A CHG 2 8/19/98

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(4) Paragraph 201.32052b added to clarify course of action if alignment cannot be determined

orbitally.

(5) Paragraphs 201.51 and 201.52. VOR and TACAN/DME Tolerances provided in checklist

format.

h. Section 204.

(1) Paragraph 204.322c(2). Altimetry included in determining the actual glidepath angle for OnPath Method.

(2) Paragraph 204.7 (Records, Reports, and Notice to Airmen) deleted.

i. Section 207.

(1) Paragraph 207.3203. Clarifies altitude requirements for coverage during commissioning

inspections.

(2) Paragraph 207.3204b. Clarifies requirements for periodic inspection of the SIAP.

(3) Paragraph 207.3207. Clarifies requirements for checking standby equipment at facilities

where dual transmitters are installed.

(4) Paragraph 207.7 (Records, Reports, and Notice to Airmen) deleted.

j. Section 208. Paragraph 208.6 (Records, Reports, and Notice to Airmen) deleted.

k. Section 209. Section 209, LORAN-C, Section 210, FMS, and Section 213, GPS combined in

Section 209 and renamed Area Navigation (RNAV).

l. Section 211. Paragraph 211.8 (Records, Reports, and Notice to Airmen) deleted.

m. Section 212.

(1) Paragraph 212.32026. Clarifies altitude requirements during commissioning inspection

(orbit procedure).

(2) Paragraph 212.3207a. Clarifies requirements for checking emergency DF approach at

commissioning.

(3) Paragraph 212.7 (Records, Reports, and Notice to Airmen) deleted.

n. Section 214.

(1) Paragraph 214.3201. Adds clarifying statement as to evaluation of signal quality.

(2) Paragraph 214.32012. Clarifies requirement for missed approach procedure during periodic

inspections.

(3) Paragraph 214.7 (Records, Reports, and Notice to Airmen) deleted.

o. Section 215.

(1) Paragraph 215.21. Minimum Safe Altitude Warning (MSAW) requirements added.

(2) Paragraph 215.3c. Clarifies requirements for periodic inspections of ASR’s.

(3) Paragraph 215.3d(5). Minimum Safe Altitude Warning (MSAW) detailed procedures added.

(4) Paragraph 215.31. Standby Equipment requirements clarified on checklist.

(5) Paragraph 215.3204b. Typographical error corrected (changed surface to service).
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Par 5 Page 3

(6) Paragraph 215.3204d(1)(i). “Operational” changed to “Maximum Required” Altitude.

(7) Paragraph 215.3209. Clarifies requirements for ASR approaches.

p. Section 216.

(1) Paragraph 216.31. Periodicity of checks clarified.

(2) Paragraph 216.7 (Records, Reports, and Notices to Airmen) deleted.

q. Section 217.

(1) Paragraph 217.1. Siting of localizers clarified.

(2) Paragraph 217.12, Facilities Used for Higher Category Service, added.

(3) Paragraph 217.241, Angular Reference, added.

(4) Figures for ILS Points and Zones and Zones and Points of LDA’s and SDF’s renumbered

and redrawn, as necessary, for clarification.

(5) Paragraph 217.31c. Clarification of maintenance actions during periodic with monitors

inspection.

(6) Paragraph 217.31f, Restrictions Based on Commissioning-Only Checks, added.

(7) Paragraph 217.3204. Approved Procedure paragraph deleted.

(8) Paragraph 217.3207b. Clarification of zones to be inspected for structure.

(9) Paragraph 217.3208. Last sentence added for clarity.

(10) Paragraph 217.3210. Clearance Comparability paragraph added.

(11) Paragraph 217.3212. Transitions clarified.

(12) Paragraph 217.3311a. Last sentence added to clarify requirements for recording both

localizer and glide slope crosspointers when measuring transverse structure—endfire glide slope.

(13) Paragraph 217.41. Third and fourth sentences added for clarification.

(14) Paragraph 217.42d(1). Last sentence clarified.

(15) Paragraph 217.5, Checklist. Tolerance for Transmitter Differential (Front Course) clarified;

Commissioning requirement deleted from checklist. Zone 1 for Course Structure clarified.

r. Section 218. Paragraph 218.3b. Requirement added for lights to have been inspected prior to

any IFR service.

s. Section 220

(1) Paragraph 220.31. Checklist expanded.

(2) Paragraph 220.3201b. First sentence clarified.

(2) Paragraph 220.3208. DME paragraph added.

(3) Paragraph 220.52. Allowable angular limits of PFE, PFN, and CMN clarified. Degradation

Factors paragraph added.

(4) Paragraph 220.54. Data Words clarified.
8200.1A CHG 2 8/19/98

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t. Section 301. Definitions added for DME Electronic Unit (DEU), Final Approach Segment,

Initial Approach Segment, Intermediate Approach Segment, Minimum Safe Altitude Warning (MSAW),

and Missed Approach Segment. Notes added to ILS Points “A,” “B,” “C,” and “D” which reference

Figures in Section 217.

u. Section 302.

(1) Paragraph 302.2h. Formula for Radio Line of Site clarified,

(2) Paragraph 302.11. Formula for FMS Waypoint DME Evaluation Orbit/Arc Radius added.

v. Section 305. Frequencies added, for AFIS use, for paired communications frequencies that

correspond to the indicated TACAN channel.

/s/

William H. Williams, Jr.

Program Director of Aviation

 System Standards
8200.1A CHG 1

9/2/97

UNITED STATES STANDARD FLIGHT INSPECTION MANUAL

ZVN-820 AVN-230

FAA Form 1320-4

1. PURPOSE. This change transmits revisions to the United States Standard Flight Inspection

Manual (USSFIM), FAA Order 8200.1A, Department of the Army Technical Manual TM 95-225,

Department of the Navy Manual NAVAIR 16-1-520, and Department of the Air Force Manual AFMAN

11-225, dated May 22, 1996.

2. DISTRIBUTION. This change is distributed to selected offices on special mailing list ZVN-820.

Distribution within the Department of Defense is handled by the National Imagery & Mapping Agency.

For the U.S. Air Force, this revision is included in the AF STDPUBs CD-ROM and is available on the

internet (http://afpubs.hq.af.mil/).

3. CANCELLATIONS. This change cancels GENOT 8200.64 dated September 23, 1996, and

GENOT 8200.65 dated April 14, 1997.

4. EFFECTIVE DATE. This change is effective October 15, 1997.

5. EXPLANATION OF CHANGES.

a. Section 104.

(1) Paragraph 104.5. Clarified definition of special flight inspections.

(2) Paragraph 104.51. Clarified definition of After Accident Response inspections.

(3) Paragraph 104.52. Establishes that engineering/installation personnel shall be

responsible for determining which monitored references are to be checked based on the facility

reconfiguration.

b. Section 105. Clarifies criteria for overdue facility; Table 105-1 reformatted for clarity and

MLS interval added.

c. Section 106, Paragraph 106.44. Restated for clarity.

d. Section 107, Paragraph 107.3b(2). NFDC office symbol updated.
8200.1A CHG 1 9/2/97

Page 2 Par 4

Section 201.

(1) Checklist. Paragraph references corrected to reflect true applicable paragraph

number. Footnote 1: Alignment orbit requirement changed. Footnote 4: Clarified to indicate

checklist requirements apply to both VOR and TACAN facilities supporting a SIAP or receiver

checkpoint.

(2) Paragraph 201.32031. Intersection Radials/DME Fixes clarified.

(3) Paragraph 201.32032. Figure 201-2 added for clarity.

(2) Paragraph 201.3204e. Changed minimum requirement for evaluating polarization

from when within 10 miles of the station to within 5 nm of the station.

(3) Paragraph 201.32052. Average course alignment requirements clarified.

(4) Paragraph 201.44. References to 9960 kHz changed to 9960 Hz.

(5) Paragraph 201.51d. Reference to 9960 kHz changed to 9960 Hz.

(6) Paragraph 201.51f(2). VOR tolerance deviations for radial course structure clarified.

(7) Paragraph 201.52. Reference checkpoint paragraph for TACAN tolerances deleted.

TACAN tolerance deviations for radial course structure clarified.

f. Section 202, Paragraph 202.31 Checklist. Polarization requirements deleted.

g. Section 207.

(1) Paragraph 207.31 Checklist. Corrected paragraph references for standby transmitter and

power.

(2) Paragraph 207.3203. Deleted requirement for facility radiating at reduced RF power

reference level as determined by Airway Facilities.

(3) Paragraph 207.3204b. Clarifies requirement for periodic inspection of SIAP.

(4) Paragraph 207.3207. Clarifies requirements for inspection of standby equipment at

facilities where dual transmitters are installed.

h. Section 208.

(1) Paragraph 208.3204. Clarifies inspection procedures for coverage.

(2) Paragraph 208.3205. Establishes criteria for long-distance check.

(3) Paragraph 208.4b. Corrects IHF transceiver to UHF transceiver.

(4) Paragraph 208.5. Clarifies ADF needle oscillation maximum as a bearing error tolerance.

(5) Paragraph 208.6. Adjustments paragraph deleted; paragraph 208.7 renumbered.
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i. Section 211.

(1) Paragraph 211.3201d. Light gun signals added.

(2) Paragraph 211.32011. Light gun communications added to terminal communications.

(3) Paragraph 211.5. Clarifies maximum recommended coverage tolerances.

j. Section 212.

(1) Paragraph 212.31 Checklist. Periodic requirement added to bearing accuracy. Alignment

orbit added.

(2) Paragraph 212.3202. Paragraphs 212.32023c and d moved to 212.3202b and c.

(3) Paragraph 212.32025. Clarifies requirements for periodic inspections.

(4) Paragraph 212.32026. Clarifies requirements for orbit procedure for commissioning

inspections.

(5) Paragraph 212.3203. Clarifies communications and coverage.

(5) Paragraph 212.3207. Establishes requirements for emergency DF approach check.

k. Section 213.

(1) Paragraph 213.11. GPS System Description added.

(2) Paragraph 213.32. GPS non-precision approach procedures defined.

(3) Paragraph 213.321b. FAS positioning requirements established.

(3) Paragraph 213.43. WPDE clarified for position determination.

(4) Paragraph 213.44. Other parameters and expected values added.

l. Section 214.

(1) Paragraph 214.2. Changes requirement for delivering data necessary for

conducting the flight inspection to the FICO instead of the FIO or IFIO.

(2) Paragraph 214.3. Verification of Obstacle Clearance clarified.

(2) Paragraph 214.5. Distance accuracy, bearing accuracy, and system fix

displacement deleted from tolerances.
8200.1A CHG 1 9/2/97

Page 4 Par 4

m. Section 215.

(1) Paragraph 215.2. Preflight Requirements/Inspection Plan clarified.

(2) Paragraph 215.21. Facilities Maintenance Personnel requirements clarified.

(3) Paragraph 215.22. Changes Flight Inspection Coordinator responsibilities from the

FIO to the FICO.

(4) Paragraph 215.3. Airway Facilities engineering representative can select which

flight inspection procedure is to be used when multiple approved procedures are listed.

(5) Paragraph 215.3d(2). Paragraph references for antenna change procedures

corrected.

(7) Paragraph 215.31 Checklist. Aircraft TX power changed to Lo-Power Select. Rx

Sens changed to Flt Insp Select. Added Periodic Checklist. Combined footnotes 1 and 2.

Identification of Checklist as Figure 215-1 dropped and all Figures in Section 215 renumbered.

(8) Paragraph 215.3201. Purpose of orientation statement clarified.

(9) Paragraph 215.3202. Approved procedure for tilt verification clarified.

(10) Paragraph 215.3204. Vertical coverage configuration and approved procedures

clarified.

(11) Paragraph 215.3204d. Aircraft transponder power and sense settings deleted from

paragraph 215.3204(d)(1)(i) (See Checklist).

(12) Figure 215-2. Renumbered to be Figure 215-1. “Operational Altitude” changed to

“Maximum Required Altitude”.

(13) Figure 215-3 renumbered to be Figure 215-2.

(14) Figure 215-4 renumbered to be Figure 215-3. “Operational Altitude” changed to

“Maximum Required Altitude”.

(15) Figure 215-5 renumbered to be Figure 215-4.

(16) Paragraph 215.3205b. Requirement to select “Normal” on aircraft transponder

deleted from approved procedure for horizontal screening.

(17) Paragraph 215.3206. Last sentence clarifies requirement for Airway/Route

Coverage check to be accomplished using targets-of-opportunity with the final commissioning

check conducted with a flight inspection aircraft.

(18) Paragraph 215.3206b. Requirement for flight inspection to select “Normal Power”

on the transponder deleted.

(19) Paragraph 215.3207. Clarifies purpose of Fix/Map Accuracy.
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(20) Paragraph 215.3211. Approved procedure for ATCRBS Modes and Codes

clarified.

(21) Paragraph 215.3212b. Clarifies power level and approved procedures to be used

for ATCRBS power optimization checks.

(22) Paragraph 215.3213. Clarifies approved procedures and refers to Checklist for flight

inspection aircraft settings to be used during an ATCRBS GTC/STC evaluation.

n. Section 216.

(1) Paragraph 216.31 Checklist. Deleted periodic requirement to check each runway

annually.

(2) Paragraph 216.311. Last sentence of footnote 1 corrected to refer to runs 1 and 4.

Footnote 5: periodic inspection requirement statement deleted.

o. Section 217.

(1) Paragraph 217.3101a. MRN-7 deleted.

(2) Paragraph 217.3101b. MRN-7 deleted. Footnote 4 deleted and checklist adjusted.

(3) Paragraph 217.3101g. Remark (5) deleted. Transverse structure (structure below path)

requirements clarified.

(4) Paragraph 217.3204. Approved procedure for power ratio check clarified.

(5) Paragraph 217.3207a(1)(b). Typographical and formatting errors corrected.

(6) Paragraph 217.3207b. Clarifies zones to be inspected for structure.

(7) Paragraph 217.3210a. Clearance orbit radius changed to 5 to 10 miles from the antenna

at the LCA.

(8) Paragraph 217.3212. Evaluating coverage for fixes and transitions clarified.

Figure 217-2. Stations clarified.

(9) Paragraph 217.3214. LDA corrected to read “LCA”.

(10) Paragraph 217.3303. Removed reference to precision microammeter.

(11) Paragraph 217.3304d(1). Footnote 2 in checklist clarified.

(12) Page 217-26. Airborne phasing procedure reference paragraph corrected.

(13) Paragraph 217.3309. Instructions for applying actual angle correction factor to the level

run angles in the Tilt check added.

(14) Paragraph 217.3311c. Paragraph deleted.
8200.1A CHG 1 9/2/97

Page 6 Par 4

(15) Paragraph 217.3313. Last sentence of paragraph deleted.

(16) Paragraph 217.43a. Reference to deviations in Sector 1 deleted and redefined in

subparagraph c which was added.

(17) Paragraph 217.45a. CAT III exception deleted from (4).

(18) Paragraph 217.5. Power ratio tolerance/limit clarified and requirement for periodic deleted

from checklist. Note 1 clarified and Note 2 added to Front Course Structure. Front and Back Course

label added. Structure Below Path tolerance/limit clarified. Requirement for periodic check for RF

Power deleted from checklist.

(19) Paragraph 217.6. Deleted statement about not needing to optimize a facility during routine

periodic checks.

p. Section 218. Headings of Figures 218-1 and 218-2 changed to reflect “Runways With

Approach Light Systems”.

q. Section 220.

(1) Paragraph 220.31. Requirement for periodic check of OCI Orbit deleted from checklist.

(2) Paragraph 220.3203c. Clarifies vertical coverage inspection requirement.

(3) Paragraph 220.3204c. Paragraph added for MLS approaches which support azimuth only

minima.

(4) Paragraph 220.3205. Guidance for evaluating MMLS monitor limits added.

(5) Paragraph 220.51. Grammatically clarified.

(6) Paragraph 220.52c(4). Guidance added for Zone 4 and 5 PFE, PFN, and CMN.

(7) Paragraph 220.54. Added for military facilities.

(8) Figures 220-3 - 220-6. 4 nm clarified in graphics.

r. Section 301. Abbreviations for FAS, FAWP, IAWP, IWP, MAHWP, and MATWP added and

defined.

s. Section 302. MLS PFE/PFN Angular Tolerance formula added (Paragraph 302.10).

t. Section 305. Errors in VHF/UHF NAVAID Frequency Channeling and Pairing chart corrected.

6. DISPOSAL OF TRANSMITTAL. After filing the revised pages, the change transmittal should be

retained.
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/s/

William H. Williams, Jr.

Program Director of Aviation

 System Standards

5/22/96 8200.1A

Page 101-i (and ii)

SECTION 101. INTRODUCTION

TABLE OF CONTENTS

Paragraphs Title Pages

101.1 PURPOSE ................................................................................................. 101-1

101.2 DISTRIBUTION ......................................................................................... 101-1

101.3 CANCELLATION ....................................................................................... 101-1

101.4 EXPLANATION OF CHANGES ................................................................. 101-2

101.5 BACKGROUND ......................................................................................... 101-3

101.6 DEFINITIONS............................................................................................ 101-4

101.7 UNIT OF MEASUREMENT........................................................................ 101-4

101.8 IDENTIFYING CHANGES IN THE TEXT OF THIS MANUAL .................... 101-4

101.9 AUTHORITY TO CHANGE THIS MANUAL ............................................... 101-4

5/22/96 8200.1A

Par 101.1 Page 101-1

SECTION 101. INTRODUCTION

101.1 PURPOSE. This order contains the

policy, procedures, and criteria for flight

inspection and certification of air navigation

services, including the instrument flight

procedures they support. The order applies to

the flight inspection of all National Airspace

System (NAS) and Department of Defense air

navigation services and instrument flight

procedures.

101.2 DISTRIBUTION. This order is distributed

to selected offices on special mailing list ZVN820. Distribution within the Department of

Defense is handled by the Defense Mapping

Agency (DMAODS).

101.3 CANCELLATION. The following directives are canceled:

a. Handbook OA P 8200.1, United States

Standard Flight Inspection Manual (USSFIM),

Department of the Army Technical Manual TM

95-225, Department of the Navy Manual NAVAIR

16-1-520, and Department of the Air Force

Manual AFM 55-8, consolidated reprint dated

January 1984 included Changes 1 thru 40.

b. OA P 8200.1, Change 41, dated

September 9, 1983.

c. OA P 8200.1, Change 42, dated March

27, 1985.

d. OA P 8200.1, Change 43, dated October

31, 1985.

e. OA P 8200.1, Change 44, dated April 29,

1986.

f. OA P 8200.1, Change 45, dated

September 10, 1987.

g. OA P 8200.1, Change 46, dated January

18, 1991.

h. OA P 8200.1, Change 47, dated May

2, 1994.

i OA P 8200.1 FSNFO SUP 39, dated April

15, 1982.

j. OA P 8200.1 FSNFO SUP 40, dated

June 9, 1982.

k. OA P 8200.1 AVN SUP 2, dated May

20, 1983.

l. Order 8200.35, Flight Inspection

Tolerances and Radio Frequency (RF) Alarm

Requirements for Nondirectional Beacons (NDB),

dated March 19, 1991.

m. Order 8200.37, Periodic Flight Inspection

Intervals of ILS Systems, dated January 21,

1994.

n. Order 8200.38, Flight Inspection of the

Global Positioning System (GPS), dated

December 5, 1994.

o. Order 8200.38A, Flight Inspection of the

Global Positioning System (GPS), dated

March 18, 1996.

p. Order 8240.9C, VOR/VORTAC System

Improvement, dated July 16, 1985.

q. Order 8240.50, Flight Inspection of

Microwave Landing Systems (MLS), dated

January 2, 1990.

r. GENOT N 8200.50, Change in Order

8200.37, Periodic Flight Inspection Intervals of

ILS Facilities, dated 3/21/94.

s. GENOT N 8200.52, Change in

VOR/TACAN/VORTAC/DF Requirements Due to

the Semi-Automatic Flight Inspection (SAFI)

Program, dated 7/29/94.

t. GENOT N 8200.53, Correction to

Change 47 to OA P 8200.1, dated September 15,

1994.

u. GENOT N 8200.54, Mode S Flight

Inspection Requirements, dated March 14, 1995.
8200.1A 5/22/96

Page 101-2 Par 101.3

v. GENOT N 8200.55, Change in Flight

Inspection Requirements for Glide Slope

Facilities NOTAMED in Accordance with Order

6750.49, Maintenance of Instrument Landing

System (ILS) Facilities, Paragraph 1450 and

Table 5-4, dated April 25, 1995.

w. GENOT N 8200.56, Change in Visual

Glide Slope Indicator (VGSI) Flight Inspection

Checklist and Reporting Requirements, dated

April 25, 1995.

x. GENOT N 8200.57, Change in Flight

Inspection of 75 MHz Marker Beacons, dated

April 25, 1995.

y. GENOT N 8200.58, Change in Offset

Localizer, Offset SDF, and LDF Flight Inspection

Alignment and Structure Procedures and

Tolerances, dated April 28, 1995.

z. GENOT N 8200.59, Change in Order

8200.1, United States Standard Flight Inspection

Manual (USSIFM), Paragraph 216.311, dated

May 11, 1995.

101.4 EXPLANATION OF CHANGES. This

order has been rewritten to eliminate

unnecessary information, clarify guidance and

procedures, and include new and revised criteria

to make them more compatible with new flight

inspection equipment and navigational aids.

Substantive changes to Sections are as follows:

a. Section 101. Clarifies guidance.

Paragraph 101.4b. Changes “presumed” to

“understood”.

b. Section 104. Clarifies guidance and

procedures.

c. Section 105. Removes criteria relative

to the Semi-Automatic Flight Inspection (SAFI)

program due to cancellation of the program.

Adds periodic intervals for DF, VOR/VORTAC/,

and TACAN. Adds ILS interval criteria.

d. Section 106. Clarifies guidance and

procedures.

e. Section 108. Clarifies guidance and

procedures.

f. Section 110. Withdrawn due to

cancellation of the SAFI program.

g. Section 201. Clarifies guidance and

procedures. Adds alignment orbit procedures.

Sections 201 (VOR) and 203 (TACAN/DME) have

been combined and renamed Rho-Theta

Systems.

(1) Paragraph 201.11. Deleted. Acronyms

and abbreviations incorporated into Paragraph

301.2.

(2) Paragraph 201.31. Adds alignment

orbit requirements every 900 days.

(3) Paragraph 201.32052. Adds alignment

orbit procedures and course improvement

adjustments.

(4) Paragraph 201.3209. Clarifies standby

transmitter requirements.

(5) Paragraph 201.41 Deleted sentence -

not required.

(6) Paragraph 201.44b(3). Added

graphical average modulation evaluation.

(7) Paragraph 201.47d. Added reference

for bend evaluation.

(8) Paragraph 201.5. First paragraph,

corrected typographical error.

h. Section 202. Clarifies guidance and

procedures. Paragraph 202.3202, redefined the

two means of identification for the VOT.

i Section 203. Withdrawn. TACAN/DME

information included in Section 201.

j. Section 204. Paragraph 204.31--

Clarifies guidance and adds a footnote.

k. Section 207. Clarifies guidance and

procedures.

l. Section 209. Paragraph 209.11 deleted.

Acronyms and abbreviations incorporated into

Paragraph 301.2.

m. Section 210. Added. Outlines

procedures for the flight inspection of instrument

flight procedures which use FMS multisensor

non-VOR/DME Area Navigation Equipment

(RNAV) for primary navigation guidance.
07/03/00 8200.1A CHG 3

Par 101.4 Page 101-3

n. Section 211

(1) Paragraph 211.11. Deleted. Acronyms

and abbreviations deleted from Section 211 and

incorporated into Paragraph 301.2.

(2) Paragraph 211.31. Changed AWOS/

ASOS reference paragraph.

o. Section 212. Clarifies guidance and

procedures.

p. Section 213. Added--Flight inspection of

the Global Positioning System (GPS).

q. Section 214. Clarifies guidance and

procedures.

r. Section 215. Clarifies guidance and

procedures.

s. Section 216. Clarifies guidance and

procedures.

t. Section 217. Clarifies guidance and

procedures.

u. Section 218. Clarifies guidance and

procedures. Paragraph 218.3. First paragraph,

third sentence. Remove "no" from the sentence.

v. Section 219. Clarifies guidance and

procedures.

w. Section 220. Added--Flight Inspection of

the Microwave Landing Systems (MLS).

x. Section 301

(1) Paragraph 301.1. Page 301-7. Adds

two definitions. Page 301-12. Deletes SAFI

acronym and definition. Page 301-17. Deletes

SAFI acronym.

(2) Paragraph 301.2 Page 301-15. Adds

or modifies acronyms.

101.5 BACKGROUND

a. U.S. Policy. International Group on

International Aviation (IGIA) 777/4.6G specifies

that the FAA will provide flight inspection of the

common air navigation system, U.S. military aids

worldwide, reimbursable services to other

countries, and encourage other countries to

establish their own flight inspection capability.

b. Program Objectives. The following

objectives reflect FAA philosophy. Current and

future planning should be aligned to these

objectives.

(1) Adequate site survey and analysis of

ground and inflight data.

(2) Correlated ground and flight

measurements at the time of facility

commissionings.

(3) System reliability to meet justified user

needs.

(4) Maximum reliance on ground

measurements supported by inflight

measurements of those facility parameters which

cannot satisfactorily be measured by other

means.

(5) Through continued inflight surveillance of

the National Airspace System (NAS), determine

system adequacy, isolate discrepancies, and

provide feedback for system improvement.

c. The Interface with Agency Rules.

Instrument flight procedures and ATC services

require periodic flight surveillance of the air

navigation system and dictate strict enforcement

of the performance standards adopted for each

aid.

d. Flight inspection programs were unified

under the FAA by Executive Order 11047, August

28, 1962, subject to the provisions of Executive

Order 11161, July 7, 1964. The programs are

based on joint DOD/FAA standards, procedures,

techniques, and criteria.

e. The design standards for air

navigation services are documented in Annex

10 to the Convention on International Civil

Aviation Organization (ICAO) and in various FAA

standards and directives.

f. Quality Assurance. Flight inspection is

the quality assurance program which verifies that

the performance of air navigation services and

associated instrument flight procedures conform

to prescribed standards throughout their

published service volume.
8200.1A 5/22/96

Page 101-4 Par 101.6

101.6 DEFINITIONS. This manual contains

policy statements and guidance material.

Directive verbs are used.

a. Use SHALL when an action is

mandatory.

b. Use WILL when it is understood the

action will be taken.

c. Use SHOULD when an action is

desirable but not mandatory.

d. Use MAY when an action is

permissible.

101.7 UNIT OF MEASUREMENT. Unless

otherwise stated, the following references are

used throughout this manual:

Term(s) Referenced to

Mile ............................................ Nautical Miles

Airspeeds and

Ground Speeds ...................... Knots

Bearings, Headings,

Azimuths, Radials

Direction Information

and Instructions ...................... Magnetic North

Altitudes ..................................... Absolute (True

Height Above 

the Site or 

Terrain)

101.8 IDENTIFYING CHANGES IN THE TEXT

OF THIS MANUAL. A vertical bar is used to

highlight substantive changes in the text. The bar

will be inserted in the left margin of each column

to identify the changes. This paragraph is used

as a typical example.

101.9 AUTHORITY TO CHANGE THIS

MANUAL. The Administrator, in coordination

with the DOD, reserves the authority to approve

changes which establish policy, delegate

authority, or assign responsibility. The Program

Director of Aviation System Standards may issue

changes as necessary to implement policy and

standardize procedures and techniques for the

flight inspection of air navigation services to

ensure accomplishment of the U.S. Flight

Inspection Program.
5/22/96 8200.1A

Par 102.1 Page 102-1 (and 2)

SECTION 102. FLIGHT INSPECTOR'S AUTHORITY AND RESPONSIBILITIES

102.1 AUTHORITY. The flight inspector is

authorized to:

a. Perform flight inspections of air navigation

services (NAVAIDs) to determine that such

services meet applicable tolerances contained in

this manual, and that the facility will support the

associated instrument flight procedures.

b. Perform surveillance of aeronautical

services.

c. Issue NOTAMs subject to the limitations

contained in Section 107.

d. Certify the signal-in-space of a facility

based on the result of the flight inspection.

e. Report hazards encountered during a flight

inspection of any type.

f. Take appropriate procedural actions.

102.2 RESPONSIBILITY. The flight inspector is

responsible for:

a. Conducting flight inspections in accordance with the procedures established by this

manual.

b. Determining the adequacy of the service

to meet its required functions.

c. Analyzing and evaluating the flight inspection data to enable a status classification to be

assigned.

d. Certifying the signal-in-space of a

NAVAID in accordance with the tolerances

prescribed in this manual.

e. Coordinating with engineering,

maintenance, and/or Air Traffic Operations

personnel.

f. Reporting the flight inspection results

and status of the facility to the appropriate

authority.

g. Providing the technical details for

NOTAMs based on the flight inspection data.

h. Making recommendations to military

installation commanders regarding NOTAMs for

military services.

i. Verifying the accuracy of NOTAMs and

published information.

j. Flight inspecting instrument flight

procedures prior to their publication.

k. Optimizing facility performance during

flight inspections requiring adjustments.

07/03/00 8200.1A CHG 3

Par 103.1 Page 103-1 (and 2)

SECTION 103. SPECIAL REQUIREMENTS

103.1 INTRODUCTION. This section describes

the concept for the special requirements of the

aircraft, flight inspection crewmembers, and airborne and ground support equipment used for

flight Inspection.

103.2 AIRCRAFT. Flight inspection

organizations (Office of Aviation System

Standards (AVN), regions, and the U.S. Military)

shall identify specific requirements based on their

operational needs. Appropriately equipped

aircraft and helicopters, from service proponent

or other sources, may be used when required to

complete flight inspection requirements. The

general characteristics of a flight inspection

aircraft should be as follows:

a. Aircraft equipped for night and instrument

flight.

b. Sufficient capacity for a flight inspection

crew, observers, ground maintenance and/or

installation personnel, and required electronic

equipment with spares.

c. Sufficient range and endurance for a

normal mission without reservicing.

d. Aerodynamically stable throughout the

speed range.

e. Low noise and vibration level.

f. Adequate and stable electrical system

capable of operating required electronic and

recording equipment and other aircraft

equipment.

g. Wide speed and altitude range to allow

the conduct of flight inspections under normal

conditions as encountered by the users.

h. Appropriate for modifications for flight

inspection of new and improved navigation

services.

103.3 FLIGHT INSPECTION CREWMEMBERS. Flight inspection organizations

certifying air navigation services shall develop a

program to formally certify flight inspection

personnel. The objectives of this program are to:

a. Grant authority to the flight inspection

crewmember who carries out the

administration's responsibility of ensuring the

satisfactory operation of air navigation services

and/or instrument flight procedures.

b. Provide a uniform method for examining

employee competence.

c. Issue credentials which authenticate

certification authority for the crewmember.

103.4 AIRBORNE AND GROUND SUPPORT

EQUIPMENT. Aircraft and ground support flight

inspection equipment shall be calibrated to a

standard traceable to the National Institute of

Standard and Technology (See TI 4160.1).

a. An Automated Flight Inspection System

(AFIS), when applicable, is the preferred method

for conducting flight inspections.

b. Other AVN Approved Systems

(Portable/Utility Class) and Methods

(Theodolite, RTT, or Manual) may be used

unless prohibited by other guidance for flight

inspection. Portable/Utility class equipment,

installed in aircraft for the purpose of conducting

flight inspections, must be installed in accordance

with AVN approved procedures.

 		
	


	
		


	
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07/03/00 8200.1A CHG 3

Page 106-i (and ii)

SECTION 106. GENERAL FLIGHT INSPECTION PROCEDURES

TABLE OF CONTENTS

Paragraphs Title Pages

106.1 INTRODUCTION ....................................................................................... 106-1

106.2 REQUEST FOR FLIGHT INSPECTION..................................................... 106-1

106.21 Status of Equipment .................................................................. 106-1

106.22 Notification................................................................................. 106-1

106.3 PREFLIGHT INSPECTION PREPARATION.............................................. 106-1

106.31 Facilities Maintenance Personnel .............................................. 106-1

106.32 Flight Personnel......................................................................... 106-1

106.4 FLIGHT INSPECTION ............................................................................... 106-2

106.41 Operator Proficiency.................................................................. 106-2

106.42 Standby Equipment ................................................................... 106-2

106.43 Standby Power .......................................................................... 106-2

106.44 On-Station Philosophy ............................................................... 106-2

106.441 Restrictions................................................................................ 106-2

106.442 Spectrum Management Restrictions.......................................... 106-2

106.45 Adjustments............................................................................... 106-2

106.46 Incomplete Inspections .............................................................. 106-2

106.5 ANALYSIS AND EVALUATION ................................................................. 106-2

106.51........................................................................................................ 106-3

106.52........................................................................................................ 106-3

106.6 POST FLIGHT INSPECTION ACTIONS.................................................... 106-3

106.61 Brief Facilities Maintenance Personnel ...................................... 106-3

106.62 Facility Status ............................................................................ 106-3

106.63 NOTAM’s................................................................................... 106-3

106.64 Reports...................................................................................... 106-3

106.65 Flight Information....................................................................... 106-3

07/03/00 8200.1A CHG 3

Par 106.1 Page 106-1

SECTION 106. GENERAL FLIGHT INSPECTION PROCEDURES

106.1 INTRODUCTION. Sequence of events

encountered by the flight inspector in the

performance of the flight inspection mission is

generally as follows:

a. Request for flight inspection

b. Preflight preparation

c. Actual flight inspection

d. Analysis and evaluation

e. Post flight review and reporting

106.2 REQUEST FOR FLIGHT INSPECTION.

Site, commissioning, and some special flight

inspections shall be requested by authorized

personnel. Requests are not required for periodic

flight inspections.

106.21 Status of Equipment. A request for

flight inspection should not be initiated until all

required facility equipment is installed, properly

adjusted, calibrated, and operating normally.

106.22 Notification. The flight inspector or

central scheduling and dispatch facility shall notify

the appropriate facility maintenance personnel of

the estimated time of arrival (ETA) of the flight

inspection aircraft. As much advance notification

as possible shall be provided for a site evaluation,

commissioning inspection, periodic with monitors,

or inspections requiring maintenance support.

An ILS periodic inspection without monitors

does not require pre-coordination with

maintenance personnel. This inspection should

be conducted on the transmitter in operation. If

an out-of-tolerance condition is found, notify

maintenance of the discrepancy(ies) found and

inspect the standby equipment. NOTAMs shall

be issued if discrepancies are not corrected.

106.3 PREFLIGHT INSPECTION PREPARATION. A thorough and complete

understanding between facilities maintenance

personnel and the flight inspection crew is

essential for a successful flight inspection. The

flight inspector and the person-in-charge of the

facility are jointly responsible for the required

coordination before, during, and after the flight

inspection. The flight inspector will brief the

facilities maintenance personnel of intended

actions prior to commissioning flight inspections

and for special circumstances.

106.31 Facilities Maintenance Personnel.

Efficient and expeditious flight inspections require

preflight preparations and actions of facilities

maintenance personnel. These preparations

include the following actions:

a. Provide adequate two-way radio

communications equipment and power source

at facility sites. Two-way communication should

be provided by flight inspection when a theodolite

or RTT is required.

b. Ensure that all facility equipment is

calibrated in accordance with technical orders.

c. Ensure personnel will be available to

make corrections and adjustments.

d. Provide transportation to move flight

inspection equipment and personnel.

e. Provide accurate facility data for new

or relocated facilities.

106.32 Flight Personnel. The following actions

shall be accomplished prior to the flight

inspection:

a. Ensure that all flight inspection

equipment is calibrated and operational.

b. Brief facilities maintenance personnel.

c. Conduct crew briefing.

d. Obtain maps, charts, equipment, data

sheets, etc.

e. Review the status, limitations, and

characteristics of the facility. Ensure that all

publications and records agree with the results of

the latest flight inspection, and all applicable

restrictions are accurate.

f. Brief the air traffic control (ATC)

personnel about the areas and altitudes to be

flown during the flight inspection maneuvers and

of possible transmitter changes.
8200.1A CHG 3 07/03/00

Page 106-2 Par 106.4

106.4 FLIGHT INSPECTION. Perform the

flight inspection in accordance with the

procedures in Chapter 200 of this manual.

106.41 Operator Proficiency. During flight

inspections, qualified personnel will be assigned

so operator deviations will not be confused with

equipment performance.

106.42 Standby Equipment. It is necessary to

know which system or transmitter is operating so

the performance of each can be determined.

a. When one unit of a dual equipped facility

is found out-of-tolerance, it shall be identified and

removed from service. The unit can be identified

as transmitter number 1 or 2, channel A or B,

serial number, etc.

b. Some inspections may only require the

checking of one equipment. The details for each

type of facility are included in the appropriate

facility checklists.

106.43 Standby Power

a. The flight inspector shall check the facility

on standby power during a commissioning flight

inspection if standby power is installed. If a

standby power system is installed after the

commissioning flight inspection, the flight

inspector shall check the facility on standby

power during the next regularly scheduled

periodic inspection. The flight inspector shall

make comparative measurements to ensure that

facility performance is not derogated on the

standby power system and that all tolerance

parameters for the specific inspection are met.

Standby power checks are not required on

facilities powered by batteries that are constantly

charged by another power source.

b. It is not necessary to recheck a facility

when the standby power source is changed.

106.44 On-Station Philosophy. Flight

inspectors shall assist in resolving facility

deficiencies and restoring the facility to service

prior to departure.

106.441 Restrictions. When a facility

parameter does not meet established tolerances

or standards, the flight inspector shall perform

sufficient checks to determine the usable area of

the facility. This data will be the basis of

restrictions, NOTAMs, and procedural redesign.

106.442 Spectrum Management Restrictions.

Facilities assigned a spectrum management

restriction will be classified as “Restricted” and

shall be identified on the Facility Data Sheet.

This restriction remains in effect even when the

facility performance indicates no interference

exists. Do not remove published spectrum

management restrictions based on flight

inspection results.

106.45 Adjustments. Requests for

adjustment shall be specific. The flight inspection

crew will furnish sufficient information to enable

maintenance personnel to make adjustments.

Adjustments which affect facility performance

shall be rechecked by flight inspection. Flight

inspection certification shall be based on facility

performance after all adjustments are completed.

106.46 Incomplete Inspections. When an

inspection on a commissioned facility must be

halted with the equipment in an abnormal

condition due to aircraft malfunction, weather,

etc., maintenance personnel and the flight crew

shall discuss the facility condition and the

remaining checks. If the facility maintenance

handbooks allow adjustments of the facility

parameter without flight check, and adequate

references provide the ability to return to a

previously certified setting, the equipment may be

returned to service. The inspection will be

classified as incomplete until the remainder of the

checks is completed. When a prescribed

inspection checklist item cannot be adjusted

within tolerance, the inspection will be terminated,

facility status changed to unusable, and the

inspection classified as incomplete until the

remainder of the checks are completed.

106.5 ANALYSIS AND EVALUATION

a. Flight inspection data shall be analyzed

and evaluated by flight inspection using the

tolerances specified in this manual. Recordings

made during the flight inspections are the

permanent records of facility performance.

b. On request, pertinent flight recordings

will be made available to facilities maintenance

personnel for engineering analysis. The

recordings will be preserved and promptly

returned to the flight inspection unit upon

completion of the analysis.
07/03/00 8200.1A CHG 3

Par 106.51 Page 106-3 (and 4)

106.51 Alignment Convention. The alignment

error of omni-directional type facilities (VOR,

TACAN, DF, NDB, ASR, etc.) shall be computed

through algebraic addition. The azimuth

reference (AFIS, theodolite, map) shall always be

assigned a Positive (+) value, and the azimuth

determined by the ground facility shall always be

assigned a Negative (-) value. Thus, with a

received VOR radial value of 090.5 and an

AFIS/map position of 090.0, the facility error

would be –0.5°. Alignment errors may also be

referred to as clockwise (positive) and

counterclockwise (negative).

106.52 System Evaluations. Flight inspectors

shall make maximum use of the capability of the

flight inspection system. When a special

inspection encompasses only one part of a

system, i.e., VTAC/V, ILS/G, or MLS/A, the other

parts of the system, i.e., VTAC/T, ILS/L, Markers,

MLS/E, and DME shall be recorded and analyzed

on a surveillance basis during appropriate

maneuvers. Recorder traces that are set by

default to the ON position should not be turned

OFF unless they obscure other traces. No

additional checks are needed to inspect the

additional components, unless an out-oftolerance condition is found, in which case the

provisions of Paragraph 104.6 apply.

106.6 POST FLIGHT INSPECTION ACTIONS.

Upon completion of the flight inspection, the flight

inspection crew shall perform the following

actions:

a. Brief facilities maintenance personnel

b. Determine facility status

c. Prescribe the issuance and/or

cancellation of NOTAMs.

d. Prepare flight inspection reports

e. Ensure flight information is published

106.61 Brief facilities maintenance personnel

concerning results of the flight inspection. Flight

inspection shall report all facility outages to

appropriate personnel.

106.62 Facility Status. Flight inspection shall

assign a status for the facility (see Section 107).

Flight Inspection shall also notify the appropriate

personnel of the facility status.

106.63 NOTAM’s. The flight inspector shall

prescribe the issuance and/or cancellation of

NOTAMs based on the flight inspection (see

Section 107.)

106.64 Reports. Flight inspection reports shall

be accurate and describe facility performance

and characteristics. Reports shall be completed

in accordance with FAA Order 8240.36,

Instructions for Flight Inspection Reporting, latest

revision.

106.65 Flight Information. The flight inspector

shall provide information for publication.

a. Receiver Checkpoints. The following

information shall be provided for receiver

checkpoints:

(1) Airport name

(2) Bearing in degrees magnetic from the

VOR/TACAN

(3) Location and description

(4) Distance and altitude

NOTE: Examples--

1. Ground Checkpoint. Central City, Utah,

(Municipal): 130o , 4.5nm, runup pad Rwy 14.

2. Airborne Checkpoint. Mudville, Ohio,

(Jones): 148o , 5.7nm, over int Rwys 20 and 13;

3,300 .

b. VOR Test Facilities (VOT). The

following information shall be provided for a VOT:

(1) Facility name (and airport name)

(2) VOT frequency

(3) Type facility (area or airport)

(4) Information describing usable area

 		
	


			


			
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5/22/96 8200.1A

Page 108-i (and ii)

SECTION 108. RECORDS AND REPORTS

TABLE OF CONTENTS

Paragraphs Title Pages

108.1 INTRODUCTION............................................................................................. 108-1

108.2 RECORDS....................................................................................................... 108-1

108.21 Facility Data Sheets ....................................................................... 108-1

108.3 REPORTS ....................................................................................................... 108-1

108.31 Military Facilities ............................................................................. 108-1

108.32 Reports Submitted by Military Flight Inspectors.............................. 108-1

8/19/98 8200.1A CHG 2

Par 108.1 Page 108-1

SECTION 108. RECORDS AND REPORTS

108.1 Introduction. This section provides

policy for flight inspection reports and records. All

digital analog and pictorial data provide the basis

for real-time certification of the quality of signal in

space. The flight inspection report provides

permanent, historical interpretation of a system's

performance. The report shall accurately reflect

the operational status of the system, the quality of

the signal in space, and the instrument flight

procedure it supports.

108.2 Records. Flight inspection files are

Federal record material. The standards for their

retention and destruction are contained in FAA

Order 1350.15, Records Organization, Transfer,

and Destruction Standards. A facility

Reconfiguration (Special/RF) inspection that

meets all the commissioning requirements is

considered a Commissioning type inspection for

record keeping purposes. Flight reports of flight

inspection aids to air navigation, as well as

recorder charts, inspection worksheets, polar

plots of coverage patterns, error curve graphs,

and related correspondence, constitute report

files. Other material may include data items

which are necessary for flight inspection

purposes, such as horizon profiles, site drawings,

topographic charts, instrument approach/

departure procedure charts, photographs and

data sheets, aircraft logbooks, etc.

a. General Information. Ensure that any

information that is included in the facility file is

annotated with the following information:

(1) Facility identification/type of facility

(2) Date(s) of inspection

(3) Type of inspection, e.g., periodic, etc.

(4) Aircraft tail number

(5) Crew initials and numbers

(6) Recorder calibration

(7) Equipment-required flight inspection

self-test

108.21 Facility Data Sheets. The flight

inspector shall ensure that the facility data

reflects the most current information and is

sufficient to complete the flight check

requirements.

108.3 Reports. The flight inspection report

serves as the primary means of documentation

and dissemination of the results of each flight

inspection. Requirements for the use,

completion, and distribution of standard FAA and

suitable military flight inspection forms are

contained in FAA Order 8240.36, Instructions for

Flight Inspection Reporting (latest revision).

108.31 Military Facilities

a. Changing a Facility Classification to

Restricted or Unusable or Altering a

Restriction. When the results of the flight

inspection indicate that the facility classification is

to be changed to "restricted" or "unusable" or that

facility restrictions have changed, land the

aircraft, if practical, and discuss the reasons and

recommended action with appropriate

representatives of the base commander. If it is

impractical to land, give a status report to the

control tower (on ground or tower frequency)

indicating the exact status of the facility

(unrestricted, restricted, or unusable) and all

discrepancies found. Provide them with

suggested wording for any required NOTAM's

(see Section 107). Request acknowledgement of

the information.

b. Where there has been no change in

facility performance, inform the control tower

(on ground or tower frequency) of the exact

facility classification. Again, request acknowledgement.

c. If a military installation does not have

a control tower, attempt to pass the information

over any other available air-to-ground frequency

that would ensure dissemination of the flight

check results. If no appropriate air-to-ground

frequency is available and it is impractical to land,

telephone the appropriate personnel as soon as

possible.

d. In any of the above cases, inform the

appropriate military maintenance personnel of

any discrepancies discovered, and the resulting

facility classification.

108.32 Reports Submitted by Military Flight

Inspectors.

a. Flight inspection reports of facilities

inspected by military flight inspection crews,

who have been delegated the authority for

execution of the flight inspection mission, shall be

accepted by the FAA as official flight inspection

reports.
8200.1A 5/22/96

Page 108-2 Par 108.32

b. Military flight inspectors shall assign a

classification or status to those facilities for

which they have flight inspection responsibility.

NOTE: Coordination may be in the form of a

letter of agreement or may be handled on a caseby-case basis. Coordination with AVN constitutes

full flight inspection authority for the respective

facility.
07/03/00 8200.1A CHG 3

Page 109-i (and ii)

SECTION 109. MILITARY EMERGENCY AND NATURAL DISASTER

FLIGHT INSPECTION PROCEDURES

TABLE OF CONTENTS

Paragraphs Title Pages

109.1 INTRODUCTION ....................................................................................... 109-1

109.11 Purpose .............................................................................. 109-1

109.12 Authority ............................................................................. 109-1

109.2 PREFLIGHT REQUIREMENTS ................................................................. 109-1

109.21 Aircraft and Equipment ....................................................... 109-1

109.22 Types and Priorities of Emergency Flight Inspection .......... 109-1

109.23 Preinspection Requirements............................................... 109-1

109.3 APPROACH PROCEDURES..................................................................... 109-2

109.4 EN ROUTE AND TRANSITION COVERAGE ............................................ 109-2

109.5 FACILITY STATUS AND NOTAMS ........................................................... 109-2

109.6 FLIGHT INSPECTION DOCUMENTATION AND REPORTS .................... 109-3

109.7 FLIGHT INSPECTION PROCEDURES/TOLERANCES ............................ 109-3

109.71 ILS Glide Slope................................................................... 109-3

109.72 ILS Localizer....................................................................... 109-3

109.73 Markers/Beacons................................................................ 109-4

109.74 VOR/TVOR......................................................................... 109-4

109.75 TACAN ............................................................................... 109-4

109.76 Shipboard TACAN .............................................................. 109-5

109.77 PAR .................................................................................... 109-5

109.78 ASR/ATCRBS Radar .......................................................... 109-5

109.79 DF Facilities........................................................................ 109-5

109.80 Homing Beacons ................................................................ 109-6

109.81 Communications................................................................. 109-6

109.82 Microwave Landing System ................................................ 109-6

5/22/96 8200.1A

Par 109.1 Page 109-1

SECTION 109. MILITARY EMERGENCY AND NATURAL DISASTER

FLIGHT INSPECTION PROCEDURES

109.1 Introduction. The potentially

catastrophic consequences of a major natural

disaster or the need to respond quickly to a

military emergency necessitate advanced

planning and definition of operational

requirements. In such circumstances, military

flight inspection resources will become critical in

the restoration of navigational aids. The ability to

provide sustained flight inspection support for the

numerous and diverse requirements which may

exist will be predicated upon the use of

abbreviated flight inspection procedures. Flight

inspection will greatly depend on both air traffic

and facility maintenance support preparations.

109.11 Purpose. The guidance, procedures,

and tolerances contained in this section describe

the minimum facility performance standards when

emergency situations require deviation from

normal standards. Basic flight inspection

requirements and methods of taking

measurements apply to the emergency section

unless specific guidance or tolerances are given.

Facilities which have been placed in operation

using these procedures shall be re-inspected to

normal standards when circumstances permit.

109.12 Authority

a. The authority to implement these provisions

may be exercised by either military or FAA.

When military authority determines that an

operational situation dictates the application of

these procedures and tolerances, the appropriate

flight inspection activity and the FAA Aviation

System Standards Office (AVN) Manager, Flight

Inspection Operations Division, AVN-200, shall

be notified. Application to civil facilities will be

determined by appropriate FAA authority, who

shall notify both AVN-200 and appropriate military

authority. The Flight Inspection Operations

Division, AVN-200, is responsible for issuing a

General Notice (GENOT) and initiating a Notice

to Airmen (NOTAM) regarding implementation of

abbreviated procedures to provide facilities for

emergency use.

b. Flight inspection personnel, performing

facility inspection and certification using the

provisions of this section, must be authorized and

qualified to perform flight inspection duties.

109.2 Preflight Requirements.

109.21 Aircraft and Equipment.

a. If necessary, equipment which has

exceeded calibration due dates may be used for

emergency flight inspection. Calibrated

equipment shall be used when the facility is

subsequently inspected using standard

procedures.

b. The use of other than a flight inspectionconfigured aircraft may be necessary. Reliability

of such equipment shall be established before

use by the flight inspector. Examples of test

methods available to verify the accuracy of

uncalibrated flight inspection systems or aircraft

not equipped with a flight inspection system are:

(1) Comparison with a facility verified by

maintenance, or another flight inspection aircraft,

as operating normally.

(2) Comparison with two or more facilities in

operation.

(3) Use of a VOT or similar radiated test

signal.

109.22 Types and Priorities of Emergency

Flight Inspection.

a. Only special and commissioning type

flight inspections (reference Section 104) will

be conducted under emergency conditions using

the procedures contained in this section. Afteraccident flight inspections may also be conducted

under emergency conditions, but normal

procedures shall be followed.

b. Priorities shall be established at field

level if mutual agreement can be reached.

Conflicts will be resolved by AVN-200.

109.23 Pre-inspection Requirements

a. Prior to arriving on location, the flight

inspector or central scheduling and dispatch

facility shall contact the air traffic control

manager and the facility maintenance supervisor

in order to coordinate the following items:
8200.1A 5/22/96

Page 109-2 Par 109.23

(1) Arrival time

(2) Emergency operational requirements as

defined by the air traffic control manager.

(3) Airspace requirements for conducting the

flight inspection profile.

(4) Anticipated support such as refueling,

ground transportation for a theodolite operator,

etc.

b. The air traffic control manager shall

accomplish the following prior to arrival of the

flight inspection aircraft.

(1) Make final determination regarding

emergency operational requirements for the

facilities and SIAP's requiring flight inspection,

and be prepared to brief changes on initial

contact.

(2) Coordinate airspace requirements and

obtain necessary clearances from appropriate

airspace control authorities for conducting the

inspection.

(3) If required, designate and brief an air

traffic controller to work the flight inspection

aircraft.

(4) Provide current facility data (FAA Form

8240-22) for each facility to be inspected.

c. The facility maintenance supervisor

shall:

(1) Ensure adequate radio communications

are available and operational.

(2) Assigned qualified maintenance

personnel to support the flight inspection of the

equipment being inspected.

(3) Assist the Air Traffic Control Manager in

completing FAA Form 8240-22 (Facility Data

Sheet) for each facility to be inspected.

(4) Arrange for ground transportation for the

theodolite operator if necessary.

109.3 Approach Procedures

a. The minimum flight inspection

required to certify published SIAP's is the

inspection of the final approach and missed

approach segments.

b. If an approach must be established,

the flight inspector may be responsible for

establishing final and missed approach

procedures. Both segments of the procedure

shall be flown and recorded to establish and

document flyability, accuracy, reliability, and

obstacle clearance. The flight inspector shall

record the emergency SIAP procedures on the

flight inspection report and provide the air traffic

control watch supervisor with adequate detail for

issuance of the NOTAM.

c. In all cases, the flight inspector shall

determine, through visual evaluation, that the final

and missed approach segments provide

adequate terrain and obstacle clearance.

109.4 En route and Transition Coverage. If

there is a need for facility coverage to provide en

route and transition to terminal environment

guidance, air traffic control shall use aircraft of

opportunity to fly the transition procedure. Pilot

reports of satisfactory cockpit instrument

performance and controller evaluation of radar

target strengths are sufficient for air traffic control

to determine usability.

109.5 Facility Status and NOTAM's

a. Prior to beginning the inspection, the

flight inspector shall ascertain from air traffic

control the intended operational use of the facility.

After completing the inspection, the inspector

shall determine the facility status for emergency

use and advise the air traffic control watch

supervisor prior to departing the area.

b. Upon being advised of the status, the air

traffic control watch supervisor shall ensure

issuance of a NOTAM. Unusable SIAP's, or

portions thereof, shall be included in the NOTAM

(e.g., ELP VOR and TACAN: VOR SIAP runway

26L unusable TACAN SIAP runway 26L

unusable). The NOTAM for a civil facility must be

issued as a NOTAM D to ensure that information

is made available using the most expeditious

method. Therefore, NOTAM's which are lengthy

and describe emergency-use NAVAID's in great

detail will not be issued. The flight inspector shall

subsequently record the NOTAM text in the

remarks section of the applicable flight inspection

report.

c. The flight inspector has the authority

and responsibility for determining that a

NAVAID can safely and adequately support the

operations intended under emergency conditions.

However, military installation commanders have

final
5/22/96 8200.1A

Par 109.5 Page 109-3

authority and responsibility for operation of

military facilities which are not part of the

common system, and may elect to use those

facilities FOR MILITARY MISSIONS.

Additionally, the military may elect to use a

military or civil NAVAID, which is part of the

common system, even though that NAVAID is

considered unusable by the flight inspector. In all

such cases, the military installation commander is

responsible for issuance of an appropriate

NOTAM advising that the NAVAID is in operation

"For Military Emergency Use Only" to support

emergency operations.

109.6 Flight Inspection Documentation and

Reports

a. Flight inspection recordings shall be

retained until the facility can be inspected using

normal procedures and tolerances. In the event

that flight inspection equipment is inoperative or

not available, flight inspections will continue to

meet emergency operational requirements until

replacement or repair is practical. Under these

circumstances, the flight inspection pilot and

airborne electronic technician are jointly

responsible for documenting all of the applicable

data displayed by instrumentation at their crew

duty positions. All such manually-acquired data

shall be identified in the remarks section of the

flight inspection report. The facility/SIAP shall be

reflown with operational flight inspection

equipment when conditions permit.

b. Completion and distribution of flight

inspection reports are secondary to the

accomplishment of emergency flight inspection.

At the conclusion of the inspection, the flight

inspector shall pass the facility status to the air

traffic control watch supervisor on an air traffic

frequency. This will suffice as the official report

until the written report has been completed and

distributed.

c. The flight inspector shall ensure that

flight inspection reports are completed and

submitted for processing. Each parameter

specified in the emergency flight inspection

procedures checklists contained herein shall be

reported. Flight inspection reports may be

handwritten using reproducible ink.

d. Recordings and reports shall reflect that

the inspection was accomplished using

MILITARY EMERGENCY AND NATURAL

DISASTER FLIGHT INSPECTION

PROCEDURES.

109.7 Flight Inspection Procedures/

Tolerances.

109.71 ILS Glide Slope.

Checks

Required

Tolerances/Procedures

Modulation The modulation and carrier energy level

is such that the flag is hidden in the area

identified as usable.

Angle + 0.50 of desired or commissioned

angle.

Coverage Minimum 15 microvolts signal, 2 NM

outside OM of FAF and 150 microvolts

Clearance Minimum 150uA (full scale) fly up and

clear all obstructions prior to 1000’ from

threshold

Course

Structure

45uA from graphical average for all

zones if restricted to manual

approaches. Standard tolerances apply

if used for coupled approaches.

Flyability Any condition that may induce confusion

will render the facility unusable.

PAR

Coincidence

0.20. If PAR/ILS coincidence cannot be

established, a NOTAM shall be issued.

NOTE: These tolerances and procedures are

valid for Category I minimums only. If operational

requirements dictate the restoration/commissioning to

Categories II or III standards, thflight inspector shall

use normal procedures (see Section 217).

109.72 ILS--LOCALIZER

Checks

Required

Tolerances/Procedures

Identification Sufficient information to identify the

facility. ID shall not render the facility

unusable.

Modulation The modulation and carrier energy level

is such that the flag is hidden at all

times in the area identified as usable.

Coverage 15 NM minimum coverage area with

5uV minimum signal, not less than 100

each side of on-course position.

Course

Structure

+45uA from graphical average for all

zones if restricted to manual

approaches. Standard tolerances apply

if used for coupled approaches.

Alignment 30uA from designated procedural

azimuth.

Clearance 150uA minimum throughout established

coverage area

Obstructions Evaluate obstruction effect on procedure

Flyability Any condition that may induce confusion

will render the facility unusable.

Polarization +30uA
8200.1A 5/22/96

Page 109-4 Par 109.72

NOTE: These tolerances and procedures are valid

for Category I minimums only. If operational

requirements dictate the restoration/commissioning to

Categories II and III standards, the flight inspector

shall use normal procedures (see Section 217).

109.73 Markers/Beacons

Checks Required Tolerances/Procedures

Identification/ Correct/sufficient to

illuminate the proper bulb

modulation

Coverage

 Major Axis Not less than + 1/3 HSI

deflection

 Minor Axis

 Outer marker 3000' +2000'

 Middle marker No limit

 Inner marker No limit

 Fan marker 3000' +2000' if used for

obstacle clearance;

otherwise, no limit

NOTES: These tolerances and procedures are

valid for Category I minimums only.

If an operational marker or beacon is not available

for establishing aircraft position in relation to runway

threshold, other methods of position identification

(DME fix, radar fix or crossing radial) may be

substituted.

109.74 VOR/TVOR

Checks Required Tolerances/Procedures

Identification Sufficient information to identify

the facility. ID shall not render any

parameter unusable.

Sensing and

Rotation

Correct

Polarization +4.0o

Modulation 25% to 35%

Approach Alignment within + 2.50. Structure

not to exceed +6.00. Inspect from

FAF to MAP.

Missed Approach Meets flyability constraints until

cnbh7ear of obstructions and

course is established.

En Route Alignment within +4.00. Structure

not to exceed + 6.00.

Monitors To be set and checked by

maintenance. Flight inspection

will verify when practical.

Standby

Equipment

Will be checked by transmitter

change on approach and en route

radials.

Coverage Sufficient to support requirements.

Flyability Any condition that may induce

confusion will render the

procedure or facility unusable.

Voice Voice shall not render any

parameter unusable.

Crosspointer, FLAG, and AGC shall be checked

during all flights to and from the facility or starting point

of the inspection.

Alignment orbit, coverage orbit, transmitter

differential, and inspection of radials 5o

 each side of

final approach radial are not required.

Final approach segments may be inspected

inbound or outbound.

109.75 TACAN

Checks Required Tolerances/Procedures

Identification Sufficient information to identify the

facility. ID shall not render any

parameter unusable.

Sensing and

Rotation

Correct

Polarization + 4.00

Distance Accuracy 3% of charted value or 1.0 NM,

whichever is greater

Approach Alignment within + 2.50. Structure

not to exceed +6.0o. 1/4 NM

aggregate azimuth, DME unlock, or

out-of-tolerance structure

permitted. Inspect from FAF to

MAP.

Missed Approach Meets flyability constraints until

clear of obstructions and course is

established.

En Route Alignment within +4.0o

. Structure

not to exceed +6.0o. 1.0 NM

aggregate azimuth, DME unlock, or

out-of-tolerance structure permitted

in any 5NM of radial flight.

Monitors To be set and checked by

maintenance. Flight inspection will

verify when practical.

Standby Equipment Will be checked by transponder

change on approach and en route

radials

Coverage Sufficient to support requirements.

Flyability Any condition that may induce

confusion will render that

procedure or facility unusable.

Crosspointer, FLAG, and AGC shall be checked

during all flights to and from the facility or starting point

of the inspection.

Alignment orbit, coverage orbit, transmitter

differential, and null checks are not required.

Final approach segments may be inspected

inbound or outbound.
5/22/96 8200.1A

Par 109.76 Page 109-5

109.76 Shipboard TACAN

a. Emergency flight inspection procedures

will normally be conducted by the Navy. Flight

inspections to support specific missions will be

requested by the Battle Group Commanders.

Deployed ships requiring flight inspection should

be positioned within 100 miles of a friendly airfield

capable of supporting flight inspection aircraft.

This positioning will aid mission completion within

the operating service range of the flight inspection

aircraft.

b. The flight inspection profile will include

inspection of the approach radial from 20 NM to

3/4 NM. Any radial may be inspected outbound

from approximately 10 NM while the ship makes

required turns for stabilization check.

Checks Required Tolerances/Procedures

Identification Sufficient information to identify

the facility. ID shall not render

any parameter unusable.

Sensing and

Rotation Correct

Polarization +4.0

Distance Accuracy 3% or 1.0 NM, whichever is

greater

Approach Alignment within +2.5o

.

Structure not to exceed +6.0o.

1/4 NM aggregate azimuth,

DME unlock, or out-of-tolerance

structure permitted. Inspected

from FAF to MAP.

En Route Alignment within +4.0o

.

Structure not to exceed +6.0o.

1.0 NM aggregate azimuth,

DME unlock, or out-of-tolerance

structure permitted in any 5 NM

of radial flight.

Equipment

Stability

Stability will be checked during

radial inspection by requesting

the ship to turn left 15o

 and then

right 15o

. Advise the ship's

personnel of any change in

azimuth or alignment during the

turns (reference 203.7h1).

Standby

Equipment

Will be checked by transponder

change on approach and en

route radials

Flyability Any condition that may induce

confusion will render that

procedure or facility unusable

109.77 PAR

Checks Required Tolerances/Procedures

Course Alignment Sufficient to guide an aircraft

down the runway centerline

extended, within +50' of runway

centerline at threshold.

Helicopter-only approaches

require delivery to within 50'

either side of desired touchdown

point.

Glidepath Alignment +0.5o

 of the commissioned

angle. If PAR/ILS coincidence

(+0.2o

) cannot be established, a

NOTAM shall be issued.

Lower Safe Limit Clear all obstacles to threshold

Coverage Sufficient to meet operational

requirements.

Range Accuracy 5% of true range and sufficient

to determine when aircraft is

over threshold

Flyability Any condition that may induce

confusion will render the facility

unusable.

109.78 ASR/ATCRBS RADAR

Checks Required Tolerances/Procedures

Azimuth Accuracy En route--within +5o

Approaches:

1. Straight-in within 500' of the

edges of the runway at the

MAP.

2. Approach to airport/ circling

within a radius of the MAP

which is 5% of the aircraft-toantenna distance or 1000',

whichever is greater.

Range Accuracy Approach and en route

within 5% of fix-to-station

distance or 500' whichever is

greater.

Coverage Sufficient to support

requirement. Targets of

opportunity may be used by air

traffic personnel.

Standard vertical and horizontal

coverage profiles not required.

109.79 DF Facilities

Checks Required Tolerances/Procedures

Same as standard See Section 212
8200.1A CHG 3 07/03/00

Page 109-6 Par 109.80

109.80 Homing Beacons

Checks Required Tolerances/Procedures

Identification Sufficient information to identify

the facility.

Coverage En route--+15o

 needle swing.

Approach--+10o needle swing.

Sufficient signal to support

required use.

Station Passage Approximately over the station

at all altitudes

Flyability Any condition that may induce

confusion will render the

procedure or use unusable.

109.81 Communications. Conduct communications inspection concurrently with other

inspections. User aircraft may be used.

109.82 Microwave Landing System.

Checks Required Tolerances/Procedures

Horizontal Coverage 5° each side beyond

procedural use at 3 nm

beyond procedural use

Vertical Coverage 3 nm beyond furthest

procedural use at 0.75

MGP

 Alignment/Angle 0.10° from optimum

Path Following Error AZ 0.50°/EL 0.40°

Control Motion Noise Approach AZ/MGP 0.30°,

if used for manual

approaches. Standard

tolerance for coupled use.

Other areas, 0.8°.

Low Angle EL Clearance Fly 0.75 MGP, adequate

AZ and EL guidance and

obstruction clearance

FAF to MAP on

procedural AZ, observe

each side for obstructions

within 2° laterally.

Data Words Multiply acceptable

tolerances contained in

Paragraph 220.54 by a

factor of 3.0.

DME No unlocks in final

approach segment,

accuracy 3.0% of charted

distance.

IDENT Correct as published

PAR/ILS Angle

Coincidence

0.20°. If coincidence

cannot be established, a

NOTAM shall be issued.
5/22/96 8200.1A

Page 110-1 (and 2)

SECTIONS 110 - 199

RESERVED

8/19/98 8200.1A CHG 2

Par 200.1 Page 200-1 (and 2)

CHAPTER 200. FLIGHT INSPECTION PROCEDURES

200.1 INTRODUCTION. Section 200 of this

manual contains the specific flight inspection

procedures for the individual facilities. Each

procedure is subdivided for ready reference in the

following manner:

2XX Facility Name

2XX.1 Introduction

2XX.2 Preflight Requirements

2XX.21 Facility Maintenance Personnel

2XX.22 Flight Personnel

2XX.3 Flight Inspection Procedures

2XX.31 Checklist

2XX.32 Detailed Procedures

2XX.4 Analysis

2XX.5 Tolerances

2XX.6 Adjustments

200.11 Units of Measurement.

a. All references to miles in this manual

are in terms of nautical miles (NM). All bearing,

heading, azimuth, and direction information and

instructions are given in degrees relative to

magnetic north, unless otherwise stated.

b. References to airspeeds are true

unless otherwise stated. Air and ground speeds

are given in and reported in knots. Altitude

references are absolute (height above the site or

terrain) unless otherwise stated.

 	














	


	 
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07/03/00 8200.1A CHG 3

Page 202-i (and ii)

SECTION 202. VOR TEST FACILITY (VOT)

Paragraphs Title Pages

202.1 INTRODUCTION ..................................................................................................... 202-1

202.2 PREFLIGHT REQUIREMENTS............................................................................... 202-1

202.21 Facilities Maintenance Personnel .................................................. 202-1

202.22 Flight Personnel ............................................................................. 202-1

202.3 FLIGHT INSPECTION PROCEDURES................................................................... 202-1

202.31 Checklist ........................................................................................ 202-1

202.32 Detailed Procedures ...................................................................... 202-1

202.3201 Spectrum Analysis ......................................................................... 202-1

202.3202 Identification................................................................................... 202-1

202.3203 Sensing .......................................................................................... 202-2

202.3204 Modulation Level............................................................................ 202-2

202.3205 VOT Reference Point..................................................................... 202-2

202.3206 Alignment....................................................................................... 202-2

202.3207 Coverage ....................................................................................... 202-2

202.3208 Monitor ........................................................................................... 202-3

202.3209 Standby Power............................................................................... 202-3

202.4 ANALYSIS................................................................................................................ 202-3

202.5 TOLERANCES......................................................................................................... 202-4

Table 202.5 VOT Ground Use and Area Service (Tolerances) ...................................... 202-4

07/03/00 8200.1A CHG 3

Par 202.1 Page 202-1

SECTION 202. VOR TEST FACILITY (VOT)

202.1 Introduction. This section describes the

procedure and tolerances used to inspect and

certify a VOT. A VOT is a facility which transmits

a test signal that is used to determine the

operational status of a VOR receiver. A

"Standard VOT" is a facility intended for use on

the ground. It should be checked on the ground

in the area of intended use. An "Area VOT" is a

facility designed for use on the ground or in the

air. It may be located to provide the test signal to

one or more airports. Certification of an area

VOT shall be based on checks of facility

performance in all areas of intended use.

202.2 Preflight Requirements. At this time

VOT's do not have a specified service volume.

VOT service is identified and controlled by the

FAA regional office having jurisdiction of the

airport where VOT service can be provided. Area

VOT's are strategically installed to serve certain

specific airports on the ground. Additional

airports may be identified by the appropriate

regional office to receive airborne VOT service.

The inspector shall inspect those airports

identified to receive ground and/or airborne

service. If, as a result of the inspection, adequate

VOT coverage is found at additional airports, the

FAA regional Office shall be notified. If they

concur that the additional airports should receive

VOT service, then the inspector shall publish the

additional airports.

202.21 Facilities Maintenance Personnel.

Prepare for flight inspection in accordance with

paragraph 106.21.

202.22 Flight Personnel. Prepare for flight

inspection in accordance with paragraph 106.22.

The flight inspector shall also:

a. Research the possibility of replacing

hard-to-get-at or time-consuming VOR ground

checkpoints with area VOT service.

b. Determine if VOT service can be

provided by present standard VOT's at satellite

airports where no present service is provided.

c. Coordinate with the appropriate regional

Flight Standards representative; e.g., FIP staff,

prior to replacing a receiver checkpoint with VOT

service, or prior to authorizing VOT service at a

satellite airport.

d. Assure that the regional Frequency

Management office has approved the proposed

areas/altitudes before authorizing area use.

202.3 Flight Inspection Procedures.

Recordings shall be made on all flight inspections

to provide graphic data for analysis of signal

intensity and station performance. Record

crosspointer, flag alarm current, identification,

and AGC on all checks.

202.31 Checklist. Perform the checks as noted

below. Periodic requirements may be performed

either on the ground or in the air within the areas

approved for use.

Check Ref. Para C P

Spectrum Analysis 202.3201 X X

Identification 202.3202 X X

Sensing 202.3203 X X

Modulation Level 202.3204 X X

VOT Reference Point 202.3205 X

Alignment (Course

Indication) 202.3206 X X

Coverage 202.3207 X X

Monitor 202.3208 X

Standby Power 106.43 X

202.32 Detailed Procedures. Airborne

procedures do not apply if the VOT is not

identified for airborne use.

202.3201 Spectrum Analysis. Evaluate the

electromagnetic spectrum using a spectrum

analyzer if interference is suspected. Record the

measured frequency and detailed information on

observed interference.

202.3202 Identification. The purpose of this

check is to assure that the correct tone and

identification are transmitted.

Two means of identification are used with these

facilities, either a continuous series of dots, or a

series of dots that cannot be interpreted as Morse

code. Facilities maintenance personnel should

be consulted for the proper identification. Record

the commissioned identification on the facility

data sheet.

Approved Procedure. For both standard and

area VOT's, check the identification for

correctness, clarity, and possible effects on the

course indications throughout the areas of

intended use (both in the air and on the ground).
8200.1A CHG 3 07/03/00

Page 202-2 Par 202.3203

202.3203 Sensing. This check determines

and/or establishes the correct ambiguity of the

transmitted signal.

Approved Procedure. While on the ground

or in the air, check that the ambiguity indicates

TO with 180° set in the omnibearing selector

(OBS) and FROM with 360° set in the OBS,

throughout the areas of intended use.

202.3204 Modulation Level. Since minor

variations of the 30Hz AM, 30Hz FM, and 9960

will effect flight data, check the modulation levels

throughout the areas of intended use. Measure

and record modulation levels during all

inspections.

Approved Procedure.

(1) Ground. Establish nominal values at the

VOT reference point. Ensure that modulations

remain within tolerance throughout all use areas.

(2) Airborne. Ensure that modulations

remain in tolerance throughout all areas while

conducting coverage maneuvers.

202.3205 VOT Reference Point. This check

provides a designated area to begin an inspection

or verify facility performance. The reference point

shall be documented on the facility data sheet.

Approved Procedure

(1) Standard VOT. This check should be

performed on the ground. Position the aircraft in

an area of normal use for the VOT. It is

recommended that the area chosen be the

furthest distance from the facility maintaining line

of site. Ensure signal quality and alignment are

satisfactory in accordance with paragraph 202.5

When ground measurements are not practical,

use the procedures outlined in paragraph

202.3205(2) to establish the reference point.

(2) Area VOT. This check may be

performed on the ground or in the air. Position

the aircraft over a known geographical point at

the furthest point of intended use from the facility

while maintaining line of site. Ensure signal

quality and alignment are satisfactory in

accordance with paragraph 202.5.

202.3206 Alignment. This check is performed

to establish and/or verify the accuracy of the

transmitted VOT courses throughout the

coverage areas.

Approved Procedure. Establish the VOT

course alignment at its optimum value (zero

degree course error) at the VOT reference point.

(1) Commissioning. Use the procedure

described in paragraph 202.3205(1).

(2) Periodic. Inspect the alignment of the

VOT anywhere within the approved use areas. If

the station alignment exceeds the tolerances

specified in paragraph 202.5, recheck and

reestablish the alignment (and monitors if

necessary).

202.3207 Coverage. The purpose of this

check is to ensure that adequate signal is

received in all areas of intended use.

a. Approved Procedures.

(1) Standard VOT. Coverage is evaluated

during a commissioning inspection concurrent

with establishing the standard VOT Reference

Point (see paragraph 202.3205(1)). For periodic

inspections, evaluate coverage anywhere within

the approved use area.

(2) Area VOT. Identify all the airports that

the area VOT is to serve. Evaluate VOT

performance at these airports in the air and/or

ground, depending on air or ground use.

(a) Ground coverage is evaluated

during a commissioning inspection concurrent

with establishing the area VOT Reference Point

(see paragraph 202.3205(2)). For periodic

inspections, evaluate coverage anywhere within

the approved area at each airport served.

(b) Airborne Coverage. Airborne

coverage is evaluated during the commissioning

inspection concurrent with establishing the

approved use area. Since there is no standard

service volume, the area is predicated on the

need for VOT service, facility performance, and

frequency protection. The most beneficial service

can be provided by establishing an approved use

area which is a fixed radius around the VOT site,

normally 10 to 15 miles. An alternative to this

method would be to fly a eparate 3-mile orbit

around each airport where VOT service will be

provided.

(c) Inspections. During the commissioning inspection, fly the orbits at the minimum

and maximum altitudes at which VOT use will be

authorized, normally between 1,000 and 5,000 ft.

On periodic inspections, evaluate facility

performance anywhere within the approved use

area.
07/03/00 8200.1A CHG 3

Par 202.3207 Page 202-3

b. Restrictions to Coverage. Notify appropriate airport personnel of any areas within lineof-sight of the VOT in which sufficient signal is

not available, then comply with paragraph 107.3

202.3208 Monitor. This check assures that a

valid course is transmitted within specified values.

For flight inspection purposes, the remote alarm

unit shall be considered a part of the monitor.

Approved Procedure. Conduct this check at

the VOT reference point or at any point on the

airport where a valid signal is received.

(1) Have facilities maintenance personnel

shift the course until the alignment monitor

alarms. Record and measure the course.

(2) Have facilities maintenance personnel

shift the course in the opposite direction until the

alignment monitor alarms. Record and measure

the course.

(3) Have facilities maintenance personnel

return the course to normal. Record and

measure the course.

202.3209 Standby Power. See paragraph

106.43.

202.4 Analysis. See paragraph 106.5.
8200.1A CHG 3 07/03/00

Page 202-4 Par 202.5

202.5 TOLERANCES.

VOT GROUND USE AND AREA SERVICE

 Reference Inspection

Parameter Para C P Tolerance/Limit

Spectrum Analysis 202.3201 X X Interference shall not cause any outof-tolerance condition.

Identification 202.3202 X X Correct, clear, without background

noise. Readable throughout area of

coverage.

Identification shall not affect course

characteristics.

Sensing 202.3203 X X TO with OBS set at 180°.

FROM with OBS set at 360°.

Modulation Level

 30 Hz AM, 30 Hz FM (3)

 and 9960.

202.3204 X X

25 – 35% (optimum 30%)

Alignment 202.3206 X

X

0.0°

1.0° or less.

Coverage (1)

 Ground

 (Normal use areas)

202.3207

X X 15 μV minimum.

 VOT

 Reference point

 Air

202.3205 X

X

X

X

15 μV minimum

15 μV minimum throughout those

areas/altitudes approved for use.

Monitor 202.3208 X (2) The course alignment monitor shall

alarm when the course shifts exceed

1.0°.

Standby Power 202.3209 X Tolerances for a facility on standby

power should be the same as those

on primary power.

(1) If the aircraft receiver is capable of measuring exact flag alarm current, apply a tolerance of 240 μA flag to all

"coverage" checks.

(2) Check when alignment is found out-of-tolerance.

(3) When the 30 Hz signal is reported as a deviation ratio, the tolerance is 14.8 – 17.2.
5/22/96 8200.1A

Page 203-1 (and 2)

SECTION 203

RESERVED

07/03/00 8200.1A CHG 3

Page 204-i (and ii)

SECTION 204. VISUAL GLIDE SLOPE INDICATOR

TABLE OF CONTENTS

Paragraphs Title Pages

204.1 INTRODUCTION ..................................................................................................... 204-1

204.11 Visual Approach Slope Indicator System (VASI) ........................... 204-1

204.12 Precision Approach Path Indicator System (PAPI)........................ 204-2

204.13 Pulsating Visual Approach Slope Indicator System (PVASI)......... 204-2

204.14 T-VASI ........................................................................................... 204-2

204.15 Helicopter Approach Path Indicator (HAPI) ................................... 204-3

204.16 Tri-Color VASI................................................................................ 204-3

204.2 PREFLIGHT REQUIREMENTS............................................................................... 204-3

204.21 Ground........................................................................................... 204-3

204.22 Air................................................................................................... 204-3

204.3 FLIGHT INSPECTION PROCEDURES................................................................... 204-3

204.31 Checklist ........................................................................................ 204-3

204.32 Detailed Procedures ...................................................................... 204-3

204.321 Light Intensity................................................................................. 204-3

204.322 Glidepath Angle ............................................................................. 204-4

204.323 Angular Coverage.......................................................................... 204-5

204.324 Obstruction Clearance ................................................................... 204-5

204.325 System Identification/Contrast ....................................................... 204-5

204.326 Radio Control................................................................................. 204-5

204.327 Coincidence (ILS/MLS/PAR).......................................................... 204-6

204.4 ANALYSIS................................................................................................................ 204-6

204.5 TOLERANCES......................................................................................................... 204-6

204.6 ADJUSTMENTS ...................................................................................................... 204-7

Table 204-1 Height Groups 1 –3 Aircraft ..................................................................................... 204-7

Table 204-2 Height Group 4 Aircraft ............................................................................................ 204-7

Figure 204-A VASI-2...................................................................................................................... 204-8

Figure 204-B VASI-4 System Layout............................................................................................. 204-8

Figure 204-C VASI-12 System Layout........................................................................................... 204-8

Figure 204-D Aiming and Obstruction Clearance Diagram for 2-Bar VASI ................................... 204-9

Figure 204-E System Layout, Walker 3-Bar VASI (VASI-6) .......................................................... 204-10

Figure 204-F System Layout, Walker 3-Bar VASI......................................................................... 204-10

Figure 204-G Aiming and Obstruction Clearance Diagram for Walker 3-Bar VASI....................... 204-11

Figure 204-H PAPI Approach Path (Side View)............................................................................. 204-12

Figure 204-I PAPI ........................................................................................................................ 204-13

Figure 204-J PVASI Approach Path (Side View) .......................................................................... 204-14

Figure 204-K T-VASI’s................................................................................................................... 204-15

Figure 204-L HAPI......................................................................................................................... 204-16

07/03/00 8200.1A CHG 3

Par 204.1 Page 204-1

SECTION 204. VISUAL GLIDE SLOPE INDICATOR (VGSI)

204.1 Introduction.

a. The Visual Glide Slope Indicators (VGSI)

are ground devices that use lights to define a

vertical approach path during the final approach to

a runway. The visual signal shall consist of not

less than two and not more than four colors.

Allowable colors are red, yellow, green, or white.

Color sectors shall be distinct and identifiable

throughout the horizontal beam width at all intensity

settings. Only red is used to indicate the lowest

below-path sector of the system.

b. The final approach area for VGSI's is 10o

either side of the runway centerline extended,

measured from the forward most bar or light

extending from the threshold outward to a point a

normal glidepath can commence from the en route

or procedural altitude. VGSI's are aligned to

provide a glidepath not less than 1.0o above

obstacles 10o either side of the runway centerline

to a distance of 4 miles. Lateral guidance is

obtained by reference to either visual cues or

electronic aids.

c. Threshold crossing height (TCH) is the

height of the lowest on-path signal at the threshold.

The minimum TCH is determined by the most

critical aircraft that normally operates on the

runway. The TCH of VGSI's will normally be 25 to

75 ft. Specific TCH criteria for each type system is

located in FAA Order 6850.2, Visual Guidance

Lighting Systems.

d. There are several different types of

VGSI's. The primary systems covered in this

section are visual approach slope indicators

(VASI), precision approach path indicators (PAPI),

pulsating visual approach slope indicators (PVASI),

T-VASI, three-color VASI, and helicopter approach

path indicator (HAPI). Each of these systems

presents a different type of visual indication to the

pilot and requires different inflight interpretation.

e. Box Identification. The U.S. practice, as

found in FAA Order 6850.5, Maintenance of

Lighted Navigational Aids, is that individual VASI or

PAPI light boxes are numbered starting at (1), with

the box nearest the runway on each side and

working outboard. ICAO Annex 14 and Aerodrome

Design Manual reverse this, and number or letter

the boxes starting with (1) or (A) at the outermost

box and working toward the runway.

204.11 Visual Approach Slope Indicator

System (VASI).

a. The VASI consists of either two or three

light bars placed perpendicular to the runway.

The light bars consist of one, two, or three boxes

aligned on the left or both sides of the runway.

Each box contains three high intensity lamps

behind a horizontally divided filter with red colored

and clear portions.

b. In using the systems, a pilot should fly

through the light bar nearest the runway

threshold (number 1 bar) until it appears WHITE,

and undershoot the light bar beyond the touchdown

point (number 2 bar) until it appears RED. The

aircraft will be on the visual glide slope when the

number 2 light bar appears RED and the number 1

light bar appears WHITE. When the aircraft

deviates from visual glidepath, the pilot will see a

change in color of one of the light bars. Deviation

above the established glidepath will cause the

number 2 light bar to fade from RED, through

PINK, to WHITE, with the total change occurring

within 1/4o to 1/2o. Deviation below the glidepath

will cause the number 1 light bar to change from

WHITE, through PINK, to RED, within 1/4o to 1/2o.

A pilot sees two WHITE bars above glidepath and

two RED bars below glidepath. (See Figures 204-

D and G.)

c. The basic configurations of VASI are

described below:

(1) Left Side of Runway.

(a) VASI-2 consists of two light boxes as

shown in Figure 204-A. This system provides

descent information under daytime conditions to a

distance of 3 miles.

(b) Simplified Abbreviated Visual

Approach Slope Indicator System (SAVASI-2)

consists of two light boxes with a single lamp in

each box as shown in Figure 204-A. This system is

designed for nonjet, utility airports, and provides

descent information under daytime conditions to a

distance of 1.5 miles.

(c) VASI-4 consists of four light boxes

installed as shown in Figure 204-B. This system

provides descent information under daytime

conditions to a distance of 4 miles.

(d) Walker 3-Bar VASI-6 is a 3-bar system

installed as shown in Figure 204-E. Each bar

consists of two light boxes aligned on the left side of

the runway. The system provides descent

information under daytime conditions to a distance of

3 miles.
8200.1A CHG 3 07/03/00

Page 204-2 Par 204.11

(2) Both Sides of Runway.

(a) VASI-12 consists of 12 light

boxes installed as shown in Figure 204-C. This

system provides descent information under

daytime conditions to a distance of 5 miles.

(b) VASI-8 consists of eight light

boxes installed as shown in Figure 204-C. This

system is basically the 12-box system with the

outer four boxes removed and provides descent

information under daytime conditions to a distance

of 5 miles.

(c) Walker 3-Bar VASI-16 consists

of 16 light boxes installed as shown in Figure

204-F. The system is basically a VASI-12 with the

addition of an upwind 2-box light bar on each side

of the runway. This provides an additional visual

glidepath above and almost parallel to the normal

path. The upper path is designed for high cockpit

aircraft, ensuring a safe minimum wheel clearance

over the runway threshold. This system provides

descent information under daytime conditions to a

distance of 5 miles.

204.12 Precision Approach Path Indicator

System (PAPI).

a. The PAPI uses a two-color light projector

system that produces a visual glidepath as shown

in Figure 204-H. Each light box consists of at least

two optical projectors that produce a single beam

of light, the upper part of the beam is WHITE and

the lower part RED. When passing through the

beams, the transition from one color to the other is

almost instantaneous.

b. There are two basic configurations of

PAPI's that are described below:

(1) Four-Box System. The glidepath angle of

a 4-box system is the midpoint of the angular

setting of the center pair of light boxes. The onpath width is the difference between the angles of

light boxes 2 and 3. Normal installation requires

0.33o between light box settings 1 and 2, 2 and 3,

and 3 and 4. Systems that support large aircraft

require 0.50o between light boxes 2 and 3. Tables

204-1 and 2 give the nominal box angles for all

aircraft height groups. The on-glidepath indication

is two RED and two WHITE lights on the light bar.

When the aircraft goes below the glidepath, the

pilot sees a progressively increasing number of

RED lights, and if the aircraft goes above the glide

slope, the number of WHITE lights increases as

shown in Figure 204-I. This system provides

descent information under daytime conditions to a

distance of 4 miles.

(2) Two-Box System. This system is

designed for utility type airports. The glidepath

angle is the midpoint between the angular setting

of the two light boxes. The on-path width of this

system is normally 0.50o, but may be reduced to

provide obstacle clearance. The on-glidepath

indication is one RED and one WHITE light. When

the aircraft goes below the glidepath, the pilot sees

two RED lights and two WHITE lights above

glidepath. This system provides descent

information under daytime conditions to a distance

of 2 miles.

(3) Installation Convention. The system is

normally installed on the left side of the runway but

may be on the right or on both sides as shown in

Figure 204-I.

204.13 Pulsating Visual Approach Slope

Indicator System (PVASI). PVASI's normally

consist of a single light unit projecting a two-color

visual approach path as shown in Figure 204-J.

The below glidepath indication may be pulsating or

steady RED, and the above glidepath indication is

normally pulsating WHITE. The above and below

path pulsating lights appear to pulse faster the

farther off path the pilot flies. The on-glide-path

indication for one system is a steady WHITE light,

and for another system the on-glide-path indication

is an alternating RED and WHITE light. The onpath width of the steady WHITE light is

approximately 0.35o wide. This system provides

descent information under daytime conditions to a

distance of 4 miles.

204.14 T-VASI. The T-VASI presents a T-shaped

light configuration as shown in Figure 204-K. The

standard version has 10 lights on each side of the

runway; the abbreviated AT-VASI is installed on

only one side. If the aircraft is above the path, the

vertical ‘stem’ of the T appears inverted above the

horizontal path. The length of the stem is relative

to the amount the aircraft is above the angle. As

the aircraft nears the glide angle, the stem length

decreases until it is not visible at the glide angle.

As the aircraft goes below the glide angle, the stem

of the T appears below the horizontal lights. When

the aircraft reaches 1.9°, the lights turn RED,

indicating well below glide path. When above the

path, the fly-up lights should not be visible, and

when below the path, the fly-down lights should not

be visible.
07/03/00 8200.1A CHG 3

Par 204.15 Page 204-3

204.15 Helicopter Approach Path Indicator

(HAPI). The HAPI system, as shown in Figure

204-L, provides angular indications by changing

light color between red and green and by pulsing

the light. The on-path indication is a steady green

light and, as the angle increases, the light flashes

at a rate of at least 2 Hz. The slightly below path

indication is a steady red indication, which turns to

a flashing red indication at well below path. The

width of the on-path should be 0.75°, and the width

of the slightly below indication should be 0.25°.

204.16 Tri-Color VASI. The tri-color VASI

(TRCV) is a single steady light that appears to

change color in relation to the observer’s angle.

The on-path indication is a steady GREEN light,

and the above path indication is AMBER. As the

aircraft goes below path, a RED indication,

sometimes preceded by a DARK AMBER, is seen.

204.2 Preflight Requirements.

204.21 Ground. In addition to preparations

specified in Section 106.21, the facilities

maintenance personnel shall:

a. Ensure that all lamps are operating.

b. Check the lamps for blackening and the

lenses for cleanliness.

c. Check the setting of each box to

determine proper angular adjustment.

d. Inform the flight inspection personnel of

any unique siting conditions such as visual

screening, waivers, or local restrictions.

204.22 Air. The flight inspector will comply with

the preparations specified in Section 106.22. The

flight inspector should review installation

instructions and criteria contained in other

appropriate directives.

204.3 Flight Inspection Procedures. Initial

settings are determined by ground adjustments

and verified by flight inspection. Flight inspection

checks the overall appearance and usability of the

system as viewed by the pilot on the approach,

checks for coincidence of the VGSI's with other

NAVAID's serving the same runway, and confirms

obstacle clearance. Some of the detailed

procedures below are type specific; adaptation of

these procedures may be required for new or

modified equipment types.

204.31 Checklist. Conduct a commissioning flight

inspection when either a waiver is required or

Airway Facilities or Airports Division makes a

request. A commissioning inspection is required

for all military facilities. Ground maintenance

inspections maintain the VGSI's within operational

tolerances, augmented by airborne surveillance

inspections. Accomplish airborne surveillance

inspections during routine inspections of nearby or

associated primary navigation aids. There are no

requirements to conduct periodic flight inspections

of VGSI's.

Type Check Ref.

Para

Comm. Surveillance

Light Intensity 204.321 X X

Glidepath Angle 204.322 3 1, 3

Angular Coverage 204.323 X

Obstruction Clearance 204.324 X 2

System Identification/

Contrast 204.325 X X

Radio Control 204.326 X X

Coincidence

(ILS/MLS/PAR)

204.327 X X

FOOTNOTES:

1 Check when coincidence with other NAVAID's has

changed or other abnormalities are observed.

2 Check when new construction or questionable

obstructions are identified in the final approach area.

3 Glidepath angle verification of FAA and Airport

Improvement Program (AIP) funded VGSI's installed

and ground checked using an FAA-approved aiming

device, is not required unless requested.

204.32 Detailed Procedures.

204.321 Light Intensity.

a. General. Depending on the type of VGSI's

and system design, the light intensity can be either

manually or automatically controlled for daylight or

darkness operations Some systems have three

settings which allow for daylight, twilight, and dark

operations. Maintenance can select one or two

options for night operations to accommodate local

site conditions for some systems.

b. Positioning. For facilities that are manually

controlled, fly inbound while the controller changes

the intensity settings to all operating ranges.

Systems that use the automatic intensity settings

should be checked the same as the manually

controlled systems, if a method of changing the

intensity is available. Intensity should be observed

throughout the flight inspection.
8200.1A CHG 3 07/03/00

Page 204-4 Par 204.321

c. Evaluation. Ensure all lamps are operating

and are at the same relative intensity for each

setting. If possible, the flight inspection should not

be made during bright sunlight as it will reduce the

effectiveness of the VGSI's. The normal intensity

setting for daylight operation is 100 percent, for

twilight periods 30 percent, and for hours of

darkness 10 percent.

204.322 Glidepath Angle.

a. General. VGSI's provide vertical guidance

for a VFR approach or for the visual portion of an

instrument approach. The angle established by the

VGSI's is referred to as the visual glidepath angle.

The signal formats used to establish the visual

glidepath angle can vary from a single light source,

two or three light sources in a longitudinal array,

and four or more light sources in a lateral and/or

longitudinal array. Setting the required visual angle

is a function of ground installation personnel. (See

Figures 204-D and G.)

b. Positioning.

(1) Level Run Method. This method can be

used at locations where ground checkpoint

distances are known. Position the aircraft inbound

on the runway centerline in the below path sector at

the procedural intercept altitude or 1,000 ft AGL,

whichever is higher. Proceed inbound while

maintaining constant airspeed and altitude.

(2) On-Path Method. Position the aircraft

inbound on the runway centerline in the below path

sector at the procedural intercept altitude or 1,000

ft AGL, whichever is higher. Upon reaching the

glidepath indications, begin a descent and keep the

aircraft in the center of the on-glidepath indication.

(3) Theodolite Positioning. Position the

theodolite beside the runway so the imaginary

glidepath, originating from a point abeam the

runway reference point (RRP), will pass through

the theodolite eyepiece. The RRP is the point on

the runway where the visual glidepath intercepts

the surface.

c. Evaluation.

(1) Level Run Method. The level run

crossing method may be used to determine the

glidepath angle of VASI's during commissioning

and subsequent surveillance inspections of all

systems. Position the aircraft on the final approach

with the recorder running. Maintain constant

airspeed and altitude while marking the recording

at each checkpoint. In addition to marking the

checkpoints, the flight inspector marks the below

path indication, the first on-path indication, the last

on-path indication, and the first indication above

path. The center of the on-path indications is used

for computing the glidepath angle (see Section 302

for computation of angle). If a theodolite is used,

the operator tracks the aircraft during the level run.

The pilot calls when passing the below path sector,

the on-path indication, and the above path

indication. The theodolite operator records the

angle of all three call outs; the on-path angle is

considered the glidepath angle. The system angle

is the average of at least two level run crossings.

(2) On-Path Method. The on-path method,

using AFIS, or theodolite, may be used to

determine the path angle of all VGSI types for all

inspections. Altimetry may be used for all VGSI

types, except PAPI, for all inspections. If theodolite

is used, the operator tracks the pilot’s window from

the beginning of the inbound run. The pilot advises

the theodolite operator when the aircraft is exactly

on the measurement point. In the altimetry

method, multiple on-path indications, and their

corresponding distances along the approach, are

noted. The distance indications may be from GPS,

FMS, DME or INS, etc. The angle at each

measurement point can be calculated using

Formula 302.8b. These angles are then averaged

to provide the run results.

(a) VASI, PVASI, T-VASI, TRCV, and

HAPI should be measured at the center of the onpath indication as defined in paragraphs 204.11,

204.14, and 204.15.

(b) PAPI Evaluation. Determine the

angle of individual light boxes by measuring the

angle the light box changes color from WHITE to

RED and from RED to WHITE. Fly the color

changes of a single box and measure the angle at

which it changes colors. The light box angle is the

average of not less than four light color changes in

each direction. The PAPI angle is the average

between the angle of light boxes 2 and 3 of a 4-box

system or light boxes 1 and 2 of a 2-box system as

shown in Figure 204-H. For an accurate angle, you

must average equal WHITE/RED and RED/WHITE

calls; otherwise, the average is skewed in the

direction of the larger number of calls. This is

caused by the time delay in recognizing the color

change, calling or marking the change, and

recording the angle. There is no requirement to

measure the angle of boxes 1 and 4 of a 4-box

system unless, in the judgment of the flight

inspector, the light boxes are out of symmetry with

the overall system. If the symmetry is

unacceptable, the angle of light boxes 1 and 4

should be measured so ground maintenance can

make adjustments.
07/03/00 8200.1A CHG 3

Par 204.323 Page 204-5

204.323 Angular Coverage.

a. General. VGSI's will provide coverage/

obstacle clearance 10° either side of the runway

centerline extended, measured from abeam the

first light bar/box. Fly a perpendicular crossing to

determine the horizontal angular coverage of the

VGSI's during commissioning inspections. In

addition, this check is used to verify a restriction

in coverage if a blanking device is used to limit

coverage of a system due to obstructions or other

hazardous situations. If an offset ILS/MLS is

installed on the same runway as a VGSI (the

VGSI will be aligned to the runway), the angular

relationships must be carefully analyzed to

determine the coverage suitability.

b. Positioning. Check the angular coverage

by crossing the extended runway centerline at a

90o angle at a sufficient distance to enable the

flight inspector to observe any shielding effect on

the system. Conduct the maneuver at an altitude

which provides an on-path indication.

c. Evaluation. Observe the point where the

VGSI system becomes usable or unusable. The

usable area is the angular coverage. For a

system installed on only one side to be

considered usable, all lights must be visible. For

dual side installations, coverage from either side

is required.

204.324 Obstruction Clearance.

a. General. The VGSI's must provide

clearance above all obstacles within the

commissioned operational service volume.

Figures 204-D/H/J diagram the aiming of light

boxes and installation obstruction clearance

requirements for the different type VGSI systems.

Flight inspection does not verify obstruction

clearance as determined by site survey. It does

verify that specific VGSI below path indications

clear all obstacles within the commissioned

operational service volume. The below-path

approach is conducted during commissioning

inspections and anytime there is a questionable

obstruction to determine satisfactory guidance

and obstruction clearances.

b. Positioning. Position the aircraft outside

of the normal glide slope intercept distance below

the glidepath. While proceeding inbound, a

definite below path indication shall be visible on

the VGSI's while maintaining clearance above all

obstacles in the approach path. Conduct below

path approaches on runway centerline extended

and along each side of the angular coverage.

c. Evaluation. Obstacle clearance is

checked by making approaches on runway

centerline extended and along each side of the

approach area from the point where the VGSI's

angle intercepts 1,000 ft AGL or procedural

altitude, whichever is higher. A definite climb

indication must be evidenced by the system while

maintaining clearance above all obstacles. If

necessary, use a theodolite to verify a critical

obstacle. The following climb indications must be

visible while maintaining clearance above all

obstacles:

(1) VASI. A definite RED/RED light must be

visible on both upwind and downwind bars while

maintaining clearance above all obstacles.

(2) PAPI. A definite RED must be visible on

all light boxes while maintaining clearance above

all obstacles.

(3) PVASI/HAPI. A definite flashing RED

must be visible on the light unit while maintaining

clearance above all obstacles.

(4) T-VASI. A definite RED must be

observed on all 4 horizontal and all 3 vertical

lights while maintaining clearance above all

obstacles.

204.325 System Identification/Contrast.

a. General. VGSI's must provide a glidepath

which is easily identifiable and readily

distinguishable from other visual aids and

aeronautical lights within the runway threshold

and touchdown zone area.

b. Positioning. This evaluation is conducted

during the other flight inspection maneuvers.

c. Evaluation. During the flight inspection

maneuvers, observe if any surrounding lights or

aircraft on taxiways interfere with the identification

or use of the installed system. If there is any

question of misidentification or interference, this

inspection parameter should be checked at night.

If a specific problem can be identified during the

day, there is no requirement to confirm it at night.

204.326 Radio Control.

a. General. Commissioning flight

inspection of the radio control system for VGSI's

is only necessary when the VGSI's require a

commissioning flight inspection in accordance

with paragraph 204.31. When a commissioning

flight inspection is not required, a check should

be accomplished to verify system operation until

a surveillance flight inspection can be performed.
8200.1A CHG 3 07/03/00

Page 204-6 Par 204.326

Prior to a commissioning/surveillance inspection,

the flight inspector should consult with the

appropriate personnel to determine operational

procedures and correct transmitter keying

sequences.

b. Positioning. The aircraft should be positioned 15 to 25 miles from the airport at minimum

line-of-sight altitude.

c. Evaluation. The sensitivity of the VGSI's

ground radio control should be adjusted to allow

facility activation when a proper radio signal is

transmitted. Check for standardization of radio

controlled lighting operations, as depicted in the

Airmen's Information Manual. If Pilot-Controlled

Lighting is inoperative, initiate NOTAM action and

attempt to contact airport authority to have the

lights manually activated for night or IFR use.

204.327 Coincidence (ILS/MLS/PAR).

a. General. When VGSI's and ILS, PAR, or

MLS serve the same runway, the visual approach

path should coincide with the one produced

electronically. VGSI installations are engineered

to provide close RRP coincidence with the RPI,

using the same commissioned angle for both

systems. Siting conditions affecting the electronic

aid’s achieved RPI may result in achieved

RPI/RRP coincidence values beyond installation

specifications, but satisfactory for use. Noncoincidence of angles and/or intercept points may

be allowed, providing they are published as such.

Approved waivers to electronic glide slopes shall

apply to VGSI systems.

(1) Height Group 4. Some PAPI and PVASI

are installed to serve aircraft in Height Group 4

(FAA Order 6850.2). The RRP of these systems

is engineered to be 300 – 350 ft down the runway

from the electronic RPI. PAPI or PVASI sited

height group 4 must be identified in

Airport/Facility Directories or similar publications.

(2) Barometric Vertical Navigation (VNAV)

Instrument Procedures Development will

cause VNAV path angles to be published on nonprecision approaches. Whenever possible, the

VGSI should be coincident with the VNAV path

angle.

b. Positioning. For systems installed to

support aircraft in Height Groups 1, 2, and 3, fly

the electronic glide slope from approximately 2

nm to threshold. For PAPI/PVASI installed for

Height Group 4, independently fly both the

electronic and visual glide slopes. While flying

the visual glide slope, monitor or record the

ILS/MLS glide slope for expected ILS/MLS

displacement at the 6,000 ft and 1,000 ft points.

c. Evaluation. Compare the electronic and

visual glide slopes in the area between 6,000 ft

and 1,000 ft prior to threshold for coincidence of

runway point-of-intercept. For commissioning,

both angles should be optimized if possible. For

PAPI/PVASI sited for Height Group 4 aircraft,

compare the achieved runway intersection points

of both systems.

204.4 Analysis. Many factors, such as snow,

dust, precipitation, color of background, terrain,

etc., affect the pilot's color interpretation of the

VGSI. Some deterioration of system guidance

may occur as the pilot approaches the runway

threshold due to the spread of light sources and

narrowing of individual colors.

204.5 Tolerances. Classification of the system

based on flight inspection results is the

responsibility of the flight inspector. All systems

shall meet these tolerances for an unrestricted

classification. USAF/USN may commission

facilities that do not meet the criteria for visual

glidepath angle, glidepath coincidence, or RRP.

VGSI system angle and the runway served are

included in the routine FSS/commissioning

message for appropriate publication.

a. Light intensity. All lights shall operate at

the same relative intensity at each setting.

b. Visual Glidepath Angle.

(1) The visual glidepath is normally 3.0°,

unless a higher angle is necessary for obstacle

clearance or special operations. The angle must

be published in the Airport/facility directory or

similar publication.

(2) The effective glidepath angle shall be

within 0.20° of the established or desired

angle

(3) The visual and electronic glide slopes

shall coincide in the area between 6,000 ft and

1,000 ft prior to threshold such that there are

no conflicting indications that may result in pilot

confusion. For PAPI/PVASI sited to support

aircraft in Height Group 4, coincidence shall be

considered satisfactory if the visual glide slope

intersects the runway 300 to 350 ft past the point

where the electronic glide slope intersects the

runway.
07/03/00 8200.1A CHG 3

Par 204.5 Page 204-7

c. Angular Coverage. The VGSI's shall

provide guidance relative to the approach angle

over a horizontal angle of not less than 10° either

side of the runway centerline extended. When

coverage or obstacle clearance is less than 10°

either side of runway centerline, restrict the

facility, issue a NOTAM, and ensure publication in

the Airport/Facility Directory.

d. Obstacle Clearance. The visual glidepath

shall be at least 1.0° above all obstacles in the

final approach area. A definite fly-up indication

shall be visible while maintaining clearance above

all obstacles within the approach area.

e. Airfield/System Contrast. The system

shall provide a glidepath signal which is easily

identifiable and readily distinguishable from other

visual aids and aeronautical lights within the

installed environment. Misidentifying or failure to

readily acquire the VGSI system will require an

unusable status designation.

204.6 Adjustments. See paragraph 106.35.

TABLE 204-1

HEIGHT GROUPS 1 – 3 AIRCRAFT

BOX 2.50 2.60 2.70 2.80 2.90 3.00 3.10 3.20 3.30 3.40 3.50 3.60 3.70 3.80 3.90 4.00

1 3.00 3.10 3.20 3.30 2.40 3.50 3.60 3.70 3.80 3.90 4.00 4.10 4.20 4.30 4.40 4.50

2 2.67 2.77 2.87 2.97 3.07 3.17 3.27 3.37 3.47 3.57 3.67 3.77 3.87 3.97 4.07 4.17

3 2.33 2.43 2.53 2.63 2.73 2.83 2.93 3.03 3.13 3.23 3.33 3.43 3.53 3.63 3.73 3.83

4 2.00 2.10 2.20 2.30 2.40 2.50 2.60 2.70 2.80 2.90 3.00 3.10 3.20 3.30 3.40 3.50

TABLE 204-2

HEIGHT GROUP 4 AIRCRAFT

BOX 2.50 2.60 2.70 2.80 2.90 3.00 3.10 3.20 3.30 3.40 3.50 3.60 3.70 3.80 3.90 4.00

1 3.08 3.18 3.28 3.38 3.48 3.58 3.68 3.78 3.88 3.98 4.08 4.18 4.28 4.38 4.48 4.58

2 2.75 2.85 2.95 3.05 3.15 3.25 3.35 3.45 3.55 3.65 3.75 3.85 3.95 4.05 4.15 4.25

3 2.25 2.35 2.45 2.55 2.65 2.75 2.85 2.95 3.05 3.15 3.25 3.35 3.45 3.55 3.65 3.75

4 1.92 2.02 2.12 2.22 2.32 2.42 2.52 2.62 2.72 2.82 2.92 3.02 3.12 3.22 3.32 3.42
8200.1A CHG 3 07/03/00

Page 204-8 Fig 204-A Figure 204-C VASI-12 SYSTEM LAYOUT Figure 204-B VASI-4 SYSTEM LAYOUT Figure 204-A VASI-2 LANDING THRESHOLD NO. 2 BAR NO.1 BAR 3 1 2 LANDING THRESHOLD NO. 2 BAR NO.1 BAR 1 2 3 1 2 LANDING THRESHOLD NO. 2 BAR NO.1 BAR
07/03/00 8200.1A CHG 3

Fig 204-D Page 204-9 A = AIMING ANGLE, NO. 2 BAR B = EFFECTIVE VISUAL GLIDE- PATH ANGLE C = AIMING ANGLE, NO. 1 BAR T = EFFECTIVE VISUAL THRESHOLD CROSSING HEIGHT A = B = C + 1/2 DEGREE NO. 2 BAR NO. 1 BAR THRESHOLD

WH TI

E

GL

DI

EPATH

EFFECT

VI

E

V

SI

UAL

A

MI NI G

L

NI E

A

MI

NI

G

L

NI

E

























































TRANS

TI OI N

ZONE

(P

NI K)

BAR

WH TI

E

RED

RED

B

CRITICAL OBSTRUCTION

T

C

1 O

TRANS TI

OI

N

ZONE

P(

NI

K)

A

o

FIGURE 204-D. AIMING AND OBSTRUCTION CLEARANCE DIAGRAM

FOR 2-BAR VASI
8200.1A CHG 3 07/03/00

Page 204-10 Fig 204-E 1 2 3 1 2 LANDING THRESHOLD NO. 2 BAR NO.1 BAR 1 2 3 1 2 NO. 3 BAR LANDING THRESHOLD NO. 3 BAR NO. 2 BAR NO.1 BAR 1 2 Figure 204-E SYSTEM LAYOUT, WALKER 3-BAR VASI (VASI-6) Figure 204-F SYSTEM LAYOUT, WALKER 3-BAR VASI
07/03/00 8200.1A CHG 3

Fig 204-G Page 204-11



































WH TI

E

TRANS TI

OI

N ZONE

P(

NI

K)

AIMING LINE

UPW NI

D BAR

RED

EFFECT VI

E V SI

UAL GL DI

EPATH

UPW NI

D ZONE

WH TI

E

TRANS TI

OI

N ZONE

P(

NI

K)

A MI

NI

G L NI

E

M DI

DLE BAR

EFFECT VI E V SI UAL GL DI EPATH

TRANS TI OI N

ZONE

P(

NI K)

DOWNW NI D ZONE

WH TI E

RED

A

MI NI G

L

NI E

O

NO. 3 NO. 2 BAR BAR NO. 1 BAR

THRESHOLD

A

B

C

3 0. o

1o

2.75

2

1 

CRITICAL OBSTRUCTION

C = AIMING ANGLE, NO. 1 BAR = 2.75

FIGURE 204-G. AIMING AND OBSTRUCTION CLEARANCE DIAGRAM

FOR WALKER 3-BAR VASI

T

T

3 2. o 5

A = AIMING ANGLE, NO. 3 BAR = 3.25

B = AIMING ANGLE, NO. 2 BAR = 3.0

T = THRESHOLD CROSSING HEIGHT, LOW GLIDEPATH

T = THRESHOLD CROSSING HEIGHT, HIGH GLIDEPATH

o

o

12
8200.1A CHG 3 07/03/00

Page 204-12 Fig 204-H
07/03/00 8200.1A CHG 3

Fig 204-I Page 204-13

FIGURE 204-I. PAPI

As you descend from WELL ABOVE

the approach slope...

 (All White)

to SLIGHTLY ABOVE the

approach slope...

(3 White, 1 Red)

to ON the approach slope...

(2 White, 2 Red)

to SLIGHTLY BELOW the

approach slope...

 (1 White, 3 Red)

to WELL BELOW the approach slope...

 (All Red)

 ...there is a progressive change from all white to all red lights.

Note: Normal installation is left side only, but may be both sides or right side only.

FLY DOWN

FLY DOWN

ON SLOPE

FLY UP

FLY UP

4 3 2 1 1 2 3 4
8200.1A CHG 3 07/03/00

Page 204-14 Fig 204-J ABOVE GL DI EPATH ON GL DI EPATH BELOW GL DI EPATH PULSATING WHITE PULSATING RED OBSTRUCTION



 THRESHOLD

STEADY WHITE ORALTERNATING RED/WHITE

01

0

FIGURE 204-J. PVASI APPROACH PATH (SIDE VIEW)
07/03/00 8200.1A CHG 3

Fig 204-K Page 204-15

FIGURE 204-K T-VASI’s

FLY DOWN

ON SLOPE

FLY UP

FLY UP!!

As you descend

from WELL

ABOVE the

approach slope,

the lights in the

upper stem of

the “ “ will

progressively

disappear until...

you are ON the approach

slope....

Then if you descend

BELOW the approach

slope, the lights in the

lower stem of the “T”

will progressively

appear.

If all the lights of the “T”

turn RED, you could be in

serious trouble!
8200.1A CHG 3 07/03/00

Page 204-16 Fig 204-L

FIGURE 204-L HAPI

ABOVE

The approach slope...

(flashing green)

ON the approach slope...

(green)

SLIGHTLY BELOW

the approach slope...

(red)

TOO LOW!!

(flashing red)
5/22/96 8200.1A

Page 205-1 (and 2)

SECTIONS 205 - 206

RESERVED

8/19/98 8200.1A CHG 2

Page 207-i (and ii)

SECTION 207. LOW AND MEDIUM FREQUENCY

NONDIRECTIONAL BEACONS (NDB)

Paragraphs Title Pages

207.1 INTRODUCTION ....................................................................................... 207-1

207.2 PREFLIGHT REQUIREMENTS ................................................................. 207-1

207.21 Facilities Maintenance Personnel........................................ 207-1

207.22 Flight Personnel.................................................................. 207-1

207.3 FLIGHT INSPECTION PROCEDURES ..................................................... 207-1

207.31 Checklist............................................................................. 207-1

207.32 Detailed Procedures ........................................................... 207-1

207.3201 Identification ....................................................................... 207-1

207.3202 Voice .................................................................................. 207-1

207.3203 Coverage............................................................................ 207-1

207.3204 Standard Instrument Approach Procedure (SIAP) .............. 207-2

207.3205 Station Passage.................................................................. 207-2

207.3206 Expanded Service Volume (ESV) ....................................... 207-2

207.3207 Standby Equipment ............................................................ 207-2

207.3208 Standby Power ................................................................... 207-2

207.4 ANALYSIS ................................................................................................. 207-2

207.5 TOLERANCES .......................................................................................... 207-2

207.6 ADJUSTMENTS ........................................................................................ 207-3

07/03/00 8200.1A CHG 3

Par 207.1 Page 207-1

SECTION 207. LOW AND MEDIUM FREQUENCY

NONDIRECTIONAL BEACONS (NDB)

207.1 INTRODUCTION.

a. Low and medium frequency beacons

transmit nondirectional signals on a continuous

carrier keyed with either 400 or 1,020 Hz

amplitude modulated Morse code identification.

The carrier frequency bands are 190 to 535 kHz

and 1,600 to 1,800 kHz.

b. Nondirectional Beacons are classified

according to their intended use. The

classifications are:

(1) Compass Locators (LOM, LMM if

installed with marker beacons)

(2) MH Facility

(3) H Facility

(4) HH Facility

207.2 PREFLIGHT REQUIREMENTS.

207.21 Facilities Maintenance Personnel shall

prepare for the specific inspection according to

the procedures outlined in Section 106.

207.22 Flight Personnel. The flight crew shall

adhere to the procedures outlined in Section 106.

For a commissioning inspection, the flight

inspector shall prepare a chart with the facility

plotted and orbit depicted.

207.3 FLIGHT INSPECTION PROCEDURES.

Flight inspection of the facility determines the

facility coverage and quality of the signal. The

flight inspector shall verify the accuracy of the

Morse code identifier and check for interference

during all inspections.

207.31 Checklist.

Type Check Ref. Para C P

Identification 207.3201 X X

Voice 207.3202 X X

Coverage 207.3203 X

207.3204b X

Standard Instrument 207.3204a X

Approach Procedure 207.3204b X

Station Passage 207.3205 X X

Standby Transmitter 207.3207 X

Standby Power 207.3208

106.43

X

207.32 Detailed Procedures.

207.3201 Identification. The flight inspector

shall monitor the Identification during the

evaluation for clarity and interference throughout

the intended service volume.

207.3202 Voice. When installed, the voice

feature enables the Nondirectional Beacon to

transmit messages such as weather reports and

observations. For commissioning inspections,

the flight inspector shall ensure the facility

complies with the tolerance of Para 207.5b and

shall note the maximum distance that voice is

clear and recognizable as a baseline for future

inspections.

207.3203 Coverage. Coverage shall be

evaluated by flying an orbit with the radius equal

to the area of intended use per paragraph

207.5c(1). Commissioning will be at a power

level determined by facility maintenance. The

orbit altitude shall be 1,500 ft above facility site

elevation, or the minimum altitude, which will

provide 1,000 ft (2,000 ft in designated

mountainous areas) above intervening terrain or

obstacles, whichever is higher as determined by

map study. Evaluate obstructions or hazards for

impact on intended procedures and advise the

Procedure Specialist. Evaluate the signal for

excessive needle oscillation, weak or garbled

ident, and interference throughout the entire orbit.

Coverage at distances greater than the orbit

radius will be certified for specific routes or

transitions. The flight inspector shall fly intended

routes or transitions at the minimum altitudes and

maximum distances as depicted in the flight

procedure document. For satisfactory

performance, the facility shall meet the tolerances

in paragraph 207.5. If the facility does not

support the procedure, the flight inspector shall

determine the minimum altitudes and maximum

distances that meet all the tolerances in

paragraph 207.5 and forward this information to

the Procedure Specialist.
8200.1A CHG 3 07/03/00

Page 207-2 Par 207.3204

207.3204 Standard Instrument Approach

Procedure (SIAP). The flight inspector shall

follow the procedures for inspection of SIAP’s

contained in Section 214. Altitudes flown shall be

the minimum proposed or published for the

segment evaluated, except that the final segment

shall be flown to 100 ft below the lowest

published MDA. The flight inspector shall check

to ensure compliance with tolerances in Para

207.5.

a. Commissioning Inspection of SIAP. The

flight inspector shall evaluate all segments of the

proposed procedure.

b. For a periodic inspection, evaluate the

final approach segment of the SIAP IAW Section

214.

207.3205 Station Passage. Evaluate the area

over the facility for correct indication of station

passage. Needle reversal should occur when the

aircraft passes directly over or in very near

proximity to the station. If an indication of false

station passage occurs during any evaluation, the

facility shall be NOTAMed out of service and the

cause investigated. Momentary needle hunting

while over the station will not be construed as

false passage.

207.3206 Expanded Service Volume (ESV) on

commissioned facilities will be established at

normal power.

207.3207 Standby Equipment. At facilities

where dual transmitters are installed, the flight

inspector shall check each for a commissioning

inspection. The flight inspector shall also verify

that the control station has transmitter selection

capability.

207.3208 Standby Power. Refer to paragraph

106.43.

207.4 ANALYSIS.

a. Primary Means of Evaluation. The

stability of bearing indications and the facility

coded identification are the primary means of

evaluating the Nondirectional Beacon.

b. Incorrect Bearing Indications. Erroneous

bearing indications may have various causes,

including weather phenomena, terrain, and radio

interference. Analysis should encompass

identification of anomaly cause when possible.

c. Application of Tolerances. The

tolerances in this section are based on average

atmospheric conditions. The flight inspector is

expected to use good judgment in differentiating

between facility performance and unusual

atmospheric phenomena. To establish good

facility performance baselines, commissioning

flight inspections should be conducted in weather

conditions that will not derogate or enhance

facility performance.

207.5 TOLERANCES. Nondirectional Beacons

that meet tolerances throughout the area of

intended use are classified as UNRESTRICTED.

Facilities that do not support routes or transitions

outside of coverage as listed in paragraph

207.5c(1) will not be restricted, but use of the

facility for that purpose will be denied.

a. Morse Code Identification. All facilities

shall have a Morse code identifier that is correct,

clear, and identifiable throughout the area of

intended use, including any route or transition that

may extend beyond the normal service volume. If

the Morse identifier is augmented with voice

identification, the voice shall adhere to the same

tolerance as the associated Morse identifier.

b. Voice Transmission. Broadcast

information shall be clear and recognizable for a

minimum of two-thirds of the Nondirectional

Beacon's usable distance.

c. Usable Distance.

(1) The minimum usable distance shall be:

(a) Compass Locator 15 nm

(b) MH Facility 25 nm

(c) H Facility 50 nm

(d) HH Facility 75 nm

(2) Maximum bearing deviation:

20° (± 10°).

d. NDB Approach. Bearing indicator

deviation in the final approach segment shall not

exceed:

10° (± 5°)

e. Bearing Tolerance Deviation. Short

duration, out-of-tolerance needle activity

(including repetitive events) will be allowed when

either:

(1) the duration does not exceed four

seconds on an approach (flown at a nominal 130

knot ground speed), or

(2) the duration does not exceed eight

seconds for en route use;
07/03/00 8200.1A CHG 3

Par 207.5 Page 207-3 (and 4)

but only if the out-of-tolerance activity cannot be

construed as a station passage, and the activity is

not generally one-sided when repetitive.

f. Station Passage. Station passage

indications shall occur over the ground facility.

g. Standby Equipment. If installed, standby

equipment shall perform to all tolerances in this

section.

207.6 ADJUSTMENTS. Requests for adjustment shall be specific. The flight inspection crew

will furnish sufficient information to enable

maintenance personnel to make adjustments.

Adjustments which affect facility performance

shall be rechecked by flight inspection.

07/03/00 8200.1A CHG 3

Page 208-i (and ii)

SECTION 208. UHF HOMING BEACONS

TABLE OF CONTENTS

Paragraphs Title Pages

208.1 INTRODUCTION ....................................................................................... 208-1

208.2 PREFLIGHT REQUIREMENTS ................................................................. 208-1

208.21 Facilities Maintenance ........................................................ 208-1

208.22 Air....................................................................................... 208-1

208.3 FLIGHT INSPECTION PROCEDURES ..................................................... 208-1

208.31 Checklists ........................................................................... 208-1

208.32 Detailed Procedures ........................................................... 208-1

208.3201 Station Identification ........................................................... 208-1

208.3202 Bearing Accuracy................................................................ 208-1

208.3203 Voice .................................................................................. 208-1

208-3204 Coverage............................................................................ 208-2

208.3205 Long-Distance Check ......................................................... 208-2

208.3206 Standard Instrument Approach Procedure (SIAP) .............. 208-2

208.3207 Station Passage.................................................................. 208-2

208.3208 Standby Equipment ............................................................ 208-2

208.4 ANALYSIS ................................................................................................. 208-2

208.5 TOLERANCES .......................................................................................... 208-3

07/03/00 8200.1A CHG 3

Par 208.1 Page 208-1

SECTION 208. UHF HOMING BEACONS

208.1 Introduction

a. The UHF Homing Beacon (AN/URN-12)

ground station transmits a continuous carrier in

the frequency range of 275 to 287 megacycles,

modulated with a 1,020-cycle tone for

identification purposes. The power output is

approximately 15 watts.

b. The pilot of an aircraft equipped with

the AN/ARA-25 or similar equipment can

determine the relative bearing of, and "home" on,

the facilities maintenance equipment. The

airborne equipment extracts the information from

signals received by the AN/ARC-27 or similar

UHF communications receiver. The relative

bearing of the signal source is indicated on a

course indicator. Best results are obtained under

straight and level flight conditions.

208.2 Preflight Requirements

208.21 Facilities maintenance personnel

should prepare for flight inspection in accordance

with procedures outlined in Section 106.21.

208.22 Air. The flight inspector will prepare for

the flight inspection in accordance with

procedures outlined in Section 106.22. In

addition to the above preparations, the flight

inspector will:

a. Be sure that an approved type of airborne

equipment is installed and has been calibrated

and aligned in accordance with current FAA

directives.

b. For commissioning, use a suitable chart,

scale 1:500,000 or greater, to plot the exact

location of the facility. Plot a series of check

points spaced approximately 45° apart at a radius

between 20 and 30 nm from the station.

Determine the primary air routes that are served

by the facility and plot the routes on the chart.

Select two courses for a long-distance check.

Note: These two courses may be extensions of

the primary air routes previously selected, but

should be at least 45° apart.

208.3 Flight Inspection Procedures. The

primary object of the flight inspection is to

determine the coverage and quality of the

transmitted signal; therefore, it is necessary that

the aircraft be flown through normal usage

patterns and procedures to determine the

usability of the facility and to ensure that the

homing beacon meets the operational

requirements for which it was installed.

208.31 Checklists.

Type Check Reference

Paragraph

C P

Station identification 208.3201 X X

Bearing accuracy 208.3202 X X

Voice 208.3203 X X

Coverage 208.3204 X X

Long distance 208.3205 X

Low approach 208.3206 X X

Station passage 208.3207 X X

Standby equipment 208.3208 X X

Standby power 106.43 X

208.32 Detailed Procedures.

208.3201 Station Identification. Select the

proper frequency and check for correct

identification and tone of the signal. Any

discrepancies noted should be reported to

maintenance personnel for corrective action

before continuing the flight inspection. Note any

frequency interference from other stations.

208.3202. Bearing Accuracy. Check bearing

accuracy against AFIS, GPS, or map reference at

least at one point in the service volume,

preferably on a published procedure. Fly at

minimum instrument altitudes or at an altitude to

ensure adequate signal strength.

208.3203 Voice. If the facility is equipped with

voice feature, this feature should be checked at

maximum usable distance. It will be noted that

most types of airborne equipment will require the

receiver function selector to be placed in the

RECEIVE position to receive voice transmissions.

Request a long voice transmission and note the

voice quality, modulation, and freedom from

interference. In the event voice transmissions do

not reach the maximum usable range, return

inbound until they can be received satisfactorily.

Record this distance on the flight inspection

report.
8200.1A CHG 3 07/03/00

Page 208-2 Par 208.3204

208.3204 Coverage

a. Proceed outbound along one of the primary

air routes at minimum instrument altitude until

reaching 45 nm or until any out-of-tolerance

condition is observed. This position will be the

usable distance. Upon completion of the

investigation of the first route, proceed to the

remaining routes and repeat the above

procedures.

b. During the check, observe the surrounding

terrain and note the location of terrain, or other

obstructions that may prevent line-of-sight

transmissions to an area beyond the obstructions.

Reflections of radio signals, or shadow effect,

caused by the intervening terrain, or other

obstacles, may result in bearing errors or loss of

usable signal.

c. If areas of weak signal are encountered or

if terrain obstructions exist, investigate the areas

in question and record the areas checked,

location of apparent obstructions, and the

minimum altitude and distance at which a usable

signal can be received.

d. For periodic inspections, check coverage

from 45 nm at minimum en route altitude until

intercepting the approach procedure.

208.3205 Long-Distance Check. Proceed

outbound along one of the air routes or courses

selected to a distance of 100 nm at an altitude of

10,000 ft. Observe and record the extent of the

pilot's direction indicator needle oscillation, AGC,

and the station identification. Then proceed to

the other air route or selected course at the 100-

mile range and fly inbound along this route to the

facility site, again noting the identification, AGC,

and needle oscillation.

208.3206 Standard Instrument Approach

Procedure (SIAP). If this facility is to be used as

a low approach aid, a low approach will be made

for each of the proposed or approved procedures.

Check each approach procedure for flyability.

Unusual conditions noted will be further

investigated. The flight inspector shall follow the

procedures for inspection of SIAP’s contained in

Section 214. Altitudes flown shall be the

minimum proposed or published for the segment

evaluated, except that the final segment shall be

flown to 100 ft below the lowest published MDA.

The flight inspector shall check to ensure

compliance with tolerances in Para 208.5.

a. Commissioning Inspection of SIAP. The

flight inspector shall evaluate all segments of the

proposed procedure.

b. For a periodic inspection, evaluate the

final approach segment of the SIAP.

208.3207 Station Passage. Fly over the

antenna site and note the position where station

passage is indicated. The station passage

should be indicated by a sharp positive reversal

of the pilot's direction indicator needle. No

specific tolerances are established for station

passage; however, it should be encountered

approximately over the facility. Any area where

the needle has a tendency to reverse itself before

actually passing over the station should be plotted

on the chart and reported on the flight inspection

report.

208.3208 Standby Equipment. Standby

equipment will be spot-checked to ascertain that

it meets the same tolerances as the primary

equipment.

208.4 Analysis

a. From the data obtained during the flight

inspection, the flight inspector must determine if

there are any areas where the facility fails to meet

the coverage and/or bearing tolerance. If such

areas were noted during the flight inspection, he

should analyze all data to determine if such

effects are caused by terrain or equipment.

Normally this facility cannot be expected to give

reliable information at ranges and altitudes which

are below line of sight.

b. The airborne ADF equipment (AN/ARA25) is an attachment applied to the UHF

transceiver to enable it to take bearings on a

transmitted signal. While in the ADF position, the

ADF antenna seeks a null in the process of

presenting a bearing. Under these conditions,

very little signal from the transmitter is applied to

the UHF transceiver, and tone identification

cannot be heard at distances greater than 70 nm,

line of sight, but may be heard at shorter

distances depending upon the ambient electrical

noise level of the airborne ADF system. (The

antenna drive mechanism develops a 100-cycle

signal that is great enough to blanket the tone

identification except at close range to the

transmitter.) Continuous switching from the

RECEIVE to ADF position must be accomplished

in order to monitor both the identification and the

ADF indications.
07/03/00 8200.1A CHG 3

Par 208.4 Page 208-3 (and 4)

c. The bearing indicator normally hunts plus

or minus a few degrees of the received bearing

when the transmitter is operating satisfactorily. In

the absence of a carrier, the bearing indicator

usually rotates slowly and continuously over 360o

of azimuth, or remains stationary. For this

reason, the station must be monitored

intermittently in the RECEIVE and ADF position.

208.5 Tolerances. All UHF Homers will meet

these tolerances for an UNRESTRICTED

classification. Classification of the facility based

on flight inspection results is the responsibility of

the flight inspector.

a. Identification. Station Identification will be

correct, clear, and intelligible.

b. Bearing Error.

(1) maximum bearing error will not exceed

±5°.

(2) ADF needle oscillation will not exceed

±5°.

c. Voice. If provided, will be clear and

readable at distances equal to or greater than

two-thirds of the maximum usable distance of the

facility.

d. Coverage. Usable distance will not be less

than 45 nm at minimum instrument altitude.

e. Station Passage. At all altitudes, the

needle reversal shall occur approximately over

the ground facility. (Any condition of false

reversal attributable to the ground facility shall

require a notice to airmen.)

f. Standby Equipment. Standby equipment

will meet the same tolerances as specified for the

primary equipment.

8/19/98 8200.1A CHG 2

Par 209.1 Page 209-i (and ii)

SECTION 209. AREA NAVIGATION (RNAV)

Table of Contents

Paragraphs Title Pages

209.1 INTRODUCTION ............................................................................209-1

209.2 PREFLIGHT REQUIREMENTS ......................................................209-2

209.3 FLIGHT INSPECTION PROCEDURES ..........................................209-3

209.31 Checklist..................................................................209-3

209.32 Detailed Procedures ................................................209-3

209.4 ANALYSIS ......................................................................................209-6

209.5 TOLERANCES ...............................................................................209-8

209.6 ADJUSTMENTS .............................................................................209-8

07/03/00 8200.1A CHG 3

Par 209.1 Page 209-1

SECTION 209. AREA NAVIGATION (RNAV)

209.1 INTRODUCTION. Area Navigation

(RNAV) is a method of navigation that permits

aircraft operation on any desired course within the

limits of a self-contained system capability. Many

systems also provide vertical guidance. Flight

Management Systems (FMS) with multiple sensors

and Global Positioning System (GPS) navigators

are most common. These systems navigate with

reference to geographic positions called waypoints.

Reliance on RNAV systems for departure, en route,

and approach operations will increase as new

systems are developed. Multi-sensor RNAV

equipment determines aircraft position by

processing data from various input sensors.

Aircraft position may be fixed by various methods,

depending on factors such as availability of

sensors, signal parameters, location and/or flight

phase. Unlike early RNAV systems which used

only VOR/DME rho-theta for position fixing, multisensor navigation systems employ a variety of

sensors, such as: distance measurements from

two or more DME ground stations (DME/DME),

VOR/DME, inertial reference unit (IRU), Loran-C,

and GPS. These various sensors may be used by

the navigation computer individually, or combined

in various ways (based on internal programming) to

derive aircraft position. Navigation values, such as

distance and bearing to a waypoint (WP), are

computed from the derived latitude/longitude and

the coordinates of the waypoint. Course guidance

is generally provided as a linear deviation from the

desired track of a great circle course. The desired

course may be pilot selectable (e.g., pseudo

course or go direct) or may be determined

automatically by the navigation computer, based on

the locations of successive waypoints (point to

point).

The FAA has developed a new charting format for

RNAV Standard Instrument Approach Procedures

(SIAP). This format maximizes the information

available to the pilot for the safe and efficient

conduct of the instrument procedure. Stand-alone

FMS and GPS approach charts will be replaced

with the RNAV charting format.

RNAV charting provides separate minima for GPS

Landing Systems (GLS), Lateral Navigation

(LNAV), and Lateral and Vertical Navigation

(LNAV/VNAV). Flight inspection of an LNAV

procedure (without vertical navigation) can be

accomplished with any flight inspection aircraft.

Inspection of a GLS or LNAV/VNAV procedure

requires the flight inspection aircraft to have vertical

navigation capability.

LNAV and LNAV/VNAV approach procedures

consist of sequenced waypoints. Terminal

Segments are Initial Approach Waypoint (IAWP),

Intermediate Waypoint (IWP), Final Approach

Waypoint (FAWP), Missed Approach Waypoint

(MAWP), Missed Approach Turning Waypoint

(MATWP), and Missed Approach Holding

Waypoint (MAHWP).

a. Flight Management System (FMS). The

FMS is a computer system that uses a large

database to allow routes to be pre-programmed

and fed into the system by means of a data loader.

The system is constantly updated, with respect to

position accuracy, by reference to ground and/or

space-based navigational aids. The program and

its associated database ensure that the most

appropriate aids are automatically selected during

the information update cycle.

Some RNAV procedures now include vertical

guidance. Vertical guidance is provided as a linear

deviation from the desired track, defined by a line

joining two waypoints with specified altitudes, or as

a vertical angle from a specified waypoint.

Computed positive vertical guidance is based on

barometric, satellite elevation, or other approved

systems. The desired vertical path may be pilot

selectable, or may be determined by the VNAV

computer, with computations based on the

altitudes associated with successive waypoints.

FAA flight inspection aircraft use the Universal

UNS-1 FMS. This system allows a flight plan

vertical Flight Path Angle (FPA) entry from a pilotdefined flight plan. The UNS-1 FMS uses “baro

VNAV” for vertical guidance. The altimeter shall

always be the primary altitude reference for all flight

operations.

b. Global Positioning System (GPS). The

Global Positioning System (GPS) is a Department

of Defense (DoD) operated global coverage,

satellite-based navigation system. It provides

standard positioning service (SPS) to all equipped

users, plus precision position service (PPS) to DoD

and other specially equipped users.

GPS is an Earth Referenced Navigation (ERN)

system that consists of three distinct functional

segments; the space segment, control segment

and user segment.
8200.1A CHG 3 07/03/00

Page 209-2 Para 209.1

The space segment consists of a satellite

constellation in six orbital planes (with four in each

plane) at approximately 11,000 miles above the

earth. The space segment provides the signal

structure necessary for user equipment to

determine time and a position fix in terms of

latitude, longitude, and altitude as required. The

GPS constellation broadcasts a pseudo-random

code-timing signal and data message that the

airborne equipment processes to obtain satellite

position and status data. By knowing the precise

location of each satellite and precisely matching

timing with the atomic clocks on the satellites, the

airborne receiver can accurately measure the time

each signal takes to arrive at the receiver and

determine aircraft position.

The satellites radiate on two frequencies; L1 at

1575.42 MHz and L2 at 1227.6 MHz. The satellites

transmit their signals using spread spectrum

techniques, employing two different spreading

functions: a 1.023 Mbs coarse/acquisition (C/A)

code on L1 and a 10.23 Mbs precision (P) code on

both L1 and L2 transmitted in phase quadrature.

Total bandwidth around each carrier is 20.46 MHz.

Superimposed on both the C/A and P-code is the

navigation message containing satellite ephemeral

data, C/A to P-code hand-off, atmospheric

propagation correction data, and satellite clock-bias

information. This data is transmitted at 50 bps.

The minimum power level (signal strength)

available at the output of the user antenna is -160

dBW.

The GPS control segment is responsible for

monitoring the status of each satellite and updating

the navigation data transmitted by each satellite.

This segment consists of the master control

station, five monitoring stations, and three up-link

antenna facilities. Satellite information is

transmitted from the monitor stations to the master

control station. The master control station uses

this information to update the contents of the

navigation data via the ground up-link antennas.

The user segment consists of antennas and

receiver-processors onboard the aircraft that

provide position, velocity, and precise timing to the

user. The GPS receiver calculates a position fix

using a ranging technique. The user equipment

determines the pseudo-ranges from at least four

satellites to calculate the receiver’s internal clock

offset and the three-dimensional position fix. The

signal transmitted by each satellite is modulated

with data that defines the satellite’s position

(ephemeral), the GPS system time, its clock error,

and the health and accuracy of the transmitted

data. The user equipment is able to decode this

information and determine where the satellite is

located at any given time (pseudo-range).

Selective Availability (SA) is a method by which

the DoD can artificially create a significant clock

and ephemeris error in the satellites. This

technique is designed to deny any enemy the use

of precise GPS position data. SA is the largest

source of error in the GPS system. When SA is

active, the DoD guarantees horizontal position

accuracy of the SPS will not be degraded beyond

100 meters 95 percent of the time and 300 meters

99.99 percent of the time. All SPS system

performance specifications assume SA is active.

c. Loran-C is a low frequency radio

navigational aid operating in the radio frequency

spectrum of 90 to 110 kHz. The United States

Coast Guard operates the U.S. station transmitters.

The transmitting system is essentially a closed loop

and self-monitoring one that prevents any control of

adjustments by FAA personnel. Therefore, the

flight inspections referred to in this chapter are

SIAP’s.

(1) All Loran-C signals are modulated and

pulsed with unique synchronizing pulses, repetition

rates, and phasing codes centered about 100 kHz.

Using this information, a receiver identifies

individual transmitters. The receiver measures the

time interval between the reception of specific

transmitter signals, and calculates position

coordinates and course guidance information.

(2) Loran-C signals are used for en route

and terminal navigation. Specific CHAIN and

TRIAD stations must be used and certified for

instrument approach procedures by flight

inspection. These same stations must be

monitored by a local area monitor. This monitor

records timing information that determines receiver

time difference calibration values. These

calibration values are necessary to ensure

repeatable approach accuracies during all

seasons.

209.2 PREFLIGHT REQUIREMENTS. The flight

inspector shall prepare for the flight inspection in

accordance with the procedures outlined in Section

106.

a. LNAV approach procedures consist of

sequenced waypoints. The entire flight plan of

waypoints shall be entered into the FMS or GPS

receiver for commissioning flight inspections, and,

when available, selected from the database for

periodic inspections. Enter the final approach

waypoints for periodic inspections for those GPS or

FMS procedures to runways less than the

minimum length for inclusion in the database.
07/03/00 8200.1A CHG 3

Par 209.2 Page 209-3

b. LNAV/VNAV

(1) Aircraft Requirements. Inspection of

an LNAV/VNAV procedure requires the flight

inspection aircraft to have vertical navigation

capability. If any part of the procedure cannot be

evaluated adequately using flight inspection

aircraft, further evaluation may be required by a

Flight Inspector, acting as an observer on board an

appropriately equipped aircraft flying the procedure.

(2) Procedural Review. The Flight

Inspector prepares charts, obtains receiver TD

calibration values, and approach waypoint

information. Review the GDOP, predicted SNR

values, and LSES evaluations. Coordination

between the AVN Data Analysis Branch and the

Flight Inspector is essential.

c. Loran C:

(1) Facilities Maintenance Personnel shall

conduct an LSES evaluation of the Loran C signals

at the approach site before the commissioning

flight inspection. This evaluation will establish the

TD correlation between the LAM and the site. Any

abnormal signals or out-of-tolerance conditions

observed on the LSES disqualifies the approach

site.

(2) Flight Personnel. The flight inspector

prepares charts, obtains receiver TD calibration

values, and approach waypoint information.

Review the GDOP, predicted SNR values, and

LSES evaluations. Coordination between the AVN

Data Analysis Branch and the flight inspector is

essential.

209.3 FLIGHT INSPECTION PROCEDURES.

The flight inspection of RNAV procedures will

evaluate the soundness of the procedure.

209.31 Checklist.

Type Check Reference

Paragraph

C P

Transition/Feeder

Route Segment 209.32 X

Initial/Intermediate

Approach Segment 209.32 X

Final Approach

Segment 209.32 X X

Missed Approach

Segment 209.32 X

Bracketing Segment 209.32 X

SIAP 209.32 X X

Spectrum Analysis X X

209.32 Detailed Procedures.

a. Purpose. To evaluate the waypoint data

accuracy and position determination throughout the

area comprising the SIAP procedure. The Initial

Approach Segment (IAS) begins at the IAWP and

ends at the IWP. The Intermediate Segment

begins at the IWP and ends at the FAWP. These

points may be defined by the same coordinates in

some procedure designs. The Final Approach

Segment (FAS) begins at the FAWP and ends at

the MAWP. The Missed Approach Segment

(MAS) begins at the MAWP and may include

turning or holding waypoints (MATWP or MAHWP)

or fixes from ground-based navigation aids.

b. Equipment Configuration. Do not

deselect any sensors. Verify that a current

navigation database is installed.

c. Commissioning. The SIAP shall be

entered into the RNAV navigation system. It may

be on a supplied database, downloaded from a

computer disk, or entered manually. Waypoints

may be entered by latitude/longitude if not in the

database.

d. Periodic. The SIAP must be loaded from

the navigation system database, or the

commissioning procedure in (c) above must be

used.

e. RNAV, FMS, or GPS Detailed

Procedures.

(1) Commissioning. The SIAP shall be

entered into the FMS or GPS. When defining the

approach, use “TRACK to FIX” between

transition/feeder waypoints, unless otherwise

specified in the procedure. Enter waypoint

altitudes as depicted. Do not use any “WHEN

AUTHORIZED BY ATC” altitudes. The end-ofapproach waypoint altitude at the threshold should

be the actual threshold MSL altitude, plus the

proposed Threshold Crossing Height (TCH). The

FPA will be computed from the FAWP altitude to

the end-of-approach waypoint altitude by the FMS.

If a FPA is entered, based on the end-of-approach

waypoint altitude, a FAWP altitude will be

computed by the FMS.

(2) Periodic. The SIAP must be loaded

from the FMS or GPS database, or the

commissioning procedure must be used.
8200.1A CHG 3 07/03/00

Page 209-4 Para 209.32

(3) Procedure Design. Verify that true

bearings to next waypoint, distances, and the FPA

indicated on the FMS or GPS match the procedure.

Out-of-tolerance values must be resolved with the

procedures designer. RNAV-equipped aircraft

perform a particular procedure based on coded

information in the navigation database. This coded

information includes type of waypoint (Fly-Over or

Fly-By), ARINC 424 leg type, and speed-altitude

restriction. A difference in the coded data from the

original procedure design can result in very

different RNAV performance. The Flight Inspector

shall verify that the flight plan, as derived from the

database, matches the procedural design.

(4) FMS or GPS Procedure Inspection.

Approach safety and flyability shall be evaluated.

The LNAV/VNAV procedure and the LNAV

procedure are designed with different obstruction

criteria. The final segment of the approach (FAWP

to MAWP) may have different obstructions

controlling the VNAV Decision Altitude (DA) and

LNAV Minimum Descent Altitude (MDA). The final

segment may require repeated flights for obstacle

evaluation. Obstacle evaluation for RNP

procedures may require flying linear offsets from

the intended course.

Evaluate the glidepath throughout the FAS from the

FAWP to the DA or Missed Approach Waypoint.

Guidance is provided by satellite or Flight

Management System LNAV navigation with

computed positive vertical guidance based on

barometric, satellite, or other approved VNAV

systems.

(5) For LNAV/VNAV, the aircraft should be

flown with the auto-pilot coupled to the RNAV

system to evaluate transition to final segment

vertical guidance.

(6) Verify that all course and distance

information provided by the RNAV system agrees

with the procedural information/charts for the

procedure. The procedure course must be

displayed on the EFIS during the inspection. The

procedure depicted on the EFIS shall agree with

the chart.

(7) Verify any designated runway update

reference points that are to be used by an aircraft

before initiating an RNAV Departure Procedure.

Perform an IRU down mode alignment or fix

update at a known geographic point before takeoff.

(8) Monitor any announced quality factors

(RNP/ANP or “Q-factor”) of the navigation system

sensors throughout the procedure. Note any

degradation of system position accuracy that may

affect the track flown.

(9) Waypoints:

(a) DME Supporting RNAV Vertical

Navigation (VNAV) Waypoints. Evaluate

individually the TERPS-specified DME’s used for

VNAV RNAV updating at an individual waypoint by

checking for coverage in an orbit centered on the

waypoint coordinates. The radius of the orbit shall

be calculated based on the DME station farthest

from the waypoint, using the formula contained in

Chapter 302, or 3.0 nm, whichever is larger. For

those procedures where coverage needs to be

defined for an approach segment defined by two

waypoints (IWP to FAWP), the DME’s shall be

evaluated by flying a racetrack (holding) pattern as

indicated in Figure 209-1. The radius of the turns

shall be as determined for single waypoints. DME

coverage previously evaluated and found

satisfactory at or below the waypoint procedural

altitudes need not be re-evaluated.

Figure 209-1

Determine coverage from each DME in

the area outlined by a solid line.

(b) Periodic Inspections. If the

procedure is contained in the navigation system

database, it shall be used for periodic inspections.

If the navigation system database has the

waypoints used to define the RNAV procedure, the

waypoints shall be individually loaded into the FMS

or GPS flight plan from the database.

DME

DME

DME

FAWP

IAWP

MAWP

R

R
07/03/00 8200.1A CHG 3

Par 209.32 Page 209-5

(10) Positioning:

(a) Initial and Intermediate Segment

evaluation may be performed when flying by the

waypoint if depicted as such on the procedure.

(b) Initial and Intermediate

Segments shall be flown at procedural altitudes.

(c) The FAS positioning shall be

such that all waypoints depicted in a straight line

are evaluated by flying over the waypoint and

evaluating GPS positioning determination and

delivery alignment. Position the aircraft to fly from

at least two miles outside the first waypoint in a

straight line (normally an IWP or FAWP) and

overfly all waypoints to the MAWP. Final approach

segments shall be flown from the FAWP to 100 ft.

below the lowest published MDA at the MAWP.

(11) Airspeed, Altitude and Track:

(a) If more than one airspeed is

depicted for the procedure, the Flight Inspector

shall determine which airspeed will be utilized for

the inspection. Multiple runs at various airspeeds

may be required if the Flight Inspector, the

procedure designer, or Air Traffic Control (ATC)

deem it necessary.

(b) Fly the procedure at the

minimum altitudes specified.

(c) The automatic leg change mode

shall be used for the procedure.

(d) An approach will be flown to the

MAWP, as published, and through the entire MAP.

(12) RNAV Departure Procedure (DP). A

RNAV DP may be flown from an actual takeoff or

from a low approach. If the low approach method

is used, cross the runway threshold at 50 ft and

verify navigation system accuracy by noting ANP

and/or performing a fix update over the threshold.

The departure procedure will be flown to the point

or fix at which the en route phase begins.

(13) Standard Terminal Arrival Route

(STAR). A STAR may require validation. Vertical

navigation may be required. Descent gradients,

leg lengths, and human factors involving use of

FMS operations require evaluation. When altitude

and/or airspeed constraints are shown on the

procedure, fly the procedure at the specified

altitudes/speeds. If an altitude window is specified,

fly the procedure using altitudes within the

constraints that provide the steepest descent path,

as well as flying the procedure using minimum

altitudes. The arrival procedure shall be flown

through transition to an instrument approach

procedure, if required.

(14) Routes. Fly routes at minimum

procedural altitude. Program waypoints as “fly-by”

unless otherwise designated.

(15) Evaluation. Prior to the procedure

being flown, the flight plan data shall be compared

to the procedural data to ensure bearings and

distances between waypoints reflect the procedure

design. Minor differences are normal and may be

due to internal rounding by the FMS or GPS

receiver. Evaluate obstacles, positioning data, and

signal anomalies that may be caused by

interference.

c. Loran-C. Use the CHAIN and dedicated

TRIAD stations on the approach procedure. When

marginal or out-of-tolerance conditions are

discovered, the use of other stations may be

investigated. Cycle slip disqualifies a procedure

(see paragraph 209.42)

(1) Flight inspection of Loran-C

approaches and the supporting signals is

conducted using tracks between waypoints. The

following actions are required during the approach

evaluations.

(a) Select the correct CHAIN and

dedicated TRIAD stations.

(b) Use the procedural waypoint

coordinates.

(c) Use the published TD calibration

values.

(d) Select the approach mode while

flying the track maneuvers.

(e) Monitor signals throughout the

approach. Record position coordinates and signal

parameters at each waypoint and whenever

tolerances are exceeded.

(f) Record XTK and AFIS information

during all maneuvers.

(2) Transition/Feeder Route Segment:

(a) This segment provides a transition

route from a navigational aid or fix to the IAF.

(b) Segments may be flown in either

direction between the feeder fix and the IAF.

(c) Evaluate for cycle slip and SNR.

Record XTK (and all error traces when using AFIS)

during the entire segment. Record the position

coordinates at each waypoint and evaluate for

accuracy when using AFIS.
8200.1A CHG 3 07/03/00

Page 209-6 Para 209.32

(3) Initial/ Intermediate Approach

Segments:

(a) These segments provide a

transition route from the IAF and IF to the FAF.

(b) Segments may be flown in either

direction between the IAF and the FAF.

(c) Evaluate for cycle slip and SNR.

Record XTK (and all error traces when using AFIS)

during the entire segment. Record the position

coordinates at each waypoint and evaluate for

accuracy when using AFIS. Verify controlling

obstructions.

(4) Final Approach Segment:

(a) This segment is the route from the

FAF to the MAP.

(b) This segment is flown from the

FAF to 100 ft. below the lowest published MDA at

the MAP. Check the accuracy of the MAP or AER

on the ground.

(c) Prior to the MAP, visually confirm

that the course between the two waypoints

coincides with the intended final approach course.

Evaluate for cycle slip and SNR. Record XTK (and

all error traces when using AFIS) during the entire

segment. Evaluate the MAP waypoint for

accuracy. When the MAP waypoint occurs at a

point other than the AER, the AER may be used for

the accuracy check. Airborne evaluations are

acceptable. During this segment, inteference is

more likely to be encountered. Evaluate suspected

electromagnetic interference with the spectrum

analyzer. Verify the controlling obstructions.

(5) Missed Approach Segment:

(a) This segment provides a transition

route from the MAP to a waypoint for another

approach or to join the en route structure.

(b) The missed approach procedure is

flown from the MAP.

(c) Evaluate for cycle slip and SNR.

Record XTK (and all error traces when using AFIS)

during the entire segment. Record the position

coordinates at each waypoint and evaluate for

accuracy when using AFIS. Verify controlling

obstructions.

(6) Bracketing Segment:

(a) The inspection ensures usable

signals are available at .5 nm each side of the final

approach course.

(b) Segments shall be flown in either

direction between the FAF and the MAP at the

minimum descent altitude.

 ___________________ BRACKETING SEGMENT

.5 nm

 ___FAF_________MAP

.5 nm

 ___________________ BRACKETING SEGMENT

(c) Evaluate for cycle slip and SNR.

Record XTK (and all error traces when using AFIS)

during the entire segment.

209.4 FLIGHT INSPECTION ANALYSIS

a. Flight inspection of RNAV procedures

determines if the procedure is flyable and safe. If a

new procedure is unsatisfactory, the Flight

Inspector shall coordinate with the procedures

designer, ATC, and/or the proponent of the

procedure, as applicable, to determine the

necessary changes. When existing procedures are

found unsatisfactory, notify the procedures

designer immediately for Notice to Airman

(NOTAM) action. The inspector shall evaluate the

following items:

(1) The controlling obstacles are verified.

(2) SIAP. The procedure is technically

sound. Human factors, including situational

awareness, complexity, interpretability, cockpit

workload, pilot error, auto-pilot operations, and

memory considerations, are considered. Consider

the types of aircraft that will be using the procedure

during the evaluation.

(3) Waypoint spacing is sufficient to allow

the aircraft to stabilize on each leg segment without

jumping over waypoints/legs. Leg length is

sufficient where aircraft deceleration may be

required.

(4) The RNAV procedure will satisfactorily

deliver the aircraft to an established point which

terminates the procedure (en route fix, IAF,

MAWP, decision altitude, etc.)

(5) Procedural Design. The procedure

shall be evaluated to verify the geodetic

coordinates (waypoints) and vertical path angles

meet the requirements of Paragraph 209.5.

(6) Communications, navigation system

performance, and RADAR coverage, if required, is

adequate for the entire procedure.

(7) Surveillance inspection of airport

lighting, runway/taxiway markings, IRU/runway

update reference points, etc., will be accomplished

during the flight inspection of the procedure.
07/03/00 8200.1A CHG 3

Par 209.4 Page 209-7

(8) FMS and GPS Parameters. The

following parameters shall be documented at the

time abnormalities are found during any phase of

the flight inspection.

Parameter Expected Value

HDOP 1.0 - 4.0

VDOP 1.0 – 4.0

HFOM Less than 100 meters

Satellites in view (PRN) 5 minimum

SNR 30 dB/Hz minimum

DME (supported waypoint) Minimum –80dbm

There are no flight inspection tolerances applied to

these parameters. However, the values listed

above provide a baseline for analysis of any GPS

signal anomalies or interference encountered.

(9) Electromagnetic Spectrum. The RF

spectrum from 1200 to 1250 MHz and 1555 to

1595 MHz should be observed when GPS

parameters indicate possible RF interference.

Interfering signals are not restrictive, unless they

affect the receiver/sensor performance. The SNR

values being recorded may indicate RF

interference problems. The normal GPS signal

strength is –130 to –123 dBm. Use the SNR

values, along with the spectrum analyzer, to

investigate the RF interference, the location of its

occurrence, and possible sources. Particular

attention shall be given to harmonics on or within

20 MHz of GPS L1 (1575.42 MHz) and those on or

within 10 MHz of GPS L2 (1227.6 MHz). Report

any spectrum anomalies or suspected anomalies

encountered to the National Maintenance Control

Center (NMCC).

b. Loran-C.

(1) Course Structure is the excursion

characteristic of the Loran-C receiver cross-pointer,

which includes bends, roughness, and other

aberrations. The computed course information

shall not exhibit irregular or erratic course

structure. Excursions of the course are caused by

errors in the transmitted signal, avionics

equipment, and in areas having poor GDOP.

Analyze real time XTK error trace for excursions

from zero reference line. Deviations exceeding

0.3 nm should be evaluated. Analyze corrected

error trace for position accuracy.

(2) Cycle Slip. Normally a receiver will

track the third cycle of the pulsed 100 kHz carrier

for time measurements. When cycle slip occurs,

the receiver tracks the wrong cycle. Each cycle

slip results in a 10-microsecond error and a

corresponding error in navigation accuracy. Cycle

slip can be caused by large ECD, low SNR values,

RF interference, and unusual RF signal

propagation. Cycle slip is more likely to occur

when a receiver first acquires a new combination of

signals.

Envelope-to-Cycle Discrepancy (ECD) is the

difference between the desired actual zero phase

crossing of the third cycle. It is affected by RF

signal propagation, SNR, interference, etc. ECD

values exceeding –2.4 to +3.5 microseconds may

cause cycle slip. When ECD values exceed the

range of –2.4 to +3.5 microseconds, ensure the

position accuracy and course structure meet

tolerances.

Compare the received latitude and longitude

positions to a known geographic position or use an

AFIS. A difference greater than 1.0 nm may

indicate cycle slip. If cycle slip occurs, the SIAP

shall be disapproved.

(3) Electromagnetic Spectrum. The RF

spectrum from 90 to 110 kHz should be observed

for RF interference. Interfering signals shall not

affect accuracy. Electrical power lines, factories,

and RF transmitters are potential sources of

interference. Electrical power lines (with RF

signals), within ± 1,200 ft of the final approach

segment, may affect receiver performance. If

interference is suspected, use the spectrum

analyzer to identify the source. If unable to

eliminate interference, disapprove the procedure.

(4) Position Accuracy. The position

accuracy is the difference between the receiver

position (using TD calibration values) and the

correct geographic position. System accuracies

are improved by seasonal receiver TD calibration

values. Verify that the correct CHAIN, dedicated

TRIAD, and TD calibration values are inserted in

the receiver. Analyze position accuracy by using

the AFIS or visual checkpoints.

(5) Signal-to-Noise Ratio (SNR) is a ratio

of signal strength versus receiver noise. It may

affect position accuracy. Loran-C signals may be

affected by atmospheric noise, aircraft static

charges, power line signals, etc. Low values may

cause cycle slip. Two methods of measuring

receiver SNR’s are SNR-FS and SNR-PH. Monitor

and record all SNR values. CALIBRATED SNR

values should be used.
8200.1A CHG 3 07/03/00

Page 209-8 Par 209.5

209.5 TOLERANCES

Parameter Ref.

Para.

Tolerance/

Limit

Procedure Design

Routes

 True Bearing to next WP

 Distance to next WP

209.4 ± 1°

± 0.1 nm

Initial/Intermediate Approach Segment

 True Bearing to next WP

 Distance to next WP

209.4 ± 1°

± 0.1 nm

Final Approach Segment

 True Bearing to next WP

 Distance to next WP

209.4 ± 1°

± 0.1 nm

Missed Approach Segment

 True Bearing to next WP

 Distance to next WP

209.4 ± 1°

± 0.1 nm

Vertical Path 209.32 ± 0.1°

FMS/GPS

Satellites Tracked RAIM

DME-Supported Waypoint 209.32 Lock-On

Loran-C

Course Structure 209.4 Within + 0.3 nm of

the desired track

during all approach

segments.

Cycle Slip 209.4 None allowed

Electromagnetic Spectrum 209.4 Interference shall

not affect receiver

performance or

accuracy

Position Accuracy 209.4 Within + 0.3 nm

Signal-to-Noise Ratio 209.4 +3 dB or greater

209.6 ADJUSTMENTS. Reserved.
8/19/98 8200.1A CHG 2

Page 210-1 (and 2)

SECTION 210

RESERVED

07/03/00 8200.1A CHG 3

Page 211-i (and ii)

SECTION 211. COMMUNICATIONS

TABLE OF CONTENTS

Paragraphs Title Pages

211.1 INTRODUCTION ....................................................................................... 211-1

211.2 PREFLIGHT REQUIREMENTS ................................................................. 211-1

211.3 FLIGHT INSPECTION PROCEDURES ..................................................... 211-1

211.31 Checklist............................................................................. 211-1

211.32 Detailed Procedures ........................................................... 211-1

211.3201 Coverage............................................................................ 211-1

211.32011 Terminal Communications (TCOM) .................................... 211-1

211.32012 En route Communications (ECOM)..................................... 211-1

211.32013 Automatic Terminal Information Service (ATIS) .................. 211-1

211.32014 Automated Weather Observing System (AWOS)/

Automated Surface Aviation Observing System

(ASOS) ............................................................................... 211-2

211.32015 Transcribed Weather Broadcast (TWEB) ........................... 211-2

211.4 ANALYSIS ................................................................................................. 211-2

211.5 TOLERANCES .......................................................................................... 211-2

211.6 ADJUSTMENTS ........................................................................................ 211-2

07/03/00 8200.1A CHG 3

Par 211.1 Page 211-1

SECTION 211. COMMUNICATIONS

211.1 INTRODUCTION. Air/ground communications services within the NAS are classified

according to function. En route communications

(ECOM) is the service provided between ARTCC

controllers and pilots, and includes RCAG and

BUEC facilities. Terminal communications

(TCOM) is the service provided between

approach and departure controllers and pilots in

terminal airspace, including RCF and ATCT

facilities. FSS communications (FCOM) is the

service provided between FSS and pilot and are

advisory in nature, such as EFAS. Other advisory

services include ATIS, AWOS, and ASOS, all of

which may be transmitted on a NAVAID or a

discrete communications frequency.

211.2 Preflight Requirements. The flight

inspector shall prepare for the flight inspection in

accordance with the procedures outlined in

Section 106. Coverage requirements, including

tailored sector definitions, shall be provided by

local facility maintenance and air traffic

personnel.

211.3 Flight Inspection Procedures. The

performance of communications facilities is

accurately predicted by computer aided modeling.

Therefore, commissioning inspections are only

required when requested by facilities

maintenance engineering. Periodic inspections

shall be conducted on a surveillance basis in

conjunction with evaluation of associated

navigation and air traffic control facilities.

211.31 Checklist.

Type Check Reference

Paragraph

C P

TCOM 211.32011 1 2

ECOM 211.32012 1 2

ATIS 211.32013 1, 3 2, 3

AWOS/ASOS 211.32014 1, 3 2, 3

TWEB 211.32015 1, 3 2, 3

FOOTNOTES:

1. When requested.

2. Surveillance inspections conducted during other

inspection evaluations.

3. If the NAVAID has no other voice services,

verify that the voice broadcast effect on the

navigation signal is within applicable tolerances.

211.32 Detailed Procedures.

211.3201 Coverage. When coverage cannot

be predicted by facility engineering, a flight

inspection will be requested. Evaluate facilities

where the minimum en route altitude (MEA) is

determined by communications coverage.

a. During requested commissioning

inspections, coverage shall be determined by

the air traffic service requirements established

locally.

b. Flight profiles may vary according to the

local requirements and could include an orbit or a

detailed sector evaluation. Communications for

fixes, hand-off positions, changeover points, or

controlled airspace shall be checked.

c. Additional frequencies assigned to the

same service requirement will not require a

complete inspection, but should be evaluated on

a surveillance basis.

d. Light Gun Signals shall be checked for

adequate coverage on the ground and in flight.

e. Standby equipment shall be checked

during any requested commissioning inspection.

211.32011 Terminal Communications (TCOM)

includes tower, ground control, clearance

delivery, departure, arrival, and light gun

communications. Commissioning inspections,

when requested, shall be conducted at the

extremities of the airport to determine if there are

blind spots and adequate coverage. Departure

and arrival frequencies shall be checked to verify

service throughout the established sector volume.

211.32012 En route Communications (ECOM)

includes VHF and UHF air/ground frequencies

and BUEC channels. When requested, these

frequencies shall be evaluated throughout the

established sector service volume.

211.32013 Automatic Terminal Information

Service (ATIS) broadcast on a NAVAID facility

shall be commissioned and reported with that

NAVAID (see Section 201). When

commissioning is requested, ATIS broadcast on a

discrete communications frequency shall be

checked in accordance with local requirements.

Departure ATIS shall be verified at the airport

extremities.
8200.1A CHG 3 07/03/00

Page 211-2 Par 211.32014

211.32014 Automated Weather Observing

System (AWOS)/Automated Surface Aviation

Observing System (ASOS). These systems

provide local weather observations and may be

broadcast on a NAVAID or a discrete VHF

communications frequency. Transmission on a

NAVAID shall be verified in accordance with

Section 201 or 207. Local altimeter settings from

these systems can result in lower minimums for

standard instrument approach procedures.

Whenever this occurs, ensure that the associated

procedure has been flight inspected to the new

minimum prior to publication. When

AWOS/ASOS is used as the primary airport

altimeter source, flight inspection shall verify

reception at or before the initial approach fix

(IAF).

211.32015. Transcribed Weather Broadcast

(TWEB). This system broadcasts route-oriented

data with specially prepared National Weather

Service forecasts, inflight advisories, and winds

aloft plus pre-selected current information, such

as routine or special weather reports

(METAR/SPECI), NOTAM’s, and special notices.

The data is broadcast continuously over selected

L/MF and H NDB’s and/or VOR’s.

211.4 Analysis. Unsatisfactory conditions shall

be brought to the attention of the appropriate air

traffic control and facilities maintenance

personnel.

211.5 Tolerances.

a. Maximum Recommended Coverage.

Communications frequencies are engineered for

distinct volumes of airspace which are

guaranteed to be free from a preset level of

interference from an undesired source. Each

specific function has its own frequency protected

service volume. Some are cylinders and others

are odd multi-point geometric shapes. These odd

shapes are normally required for en route ATC

services. Following is a table of maximum

altitude and radius dimensions recommended for

each type of service. Under no circumstance will

a service volume be approved at an altitude and

distance greater than the radio line of sight

(RLOS) distance (reference Figure 303-1).

Maximum Dimensions

Service Altitude Distance

ECOM

 Low Altitude surface to 23,000 60

 Intermediate Altitude 11,000 to 25,000 60

 High Altitude 24,000 to 35,000 150

 Ultra-High Altitude 35,000 and above 150

TCOM

 Ground Control 100 5

 Clearance Delivery 100 5

 PAR (Military) 5,000 15

 Helicopter 5,000 30

 Local Control 25,000 30

 Approach Control 25,000 60

 Departure Control 25,000 60

ATIS

 Arrival 25,000 60

 Departure 100 5

AWOS/ASOS 10,000 25

 NAVAID Section 201 or 207

 Discrete Comm At or before the IAF

TWEB Section 201 or 207

b. Local Requirements. Communications

service volume requirements are established by

the controlling Air Traffic facility based on local

operational requirements. When a flight

inspection is requested, these local requirements

shall be validated and adjusted, if necessary, for

satisfactory operation. Communications shall be

clear and readable.

c. Restrictions. USAF air traffic control

facilities will not be restricted due to unusable

radios unless the ability to provide required

service is severely limited; the loss of 50% or

more of published frequencies or loss of

VHF/UHF emergency capability is considered a

severe limitation. Document inoperative or

unusable radios and frequencies on the flight

inspection report. The inoperative or unusable

radio or frequency can be returned to service

after a satisfactory operational check is

conducted by local aircraft at a distance of

maximum intended use and altitude of

MVA/MEA.

d. Light Gun Requirements.

(1) Ground. Ensure adequate coverage

for operational control of ground traffic.

(2) Air. Three miles in all quadrants at

the lowest traffic pattern altitude.

211.6 Adjustments. All requests for facility

adjustments shall be specific. Flight inspection

certification shall be based on facility

performance after all adjustments are completed.
8/19/98 8200.1A CHG 2

Page 212-i (and ii)

SECTION 212. DIRECTION FINDING STATIONS (DF)

Paragraphs Title Pages

212.1 INTRODUCTION ....................................................................................... 212-1

212.2 PREFLIGHT REQUIREMENTS ................................................................. 212-1

212.21 Facilities Maintenance Personnel........................................ 212-1

212.22 Flight Personnel.................................................................. 212-1

212.3 FLIGHT INSPECTION PROCEDURES ..................................................... 212-1

212.31 Checklist............................................................................. 212-1

212.32 Detailed Procedures ........................................................... 212-2

212.3201 Preliminary Station Alignment............................................. 212-2

212.3202 Bearing Accuracy................................................................ 212-2

212.32021 AFIS Alignment and Orbit ................................................... 212-2

212.32022 Theodolite Orbit .................................................................. 212-2

212.32023 Checkpoint Orbit................................................................. 212-3

212.32024 Analysis of Bearing Accuracy.............................................. 212-3

212.32025 Periodic Inspections............................................................ 212-3

212.32026 Commissioning Inspection .................................................. 212-3

212.3203 Communications and Coverage.......................................... 212-3

212.3204 Station Passage.................................................................. 212-4

212.3205 Operator Performance........................................................ 212-4

212.3206 Standby Power ................................................................... 212-4

212.3207 DF Approaches................................................................... 212-4

212.4 Standby Equipment.................................................................................... 212-4

212.5 Tolerances................................................................................................. 212-4

212.6 Adjustments............................................................................................... 212-4

9/2/97 8200.1A CHG 1

Par 212.1 Page 212-1

SECTION 212. DIRECTION FINDING STATIONS (DF)

212.1 Introduction. Direction finding stations

use normal VHF or UHF communication

transmissions from aircraft to determine bearing

information from a ground station. Facilities

maintenance personnel may then relay this

information to an aircraft in flight to assist in

determining the aircraft position. Doppler type

VHF/DF is the standard equipment within the FAA.

Older equipment, such as U.S. Navy VHF and

UHF/DF facilities, may still be in use at certain

locations. Operational performance and flight

inspection procedures are the same for all DF

equipment, with minor tolerance differences as

noted in paragraph 212.5. AFIS is the accuracy

standard, but non-AFIS equipped aircraft with

suitable communication equipment may perform

DF inspections when operated in accordance with

appropriate sections in this manual. Direction

Finding stations are normally located at or near

airports and/or Flight Service Stations. Many DF

facilities have the capability of providing an

emergency instrument approach procedure where

favorably sited with respect to an airport. Assuring

the accuracy of these procedures is an integral part

of the DF flight inspection.

212.2 Preflight Requirements

212.21 Facilities maintenance personnel shall

prepare for flight inspection in accordance with

procedures specified in Section 106. For

commissioning inspections, facilities maintenance

personnel should:

a. Prepare a detailed outline of any special

information or procedure(s) desired as an outcome

of the flight inspection;

b. Prepare the desired sequence for the

inspection;

c. Optimize the facilities equipment.

d. Ascertain that fully qualified operators

and maintenance technicians are available.

212.22 Flight Personnel shall prepare for the DF

flight inspection in accordance with procedures

specified in Section 106. Air crews shall:

a. For commissioning inspections, prepare a

chart with the DF facility accurately plotted and

appropriate radials and a 360 o orbit drawn. The

scale of the chart should be 1:500,000 (Sectional)

or larger and the areas to be overflown evaluated

per Section 214.

b. Obtain information from facilities

maintenance personnel pertinent to the planned

inspection, including desired outcomes, expected

performance, and sequence of events.

c. For periodic inspections, obtain previous

flight inspection data pertinent to the planned

inspection.

212.3 Flight Inspection Procedures. The

aircraft must be positioned precisely to determine

bearing accuracy and service area. AFIS has the

positioning capability to the accuracy standard

required. Non-AFIS aircraft may perform the

inspection if accurately plotted ground check points

are selected and the aircraft can be safely

maneuvered over these checkpoints. Where

neither AFIS nor ground check point positioning is

available, the theodolite shall be used. The DF

operator will be briefed to compute all bearings as

from the DF facility except for station passage and

approach procedures.

212.31 Checklist. All of the checks listed below

shall be performed on the commissioning flight

inspection. Special flight inspections may require

any one or all of these checks, depending on the

reason for the inspection. Periodic inspection of

bearing accuracy will be conducted in conformance

with paragraph 212.32025.

Type of Check Reference

Paragraph

C P

Preliminary Station

Alignment 212.3201 X

Bearing Accuracy 212.3202 X X

Alignment Orbit 212.32021 X

Communication and

Coverage 212.3203 X X

Station Passage 212.3204 X

Operator

Performance 212.3205 X

Standby Power 212.3206 X

DF Approaches 212.3207 X
8200.1A CHG 1 9/2/97

Page 212-2 Par 212.32

212.32 Detailed Procedures.

212.3201 Preliminary Station Alignment.

a. Use AFIS and select an azimuth from the

DF facility to establish an alignment reference.

For non-AFIS aircraft, use the theodolite on a predetermined azimuth or select a checkpoint which

lies within the quadrant of the planned orbit

containing the maximum number of checkpoints.

At an altitude which will assure radio line of sight,

obtain a DF bearing from the operator and

compare this bearing with the actual bearing

determined from AFIS, the theodolite, or

checkpoint.

b. If the DF bearing error is less than +6o,

continue an orbital flight for at least 90o of azimuth.

Non-AFIS aircraft will orbit in the direction of the

maximum number of checkpoints; theodolite or

AFIS orbit direction is at the discretion of the flight

inspector and/or DF operator. If the remaining

bearings in this primary quadrant are within +6o,

proceed with the bearing accuracy check as

required in paragraph 212.3202. If the reference or

succeeding DF bearings in this primary quadrant

exceed +6o error, the equipment shall be adjusted

and the procedure repeated. From the preliminary

check, data should be derived to balance the

overall error curve.

212.3202 Bearing Accuracy.

a. DF coverage will not substantially exceed

line-of-sight. Coverage is dependent on power

output, antenna height, terrain, and the effects of

signal reflection. The bearing accuracy check is

conducted to determine the ability of the DF facility

to furnish accurate bearings throughout the service

area during commissioning, and forms the

reference for other inspections. This is done by

comparing DF bearings from the facility with

bearings measured from AFIS, theodolite, or

ground checkpoints.

b. If communications become unsatisfactory, or if bearing errors exceed tolerance,

climb above the altitude being flown until adequate

communications are established again and/or

bearing errors are satisfactory.

c. If communications and bearing accuracy

remain satisfactory on the next measurement,

descend to the appropriate selected altitude or to

the minimum altitude which will provide satisfactory

bearings and communications, whichever is higher,

and continue to the next checkpoint. This

procedure will provide the lowest altitudes

throughout the coverage area of the DF facility at

which acceptable bearing information and

communication can be expected.

212.32021 AFIS Alignment and Orbit.

a. Proceed to the range appropriate to the

facility and to the altitude previously

determined. If HYBRID Mode is not available, use

the minimum DME update altitude and plan to fly a

second orbit for coverage if the minimum DME

update altitude is higher than the intended use

altitude. The AFIS will be programmed for the DF

facility parameters (Identification, Latitude,

Longitude, Magnetic Variation) inserted in the FI

FAC series.

b. For initial facility alignment (reference),

the AFIS system will be programmed for an

RNAV Radial flight path, Inbound or Outbound,

beyond 10 nm from the DF antenna. DF bearing

accuracy may be determined by comparing the

operator DF bearing to the bearing displayed on

the CDU. RNAV/Autopilot coupled flight is

recommended for Radial or Orbit maneuvers.

c. After the initial alignment has been

accomplished, an Orbit CW or CCW will be

programmed and flown. An event mark will be

made on the recording at the position the

transmitter is keyed for the DF steer; comparison

can then be made to the 5o bearing marks on the

analog recording.

212.32022 Theodolite Orbit.

a. The theodolite shall be aligned to read

magnetic bearings from the DF station. It

should be located adjacent to the DF site at a

position where the aircraft will be visible throughout

as much of the orbit as possible. This position

should be less than 300 ft from the site. The flight

inspector should brief the DF operator and the

theodolite operator to avoid confusion during the

actual flight inspection.
07/03/00 8200.1A CHG 3

Par 212.32022 Page 212-3

b. The theodolite operator shall track the

aircraft throughout the orbit and actuate one

event mark (1020 Hz tone) at each 10 degrees of

azimuth. The pilot shall transmit for a DF bearing

at frequent intervals and actuate the pilot event

mark on the opposite side of the recording during

each such transmission. The airborne technician

shall label each of these event marks. The

leading edge of the theodolite event mark will

represent the actual bearing of the aircraft from

the station, and the pilot event marks will

represent the DF bearing. The airborne

technician will label the DF bearing as reported by

the DF operator and determine the error with the

use of proportional (“Ten Point”) dividers.

212.32023 Checkpoint Orbit

a. Position the aircraft over the

predetermined checkpoints. Where possible,

these checkpoints should be located at or near

the limits of the DF and communication range

capability to validate bearing accuracy and

service area simultaneously. As the aircraft

approaches the first ground checkpoint or

measured bearing, the pilot shall transmit a 10-

second radio signal, timed so that the aircraft will

be over the checkpoint in the middle of the

transmission. Compare the bearing provided by

the DF operator with the measured magnetic

bearing. Note each DF bearing, magnetic

bearing, error, radio frequency, altitude, and

distance on the flight inspection report. Bearing

errors shall be computed in the same manner as

VOR course alignment errors; i.e., when the

aircraft bearing is less than the bearing reported

by the DF operator, the error is negative.

b. Proceed with the orbit of the facility at

the appropriate range and altitudes, obtaining

bearings as often as practical. After initial contact

has been established, a 5 to 10 second radio

signal is usually sufficient to obtain bearings.

Because of the capability of almost instantaneous

readout on the Doppler type DF, a five-second

radio signal is usually sufficient to obtain bearings

on this type facility.

212.32024 Analysis of Bearing Accuracy.

After completing the bearing accuracy check,

station adjustment may be necessary to balance

station error and keep all bearings within

tolerance. Whenever bearing errors are very

large in a particular area and normal elsewhere, it

may be advisable to investigate the area further

by checking radially or by partial orbits at different

ranges. When an out-of-tolerance condition

cannot be corrected, the controller shall be

advised of the area(s) which are not to be used.

The condition(s) will be noted on the flight

inspection report and the facility assigned a

"restricted" classification. A NOTAM will not be

issued.

212.32025 Periodic Inspections will include a

bearing accuracy check at a minimum distance of

20 nm and at a minimum altitude of 1500 ft, an

altitude which will provide obstacle clearance in

the area, or radio line of sight, whichever is

highest. A minimum of one bearing check shall

be accomplished on each published frequency

and, if available, the VHF emergency frequency.

212.32026 Commissioning Inspection

a. An orbit procedure, as outlined in

paragraph 212.32, shall be used to evaluate

bearing accuracy for the commissioning flight

inspection. Orbit radius shall be the minimum

of:

(1) 40 miles for Doppler DF facilities;

(2) 30 miles for older equipment;

(3) operational requirements

The altitude shall be 1500 ft above site elevation,

or the minimum altitude which will provide 1,000 ft

of obstacle clearance (2,000 ft obstacle clearance

in designated mountainous areas), or the

minimum altitude which will provide radio line-ofsight, whichever is the higher.

b. AFIS or theodolite bearings may be taken

at frequent intervals as close together as 10o . A

minimum of four bearings shall be taken for each

quadrant, regardless of which orbit method is

used.

212.3203 Communications and Coverage.

Voice communication is the means for getting DF

information to a pilot. Quality of communications

greatly affects the capability of the DF to provide

quality service. Bearings shall be obtained on as

many of the published frequencies as practical

during the checkpoint orbit. For a commissioning

inspection, all frequencies proposed for use will

be checked. This may be accomplished on the

orbit or during radial flight at the extremes of

coverage. For periodic inspections, voice

communications will be checked on all

frequencies if less than four are used for DF

bearings. If more than four are available, at least

four frequencies will be checked. The VHF

emergency frequency, if available, shall be

evaluated during all flight inspections. Where

coverage is required at greater distances for

special purposes, it can be determined by either

orbital or radial flight at the greater distance and

altitude.
8200.1A CHG 2 8/19/98

Page 212-4 Par 212.3204

212.3204 Station Passage. Fly inbound to the

DF antenna from a position at least 5 miles out

and an altitude of 1500 ft above the antenna.

Obtain sufficient steers from the DF operator to

overfly the antenna and note the distance from

the aircraft to the DF antenna when the operator

reports station passage. This check may be

performed in conjunction with the DF approach

procedure (Paragraph 212.3207) at the discretion

of the pilot and DF operator.

212.3205 Operator Performance. The flight

inspector must determine that the overall system

is safe and reliable. The operator should be able

to direct the aircraft over the facility, report station

passage, and provide pertinent information

relative to the use of DF service. If an emergency

approach procedure has been established (DF

approaches are not SIAPs), the operator should

be able to direct the aircraft to a position from

which a safe landing can be made.

212.3206 Standby Power.

a. Standby power, if installed, shall be

checked on the commissioning inspection to

ensure that no derogation of communication or

bearing accuracy occurs when using the alternate

power source. An orbit on each source will be

performed and the bearing accuracy and overall

station error compared. If standby power is

installed at a later date, the facility will be

inspected on standby power at the first periodic

inspection scheduled after the installation of the

standby power system. Inspections after a

change in the standby power source are at the

discretion of the Airway Facilities Engineering

Division.

b. Periodic inspections normally will not

require the use of standby power systems.

Airway Facilities personnel may request a check

on standby power if they suspect that the

alternate power source causes a deterioration in

the performance of the DF facility.

212.3207 DF Approaches.

a. The emergency DF approach shall be

checked at the time of commissioning. Airway

Facilities personnel or DF facility operators may

request a check of the approach during any

inspection if, in their opinion, verification of the

procedure, obstructions, or equipment

performance is desired.

b. Conduct the approach in accordance

with the DF operator’s instructions and

evaluate the obstacle clearance and flyability

per Section 214. The flight inspector shall note

the position of the aircraft relative to the airport

and determine whether it will permit a safe

landing.

212.4 Standby Equipment. Where installed,

standby equipment will meet the same

operational tolerances during commissioning as

the primary equipment. Periodic inspection of

standby equipment is not required unless

requested by Airway Facilities, Engineering, or

the DF operator.

212.5 Tolerances. All DF stations shall

conform to these tolerances for an

UNRESTRICTED classification. Classification of

the facility is the responsibility of the flight

inspector.

a. Bearing Accuracy

VHF/DF, UHF/DF: Each DF bearing must

be within 10o of the actual bearing.

VHF/DF (doppler): Each DF bearing must

be within 6o of the actual bearing

b. Coverage

VHF/DF UHF/DF: 30 miles

VHF/DF (doppler): 40 miles

c. Communications. Communications on all

required frequencies shall be clear and readable

throughout the coverage area.

d. Station Passage. Station passage must

be recognized within 1 1/2 miles at 1500 ft AGL.

e. Controller Performance. Controllers shall

be capable of directing an aircraft to the station,

reporting station passage, providing guidance for

an emergency approach, and vectoring aircraft to

avoid terrain and obstacles.

f. Standby Power. The DF facility will meet

all tolerances in this section when operating on

an alternate power source.

g. Emergency Approaches. Where a DF

approach procedure is established, the system

shall provide the capability of directing the aircraft

to a position from which a safe landing can be

made.

212.6 Adjustments. Equipment adjustment

shall be made to balance the overall station error.
8/19/98 8200.1A CHG 2

Page 213-1 (and 2)

SECTION 213

RESERVED

 	















 






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07/03/00 8200.1A CHG 3

Page 216-i (and ii)

SECTION 216. PRECISION APPROACH RADAR (PAR)

TABLE OF CONTENTS

Paragraph Title Pages

216.1 INTRODUCTION ....................................................................................... 216-1

216.2 PREFLIGHT REQUIREMENTS ................................................................. 216-1

216.21 Facilities Maintenance Personnel........................................ 216-1

216.22 Flight Personnel.................................................................. 216-1

216.23 Special Equipment Requirements....................................... 216-1

216.24 Theodolite Procedures........................................................ 216-1

216.3 FLIGHT INSPECTION PROCEDURES ..................................................... 216-1

216.31 Checklist............................................................................. 216-2

216.311 Requirements for PAR Using Computer Generated

Targets ............................................................................... 216-2

216.32 Detailed Procedures ........................................................... 216-4

216.3201 Course Alignment (Azimuth) ............................................... 216-4

216.3202 Course Deviation Accuracy................................................. 216-4

216.3203 Range Accuracy ................................................................. 216-4

216.3204 Usable Distance.................................................................. 216-5

216.32041 Coverage (Lateral).............................................................. 216-5

216.3205 Moving Target Indicator (MTI)............................................. 216-5

216.3206 Glidepath Alignment ........................................................... 216-5

216.32061 Application of Angle Tolerances.......................................... 216-6

216.3207 PAR Serving ILS/MLS Runway........................................... 216-6

216.3208 Lower Safe Limit Alignment ................................................ 216-7

216.3209 Approach Lights.................................................................. 216-7

216.3210 Communications................................................................. 216-7

216.3211 Standby Equipment ............................................................ 216-7

216.3212 Standby Power ................................................................... 216-7

216.4 ANALYSIS ................................................................................................. 216-7

216.5 TOLERANCES .......................................................................................... 216-7

216.6 ADJUSTMENTS ........................................................................................ 216-8

5/22/96 8200.1A

Par 216.1 Page 216-1

SECTION 216. PRECISION APPROACH RADAR (PAR)

216.1 INTRODUCTION

a. This section provides instructions and

performance criteria for certifying precision

approach radars. The PAR is designed to provide

an approach path for precise alignment and

descent guidance to an aircraft on final approach to

a specific runway through interpretation and oral

instructions of a ground based controller.

b. PAR's provide a very high degree of

resolution in terms of range, azimuth and elevation

by radiating a narrow pulse and beam width. The

pulsed beams are radiated along the

predetermined descent path for an approximate

range of 10 to 20 miles, and covers a sector of 20o

in azimuth and up to 15o in elevation. Target

information is displayed on an azimuth and

elevation display. The displays must provide

accurate information regarding an aircraft's range,

azimuth, and elevation angle.

c. New Generation PAR's have been developed which provide all of these features with the

addition of a selectable glidepath angle and the

introduction of a computer generated target.

216.2 PREFLIGHT REQUIREMENTS

216.21 Facilities Maintenance Personnel.

Prepare for flight inspection in accordance with the

procedures outlined in Section 106.

216.22 Flight Personnel. The flight inspector

will be in complete charge of the flight inspection.

Flight personnel will prepare for the inspection in

accordance with the procedure outlined in Section

106.

216.23 Special Equipment Requirements.

Aircraft with altimeters calibrated according to FAR

43, appendix E, and FAR 91.170 or military

specifications may be used for PAR flight checks.

Theodolite or AFIS is required as follows:

a. During commissioning and/or after

accident inspection of the glidepath angle and the

lower safe angle.

b. Any time that more definitive analysis is

required (e.g., engineering, research, development, etc.) of either the glidepath or the course

azimuth.

216.24 Theodolite Procedures. The RTT or

theodolite will be positioned as follows:

a. Glidepath Angle

(1) Place the theodolite as close to the

runway as possible, forward of the RPI, to minimize

or eliminate elevation differences between RPI

(touchdown) and theodolite locations. The

touchdown reflector is usually abeam the RPI, but

not always. Therefore, the facility data sheet must

be checked to establish the exact RPI location.

Aircraft operations will dictate how close to the

runway the theodolite can be located.

NOTE: During the commissioning inspection of a

new or relocated PAR, it is imperative that flight

inspection personnel coordinate closely with the

TERPS specialist and installation personnel to

locate the predetermined RPI.

(2) The distance the theodolite must be

moved forward of the RPI to have the eye-piece

aligned on the glidepath angle can be computed in

the same manner as solving for ILS glidepath

angles or tapeline altitudes. For example, a

theodolite with the eye-piece set at 5 ft at a

glidepath angle of 3.0o would be positioned 95.4 ft

forward of the RPI.

b. Lower Safe Angle

(1) If the lower safe angle emanates from the

same RPI as the glidepath, the theodolite position

will be the position determined for the glidepath.

(2) If the lower safe angle emanates from a

point other than the RPI for the glidepath, the

theodolite will be relocated. Position and align the

theodolite in accordance with instructions for

glidepath angle using the lower safe angle RPI.

c. Course Alignment. Position the theodolite

on runway centerline to evaluate course alignment

at the runway threshold. Aircraft operations will

dictate theodolite placement.

216.3 Flight Inspection Procedures. The

flight inspection procedure for a PAR is divided into

three parts:

a. Azimuth radar

b. Elevation radar
8200.1A CHG 2 8/19/98

Page 216-2 Par 216.3

c. Overall system and controller performance (includes feature comparisons).

Commissioning inspections will provide

engineering, maintenance, and operations

personnel with sufficient data to determine system

performance. Data obtained from the commissioning inspection will be the basis for the

comparison of facility performance on subsequent

inspections. Requirements for special checks will

be determined by engineering, maintenance, and

operations personnel, and will be conducted as

specified in Section 104.

216.31 Checklist. This checklist is solely for

clarity of presentation and does not indicate any

required sequence of events. Frequently the flight

inspector will be able to combine several of these

checks and obtain the required information in a

very short time. At locations where approaches to

more than one runway are provided, checks will be

accomplished for each runway on commissioning

inspections. Periodicity of checks shall be

accomplished in accordance with Section 105,

alternating runways, assuring that all

runways/SIAP’s that are associated with the PAR

system are checked at least once each 540 days.

The periodic shall be considered complete each

time the periodic checklist is complete and the

SECTION 214 SIAP check is accomplished for the

runway being inspected.

Type Check Reference

Paragraph

C P

a. Course Alignment

 (Azimuth) 216.3201 X X

b. Course Deviation

 Accuracy 216.3202 X X

c. Range Accuracy

 (Azimuth & Eleva-

 tion)

216.3203 X X

d. Coverage (Azimuth

& Elevation) 216.3204 X X

e. Coverage (Lateral) 216.32041 (1) (1)

f. MTI (Azimuth &

Elevation) 216.3205 X (1)

g. Glidepath

Alignment 216.3206 X X

h. PAR/ILS

Comparison 216.3207 X X

i. Lower Safe Limit

Alignment

216.3208 X X

j. Approach Lights 216.3209 X X

k. Communications 216.3210 X X

l. Standby Equipment 216.3211 X (2)

m. Standby Power 216.3212 X (3)

NOTES:

(1) Perform check when requested by engineering/

maintenance.

(2) See paragraph 106.42.

(3) See paragraph 106.43.

216.311 Requirements for PAR Using Computer

Generated Targets. PAR's which use a computer

generated target, such as the GPN-22 and TPN-19,

have some unique requirements. During the initial

commissioning inspection or to commission new

primary and/or backup data bases, the following

procedures will be used.

Type Inspection

C P Data

base

Change

Run Configuration

X X X 1 "A" cursor, primary data

base using track modenormal, acquisition

(ACQ)-automatic, FTCon, MTI-coherent.

X X,1 2 "A" cursor, primary data

base using track modebackup, ACQ-off (scan

only), FTC-off, MTI noncoherent.

X 3 "A" cursor, backup data

base, using the same

features as run 1.

X X 4 "B" cursor, backup data

base, using the same

features as run 1.

X X 5 "B" cursor, primary data

base using the same

features as run 1.

NOTES:

1. Each data base requires a flight inspection prior to

operational use in order to verify that the data base

data can be loaded into the PAR computer and that

the data produces the correct results. For a data

base change inspection, run 2 is required ONLY when

the data base is of a different version. If the new data

base is of the same version as the data base being

replaced, then runs 1 and 4 (normal periodic

requirements) shall suffice.

2. Establish coverage limits during commissioning (or

at maintenance request) by flying a 20-mile final

approach; thereafter, controller/maintenance personnel shall monitor coverage on a daily basis using

targets of opportunity.

3. Evaluate the operation on standby power during

any of runs 1, 3, 4, or 5.
8/19/98 8200.1A CHG 2

Par 216.311 Page 216-3

4. If one reference reflector and a common glidepath

angle are used for parallel runways, only five runs are

required for commissioning two data bases. Fly runs

1, 2, and 3 on the left runway, runs 4 and 5 on the

right runway (1, 4, and 5 on the right runway if

reflectors and/or angles are different), and reverse the

order for opposite end.

For a single runway operation, reverse the data

base sequence on the opposite end approach; i.e., fly

run 1 on the backup data base, etc.

5. Commissioning requirements for standby

equipment (consisting of a complete separate

channel) can be completed by flying runs 1, 2, and 5

to any one of the runways served. If standby

equipment is only a separate transmitter, fly run 1

from 20 miles to satisfy commissioning require-ments.

6. All other inspection requirements common to all

PAR's also apply (see paragraph 216.31).

7. Document the following information for

commissioning inspections and equipment/data base

changes:

a. Transmitter power.

b. Receiver sensitivity in normal, coherent MTI,

and non-coherent MTI.

c. Data base type, part, serial, and version

numbers.

d. Clutter reject if required for approaches.

e. Digital MTI base line limiting settings

f. Usable radar range on 20-mile radar.

8. Due to system improvements, some features listed

may not be available or controller selectable.

The following checklist shall be used to flight inspect

AN/TPN-22 computer-generated PAR’s.

C P Run Configuration

X X 1 “A” Cursor Auto-Mode (Note 1)

X 2 “B” Cursor Auto-Mode

X 3 “A” Cursor Manual-Mode (Note 2)

X X 4 “B” Cursor Manual Mode

NOTES:

1. Controllers shall configure the Auto-Mode as follows:

Load the PAR Program, OPS software, and System

Initialization (SI) data and configure the Control and

Status Panel per Table 1.

2. Controllers shall configure Manual-Mode as follows:

Erase the OPS software and SI data, enter the basic SI

data into the FC basic mode, and configure the Control

and Status Panel per Table 1.

3. Standby power should be performed on the last run

due to the extensive time required to reload the software

and data.

4. All other inspection requirements common to all

PARs also apply. See para 216.31.

5. Document the following information for

commissioning inspections and hardware, software, or

firmware changes.

(a) Transmitter output power

(b) Receiver sensitivity

(c) Program name, part, version, serial number,

and build date

(d) Usable radar range

Sample program inventory sheet:

PROGRAM

NAME

PART # VERSIO

N #

SERIA

L #

BUILD

DATE

PAR

PROGRAM N/A V5R6 102 1/18/94

PAR

PROGRAM N/A V5R6 103 1/18/94

CCS OPS

SOFTWARE 111440 L-4 1000 7/25/94

CCS OPS

SOFTWARE 111440 L-4 1001 7/25/94

CCS OPS

SOFTWARE 111440 L-4 1002 7/25/94

CCS OPS

SOFTWARE 111440 L-4 1003 7/25/94

CCS OPS

SOFTWARE 111440 L-4 1004 7/25/94

CCS OPS

SOFTWARE 111440 L-4 1005 7/25/94

CCS OPS

SOFTWARE 111440 L-4 1006 7/25/94

CCS OPS

SOFTWARE 111440 L-4 1007 7/25/94

CCS OPS

SOFTWARE 111440 L-4 1008 7/25/94

CCS OPS

SOFTWARE 111440 L-4 1009 7/25/94

PDS NVS

FIRMWARE 111420 A-4 N/A 6/17/90

S.I. DATA N/A N/A N/A 11/16/95

S.I. DATA N/A N/A N/A 11/16/95
8200.1A 5/22/96

Page 216-4 Par 216.311

TABLE 1

Auto/Manual Mode Configuration

Button/Group AUTOMODEMANUAL

MODE

RCVR IF AMP

AUTO ON ON

MANUAL OFF OFF

MTI GROUP

MTI ON ON

7 DEGREE WEDGE OFF OFF

VELOCITY OFFSET OFF OFF

CFAR GROUP

CFAR ON ON

AZIMUTH SECTOR

GROUP

20 DEGREE OFF OFF

30 DEGREE OFF OFF

46 DEGREE ON ON

ALS PAR MODES

GROUP

AUTO ON OFF

MANUAL OFF ON

216.32 Detailed Procedures

a. General. The basic method for checking a

PAR is to have the controller vector the aircraft and

provide guidance instructions to the flight inspector

for evaluation of the facility.

b. Maintenance/engineering personnel in

cooperation with operations personnel will spot

check all features available on the PAR and advise

the flight inspector if any of these features are not

available or are unusable. These features include

STC, FTC, and CP. On computer-generated

radars, additional features include: non-coherent

MTI (rain reject), ACQ (high and low), track mode

(normal and backup), STC (high and low), and

power (high and low). PAR checks will be made

using circular polarization (CP) if available, and

spot checks of the facility will be made using linear

polarization. On some computer generated radars,

CP is a fixed feature and is used at all times.

c. Operational scopes will be used on all

flight checks for target grading and guidance

information. Data taken from the operational

scopes shall determine whether or not the facility

meets the prescribed tolerances.

d. Suitability and approval of approach

procedures previously developed by the procedures specialist are based on the flight check of

the particular facility.

216.3201 Course Alignment (Azimuth). Any of

the following methods may be used:

a. Visual Method. To check for course

alignment, proceed in-bound at pattern/intercept

altitude from approximately 10 to 12 miles from the

runway and, when on-course and path, descend at

a normal glidepath angle with the final controller

furnishing information to enable the flight inspector

to fly on the centerline azimuth. This information is

to be given as "left," "right," or "on-course." Range

should be given at least every mile. The flight

inspector will determine, by visual reference to the

runway, if the centerline is straight and if it

coincides with the runway centerline extended.

b. Theodolite Method. At some locations, it

may be necessary to use a theodolite to

supplement the pilot's observations, especially

when the runway is extremely wide or poorly

defined by surrounding terrain. Proceed in-bound

at pattern/intercept altitude from 10 to 12 miles

from the field. Have the final controller furnish

information as to the aircraft's position relative to

runway centerline. The theodolite operator will

continuously track the aircraft and inform the pilot

of the aircraft position relative to runway centerline.

216.3202 Course Deviation Accuracy. While

flying inbound on runway centerline extended,

deviations to the right or left of centerline should be

made with attention directed as to how far the

aircraft must move off centerline before the

controller notices movement. The controller needs

only to state - slightly left (or right) of centerline.

216.3203 Range Accuracy. Check the accuracy

of the range information, both video and fixed, by

comparing the range information obtained from the

radar scope with that obtained from a large scale

map while over selected checkpoints or by

comparison with DME. Checkpoints such as the

outer marker or VOR are excellent; however, any

well surveyed checkpoint is satisfactory, provided

its distance from the field can be established. All

ranges are measured in nautical miles from

touchdown. In areas where there are no ground

checkpoints or good electronic means of accurately

measuring distance from the field, such as DME,

this check may be omitted. Normally, two

checkpoints, one at from 5 to 10 miles and one at

1/2 mile, are sufficient for checking range

accuracy. Range accuracy checks of azimuth and

elevation radar normally will be made

simultaneously. (See paragraph 216.3204, Note.)
9/2/97 8200.1A CHG 1

Par 216.3204 Page 216-5

216.3204 Usable Distance. The check for

usable distance or maximum range, may be made

while proceeding in-bound from the limit of the

radar coverage during the course alignment check

by having the controller give the mileage when the

aircraft is first displayed. The new radars have

ranges of 15 to 20 miles, but because of small

aircraft size, less coverage can be expected.

Azimuth and elevation coverage can be checked

simultaneously. Coverage of those PAR's which

have coverage capabilities beyond 10 nm should

be checked at the minimum vectoring altitude to

the coverage capabilities of the radar. Coverage

should be checked using alternately normal and

MTI radar. Periodic coverage checks need to be

made only in the area of operational use.

NOTE: Mileage information given by the radar

operator should be the mileage from the touchdown

point to the target aircraft. In case erroneous

mileage information is given, the flight inspector

should inquire if the range information obtained from

the scope has been corrected to compensate for the

distance from the antenna to the RPI (touch-down

point).

216.32041 Coverage (Lateral). The lateral

coverage of the PAR may be determined by flying

perpendicular to the course. The aircraft should be

AFIS equipped or a theodolite must be used.

Altitude and distance will be determined by

engineering/maintenance personnel. The

controller will indicate when he/she obtains and

loses radar contact. The AFIS or theodolite will be

used to determine the angular coverage of the

radar left and right of the course.

216.3205 Moving Target Indicator (MTI). Blind

speeds for PAR systems are usually quite high due

to the high pulse repetition frequency (PRF)

required for good target definition. It may be quite

difficult to perform an MTI check with certain types

of small aircraft due to speed limitations. This

check can be omitted if the speed range required is

impossible to attain. The check can be performed

at a later date when a faster aircraft is available.

An airspeed notch of as much as plus or minus 20

knots may exist around the computed blind speed.

a. During the commissioning inspection, the

MTI feature will be checked to determine if there

are any blind speeds at which it is impossible to

maintain continuous radar contact. On subsequent

inspections, MTI needs to be checked only when

requested by maintenance or operations.

Maintenance personnel will provide the

precomputed blind speed for the radar. Determine

the airspeed which will give the required ground

speed. Fly in-bound from approximately 10 miles

(ensure that MTI is gated beyond 10 miles) while

varying the air speed slightly above and below the

previously computed airspeed. Note the speed

range within which a reduction of target brilliance

occurs. Close coordination between the controller

and the flight inspector is necessary to determine

the speed at which MTI causes the greatest effect.

b. When MTI is required on the final

approach, this information shall be noted on the

flight inspection report. The requirements for MTI

do not constitute a facility restriction. Both azimuth

and elevation MTI normally will be checked at the

same time.

c. On radars with computer generated

displays, the normal mode of operation is to use

the synthetically generated symbols for

approaches. The normal radar (scan) mode must

be checked to determine its usability for

approaches. If unusable for approaches, determine the inner limit of usability so that the feature

can be used for control and traffic information

outside of that point. If the scan mode is not

usable for approaches, it will not cause a facility

restriction but will be documented in the remarks.

216.3206 Glidepath Alignment. During the

glidepath alignment check, it is necessary to

determine the glidepath angle and the straightness

of the glidepath centerline (see paragraph

216.5f(1)). Some new military PAR's have the

capability to provide controller selected multiple

glidepaths. For these radars, evaluate the lowest

angle to be used, based on adequate obstacle

clearance or operational requirements, whichever

is higher.

a. AFIS Methods. PAR glide slope angle may

be determined by AFIS.

b. Theodolite Method. Position the theodolite according to instructions in paragraph

216.24. Communications on a common fre-quency

are essential for the theodolite operator, final

controller, and flight inspector. After communications have been established at all three

locations, the aircraft should proceed in-bound

from a point approximately 12 miles from

touchdown and at the pattern altitude until the final

controller advises that the aircraft is on the

glidepath. A descent is then commenced,

maintaining the aircraft as nearly on the

centerlineor glidepath as possible by using the

information furnished by the controller.
8200.1A CHG 3 07/03/00

Page 216-6 Par 216.3206

The pilot should maintain as constant an

attitude as possible throughout the approach.

Information should be given in terms of "above,"

"below," or "on glidepath." The theodolite operator

will track the aircraft from the start of the in-bound

run, maintaining the horizontal cross-hair exactly

on the aircraft as it descends on the glidepath. As

the aircraft proceeds in-bound, the theodolite

operator should listen carefully to the glidepath

information issued by the controller and have an

assistant record the angle each time the controller

calls the aircraft "on glidepath." Do not record calls

taken inside of decision height. These angle

readings should then be averaged to determine the

actual glidepath angle.

c. Precision Range Mark Method. When it is

impractical to check the glidepath alignment using

the above methods, it is permissible to use the

radar to determine the distance of the aircraft from

the touchdown point. Obviously, any range errors

present in the PAR will cause a corresponding

error when measuring the glide slope angle. When

making this check, calculate the altitude for the

published/desired glidepath angle at the 6-, 5-, 4-,

3-, 2-, and 1-mile range marks. Instruct the PAR

controller to give precise "on path" calls and the

precise point at which the radar return crosses the

range marks. By comparing the actual aircraft

altitude at the exact point on glidepath with the

calculated altitude, it can be determined that the

glidepath is at the published/desired angle.

Although there is a small amount of altimeter lag

when proceeding down the glidepath using this

method, it is negligible and can be disregarded.

The straightness of the glidepath can be

ascertained concurrently with the alignment check.

An alternative method is to fly a descending

run on the glidepath and note the difference in

altitude between range marks. It is necessary that

the controller provide range information each time

a path call is given. The glidepath angle can then

be determined as indicated in Formula 302.8B,

using on-path calls at the measurement points.

216.32061 Application of Angle Tolerances.

Prior to the commissioning inspection of PAR's,

operational personnel must determine the "desired"

angle to which the PAR is to be commissioned.

This angle is determined by obstacle clearance

criteria and operational use requirements. Design

limitations of PAR elevation systems make it

impractical to require the measured angle be less

than one-tenth degree from this desired angle.

Angles which are found to be more than one-tenth

degree from the computed/programmed angle are

indicative of faulty equipment or incorrect

computations and should normally be corrected.

The obstacle clearance criteria allows for

operational deviation (periodic angle tolerance) of

two tenths of a degree from the commissioned

angle. It is imperative that the reported

commissioned angle be the angle for which

obstacle clearance and operational criteria has

been applied. In other words, the desired angle,

the computed angle, and the commissioned angle

are actually the same.

The allowable periodic deviation of .2o is

applied to this angle and not the angle found during

commissioning inspections. Because the periodic

tolerance of .2o is applied to the commissioned

angle, operations/maintenance personnel must

determine the acceptability of a facility which will

require the application of an imbalanced periodic

tolerance. An example of this situation is as

follows: Desired/commissioned angle = 3.00o,

angle found during commissioning = 2.90o,

allowable deviation = 3.00 ± .2o or 2.8 to 3.2o.

216.3207 PAR Serving ILS/MLS Runway.

When checking the PAR at locations where an

ILS/MLS is installed to serve the same runway,

both azimuths and glide slopes should be as nearly

coincident as possible from ILS/MLS approach

zone Point "B" outward towards the glidepath

intercept point. Coincidence probably will not be

maintained from Point "B" to touchdown due to the

characteristics of the ILS glide slope inside Point

"B." Coincidence of the azimuths and glidepaths of

the PAR and ILS/MLS is essential to preclude pilot

confusion from different indications of the ILS/MLS

and PAR. Coincidence may be checked using the

AFIS, theodolite, precision range mark procedure,

or a microamp comparison with the ILS/MLS. If

any doubt exists as to glide angle coincidence, the

theodolite or AFIS shall be used. Perform a PAR

approach as directed by the final controller and

monitor the approach using the ILS/MLS. Areas of

non-coincidence of the azimuths and glide-paths

should be noted. During
07/03/00 8200.1A CHG 3

Par 216.3207 Page 216-7

commissioning, adjustments to achieve

coincidence may be made if desired. In addition

to requirements in Section 216.3206, those

PAR's which have controller-selected glide angles

shall be checked for coincidence with the

published ILS glidepath.

216.3208 Lower Safe Limit Alignment. The

lower safe limit shall be checked as follows:

a. Fly in-bound 5 to 7 miles from the

runway on the lower safe limit line and maintain

"on-path" at the controller's direction. Maintain

"on path" position to the runway, or until it

becomes obvious that a pull-up is necessary to

avoid obstacles. By flying the lower safe limit

line, the aircraft should clear all obstacles prior to

passing the runway threshold.

b. Scopes which do not have the lower

safe limit line portrayed shall be checked in the

same manner as above. The controller will

supply information to the flight inspector so that

he can fly the lower safe limit altitudes (below

which a missed approach would be necessary),

and be clear of obstacles prior to passing the

runway threshold.

The lower safe limit angle is normally 0.5o

less than the glidepath angle. During the

commissioning flight checks, the lower safe limit

angle shall be established in the same manner as

the glide slope angle (see paragraph 216.3206).

Verification of the angle on subsequent checks is

not necessary unless requested by maintenance;

all that is required is that satisfactory obstacle

clearance is provided while flying the lower safe

limit line/altitude as described above.

216.3209 Approach Lights. The approach

lights shall be inspected in accordance with

Section 218 of this manual.

216.3210 Communications. During commissioning inspections, check communications on all

required frequencies, including standby

equipment for clarity and coverage, from the final

controller position. Normally, this inspection is

combined with other checks.

216.3211 Standby Equipment. If dual channel

is installed, the standby channel will be spot

checked to ensure that it is functioning in a

manner equal to the primary equipment. For

periodic inspections, review the previous flight

inspection report and attempt to check the

channel not checked on the previous inspection.

216.3212 Standby Power. Standby power shall

be inspected in accordance with Section 106.43

of this manual.

216.4 ANALYSIS. A flight inspection of a

ground radar facility always uses the services of

the ground controllers, maintenance, and/or

engineering personnel because of the inherent

and unique characteristics of the entire system.

The flight inspector is responsible for

determining that the PAR conforms to the

specified tolerances. Any discrepancies found

which could be attributable to controller technique

should be brought to the attention of the ground

supervisory personnel.

216.5 TOLERANCES. All precision approach

radars shall meet the tolerances set forth below

for an unrestricted classification. Classification of

the facility based on flight inspection results is the

responsibility of the flight inspector.

a. Azimuth Course Alignment. The azimuth

course line will coincide as nearly as practicable

with runway centerline extended. The maximum

course alignment error at the runway threshold

shall not exceed 30 ft or 0.2o, whichever is

greater. Reference point for measuring 0.2o is

on runway centerline at the approach end of the

runway.

b Course Deviation Accuracy. Target

presentation and aircraft positioning shall be

coincident throughout the maneuvering area.

c. Range Accuracy. Range accuracy shall

indicate the position of the aircraft to within 2

percent of the true range.

d. Usable Distance. The radar shall be

capable of detecting an aircraft to a minimum of

7.5 miles from touchdown within the azimuth and

elevation sector portrayed on the radar scope.

e. Moving Target Indicator (MTI). Operation

of the MTI shall not cause loss of a workable

signal at other than blind speed.

f. Glide Path Alignment (Angle).

(1) Commissioning. During commissioning

inspections, the actual glidepath angle shall be

optimized within 0.1o of the desired angle.

(2) Periodic, Special. The glidepath alignment shall be within 0.2 degrees of the published

angle.

NOTE: The terms programmed, desired,

commissioned, and published are synonymous

and define the angle to which obstacle clearance

criteria and periodic angle tolerances are

applied.
8200.1A CHG 3 07/03/00

Page 216-8 Par 216.5

g. PAR/ILS/MLS Comparison. Glidepath

angle alignment of the PAR and ILS/MLS serving

the same runway shall be within 0.2°. The 0.2°

tolerance applies to the "as found" angle of the

PAR, versus the published ILS/MLS angle. As

observed in the area between 6,000 ft and 1,000

ft prior to threshold, the runway point of intercept

of the systems shall coincide such that there are

no conflicting indications that may result in pilot

confusion.

h. Lower Safe Limit Alignment (Angle). An

approach on the lower safe limit line shall provide

clearance from all obstacles from glidepath

intercept to runway threshold as follows:

(1) When the aircraft is flown on the lower

safe limit line.

(2) When the aircraft is flown at a minimum

angle established by the controller at facilities not

having lower safe limit lines portrayed on the

scopes.

i. Approach Lighting Systems. See

Section 218.

j. Communications. See Section 211.

k. Standby Equipment. See paragraph

106.42.

l. Standby Power. See paragraph 106.43.

216.6 ADJUSTMENTS. See paragraph

106.45
 	





 






	


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07/03/00 8200.1A CHG 3

Page 219-i (and ii)

SECTION 219. 75 Mhz MARKER BEACON

Paragraphs Title Pages

219.1 INTRODUCTION ....................................................................................... 219-1

219.11 ILS Markers Description...................................................... 219-1

219.12 Fan Markers (FM) Description ............................................ 219-1

219.2 PREFLIGHT REQUIREMENTS ................................................................. 219-1

219.21 Facilities Maintenance Personnel........................................ 219-1

219.22 Flight Personnel.................................................................. 219-2

219.3 FLIGHT INSPECTION PROCEDURES ..................................................... 219-2

219.31 Checklist............................................................................. 219-2

219.32 Detailed Procedures ........................................................... 219-4

219.3201 Spectrum Analysis .............................................................. Reserved

219.3202 Identification and Modulation Tone ..................................... 219-4

219.3203 Coverage............................................................................ 219-4

219.3204 Measurement Methods ....................................................... 219-5

219.3205 Holding Fixes...................................................................... 219-6

219.3206 Standby Equipment ............................................................ 219-6

219.3207 Standby Power ................................................................... 219-6

219.4 ANALYSIS ................................................................................................. 219-6

219.5 TOLERANCES .......................................................................................... 219-7

Figure 219-1 Radiation Pattern - Plan View .................................................................... 219-3

Figure 219-2 Marker Beacon Coverage .......................................................................... 219-3

Figure 219-3 Marker Beacon/Procedure Intermix............................................................ 219-5

Figure 219-4 Marker Beacon Overlap ............................................................................. 219-5

Figure 219-5 Typical 75 Mhz Marker Width Measurement.............................................. 219-6

Figure 219-6 75 Mhz Marker Width Measurement; A to B = Width ................................. 219-6

Figure 219-7 Example of Patterns Not Meeting Criteria Widths ...................................... 219-6

5/22/96 8200.1A

Par 219.1 Page 219-1

SECTION 219. 75 MHz MARKER BEACON

219.1 Introduction.

a. This section provides instructions and

performance criteria for certifying 75 megahertz

(MHz) marker beacons.

b. The marker beacon is a VHF radio

transmitter which propagates an ellipticallyshaped (fan) vertical radiation pattern on an

assigned frequency of 75 MHz. The radiation

pattern is composed of a major and a minor axis.

The major axis is defined as the longest diameter

of the elipse while the minor axis is the shortest

diameter, See Figure 219-1.

c. Functionally, marker beacons provide an

aural and visual indication of station passage in

association with facilities providing course

guidance. Identification is provided by both a

modulation frequency and a keying code.

d. Although marker beacons are basically

of the same type and function, their

nomenclature is generally divided into two

categories: ILS markers and fan markers. The

operational requirements and category are

dependent upon instrument flight procedural

application.

219.11 ILS Markers Description. These

markers are located on the approximate

instrument runway centerline extended in

accordance with installation criteria specified in

other documents. They are installed to indicate

the position of an aircraft along the instrument

approach course.

a. Outer Marker (OM).

(1) Modulation Frequency. 400 Hz,

Visual Signal--Illuminates the blue lamp.

(2) Keying Code. Continuous dashes at a

rate of two per second.

b. Middle Marker (MM).

(1) Modulation Frequency. 1300 Hz,

Visual Signal--Illuminates the amber lamp.

(2) Keying Code. Alternating dots and

dashes at a rate of 95 combinations per minute.

c. Inner Marker (IM).

(1) Modulation Frequency. 3000 Hz,

Visual Signal--Illuminates the white lamp.

(2) Keying Code. Continuous dots at a

rate of six dots per second.

219.12 Fan Markers (FM) Description. These

markers are generally associated with

nonprecision approach procedures; however,

they may be associated with an ILS to serve as a

localizer stepdown fix or MAP for circling

approaches to secondary airports.

a. Modulation Frequency. 3000 Hz, Visual

Signal--Illuminates the white lamp.

b. Keying Code.

(1) Back Course Marker. Two dot pairs

at a rate of 95 pairs per minute; older equipment,

72 pairs per minute.

(2) Other Installations. Morse code letter

R (•  •). Where more than one approach

marker is located in the same area, different

identification keying is necessary to avoid

confusion. The Morse code letters K ( • ), P

(•   •),X ( • • ), and Z (  • •) will be

used in the priority listed.

219.2 Preflight Requirements. See

paragraph 106.2

219.21 Facilities Maintenance Personnel. The

following information shall be furnished to flight

inspection prior to the commissioning check:

a. The proposed operational configuration

of any adjacent marker beacon facilities which

could produce interference, i.e., simultaneous

operation proposed or interlock device installed.

b. Any facility alterations performed

because of unique siting requirements, e.g., 8

KHz frequency separation between markers

serving parallel approaches.
8200.1A 5/22/96

Page 219-2 Par 219.22

219.22 Flight Personnel. The calibration card

shall be used to obtain the milliampere equivalent

of 1,700 microvolts (uV) required for each

modulation frequency (400 Hz, 1300 Hz, 3000

Hz); e.g., 1.8 milliampere (mA) may represent the

1700 uV level instead of 2.0 mA. Determine the

number of light lines which represent the 1700 uV

signal and use this reference as the minimum

acceptable signal level when evaluating marker

beacon coverage.

219.3 Flight Inspection Procedures.

219.31 Checklist. Markers are installed as a

constituent part of some other primary aid;

therefore, they are inspected concurrently with

the primary aid.

ILS AND FAN MARKERS

Inspections

Ref. Antenna and/or

Type Para. transmission lines

Check 219.xxx Commissioning Periodic Replacement/Adjustment

Spectrum

Analysis Reserved Reserved Reserved Reserved

Identification and

Modulation Tone .3202 X X X

Coverage .3203

Major axis X  

Minor axis X X X

Proximity Check X  

Holding Fixes .3205 X  X

Standby

Equipment .3206 X  

106.32

Standby Power .3207 X  

106.43
07/03/00 8200.1A CHG 3

Fig 219-1 Page 219-3

Figure 219-1

RADIATION PATTERN - PLAN VIEW

Figure 219-2

MARKER BEACON COVERAGE

A-A1 - ELECTRONIC LOCALIZER ON-COURSE

NDB OR VOR/VORTAC SIGNAL

B-B 1 - LOCALIZER/SDF/LDA 75 μA 90 or 150 Hz OR OMNI-DIRECTIONAL 5°

EITHER SIDE OF THE ELECTRONIC PROCEDURAL BEARING/RADIAL
8200.1A 5/22/96

Page 219-4 Par 219.32

219.32 Detailed Procedures.

219.3201 Spectrum Analysis. Reserved.

219.3202 Identification and Modulation Tone.

The purpose of this check is to ensure that the

correct modulation tone and keying code are

transmitted without interference throughout the

area of required coverage Keying rate is checked

by facility maintenance personnel.

Approved Procedure. Record and evaluate

the keying code while flying in the radiation pattern

at the proposed or published altitude(s). Check

that the audio modulation tone is correct by noting

that the proper light comes on for the type marker

being inspected; e.g., the OM illuminates the blue

lamp.

219.3203 Coverage. This check is conducted to

assure that the facility will provide a radiation

pattern that supports operational requirements

without interfering with other facilities or instrument

flight procedures. All of the commissioning

coverage requirements shall be completed with any

adjacent marker beacons removed from service to

preclude a misrepresentative coverage analysis

caused by signal intermixing. The aircraft marker

beacon sensitivity shall be set at the low position

for all checks.

a. Minor Axis. This check is performed to

measure the actual width and quality of the

radiation pattern along the procedural course

where it will be used.

(1) Approved Procedure. Fly through the

marker beacon signal while inbound on the

electronic course providing approach guidance.

Maintain the published minimum altitude to check

marker beacons that support nonprecision

approaches. For markers that support precision

instrument flight procedures, the preferred method

is to fly down the glidepath. An alternate procedure

is to maintain the altitude at which the glide slope

intersects the marker location. If the facility

supports both precision and nonprecision

procedures, and the difference between the

respective intercept altitudes exceeds 100 ft,

conduct the initial check at both altitudes,

thereafter, either altitude may be used.

Note: Coverage will be considered satisfactory

when the width is between 1,350 and 4,000 ft;

2,000 ft is the optimum width.

b. Major Axis. This measurement is

conducted to verify that the marker beacon

provides adequate coverage by measuring the

width of the minor axis at the extremities of a predefined off-course sector. There is no requirement

to flight inspect major axis coverage for inner

markers. It is not necessary to obtain the limits of

actual coverage unless requested as an

engineering assist.

(1) Approved Procedure. Fly through the

marker beacon signal while positioned on the

course or microamp displacement which defines

the required coverage limits (see Figure 219-2).

Maintain the altitudes required for the minor axis

measurements.

(2) Coverage Limits. The required coverage limits are predicated upon the type facility

providing course guidance:

(a) Unidirectional facilities; e.g., LOC/

LDA/SDF. Coverage shall be provided 75uA each

side of the localizer on-course signal, with the facility

in normal.

(b) Omnidirectional facilities; e.g., VOR,

NDB, etc. Coverage shall be provided 5o each

side of the on-course signal.

c. Proximity Check. These inspections

supplement the basic coverage checks to assure

operational compatibility between a marker beacon

sited in close proximity to another marker

beacon(s). The check may be performed prior to

the commissioning inspection as a type of site

evaluation. It shall be performed on each

applicable marker beacon prior to authorizing

operational use.

(1) Marker Beacon Signal Intermix. This

check is conducted to determine if there is

unacceptable signal derogation caused by the

simultaneous operation of two or more marker

beacons in close proximity.

(a) Approved Procedure. Perform

periodic checklist items with all marker beacons

operating as proposed; in addition, check the major

axis at the lowest procedural altitude on the side of

the marker beacon closest to the adjacent marker.

Assure that in-tolerance parameters and the

following conditions are met:
5/22/96 8200.1A

Par 219.3203 Page 219-5

1 No adverse audio interference; i.e.,

heterodyne.

2 Distinct fix indication that is not vague

or distorted.

Figure 219-3

MARKER BEACON/PROCEDURE INTERMIX

(2) Marker Beacon/Procedure Overlap.

This check is conducted to assure that there are no

false marker beacon indications present along an

instrument approach course, which would authorize

a premature descent prior to the point at which the

actual fix position/marker beacon occurs. This

situation could exist if the "intruding" marker

beacon signal had the same modulation, even

though the identifications may differ. Conduct this

check only if it is suspected that this condition

exists. See Figure 219-4.

(a) Approved Procedure. The flight

inspector shall position the aircraft at the extremity

of the approach course (150uA or 5o, as

appropriate) nearest the potentially misleading

marker beacon at the minimum procedural altitude.

If the signal intrusion into the approach area is at or

above 1700uV, the procedure must be suspended

until the signal intrusion can be reduced to less

than 1700uV. If the signal cannot be reduced, the

procedure shall be denied or the misleading

marker removed from service.

Figure 219-4

MARKER BEACON OVERLAP

219.3204 Measurement Methods. Formulas

appropriate to the following measurement methods

are listed in Section 302.

a. Ground Speed. Using an approved unit that

provides a ground speed readout, derive the

average ground speed and note it on the recording.

Ascertain the time required to traverse the pattern;

then calculate the width using time and ground

speed.

b. True Airspeed. Maintaining a constant true

airspeed and altitude, traverse the marker beacon

pattern on the appropriate course. A reciprocal

flight shall be made in the opposite direction to

eliminate the effects of wind. Calculate the width

using the true airspeed and time for each crossing.

c. Known Distance. When the distance

between two points on, or reasonably close to, the

desired track are known (marker to runway, etc.),

maintain a constant indicated airspeed and altitude

throughout the segment and calculate the width by

proportioning the marker distance to the known

distance.
8200.1A 5/22/96

Page 219-6 Par 219.3205

219.3205 Holding Fixes. Marker beacons which

will be used as a fix for holding or any other

instrument flight procedural use, at altitudes above

those noted in paragraph 219.3203, shall be

checked for major and minor axis coverage at the

highest proposed altitude. If performance is not

satisfactory and cannot be corrected by facility

adjustment, the operational altitudes will have to be

revised or procedural use denied.

219.3206 Standby Equipment. See paragraph

106.32. This equipment shall be checked in the

same manner as the main equipment.

219.3207 Standby Power. Refer to paragraph

106.43; if the check is required, complete periodic

checklist requirements on one set of equipment

while operating on standby power.

219.4 Analysis.

a. There shall be no "holes" in the area of

coverage for middle and inner markers. (See

Figure 219-5.)

b. Momentary reductions in RF signal levels

for outer and fan markers are acceptable, provided

the reduction is 300 ft or less in duration. The

reduction is considered as part of the total width.

(See Figure 219-6.)

c. Figure 219-7 illustrates an out-oftolerance condition.

Figure 219-5

TYPICAL 75 MHz MARKER WIDTH

MEASUREMENT

Figure 219-6

75 MHz MARKER WIDTH MEASUREMENT

A to B EQUALS WIDTH (INCLUDES THE HOLE)

Figure 219-7

EXAMPLE OF PATTERNS NOT MEETING

CRITERIA WIDTHS

A & B ARE NOT ADDITIVE
07/03/00 8200.1A CHG 3

Par 219.5 Page 219-7 (and 8)

219.5 Tolerances. Marker beacons shall meet these tolerances or be removed from service. The

following tolerances are applied with the receiver sensitivity in low:

Reference

Parameter Para 219.xxxx Tolerance/Limit

Electromagnetic Spectrum Reserved Interference shall not cause an out-of-tolerance

condition.

Identification .3202 Distinct; correct; constant throughout the coverage area;

and clearly distinguishable from any other markers.

Modulation .3202 The modulation shall illuminate the following lights:

OM - Blue Light (400 Hz)

MM - Amber Light (1300 Hz)

IM - White Light (3000 Hz)

FM - White Light (3000 Hz)

Coverage .3203 With a constant signal at or above 1700 microvolts (uV),

the following widths shall be provided:

 Minor Axis

 ILS Outer Marker .3203a(1)NOTE

219.4

Width shall not be less than 1,350’ or more than 4,000’

 ILS Middle Marker Width shall not be less than 675’ or more than 1,325’

 ILS Inner Marker Width shall not be less than 340’ or more than 660’

 Fan Markers

 Used for a missed 219.4 Width shall not be less than 1,000’ or more

 approach or step- than 3,000’

 down fix in the final

 approach segment.

 All others Same as ILS Outer Marker

Major Axis

 ILS Outer Marker * .3203b(2) Minimum: 700 Ft

Maximum: 4,000 Ft

Those markers installed to serve dual runways shall not

exceed 4,000 ft within the normal localizer width sector of

150 uA either side of the procedural centerline.

 ILS Middle Marker * .3203b(2) Minimum: 350 Ft

Maximum: 1,325 Ft

 ILS Inner Marker * Not Applicable

 All Others * .3203b(2) Any duration not to exceed the respective minor axis

tolerance.

Separation A separation between the 1700uV points of succeeding

marker patterns which provide a fix on the same

approach course; e.g., MM to IM, shall be at least 709 ft.

* As measured along the minor axis at the extremities of the pre-defined off-course sector.

 	











	
	

 
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5/22/96 8200.1A

Page 221-1 (and 2)

SECTIONS 221 - 299

RESERVED

07/03/00 8200.1A CHG 3

Par 301.1 Page 301-1

CHAPTER 300. SUPPLEMENTAL INFORMATION

SECTION 301. GLOSSARY OF ABBREVIATIONS, ACRONYMS, DEFINITIONS, AND SYMBOLS

301.1 Definitions and Symbols. The use of

italics within a definition denotes another definition

contained within this section.

Actual Glidepath Alignment or Actual

Glidepath Angle. The straight line arithmetic mean

of all deviations around the on-path position derived

in ILS zone 2.

Actual Course (Alignment). The straight line

arithmetic mean of all deviations around the oncourse position derived from the area in which

alignment was taken.

Actual Navigation Performance (ANP).

Sometimes called Estimated Position Error (EPE) or

“Q” factor, is an onboard computation of the

estimated 95% Navigation System Error using

knowledge of the real world navigation environment,

i.e., number of satellites tracked, number/geometry

of ground facilities, and statistical error models of

the various navigation sources. ANP is

continuously compared to RNP, and the crew is

alerted if ANP exceeds RNP.

AFIS Corrected Error Trace. A graphical

presentation of deviation about the mean of all

points measured in ILS Zone 2 for glidepaths and

zones 2 and 3 for localizers.

Automatic Gain Control (AGC). A process of

electronically regulating the gain in the amplification

stages of a receiver so that the output signal tends

to remain constant though the incoming signal may

vary in strength.

AGC Current or Voltage. A current or voltage

responding to the action of the AGC circuit that may

be interpreted in terms of signal intensity.

Air Traffic Control Radar Beacon System

(ATCRBS). The general term of the ultimate in

functional capability afforded by several automation

systems. Each differs in functional capabilities and

equipment. ARTS IA, ARTS II, ARTS III, and ARTS

IIIA (see AIM).

Airway/Federal Airway. A control area or portion

thereof established in the form of a corridor, the

centerline of which is defined by navigational aids

(refer to FAR Part 71, AIM).

Alignment. Coincidence of a positional or

directional element with its nominal reference.

Alignment, Azimuth. The azimuth or actual

magnetic bearing of a course.

Alignment, Elevation. The actual angle above a

horizontal plan originating at a specific point of a

course used for altitude guidance.

Alignment Error. The angular or linear

displacement of a positional or directional element

from its normal reference.

Alignment Error, Azimuth. The difference in

degrees between the position of a selected course

and the correct magnetic azimuth for this course.

Note: The error is positive when the course is

clockwise from the correct azimuth.

Alignment Error, Elevation. The difference in

degrees between the measured angle of the course

and the correct angle for the course.

Note: The error is positive when the course is

above the correct angle.

ALTITUDES:

a. Absolute Altitude. The altitude of the

aircraft above the surface it is flying (AC 00-6A). It

may be read on a radio/radar altimeter.

b. Calibrated Altitude. Indicated altitude

corrected for static pressure error, installation error,

and instrument error.

c. Indicated Altitude. The altitude as shown

by an altimeter on a pressure or barometric

altimeter. It is altitude as shown uncorrected for

instrument error and uncompensated for variation

from standard atmospheric conditions (AIM).

d. Pressure Altitude. Altitude read on the

altimeter when the instrument is adjusted to indicate

height above the standard datum plane (29.92"

Hg.)(AC 61-27 latest revision).

e. True Altitude. The calibrated altitude

corrected for nonstandard atmospheric conditions.

It is the actual height above mean sea level (AC 61-

27 and AFM 51-37).

Ampere. A unit of electric current such as would

be given with an electromotive force of one volt

through a wire having a resistance of one OHM.

See Symbols. See Crosspointer.

Amplitude (Peak). The maximum instantaneous

value of a varying voltage or current measured as

either a positive or negative value.
8200.1A CHG 3 07/03/00

Page 301-2 Par 301.1

Anomalous Propagation. Weather phenomena

resulting in a layer in the atmosphere capable of

reflecting or refracting electromagnetic waves either

toward or away from the surface of the earth.

Angle Voltage. The alignment points of the

azimuth and elevation electronic cursors are

expressed in angle voltage or dial divisions.

Antenna. A device used to radiate or receive

electromagnetic signals.

Antenna Reflector. That portion of a directional

array, frequently indirectly excited, which reduces

the field intensity behind the array and increases it

in the forward direction.

Approach Azimuth. Equipment which provides

lateral guidance to aircraft in the approach and

runway regions. This equipment may radiate the

Approach Azimuth function or the High Rate

Approach Azimuth function along with appropriate

basic and auxiliary data.

Approach Elevation. The equipment which

provides vertical guidance in the approach region.

This equipment radiates the Approach Elevation

function.

Approach Reference Datum (ARD). A point at a

specified height located vertically above the

intersection of the runway centerline and the

threshold.

Area Navigation (RNAV). A method of

navigation that permits aircraft operations on any

desired course within the coverage of station

referenced navigation signals or within the limits of

self-contained system capability (AIM).

Area VOT. A facility designed for use on the

ground or in the air. It may be located to provide the

test signal to one or more airports.

Attenuation. The reduction in the strength of a

signal, expressed in decibels (dB).

Average Course Signal. The course determined

by drawing the mean of the maximum course

deviations due to roughness and scalloping.

Azimuth. A direction at a reference point

expressed as the angle in the horizontal plane

between a reference line and the line joining the

reference point to another point, usually measured

clockwise from the reference line.

Auxiliary Data. Data, transmitted in addition to

basic data, that provide facilities maintenance

equipment siting information for use in refining

airborne position calculations and other

supplementary information.

Barometric Vertical Navigation (BARO VNAV).

A navigation system which presents computed

vertical guidance to the pilot. The computerresolved Glidepath Angle (GPA) is based on

barometric altitude, and is either computed as a

geometric angle between two waypoints, or an

angle from a single waypoint.

Baseline Extension (Loran-C). The extension of

the baseline beyond the master or secondary

station. Navigation in this region may be inaccurate

due to geometrical considerations resulting in

ambiguous position solutions.

Basic Data. Data transmitted by the facilities

maintenance equipment that are associated directly

with the operation of the landing guidance system.

Bearing. The horizontal direction to or from any

point usually measured clockwise from true north or

some other reference point (see Non-Directional

Beacon)(AIM).

Bends. Slow excursions of the course.

Bits per second (BPS). Refers to digital data

transfer rate, usually by modem or direct cable.

Blind Speed. The rate of departure or closing of

a target relative to the radar antenna at which

cancellation of the primary target by MTI circuits in

the radar equipment causes a reduction or

complete loss of signal (AIM).

Blind Zones (Blind Spots). Areas from which

radio transmissions and/or radar echoes cannot be

received.

Broadband. Nonautomated signal processing.

Capture Effect. A system in which coverage is

achieved by the use of two independent radiation

field patterns spaced on separate carrier

frequencies.

Control Electronic Unit (CEU). Mobile MLS

computer transmitter and monitoring system.

Change/Reversal in Slope of the Glidepath. A

long term (1,500 ft or more) change in the direction

of the on-path position as determined by the graphic

averaging of the short term (roughness, high

frequency scalloping) deviations as represented by

the differential/corrected error trace.

Checkpoint. A geographical point on the surface

of the earth whose location can be determined by

reference to a map or chart.
07/03/00 8200.1A CHG 3

Par 301.1 Page 301-3

Circular Polarization (CP). An electromagnetic

wave for which the electronic and/or the magnetic

field vector at a point describes a circle.

Note: Circular Polarization reduces or eliminates

echoes from precipitation.

Clearance. The preponderance of the

modulation signal appropriate to the area on one

side of the reference line or point to which the

receiver is positioned, over the modulation signal

appropriate to the area on the other side of the

reference line.

Clearance Guidance Sector. The volume of

airspace, inside the coverage sector, within which

the azimuth guidance information provided is not

proportional to the angular displacement of the

aircraft but is a constant fly-left or fly-right indication

of the direction relative to the approach course the

aircraft should proceed in order to enter the

proportional guidance sector.

Close-in Courses. That portion of a course or

radial which lies within 10 miles of the station.

Code Train. A series of pulses of similar

characteristics and specific spacing. Applicable to

the group of pulses transmitted by a transponder

each time it replies to an interrogator.

Common Digitizer Data Reduction Program

(CD). A computer data recording of raw

narrowband radar data (minimal filtering ability is

provided).

Cone of Ambiguity. Airspace over a VOR or

TACAN station, conical in shape, in which the

To/From ambiguity indicator is changing positions.

Control Motion Noise (CMN). Those

fluctuations in the guidance which affect aircraft

attitude, control surface, column motion, and wheel

motion during coupled flight but do not cause

aircraft displacement from the desired course or

glidepath.

Cooperating Aircraft. Aircraft which cooperate

by flying courses required to fulfill specific portions

of the flight inspection and which meet the

requirements for a small aircraft.

Cosecant-Squared Beam. A radar beam pattern

designed to give approximately uniform signal

intensity for echoes received from distant and

nearby objects. The beam intensity varies as the

square of the cosecant of the elevation angle.

Crosspointer (Deflection Indicator Current

(ICAO)). An output current proportional to: ILS--

Difference in depth of modulation measured in

microamperes. VOR/VORTAC/TAC -- The

difference in phase of two transmitted signals

measured in degrees of two audio navigation

components for a given displacement from a

navigation aid.

Course Coincidence. The measured divergence

of the designated radials of two adjacent facilities in

the airway structure. (ICAO Document 8071).

Course Displacement. The difference between

the actual course alignment and the correct course

alignment. (ICAO Document 8071).

Course Error. The difference between the

course as determined by the navigational equipment

and the actual measured course to the facility. This

error is computed as a plus or minus value, using

the actual measured course to the facility as a

reference.

Course Line Computer. Airborne equipment

which accepts bearing and distance information

from receivers in an aircraft, processes it, and

presents navigational information enabling flight on

courses other than directly to or from the ground

navigation aid being used. (Used in Area

Navigation--RNAV.)

Course Roughness. Rapid irregular excursions

of the course usually caused by irregular terrain,

obstructions, trees, power lines, etc.

Course Scalloping. Rhythmic excursions of the

electromagnetic course or path.

Course Width (Course Sensitivity). The

angular deviation required to produce a full-scale

course deviation indication of the airborne

navigation instrument.

Coverage. The designated volume of airspace

within which a signal-in-space of specified

characteristics is to be radiated.

Cycle Skip. The receiver uses the incorrect cycle

of the 100 kHz carrier of the Loran-C signal, for time

measurements. Normally the third cycle of a given

carrier pulse is used for time measurements. Each

cycle slip will result in a 10-microsecond error in

time measurement and a corresponding error in

navigation.
8200.1A CHG 3 07/03/00

Page 301-4 Par 301.1

Dedicated TRIAD. Three specific Loran-C

stations from one CHAIN. Dedicated TRIAD

selection is utilized to ensure that receiver

positioning is determined only by these stations.

Designed Procedural Azimuth. The azimuth

determined by the procedure specialist that defines

the desired position of a course or bearing.

DF Course (Steer). The indicated magnetic

direction of an aircraft to the DF station and the

direction the aircraft must steer to reach the station.

DF Fix. The geographical location of an aircraft

obtained by the direction finder.

Difference in Depth of Modulation (DDM). The

percentage modulation of the larger signal minus

the percentage modulation of the smaller signal.

Discrepancy. Any facility operating parameter

which is not within the given tolerance values

(prescribed in the U.S. Standard Flight Inspection

Manual) as determined by flight inspection

measurements.

Displaced Threshold. A threshold located on

the runway at a point other than the designated

beginning of the runway (AIM).

Distance Measuring Equipment (DME).

Electronic equipment used to measure, in nautical

miles, the slant range of the aircraft from the

navigation aid. (AIM)

Distance Measuring Equipment/Precision

(DME/P). The range function associated with the

MLS. It is a precision distance measuring

equipment providing accurate range (20 to 40 ft at a

2-sigma probability).

DME Electronic Unit (DEU). Mobile MLS

transmitter and monitoring system.

Doppler VOR (DVOR). VOR using the Doppler

frequency shift principle.

Dual-Frequency Glidepath System. An ILS

glidepath in which coverage is achieved by the use

of two independent radiation field patterns spaced

on separate carrier frequencies within the particular

glidepath channel, e.g., Capture Effect Glidepath.

Dual-Frequency Localizer System. A localizer

system in which coverage is achieved by the use of

two independent radiation frequencies within the

particular localizer VHF channel.

Envelope to Cycle Discrepancy (ECD). The

discrepancy between the desired and actual zero

phase crossing at the end of the third cycle of the

Loran-C 100 kHz carrier pulse.

Essential Data. Essential data words are Basic

Data Words 1, 2, 3, 4, and 6; and Auxiliary Data

Words A1, A2, and A3.

Expanded Service Volume (ESV). That

additional volume of airspace beyond the service

volume requested by the FAA's Air Traffic Service

or procedure specialist and approved by frequency

management of the Airway Facilities Division and

flight inspection for operational use.

/F. Flight Management System (FMS) and

Electronic Flight Instrument System (EFIS)

equipped aircraft with /E capability having a “Special

Aircraft and Aircrew Authorization” issued by the

FAA.

(Flight Facility). Any ground placed electronic

equipment used to assist pilots in air navigation,

landing approaches, or to direct air traffic

movements. Flight facilities include NAVAID's,

communications, and traffic control facilities.

Feed Horn. Radar antenna focal point. Also

reference point in antenna elevation measurements.

Final Approach Segment. This is the segment

in which alignment and descent for landing are

accomplished. The final approach segment

considered for obstacle clearance begins at the final

approach fix or point and ends at the runway or

missed approach point, whichever is encountered

last. A visual portion within the final approach

segment may be included.

Fixed Map. A background map on the radar

display produced by one of the following methods:

(1) Engraved marks on an overlay illuminated

by edge lighting

(2) Engraved fluorescent marks on an

overlay illuminated by means of ultraviolet

light.

(3) Projected on the display by means of film

and a projector mounted above and in front

of the scope.

(4) Electronically mixed into the display as

generated by a "mapper" unit

Flag (Flag Alarm). A warning device in certain

airborne navigation equipment and flight

instruments indicating: (1) instruments are

inoperative or otherwise not operating satisfactorily,

or (2) signal strength or quality of the received

signal falls below acceptable values. (AIM)
 		
	


	 	

		
		 		





 
 
	 	 

 	 


		  
 	


		   

   	





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07/03/00 8200.1A CHG 3

Par 301.1 Page 301-9

MSAW Approach Path Monitor (APM). An area

normally 1 nm wide, either side of final approach

course or runway heading. An APM starts at

approximately 5 nm (or final approach fix) from the

approach end of runway. An altitude value is

determined for obstruction clearance for each APM

at the beginning and at the end of the APM. These

two values provide MSAW protection as an aircraft

descends along the approach path towards the

runway. Parallel runways utilize the same APM.

For a circling only SIAP, the APM starts at 5 nm (or

FAF) from the closest landing surface, and

terminates 1 – 2 nm from the closest landing

surface.

MSAW General Terrain Map (GTM). The area

within a 55-mile radius of an Airport Surveillance

Radar in which Mode-C equipped aircraft are

monitored by an MSAW computer software function

for obstacle separation.

MSAW Bin. A 2 nm square area within an

MSAW General Terrain Map; 4,096 bins make up

an MSAW General Terrain Map.

MSAW Bin Altitude. An altitude that is

determined by the highest obstacle within the

MSAW bin, plus 500 ft.

Minimum Vectoring Altitude (MVA). The lowest

MSL altitude at which an IFR aircraft will be

vectored by a radar controller, except as otherwise

authorized for radar approaches, departures and

missed approaches. The altitude meets IFR

obstacle clearance criteria. It may be lower than the

published MEA along an airway or J-route segment.

It may be utilized for radar vectoring only upon the

controllers' determination that an adequate radar

return is being received from the aircraft being

controlled. Charts depicting minimum vectoring

altitudes are normally available only to the

controllers and not to pilots. (AIM)

Missed Approach Point (MAP). A point

prescribed in each instrument approach procedure

at which a missed approach procedure shall be

executed if the required visual reference does not

exist. (AIM: See Missed Approach and Segments

of an Instrument Approach Procedure.)

Missed Approach Segment. The missed

approach segment is initiated at the decision height

in precision approaches and at a specified point in

non-precision approaches. The missed approach

must be simple, specify an altitude, and whenever

practical, a clearance limit (end of the missed

approach segment). The missed approach altitude

specified in the procedure shall be sufficient to

permit holding or en route flight.

MLS Approach Reference Datum. A point at a

specified height located vertically above the

intersection of the runway centerline and the

threshold.

MLS Auxiliary Data. Data, transmitted in

addition to basic data, that provide facilities

maintenance equipment siting information for use in

refining airborne position calculations and other

supplementary information.

MLS Basic Data. Data transmitted by the

facilities maintenance equipment that are

associated directly with the operation of the landing

guidance system.

MLS Coverage Sector. A volume or airspace

within which service is provided by a particular

function and in which the signal power density is

equal to or greater than the specified minimum.

MLS Datum Point. The point on the runway

centerline closest to the phase center of the

approach elevation antenna.

MLS Function. A particular service provided by

the MLS; e.g., approach azimuth guidance,

approach elevation guidance, or basic data, etc.

MLS Mean Course Error. The mean value of the

azimuth error along a specified radial of the azimuth

function.

MLS Mean Glidepath Error. The mean value of

the elevation error along a specified angle of the

elevation function.

MLS Minimum Glidepath. The lowest angle of

descent along the zero-degree azimuth that is

consistent with published approach procedures and

obstacle clearance criteria.

MLS-Point "A". An imaginary point on the

minimum glidepath and commissioned azimuth

radial, 4 nautical miles from the runway threshold.

MLS-Point "B". An imaginary point on the

minimum glidepath and commissioned azimuth

radial, 3,500 ft from the runway threshold.

MLS-Point "C". A point through which the

downward extended straight portion of the glidepath

passes at a height of 100 ft above the horizontal

plane containing the runway threshold.

Note: Azimuth only facilities, Point C is the missed

approach point.

MLS-Point "D". A point 12 ft above the runway

centerline and 3,000 ft from the runway threshold in

the direction of the azimuth station.
8200.1A CHG 3 07/03/00

Page 301-10 Par 301.1

MLS-Point "E". A point 12 ft above the runway

centerline and 2,000 ft from the stop end of the

runway in the direction of the runway threshold.

MLS Proportional Guidance Sector. The

volume of airspace within which the angular

guidance information provided by a function is

directly proportional to the angular displacement of

the airborne antenna with respect to the zero angle

difference.

MLS Reference Point. The point at which flight

inspection begins to apply facility budget error

tolerances. This will normally be either the ARD or

MAP.

Mode. The letter or number assigned to a

specific pulse spacing of radio signals transmitted

or received by ground interrogator or airborne

transponder components of the Air Traffic Control

Radar Beacon System (ATCRBS). Mode A (military

Mode 3), Mode C (altitude reporting), and Mode S

(data link) are used in air traffic control. (See

transponder, interrogator, radar.) (AIM)

ICAO-Mode (SSR) Mode. The letter or number assigned

to a specific pulse spacing of the interrogation signals

transmitted by an interrogator. There are five modes: A,

B, C, D, and M--corresponding to five different

interrogation pulse spacings.

Moving Target Detection (MTD). Type of moving

target detection system (like MTI) based on digital

storage map techniques. Used in newer primary

radars.

Moving Target Indicator (MTI). Electronic

circuitry that permits the radar display presentation

of only targets which are in motion. A partial

remedy for ground clutter.

MTI Reflector. A fixed device with electrical

characteristics of a moving target which allows the

demonstration of a fixed geographic reference on a

MTI display. (Used to align video maps, azimuth

reference, etc.)

Narrowband Radar Display. Computer

generated display of radar signals.

National Flight Data Center (NFDC). A facility in

Washington, D.C., established by FAA to operate a

central aeronautical information service for the

collection, validation, and dissemination of

aeronautical data in support of the activities of

government, industry, and the aviation community.

The information is published in the National Flight

Data Digest. (AIM: See National Flight Data

Digest.)

National Transportation Safety Board (NTSB).

Office responsible for aircraft accident

investigations.

NAVAID. Any facility used in, available for use in,

or designated for use in aid of air navigation,

including landing areas, lights, any apparatus or

equipment for disseminating weather information,

for signaling, for radio direction finding, or for radio

or other electronic communication, and any other

structure or mechanism having a similar purpose for

guiding or controlling flight in the air or the landing

or takeoff of aircraft. (Re: Federal Aviation Act of

1958, as amended.) (AIM)

Nondirectional Beacon/Radio Beacon (NDB).

An L/MF or UHF radio beacon transmitting

nondirectional signals whereby the pilot of an

aircraft equipped with direction finding equipment

can determine his bearing to or from the radio

beacon and "home" on or track to or from the

station. When the radio beacon is installed in

conjunction with the Instrument Landing System

marker, it is normally called Compass Locator.

(AIM)

Nonprecision Approach Procedure/

Nonprecision Approach. A standard instrument

approach procedure in which no electronic glide

slope is provided; e.g., VOR, TACAN, NDB, LOC,

ASR, LDA, or SDF approaches. (AIM)

Notices to Airmen/Publication. A publication

designed primarily as a pilot's operational manual

containing current NOTAM information (see Notices

to Airmen - NOTAM) considered essential to the

safety of flight, as well as supplement data to other

aeronautical publications. (AIM)

Notices to Airmen/NOTAM. A notice containing

information (not known sufficiently in advance to

publicize by other means) concerning the

establishment, condition, or change in any

component (facility, service, or procedure of, or

hazard in the National Airspace System ) the timely

knowledge of which is essential to personnel

concerned with flight operations. (AIM)

a. NOTAM (D) - A NOTAM given (in addition

to local dissemination) distant dissemination via

teletype writer beyond the area of responsibility of

the Flight Service Station. These NOTAMS will be

stored and repeated hourly until canceled.

b. NOTAM (L) - A NOTAM given local

dissemination by voice (teletypewriter where

applicable), and a wide variety of means such as:

TelAutograph, teleprinter, facsimile reproduction,

hot line, telecopier, telegraph, and telephone to

satisfy local user requirements.
07/03/00 8200.1A CHG 3

Par 301.1 Page 301-11

c. FDC NOTAM A notice to airmen,

regulatory in nature, transmitted by NFDC and given

all-circuit dissemination.

d. ICAO NOTAM. A notice, containing

information concerning the establishment, condition,

or change in any aeronautical facility, service,

procedure, or hazard, the timely knowledge of which

is essential to personnel concerned with flight

operations. (AIM)

Null. That area of an electromagnetic pattern

where the signal has been intentionally canceled or

unintentionally reduced to an unacceptable level.

Obstacle. An existing object, object of natural

growth, or terrain at a fixed geographical location, or

which may be expected at a fixed location within a

prescribed area, with reference to which vertical

clearance is or must be provided during flight

operation. (AIM)

Obstacle Clearance. The vertical distance

between the lowest authorized flight altitude and a

prescribed surface within a specified area. (FAA

Order 8260.19, latest revision)

Obstruction. An object which penetrates an

imaginary surface described in FAR Part 77. (AIM)

(Refer to FAR Part 77).

Omnibearing Selector (OBS). An instrument

capable of being set to any desired bearing of an

omnirange station and which controls a course

deviation indicator.

On-Course. The locus of points in the horizontal

plane in which a zero or on-course reading is

received.

On-Path. Same as on-course but in the vertical

plane. See ILS--Glidepath.

Operational Advantage. An improvement which

benefits the users of an instrument procedure.

Achievement of lower minimums or authorization for

a straight-in approach with no derogation of safety

are examples of an operational advantage. Many of

the options in TERP's are specified for this purpose.

For instance, the flexible final approach course

alignment criteria may permit the ALS to be used for

reduced visibility credit by selection of the proper

optional course. (FAA Order 8260.3, latest revision)

Optimum Error Distribution. Best overall facility

alignment error distribution to achieve maximum

operational benefits (not necessarily a perfect

balance of the errors).

Orbit Flight. Flight around a station at

predetermined altitude(s) and constant radius.

Oscilloscope. An instrument for showing

visually, graphic representations of the waveforms

encountered in electrical circuits.

Out-of-Coverage Indication (OCI). A signal

radiated into areas outside the intended coverage

sector where required to specifically prevent invalid

removal of an airborne warning indication flag in the

presence of misleading guidance information.

Out of Tolerance Condition. See Discrepancy.

Path Following Error (PFE). The guidance

perturbations which the aircraft will follow. It is

composed of a path following noise and of the mean

course error in the case of azimuth functions or the

mean glidepath error in the case of elevation

functions.

Path Following Noise (PFN). That portion of the

guidance signal error which could cause aircraft

displacement from the mean course line or mean

glidepath as appropriate.

Pilot-Controlled Lighting. Airfield lighting

systems activated by VHF transmissions from the

aircraft.

Planned View Display (PVD). A display

presenting computer generated information such as

alphanumerics or video mapping.

Polarization Error. The error arising from the

transmission or reception of a radiation having a

polarization other than that intended for the system.

Primary Area. The area within a segment in

which full obstacle clearance is applied. (FAA

Order 8260.3, latest revision)

Proportional Guidance Sector. The volume of

airspace within which the angular guidance

information provided by a function is directly

proportional to the angular displacement of the

airborne antenna with respect to the zero angle

reference.

“Q” Factor. See Actual Navigation Performance.

Quadradar. Ground radar equipment named for

its four presentations.

a. Height Finding

b. Airport Surface Detection

c. Surveillance

d. Precision Approach

/R. RNAV and transponder with altitude encoding

capability.
8200.1A CHG 3 07/03/00

Page 301-12 Par 301.1

Radar Bright Display Equipment (RBDE).

Equipment at the ARTCC which converts radar

video to a bright raster scan (TV type) display.

Radar Data Analysis Software (RDAS). A

generic term referring to many types of terminal and

en route radar data analysis tools. (COMDIG,

RARRE, DRAM, etc.)

Radar Plan Position Indicator (RAPPI).

Maintenance display used with CD-1 common

digitizers.

Radar/Radio Detecting and Ranging. A device

which, by measuring the time interval between

transmission and reception of radio pulses and

correlating the angular orientation of the radiated

antenna beam or beams in azimuth and/or

elevation, provides information on range, azimuth,

and/or elevation of objects in the path of the

transmitted pulses.

a. Primary Radar. A radar system in which a

minute portion of a radio pulse transmitted from a

site is reflected by an object and then received back

at that site for processing and display at an air traffic

control facility.

b. Secondary Radar/Radar Beacon/

ATCRBS. A radar system in which the object to be

detected is fitted with cooperative equipment in the

form of a radio receiver/transmitter (transponder).

Radar pulses transmitted from the searching

transmitter/receiver (interrogator) side are received

in the cooperative equipment and used to trigger a

distinctive transmission from the transponder.

This reply transmission, rather than a reflected

signal, is then received back at the

transmitter/receiver site for processing and display

at an air traffic control facility. (See Transponder,

Interrogator.) (AIM)

c. ICAO-Radar. A radio detection device

which provides information on range, azimuth,

and/or elevation of objects.

(1) Primary Radar. A radar system

which uses reflected radio systems.

(2) Secondary Radar. A radar system

wherein a radio signal transmitted from a radar

station initiates the transmission of a radio signal

from another station.

Radar Resolution - Azimuth. The angle in

degrees by which two targets at the same range

must be separated in azimuth in order to be

distinguished on a radar scope as individual returns.

Radar Resolution - Range. The distance by

which two targets at the same azimuth must be

separated in range in order to be distinguished on a

radar scope as individual returns.

Radar Route. A flight path or route over which an

aircraft is vectored. Navigational guidance and

altitude assignments are provided by ATC. (See

Flight Path, Route.) (AIM)

Receiver Autonomous Integrity Monitoring

(RAIM). A technique whereby a civil GPS

receiver/processor determines the integrity of the

GPS navigation signals without reference to

sensors or non-DoD integrity systems other than the

receiver itself. This determination is achieved by a

consistency check among redundant pseudorange

measurements.

Range of Validity. Area around a local area

monitor where published Loran-C receiver TD

calibration values are valid.

Radial. A magnetic bearing extending from a

VOR/VORTAC/TACAN navigation facility. (AIM)

Range, Azimuth, Radar, Reinforced Evaluator

(RARRE). An IBM 9020 radar diagonistic program

which is used to evaluate narrowband radar.

Real Time Quality Check (RTQC). Internally

generated test target in automated target

processing devices (common digitizers, etc.)

Receiver Check Point. A specific point

designated and published, over which a pilot may

check the accuracy of his aircraft equipment, using

signals from a specified station.

Recorder Event Mark. A galvo mark on a

recorder related to a position or time, required for

correlation of data in performance analysis.

Reference Radial. A radial, essentially free from

terrain and side effects, designated as a reference

for measuring certain parameters of facility

performance.

Reference Voltage (VOR Reference Voltage).

A 30 Hz voltage derived in the reference phase

channel of the aircraft VOR receiver.

Required Navigation Performance (RNP). A

statement of the navigation performance accuracy

necessary for operation within a defined airspace.

RHO/THETA Position. Coordinate position

described by distance and angle.
07/03/00 8200.1A CHG 3

Par 301.1 Page 301-13

Ring-Around. A display produced on the scope

by front, side, or back antenna lobes of the

secondary radar system. It appears as a ring

around the radar location and may occur when an

aircraft transponder replies to ground interrogations

while in close proximity to the antenna site.

Rotation (Correct Rotation). A condition

wherein the transmitted azimuth angle increases in

a clockwise direction.

Roughness. Rapid irregular excursions of the

electromagnetic course or path.

Runway Approach Surface Baseline. An

imaginary plane down the runway at the height of

the runway surface at threshold.

Runway Environment. The runway threshold or

approved lighting aids or other markings identifiable

with the runway. (FAA Order 8260.3)

Runway Point of Intercept. The point where the

extended glide slope intercepts the runway

centerline on the runway surface.

Runway Reference Point. Where VGSI angle of

visual approach path intersects runway profile (see

RPI).

Runway Threshold. The beginning of that

portion of the runway usable for landing. (AIM)

(When used for flight inspection purposes,

displaced threshold(s) or threshold mean the same

thing.)

Scalloping. See Course Scalloping. (FAA Order

1000.15, latest revision)

Search (DME/TACAN). Rapid movement of the

distance or bearing indicators during the period in

which either is unlocked. (FAA Order 1000.15,

latest revision)

Secondary Area. The area within a segment in

which required Obstruction Clearance (ROC) is

reduced as distance from the prescribed course is

increased (FAA Order 8260.3, latest revision).

Segment. The basic functional division of an

instrument approach procedure. The segment is

oriented with respect to the course to be flown.

Specific values for determining course alignment,

obstacle clearance areas, descent gradients, and

obstacle clearance requirements are associated

with each segment according to its functional

purpose. (FAA Order 8240.3, latest revision)

Sensing (Correct Sensing). A condition wherein

the ambiguity indicator gives the correct To/From

indication.

Sensitivity Time Control (STC). Procedure

used to vary receiver sensitivity with range. Gain is

reduced as a function of decreasing range, in an

attempt to make all radar replies uniform. (Gain

would be maximum to maximum range in this

event.)

Service Volume/SV. That volume of airspace

surrounding a NAVAID within which a signal of

usable strength exists and where that signal is not

operationally limited by co-channel interference.

Note: For VOR/TACAN/DME and ILS, the following

definitions are used:

a. Standard Service Volume (SSV) - That

volume of airspace defined by the national standard.

b. Expanded Service Volume (ESV) - An

approved service volume outside of the standard

service volume.

c. Operational Service Volume (OSV) - The

airspace available for operational use. It includes

the following:

(1) The SSV excluding any portion of the

SSV which has been restricted.

(2) The ESV.

Short-Term Excursions. Excursion

characteristics of a navigation on-course or on-path

signal which includes scalloping, roughness, and

other aberrations but excludes bends.

Side Bands. The separated and distinct signals

that are radiated whenever a carrier frequency is

modulated. In terms of most air navigation facilities,

double sidebands are present. This means that

frequencies above and below the carrier frequency

differing by the amount of the modulating

frequencies are present. These sidebands contain

intelligence for actuating navigation instruments.

Simplex. Single channel operation usually

referred to at those sites using a single channel

where dual channel (diplex) operation is available.

Splits. Two or more beacon targets generated

from a single target reply. An undesirable condition

due to problems in the beacon transmitter, antenna,

propagation, aircraft transponder, or processing

equipment.

Simplified Directional Facility/SDF. A NAVAID

used for nonprecision instrument approaches. The

final approach course is similar to that of an ILS

localizer.

Slant Range. The line-of-sight distance between

two points not at the same elevation.
8200.1A CHG 3 07/03/00

Page 301-14 Par 301.1

Stagger. A feature used with primary MTI radar

systems to vary the PRF at pre-selected intervals.

This moves the inherent blind speed to a less

troublesome value.

Standard VOT. A facility intended for use on the

ground only (See VHF Omnidirectional test range).

Structure. Excursion characteristics of a

navigation on-course or on-path signal which

includes bends, scalloping, roughness, and other

aberrations.

Structure Below Path. An angular measurement

of clearance below path.

Subclutter Visibility. A performance

characteristic of the system to detect a moving

target in the presence of relatively strong ground

clutter.

Symbols.

G 109 times (a unit); giga

M 106 times (a unit); mega

k 103 times (a unit); kilo

h 102 times (a unit); hecto

dk 10 times (a unit); deca

d 10-1 times (a unit); deci

c 10-2 times (a unit); centi

m 10-3 times (a unit); milli

μ 10-6 times (a unit); micro

n 10-9 times (a unit); nano

μμ 10-12 times (a unit); micromicro

θ Commissioned angle

Σ Sum; Sum of; algebraic sum of:

> Greater than:

< Less than

≥ Equal to or greater than:

≤ Equal to or less than:

= equals:

: ratio; ratio of:

∴ therefore:

Symmetry. (ILS)ICAO: Displacement sensitivity. A ratio between individual width sectors (90

Hz and 150 Hz) expressed in percent.

Systems Performance Analysis Rating (SPAR).

A rating based on performance or expected

performance. These ratings are related to flight

inspection intervals as follows:

SPAR Class 1, 90-day interval; Class 2, 180-day

interval; Class 3, 270-day interval.

TACAN Distance Indicator (TDI). A unit of

airborne equipment used to indicate distance from a

selected facility.

Target of Opportunity. An itinerant aircraft

operating within the coverage area of the radar and

which meets the requirements for a small aircraft as

described in FAA Order 8200.1 (latest revision)

Section 215.

Target Return. The return signal transmitted by

a beacon-equipped aircraft in reply to the ground

facility interrogator. Also, indication shown on a

radar display resulting from a primary radar return.

Threshold. See Runway Threshold.

Touchdown Zone (TDZ). The first 3,000 ft of

runway beginning at the threshold. (See FAA Order

8260.3, latest revision).

Touchdown Zone Elevation. The highest

runway centerline elevation in the touchdown zone.

Tracking. Condition of continuous distance or

course information.

Transponder. The airborne radar beacon

receiver/transmitter portion of the Air Traffic Radar

Beacon System (ATCRBS) which automatically

receives radio signals from interrogators on the

ground, and selectively replies with a specific reply

pulse or pulse group only to those interrogations

being received on the mode to which it is set to

respond. (See Interrogator.) (AIM)

Trend. The general direction or incline of a

segment of the glidepath which persists for a

distance of 1,500 ft or more along the approach

course.

Un-Lock. Condition at which the airborne

interrogator (TACAN) discontinues tracking and

starts search.

Usable Distance. The maximum distance at a

specified altitude at which the facility provides

readable identification and reliable bearing or

glidepath information under average atmospheric

condition.

Variable Voltage (VOR Variable Voltage). A 30

Hz voltage derived in the variable phase channel of

the aircraft VOR receiver.

Vertical Angle. An angle measured upward from

a horizontal plane.
07/03/00 8200.1A CHG 3

Par 301.1 Page 301-15

VHF Omnidirectional test range (VOT). A radio

transmitter facility in the terminal area electronic

navigation systems, radiating a VHF radio wave

modulated by two signals having the same phase

relationship at all azimuths. It enables a user to

determine the operational status of a VOR receiver.

(See Standard VOT and Area VOT.)

Video Map. An electronic displayed map on the

radar display that may depict data such as airports,

heliports, runway centerline extensions, hospital

emergency landing areas, NAVAIDs and fixes,

reporting points, airway/route centerlines,

boundaries, handoff points, special use tracks,

obstructors, prominent geographic features, map

alignment indicators, range accuracy marks, and

minimum vectoring altitudes (AIM).

Visual Descent Point (VDP). The visual descent

point is a defined point on the final approach

procedure from which normal descent from the

MDA to the runway touchdown point may be

commenced, provided visual reference is

established. (AIM)

VORTAC. A facility composed of azimuthal

information from both VOR and TACAN, plus

distance information of TACAN.

VOTStandard. See Standard VOT.

VOTArea Use. See Area VOT.

VOT Reference Point. A point on or above an

airport at which the signal strength of a VOT is

established and subsequently checked (applies to

both standard and area VOTs).

Waveform. The shape of the wave obtained

when instantaneous values of an a.c. quantity are

plotted against time in rectangular coordinates.

Waveguide. A hollow pipe usually of rectangular

cross section used to transmit or conduct RF

energy.

Wavelength. The distance usually expressed in

meters traveled by a wave during the timer interval

of one complete cycle. Equal to the velocity divided

by the frequency.

9960 Hz Voltage. A voltage derived from the

VOR 9960 amplitude modulation by the reference

channel of the VOR receiver. The 9960 Hz AM is a

subcarrier which is frequency modulated by the

30Hz reference. Also referred to the 10 kHz subcarrier.

301.2 ABBREVIATIONS, ACRONYMS, AND

LETTER SYMBOLS.

A : Ampere

a.c. : alternating current

AC : advisory circular

ADF : automatic direction finding

ADP : automatic data processing

AER : approach end of runway

AF : Airway Facilities

AFB : Air Force Base

AFC : automatic frequency control

AFIS : automated flight inspection system

AGC : automatic gain control

AGL : above ground level

AIM : Airmen's Information Manual

air : airborne

align : alignment

ALS : approach lighting system

ALSF : approach lighting system with

sequenced flashing lights

am. : ammeter

AM : amplitude modulation

amp : Ampere

ANF : air navigation facility

ANP : actual navigation performance

ant : antenna

APM : Approach Path Monitor

APPCON : approach control

ARAC : Army radar approach control

ARD : approach reference datum

ARG : auxiliary reference group

ARR : automated flight inspection system

 reference radial

ARSR : air route surveillance radar

ARTCC : air route traffic control center

ARTS : automated radar terminal system

ASBL : approach surface baseline

ASOS : automated surface aviation observing

 system

ASR : airport surveillance radar

AT : air traffic

ATC : air traffic control

ATCALS : Air Traffic Control and Landing

 System

ATCRBS : Air Traffic Control Radar Beacon

 System

ATIS : Automatic Terminal Information

 Service

ATKER : along track error

AVN : Office of Aviation System Standards

AWOS : automatic weather observation system

az : azimuth

Az-El : azimuth-elevation
8200.1A CHG 3 07/03/00

Page 301-16 Par 301.2

BAz : back azimuth horizontal guidance

BCM : back course marker

bcn : beacon

BFTA : beacon false target analysis

BPS : bits per second

BIT : a digit in a binary coded decimal

BRITE : brite radar indicator tower equipment

BUEC : backup emergency communications

BW : beam width

c : centi (=10-2)

C : Celsius

°C : degrees Celsius

C/A code : coarse/acquisition code

cal : calibrate, calibrated

CAS : calibrated airspeed

CAT : category

CCW : counterclockwise

CD : common digitizer

CDI : course deviation indicator

CDU : control display unit

CEU : control electronic unit

CHAIN : a group of Loran C stations

chan : channel

chg : change

CIC : combat information center

CL : centerline

Comm : Commission

CMLSA : Commercial MLS Avionics

CMN : control motion noise

COMDIG : common digitizer data reduction

COMLO : compass locator

CONUS : continental United States

COP : change-over-point

CTOL : conventional takeoff and landing

CP : circular polarization

CW : clockwise

d : deci (=10-1)

DA : decision altitude

DAME : distance azimuth measuring equip-

 ment

db decibel

dB/Hz : Decibel/Hertz

dbm : decibel referred to 1 milliwatt

DBRITE : Digital Bright Radar Indicator Tower

 Equipment

dbw : decibel referred to 1 watt

d.c. : direct current

DDM : difference in depth of modulation

DEU : DME electronic unit

DF : direction finding

DFL : Daily Flight Log

DGPS : differential global positioning system

DH : decision height

disc : discrepancy

DME : distance measuring equipment

DME/N : distance measuring equipment/

 non precision (standard DME)

DME/P : distance measuring equipment/

 precision

DOD : Department of Defense

DOT : Department of Transportation

DP : departure procedure

DPSK : differential phase shift keying

DVOR : doppler very high frequency omni-

 directional range

E. : East

EARTS : en route automated radar tracking

 service

ECD : envelope to cycle discrepancy

 (difference)

ECOM : enroute communications

ECM : electronic counter measures

EFIS : electronic flight instrument system

e.g. : exempli gratia (for example)

el : elevation

EMI : electromagnetic interference

ESV : expanded service volume

et al. : et alibi (and elsewhere; et alii (and

 others)

etc. : etcetera (and the rest; and so forth)

F : Fahrenheit

°F : degrees Fahrenheit

FAA : Federal Aviation Administration

FAC : final approach course

FAF : final approach fix

FANS : Future Air Navigation System (ICAO)

FAP : final approach point

FAR : Federal Aviation Regulations

FAS : final approach segment

FAWP : final approach waypoint

FBWP : flyby waypoint

FICO : Flight Inspection Central Operations

FIP : Flight Inspection and Procedures (staff)

fig. : figure

FM : fan marker

FM : frequency modulation

FMS : flight management system

FOWP : flyover waypoint

freq : frequency

FSS : flight service station

FTC : fast time constant

G : giga (=109)

galv : galvanometers

GCA : ground contolled approach

GDOP : geometric dilution of precision

GHz : gigahertz

GLS : GPS landing system
 	






 


 	





 	



 

 	



	

 	

	
	

 


 

	



 
	

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07/03/00 8200.1A CHG 3

Par 301.2 Page 301-19 (and 20)

SSALF : simplified short approach light system;

 sequenced flashing lights

SSALR : same as SSALF; runway alignment

 indicator lights

SSV : standard service volume

STAR : standard terminal arrival route

STC : sensitivity time control

STOL : short takeoff and landing

TACAN : tactical air navigation

TAR : test analysis report

TCH : threshold crossing height

T-Class : terminal VOR, TACAN, or VORTAC

TCOM : terminal communications

TD : time difference

TDI : TACAN distance indicator

TDM : time division multiplex

TDR : touchdown reflector

TDZ : touchdown zone

TDZL : touchdown zone lights

TERPS : terminal instrument procedures

TH : threshold

TLS : Transponder Landing System

TOWP : take-off waypoint

T/R : transponder-radar (system)

TRACALS : traffic control and landing systems

TRACON : terminal radar approach control (FAA)

TRIAD : 3 Loran C stations of a specific chain

TRSB : time reference scanning beam

T-VASI : T (configuration)visual approach

 slope indicator

TVOR : terminal VOR

TWEB : transcribed weather broadcast equip-

 ment

u

UDF

: micro

: ultra high frequency direction finder

UHF : ultra high frequency

USA : United States Army

USN : United States Navy

USAF : United States Air Force

USSFIM : United States Standard Flight

 Inspection Manual

UTC : universal coordinated time

V : volt

var. : variation

VASI : visual approach slope indicator

VDF : very high frequency direction finder

VDOP : vertical dilution of precision

VDP : visual descent point

VFR : visual flight rules

VGSI : visual glide slope indicator

VHF : very high frequency

VLF : very low frequency

VNAV : vertical navigation

VOR : very high frequency omnidirectional

 range

VORDME : very high frequency omnidirectional

 range, distance measuring equipment

VOT : very high frequency omnidirectional

 range test

VP : vertical polarization

V/STOL : vertical/short takeoff and landing

VORTAC : very high frequency omnidirectional

 range, tactal air navigation

W : watt

W. : West

WGS-84 : World Geodetic Survey of 1984

WPDE : waypoint displacement error

WP : waypoint

Xmtr : transmitter

XTK : receiver cross-track information

XTKER : crosstrack error

Z : zulu time (Greenwich mean time)

07/03/00 8200.1A CHG 3

Page 302-i (and ii)

SECTION 302. FORMULAS

TABLE OF CONTENTS

Paragraphs Title Pages

302.1 INTRODUCTION ....................................................................................... 302-1

302.2 GENERAL.................................................................................................. 302-1

302.3 TACAN ...................................................................................................... 302-2

302.4 MARKERS (75 Mhz) .................................................................................. 302-2

302.5 RADAR ...................................................................................................... 302-2

302.6 LOCALIZER............................................................................................... 302-2

302.7 GLIDE SLOPE........................................................................................... 302-3

302.8 PRECISION APPROACH .......................................................................... 302-3

302.9 PROCEDURES.......................................................................................... 302-3

302.10 MLS PFE/PFN ANGULAR TOLERANCE................................................... 302-3

302.11 FMS WAYPOINT DME EVALUATION ORBIT/ARC RADIUS .................... 302-3

5/22/96 8200.1A

Par 302.1 Page 302-1

SECTION 302. FORMULAS

302.1 Introduction. The following formulas and

methods of calculation are presented as a ready

reference.

302.2 General. The following information is of a

general nature, and use of it may be applicable to

more than one facility.

a. Constants Used in this Order. Following is

a list of constants used in this order. Others are

unique to a particular formula and can be found in

reference material concerning the subject.

Constant Definition/Derivation

6076.1 feet per nautical mile

3600 seconds per hour

106 tan 1° (6076.1)

0.00943

1

tan ( . ) 1 6076 1 °

0.0159 ( )( )

6076 1

3600 106

.

0.592

3600

6076 1.

b. Rounding. Measurements and calculations

should be carried to one decimal place more than

that required for tolerance application. Then apply

the following criteria to round off a measurement.

Numbers 1 to 5 - round off to zero

 Numbers 6 to 9 - round off to the next higher

value.

Example: Glidepath Course Width:

0.755o = 0.75 o and

0.756o = 0.76o

Exception: When a value exceeds a tolerance,

it should not be rounded off to an in-tolerance

condition.

Example: Glidepath Course Width:

= 0.903o is out of tolerance.

c. Time Average

Tav = 2(T T )

(T T )

1 2

1 2

×

+

Where:

Tav = Time average

T1 = Time to cross in one direction

T2 = Time to cross in opposite direction

d. Conversion of Knots to Feet per Second

V = 6076 1

3600

. × Vk

Where:

V = Velocity (ft per sec)

Vk = Velocity (knots)

e. Slant Angle

∠ = arc tan A

D

Where:

A = Altitude above the horizontal (ft)

D = Geodetic distance (ft)

∠ = Slant Angle (degrees)

f. Slant Range to Chart Distance

S = D

cos ∠

Where:

D = Geodetic distance (ft)

S = Slant range distance (ft)

∠ = Slant Angle (degrees)

g. Chart Distance to Slant Range

D = S cos ∠

Where:

D = Geodetic distance (ft)

S = Slant range distance (ft)

∠ = Slant angle (degrees)
8200.1A CHG 3 07/03/00

Page 302-2 Par 302.2

h. Radio Line of Sight

D = 1.23 ( ) H H r t +

Where:

 D = Radio Line of Sight Distance (nm)

Hr = Height of receiving antenna (ft)

Ht = Height of transmitting antenna (ft)

I. Earth Curvature

Ec = (D)

2

(0.883)

Where:

Ec = Earth Curvature (ft)

D = Distance from a point (nm)

302.3 TACAN

Modulation Percentage 135 and 15 Hz

 15 Hz modulation = ( )( )

( )( )

VV V V

VV V V

12 3 4

12 3 4

+−+

+++

135 Hz modulation = ( )( )

( )( )

VV V V

VV V V

13 24

12 3 4

+−−

+++

Where:

V1 = Max of 135 Hz and 15 Hz

V2 = Min of 135 Hz at max of 15 Hz

V3 = Max of 135 Hz and 15 Hz at min 15 Hz

V4 = Min 135 and 15 Hz at min 15 Hz

302.4 Markers (75 MHz)

Marker Width

Wft = ( )( ) TAS Tav

0 592 , or

Wft = ( )( ) G T s

0 592 . or

Wnm = ( )( ) TAS Tav

3600

Where:

 Gs = Ground Speed (knots)

Wft = Width (ft)

Wnm = Width (nm)

T = Time (sec)

TAS = True Airspeed (knots)

Tav = Time Average (sec)

302.5 Radar

Blind Speed using Non-Staggered or Uniform

Pulse

V = 

291 PRF ( )

F

Where:

V = Groundspeed (knots)

 PRF = Pulse Repetition Frequency

(pulses/sec)

F = Transmitter Frequency (Mhz)

302.6 Localizer

a. Course Width

W = 

0 0159 . ETAS T ( )( )

D

av

Where:

 W = Width (degrees)

ETAS = Effective True Airspeed (knots)

 Tav = Time Average for course crossing

(sec)

 D = Distance from the localizer antenna

to the point where the aircraft cross

the localizer course (nm to the

nearest thousandth)

Computed true airspeed (TAS) may be used if

correction for crosswind component is applied from

Figure 303-3.

b. Determining Localizer Tailored Width

W = 2 arc tan

D

 350



 



 



 





Where:

W = Tailored Width (degrees)

 D = Distance from the localizer antenna to

the runway threshold (ft)

c. Dual Frequency Localizer Power Ratio

dB = 20 log E

E

1

2

Where:

dB = Power ratio (dB)

 E1 = Signal Strength of course transmitter as

read from the AGC Meter (μvolts)

 E2 = Signal Strength of clearance 

transmitter as read from the AGC 

Meter (μvolts)
07/03/00 8200.1A CHG 3

Par 302.7 Page 302-3 (and 4)

302.7 Glide Slope

Glidepath Width or Angles

θ = arc tan A

D F±

Where:

θ = Angle (degrees)

 A = Absolute (Tapeline) altitude (ft) above

the glide slope antenna

 D = Geodetic distance (ft) from the glide

slope antenna to the outer marker

(or checkpoint)

F = 6076.1 V T

3600





 





NOTE: F is a factor. The value and sign (plus or

minus) is determined by the location of the

computation point on the recording.

• Assign a minus value to F if T occurs between

the outer marker (or checkpoint) and the

facility

• Assign a plus value to F if T occurs prior to the

outer marker (or checkpoint)

V = Ground speed (knots)

 T = Time to computation point (e.g., 75uA,

150HZ, 0uA, 75uA 90Hz for path width,

and angle)

302.8 Precision Approach

a. Level Run Glidepath Angle (using paper

units)

(1) θ = A( )

D

0 00943 .

Where:

θ = Glidepath Angle (degrees)

 A = Absolute (Tapeline) altitude (ft) above

the glide slope antenna

 D = Distance from the Runway Point of

Intercept (RPI) to the point where the

glidepath is crossed (nm to the nearest

thousandth)

(2) θ = ( )

( )( )

A I

D I

1

106 2

Where:

θ = Glidepath Angle (degrees)

 A = Absolute (Tapeline) altitude (ft) above

the glide slope antenna

 I1 = Inches or units of recording paper from

surveyed checkpoint to RPI

 I2 = Inches or units of recording paper from

RPI to the point where the glidepath is

crossed

 D = Distance from the Runway Point of

Intercept (RPI) to the point where the

glidepath is crossed (nm to the nearest

thousandth)

b. Altimetry Method

Measured Angle = A1

106 x D

Where: A1 = Tapeline altitude in feet

 D = Distance in nautical miles

from RPI

302.9 Procedures

Gradient and Climb Rates

Cfd : Gr : Cr

 60 1 Gs

Where:

Cfd = Climb rate (ft/nm)

Gr = Gradient (in percent/100)

Cr = Rate of Climb (ft/min)

Gs = Ground Speed (knots)

This formula is expressed as a ratio which can

be solved directly on a pilot's computer (e.g.,

Jeppson CR-3)

302.10 MLS PFE/PFN/CMN Angular Tolerance

θ = arc tan 

Tf

D

Where:

θ =Angular Tolerance at measure point.

Tf =PFE/PFN/CMN Tolerance in feet

D =Distance in feet from Azimuth antenna 

to Tolerance reference Point (ARD or 

MAP).

302.11 FMS Waypoint DME Evaluation

Orbit/Arc Radius.

R = 0.0125D +0.25NM + XTRK

Where:

R = Radius in NM of orbit or arc

D = Distance in NM from the DME

station farthest from the waypoint.

XTRK = Waypoint design criteria from

Order 8260.40

NOTE: The XTRK value is .6 NM for Initial

Approach, Intermediate, Final Approach,

Missed Approach, and missed approach

holding waypoints, 2.0 NM for feeder

waypoints, and 3.0 NM for en route waypoints.

07/03/00 8200.1A CHG 3

Page 303-i (and ii)

SECTION 303. WORKING GRAPHS AND CHARTS

Figure Title Page

Figure 303-1 Radio Line of Sight Chart..................................................................... 303-1

Figure 303-2 Correction for Earth Curvature............................................................. 303-2

Figure 303-3 Tailored Localizer Course Width.......................................................... 303-3

Figure 303-4A ILS Structure Tolerances ..................................................................... 303-4

Figure 303-4B Back Course and Localizer Only Structure Tolerances........................ 303-5

Figure 303-5A Standard High Altitude Service Volume ............................................... 303-6

Figure 303-5B Standard Low Altitude Service Volume................................................ 303-6

Figure 303-5C Standard Terminal Service Volume ..................................................... 303-6

Figure 303-5D VOR/DME/TACAN Standard Service Volume...................................... 303-7

Figure 303-5E Service Volume Lower Edge Terminal................................................. 303-7

Figure 303-5F Service Volume Lower Edge Standard High and Low.......................... 303-7

Figure 303-6A VOR Sensing and Rotation.................................................................. 303-8

Figure 303-6B TACAN Sensing and Rotation ............................................................ 303-8

Figure 303-7 Intersections (Coverage) ..................................................................... 303-9

5/22/96 8200.1A

Fig 303-1 Page 303-1

RADIO LINE OF SIGHT CHART

Figure 303-1
8200.1A 5/22/96

Page 303-2 Fig 303-2

CORRECTION FOR EARTH CURVATURE

Figure 303-2
07/03/00 8200.1A CHG 3

Fig 303-3 Page 303-3

TAILORED LOCALIZER COURSE WIDTH

Figure 303-3
8200.1A CHG 3 07/03/00

Page 303-4 Fig 303-4A

ILS STRUCTURE TOLERANCES

Figure 303-4A
07/03/00 8200.1A CHG 3

Fig 303-4B Page 303-5

BACK COURSE AND LOCALIZER ONLY STRUCTURE TOLERANCES

Figure 303-4B
8200.1A CHG 3 07/03/00

Page 303-6 Fig 303-5A

NAVAID Service Volumes. Most air navigation

radio aids which provide positive course guidance

have a designated standard service volume

(SSV).

a. VOR/DME/TACAN Standard Service

Volumes are illustrated in Figures 303-5A-F.

b. All elevations shown are with respect to

the station’s site elevation (AGL). Coverage is

not available in a cone of airspace directly above

the facility.

Figure 303-5A

Standard High Altitude Service Volume

(See Figure 303-5F for altitudes below 1,000 ft.)

Figure 303-6B

Standard Low Altitude Service Volume

(See Figure 303-6F for altitudes below 1,000 ft.)

Figure 303-5B

Standard Low Altitude Service Volume

(See Figure 303-5F for altitudes below 1,000 ft.)

Figure 303-5C

Standard Terminal Service Volume

(See Figure 303-5E for altitudes below 1,000 ft.)

60,000 ft.

45,000 ft.

18,000 ft.

14,500 ft.

1,000 ft.

100 nm

130 nm

40 nm

40 nm

18,000 ft.

1,000 ft.

12,000 ft. 25 nm

1,000 ft.
07/03/00 8200.1A CHG 3

Fig 303-5D Page 303-7

Figure 303-5D

VOR/DME/TACAN Standard Service Volume

SSV CLASS DESIGNATOR ALTITUDE AND RANGE BOUNDARIES

T (Terminal) .................................... From 1,000 ft above ground level (AGL) up to and including

12,000 ft AGL at radial distances out to 25 nm.

L (Low Altitude) .............................. From 1,000 ft AGL up to and including 18,000 ft AGL at radial

distances out to 40 nm.

H (High Altitude) ............................. From 1,000 ft AGL up to and including 14,500 ft AGL at radial

distances out to 40 nm. From 14,500 ft AGL up to and including

60,000 ft at radial distances out to 100 nm. From 18,000 ft AGL

up to and including 45,000 ft AGL at radial distances out to 130

nm.

Figure 303-5E

Service Volume Lower Edge Terminal

Figure 303-5F

Service Volume Lower Edge

Standard High and Low

1,000

500

 0

ALTITUDE

IN FEET

0 5 10 15 20 25

DISTANCE TO STATION IN nm

1,000

500

 0

ALTITUDE

IN FEET

 0 5 10 15 20 25 30 35 40

DISTANCE TO STATION IN nm
8200.1A CHG 3 07/03/00

Page 303-8 Fig 303-6

Figure 303-6A

VOR Sensing and Rotation

Figure 303-6B

TACAN Sensing and Rotation

270° 270° 090° 090°

0° 180°

270°

0°

270° 090° 090°

180°

180°

180° 0°

0°

Normal Reverse

Sensing

Reverse

Rotation Reverse

Sensing/

Reverse

090° 090° 270 270° o

180° 0o

270°

0°

270 090° 090° °

180°

180°

0° 180°

0°

Normal

Reverse

Sensing

Reverse Rotation Reverse Sensing/

Reverse Rotation
07/03/00 8200.1A CHG 3

Fig 303-7 Page 303-9

Figure 303-7

INTERSECTIONS (Coverage)

Primary radials = 4 nm or 4.5°, whichever is greater NDB’s Crossing Radial (not primary)

Dis. From fac in nm Deg. Off course = to 4 nm

5 38.7 ± 5° ± 3.6°

6 33.7 ± 5° ± 3.6°

7 29.7 ± 5° ± 3.6°

8 26.6 ± 5° ± 3.6°

9 24.0 ± 5° ± 3.6°

10 21.8 ± 5° ± 3.6°

11 20.0 ± 5° ± 3.6°

12 18.4 ± 5° ± 3.6°

13 17.1 ± 5° ± 3.6°

14 15.9 ± 5° ± 3.6°

15 14.9 ± 5° ± 3.6°

16 14.0 ± 5° ± 3.6°

17 13.2 ± 5° ± 3.6°

18 12.5 ± 5° ± 3.6°

19 11.9 ± 5° ± 3.6°

20 11.3 ± 5° ± 3.6°

21 10.8 ± 5° ± 3.6°

22 10.3 ± 5° ± 3.6°

23 9.9 ± 5° ± 3.6°

24 9.5 ± 5° ± 3.6°

25 9.1 ± 5° ± 3.6°

26 8.7 ± 5° ± 3.6°

27 8.4 ± 5° ± 3.6°

28 8.1 ± 5° ± 3.6°

29 7.9 ± 5° ± 3.6°

30 7.6 ± 5° ± 3.6°

31 7.4 ± 5° ± 3.6°

32 7.1 ± 5° ± 3.6°

33 6.9 ± 5° ± 3.6°

34 6.7 ± 5° ± 3.6°

35 6.5 ± 5° ± 3.6°

36 6.3 ± 5° ± 3.6°

37 6.2 ± 5° ± 3.6°

38 6.0 ± 5° ± 3.6°

39 5.9 ± 5° ± 3.6°

40 5.7 ± 5° ± 3.6°

41 5.6 ± 5° ± 3.6°

42 5.4 ± 5° ± 3.6°

43 5.3 ± 5° ± 3.6°

44 5.2 ± 5° ± 3.6°

45 5.1 ± 5° ± 3.6°

46 5.0 ± 5° ± 3.6°

47 4.9 ± 5° ± 3.6°

48 4.8 ± 5° ± 3.6°

49 4.7 ± 5° ± 3.6°

50.8 4.5 ± 5° ± 3.6°
8200.1A CHG 3 07/03/00

Page 303-10 Fig 303-7

Dis. from fac in nm nm distance = 4.5° NDB'S Crossing Radial (not primary)

52 4.09 ± 5° ± 3.6°

53 4.17 ± 5° ± 3.6°

54 4.25 ± 5° ± 3.6°

55 4.33 ± 5° ± 3.6°

56 4.41 ± 5° ± 3.6°

57 4.49 ± 5° ± 3.6°

58 4.56 ± 5° ± 3.6°

59 4.64 ± 5° ± 3.6°

60 4.72 ± 5° ± 3.6°

61 4.80 ± 5° ± 3.6°

62 4.88 ± 5° ± 3.6°

63 4.96 ± 5° ± 3.6°

64 5.04 ± 5° ± 3.6°

65 5.12 ± 5° ± 3.6°

66 5.19 ± 5° ± 3.6°

67 5.27 ± 5° ± 3.6°

68 5.35 ± 5° ± 3.6°

69 5.43 ± 5° ± 3.6°

70 5.51 ± 5° ± 3.6°

71 5.59 ± 5° ± 3.6°

72 5.67 ± 5° ± 3.6°

73 5.75 ± 5° ± 3.6°

74 5.82 ± 5° ± 3.6°

75 5.90 ± 5° ± 3.6°

76 5.98 ± 5° ± 3.6°

77 6.06 ± 5° ± 3.6°

78 6.14 ± 5° ± 3.6°

79 6.22 ± 5° ± 3.6°

80 6.30 ± 5° ± 3.6°

81 6.37 ± 5° ± 3.6°

82 6.45 ± 5° ± 3.6°

83 6.53 ± 5° ± 3.6°

84 6.61 ± 5° ± 3.6°

85 6.69 ± 5° ± 3.6°

86 6.77 ± 5° ± 3.6°

87 6.85 ± 5° ± 3.6°

88 6.93 ± 5° ± 3.6°

89 7.00 ± 5° ± 3.6°

90 7.08 ± 5° ± 3.6°

91 7.16 ± 5° ± 3.6°

92 7.24 ± 5° ± 3.6°

93 7.32 ± 5° ± 3.6°

94 7.40 ± 5° ± 3.6°

95 7.48 ± 5° ± 3.6°

96 7.56 ± 5° ± 3.6°

97 7.63 ± 5° ± 3.6°

98 7.71 ± 5° ± 3.6°
07/03/00 8200.1A CHG 3

Fig 303-7 Page 303-11

Dis. from fac in nm nm distance = 4.5° NDB'S Crossing Radial (not primary)

99 7.79 ± 5° ± 3.6°

100 7.87 ± 5° ± 3.6°

101 7.95 ± 5° ± 3.6°

102 8.03 ± 5° ± 3.6°

103 8.11 ± 5° ± 3.6°

104 8.18 ± 5° ± 3.6°

105 8.26 ± 5° ± 3.6°

106 8.34 ± 5° ± 3.6°

107 8.42 ± 5° ± 3.6°

108 8.50 ± 5° ± 3.6°

109 8.58 ± 5° ± 3.6°

110 8.66 ± 5° ± 3.6°

111 8.74 ± 5° ± 3.6°

112 8.81 ± 5° ± 3.6°

113 8.89 ± 5° ± 3.6°

114 8.97 ± 5° ± 3.6°

115 9.05 ± 5° ± 3.6°

116 9.13 ± 5° ± 3.6°

117 9.21 ± 5° ± 3.6°

118 9.29 ± 5° ± 3.6°

119 9.37 ± 5° ± 3.6°

120 9.44 ± 5° ± 3.6°

121 9.52 ± 5° ± 3.6°

122 9.60 ± 5° ± 3.6°

123 9.68 ± 5° ± 3.6°

124 9.76 ± 5° ± 3.6°

125 9.84 ± 5° ± 3.6°

126 9.92 ± 5° ± 3.6°

127 10.00 ± 5° ± 3.6°

128 10.07 ± 5° ± 3.6°

129 10.15 ± 5° ± 3.6°

130 10.23 ± 5° ± 3.6°

131 10.31 ± 5° ± 3.6°

132 10.39 ± 5° ± 3.6°

133 10.47 ± 5° ± 3.6°

134 10.55 ± 5° ± 3.6°

135 10.62 ± 5° ± 3.6°

136 10.70 ± 5° ± 3.6°

137 10.78 ± 5° ± 3.6°

138 10.86 ± 5° ± 3.6°

139 10.94 ± 5° ± 3.6°

140 11.02 ± 5° ± 3.6°

141 11.10 ± 5° ± 3.6°

142 11.18 ± 5° ± 3.6°

143 11.25 ± 5° ± 3.6°

144 11.33 ± 5° ± 3.6°

145 11.41 ± 5° ± 3.6°
8200.1A CHG 3 07/03/00

Page 303-12 Fig 303-7

Dis. from fac in nm nm distance = 4.5° NDB'S Crossing Radial (not primary)

146 11.49 ± 5° ± 3.6°

147 11.57 ± 5° ± 3.6°

148 11.65 ± 5° ± 3.6°

149 11.73 ± 5° ± 3.6°

150 11.81 ± 5° ± 3.6°

151 11.88 ± 5° ± 3.6°

152 11.96 ± 5° ± 3.6°

153 12.04 ± 5° ± 3.6°

154 12.12 ± 5° ± 3.6°

155 12.20 ± 5° ± 3.6°

156 12.28 ± 5° ± 3.6°

157 12.36 ± 5° ± 3.6°

158 12.43 ± 5° ± 3.6°

159 12.51 ± 5° ± 3.6°

160 12.59 ± 5° ± 3.6°

161 12.67 ± 5° ± 3.6°

162 12.75 ± 5° ± 3.6°

163 12.83 ± 5° ± 3.6°

164 12.91 ± 5° ± 3.6°

165 12.99 ± 5° ± 3.6°

166 13.06 ± 5° ± 3.6°

167 13.14 ± 5° ± 3.6°

168 13.22 ± 5° ± 3.6°

169 13.30 ± 5° ± 3.6°

170 13.38 ± 5° ± 3.6°

171 13.46 ± 5° ± 3.6°

172 13.54 ± 5° ± 3.6°

173 13.62 ± 5° ± 3.6°

174 13.69 ± 5° ± 3.6°

175 13.77 ± 5° ± 3.6°

176 13.85 ± 5° ± 3.6°

177 13.93 ± 5° ± 3.6°

178 14.01 ± 5° ± 3.6°

179 14.09 ± 5° ± 3.6°

180 14.17 ± 5° ± 3.6°

181 14.25 ± 5° ± 3.6°

182 14.32 ± 5° ± 3.6°

183 14.40 ± 5° ± 3.6°

184 14.48 ± 5° ± 3.6°

185 14.56 ± 5° ± 3.6°

186 14.64 ± 5° ± 3.6°

187 14.72 ± 5° ± 3.6°

188 14.80 ± 5° ± 3.6°

189 14.87 ± 5° ± 3.6°

190 14.95 ± 5° ± 3.6°
07/03/00 8200.1A CHG 3

Fig 303-7 Page 303-13 (and 14)

Dis. from fac in nm nm distance = 4.5° NDB'S Crossing Radial (not primary)

191 15.03 ± 5° ± 3.6°

192 15.11 ± 5° ± 3.6°

193 15.19 ± 5° ± 3.6°

194 15.27 ± 5° ± 3.6°

195 15.35 ± 5° ± 3.6°

196 15.43 ± 5° ± 3.6°

197 15.50 ± 5° ± 3.6°

198 15.58 ± 5° ± 3.6°

199 15.66 ± 5° ± 3.6°

200 15.74 ± 5° ± 3.6°

5/22/96 8200.1A

Page 304-1 (and 2)

SECTION 304. THEODOLITE ERROR

APPARENT ERROR CAUSED BY THEODOLITE POSITION

Figure 304

Five-mile Orbit. For 10-mile Orbit, use 1/2 the indicated error. Distance of theodolite

from antenna: 200 ft. -- 400 ft. as marked. Azimuth may be read directly when theodolite is

North of station (00

). For other positions, enter the actual azimuth of the theodolite at Point

A, and continue in sequence through 3600

 to Point B.

5/22/96 8200.1A

Page 305-i (and ii)

SECTION 305. FREQUENCY SPECTRUM

TABLE OF CONTENTS

Paragraphs Title Pages

305.1 FREQUENCY ALLOCATION..................................................................... 305-1

305.2 NOMENCLATURE OF FREQUENCY BANDS........................................... 305-2

305.21 International........................................................................ 305-2

305.22 VHF/UHF NAVAID Frequency Channeling and Pairing ...... 305-2

07/03/00 8200.1A

Par 305.1 Page 305-1

SECTION 305. FREQUENCY SPECTRUM

305.1 Frequency Allocation.

The following is a tabulation of frequencies

available for use in the aeronautical, broadcast,

and mobile bands. This tabulation may be used

as an aid for identifying potential sources of

interference. Also included is the VHF/UHF

NAVAID Frequency Channeling and Pairing Chart

which covers the X and Y channels for TACAN,

50 kHz spacing for VOR and LOC, and 150 kHz

GS spacing. The Frequency Management Office

can provide additional information regarding

users of specific frequencies or bands of

frequencies.

Frequency Service

200-415 kHz-------------------- L/MF radio beacons, ranges,

and tower voice (285-325 kHz

and 405-415 kHz shared with

maritime navigational aids).

1605 kHz-24 mHz------------- MF/HF Communications

 (shared with all services and

Goverment/non-Goverment

users).

90 -110 kHz--------------------- Loran-C

75m Hz -------------------------- VHF Marker Beacons

108-118 mHz------------------- ILS Localizer & VOR

118-136 mHz------------------- VHF Communications

162-174 mHz------------------- Relay/Control of VORTAC

225-328.6 mHz ---------------- UHFCommunications

328.6-335.4 mHz-------------- ILS Glide Slope

335.4-400 mHz ---------------- UHF Communications

406-420 mHz------------------- Relay/Control of VORTAC

420-460 mHz------------------- Radio Altimeter

960-1215 mHz ----------------- TACAN and DME

1030 mHz and 1090 mHz -- ATC Radar Beacon

1215-1400 mHz --------------- Long Range Surveillance Radar

1227.6 mHz --------------------- L2 GPS

1435-1535 mHz --------------- Aeronautical Telemetering

(Flight Tests)

1535-1542.5 mHz------------- Maritime Mobile-Satellite

1542.5-1543.5 mHz ---------- Aeronautical Mobile-Satellite

(R) and Maritime Mobile-Satellite

Frequency Service

1543.5-1558.5 mHz ---------- Aeronautical Mobile-Satellite (R)

1558.5-1636.5 mHz ---------- Aeronautical Radio Navigation

1575.42mHz-------------------- L2 Global Positioning System

1636.5-1644 mHz------------- Maritime Mobile-Satellite

1644-1645 mHz --------------- Aeronautical Mobile-Satellite

(R) and Maritime Mobile Satellite

1645-1660 mHz --------------- Aeronautical Mobile Satellite (R)

2700-2900 mHz --------------- Airport Surveillance Radar

(shared with meteorological

radar).

4200-4400 mHz --------------- Radar Altimeter

5000-5250 mHz --------------- Reserved for Aeronautical Radio

Navigation and Space Radio

Communication

5031 –5090.7 MHz ----------- Microwave Landing System

(MLS)

5350-5470 mHz --------------- Airborne Weather Radar

7125-8400 mHz --------------- Microwave Link for Long Range

Radar Relay

8800 mHz ----------------------- Airborne Doppler Radar

9000-9200 mHz --------------- Precision Approach Radar (PAR)

9300-9500 mHz --------------- Airborne Weather Radar

13.25-13.4 gHz ---------------- Doppler Navigation Aids

15.4-15.7 gHz ------------------ Reserved for Aeronautical Radio

Navigation and Space Radio

Communications

24.25-24.47 gHz--------------- Airport Surface Detect Radar

(ASDE)

 Frequency Broadcast

540-1600 kHz ------------------ Standard USA

2300-2495 kHz----------------- Tropical Zone only

2500 kHz ------------------------ WWV Standard Frequency

3200-3400 kHz----------------- Tropical Zone only

3900-4000 kHz----------------- International (Region 3 only)

3950-4000 kHz----------------- International (Region 1 only)

4750-4995 kHz----------------- Tropical Zone only

5000 kHz ------------------------ WWV Standard Frequency

5005-5060 kHz----------------- Tropical Zone only

5950-6200 kHz----------------- International

9500-9775 kHz----------------- International

10 mHz--------------------------- WWV Standard Frequency

11.7-11.975 mHz-------------- International

15 mHz--------------------------- WWV Standard Frequency

15.1-15.45 mHz --------------- International

17.7-17.9 mHz ----------------- International

20 mHz--------------------------- WWV Standard Frequency

21.45-21.75 mHz-------------- International

25 mHz--------------------------- WWV Standard Frequency

25.6-26.1 mHz ----------------- International

54-72 mHz ---------------------- Television, VHF

76-88 mHz ---------------------- Television, VHF

88-108 mHz--------------------- FM

174-216 mHz------------------- Television, VHF

470-890 mHz------------------- Television, UHF
8200.1A CHG 3 07/03/00

Page 305-2 Par 305.2

305.2 NOMENCLATURE OF FREQUENCY

BANDS

305.21 International

VLF Very Low Frequency0-30 kHz

LF Low Frequency30-300 kHz

MF Medium Frequency300-3,000 kHz

HF High Frequency3,000-30,000 kHz

VHFVery High Frequency30,000 kHz-

 300 mHz

UHFUltra High Frequency300-3,000 mHz

SHFSuper High Frequency3,000-30,000 mHz

EHFExtremely High Frequency30,000-

 300,000 mHz

The shaded frequencies are, for AFIS use,

paired communications frequencies that

correspond to the indicated TACAN channel.

305.22 VHF/UHF NAVAID FREQUENCY CHANNELING AND PAIRING

DME AIRBORNE DME GND

INTERROGATE REPLY

PULSE CODE

DME MLS NORMAL P/DME

CHN -------------FREQUENCY-------- CHN DME IA FA DME PC

NO. LOC GS VHF/ MLS NO. FREQ us us us FREQ us

VOR

 1X - - 134.40 - - 1025 12 -- -- 962 12

 1Y - - 134.45 - - 1025 36 -- -- 1088 30

 2X - - 134.50 - - 1026 12 -- -- 963 12

 2Y - - 134.55 - - 1026 36 -- -- 1089 30

 3X - - 134.60 - - 1027 12 -- -- 964 12

 3Y - - 134.65 - - 1027 36 -- -- 1090 30

 4X - - 134.70 - - 1028 12 -- -- 965 12

 4Y - - 134.75 - - 1028 36 -- -- 1091 30

 5X - - 134.80 - - 1029 12 -- -- 966 12

 5Y - - 134.85 - - 1029 36 - - 1092 30

 6X - - 134.90 - - 1030 12 - - 967 12

 6Y - - 134.95 - - 1030 36 - - 1093 30

 7X - - 135.00 - - 1031 12 - - 968 12

 7Y - - 135.05 - - 1031 36 - - 1094 30

 8X - - 135.10 - - 1032 12 - - 969 12

 8Y - - 135.15 - - 1032 36 - - 1095 30

 9X - - 135.20 - - 1033 12 - - 970 12

 9Y - - 135.25 - - 1033 36 - - 1096 30

 10X - - 135.30 - - 1034 12 - - 971 12

 10Y - - 135.35 - - 1034 36 - - 1097 30

 11X - - 135.40 - - 1035 12 - - 972 12

 11Y - - 135.45 - - 1035 36 - - 1098 30

 12X - - 135.50 - - 1036 12 - - 973 12

 12Y - - 135.55 - - 1036 36 - - 1099 30

 13X - - 135.60 - - 1037 12 - - 974 12

 13Y - - 135.65 - - 1037 36 - - 1100 30

 14X - - 135.70 - - 1038 12 - - 975 12

 14Y - - 135.75 - - 1038 36 - - 1101 30

 15X - - 135.80 - - 1039 12 - - 976 12

 15Y - - 135.85 - - 1039 36 - - 1102 30

 16X - - 135.90 - - 1040 12 - - 977 12

 16Y - - 135.95 - - 1040 36 - - 1103 30

 17X - - 108.00 - - 1041 12 - - 978 12

 17Y - - 108.05 5043.0 540 1041 36 36 42 1104 30

 18X 108.10 334.70 5031.0 500 1042 12 12 18 979 12

 18Y 108.15 334.55 5043.6 542 1042 36 36 42 1105 30
07/03/00 DRAFT 8200.1A CHG 3

Par 305.22 Page 305-3

VHF/UHF NAVAID FREQUENCY CHANNELING AND PAIRING, CONTINUED

DME AIRBORNE DME GND

INTERROGATE REPLY

PULSE CODE

DME MLS NORMAL P/DME

CHN -------------FREQUENCY-------- CHN DME IA FA DME PC

NO. LOC GS VHF/ MLS NO. FREQ us us us FREQ us

VOR

 19X - - 108.20 - - 1043 12 - - 980 12

 19Y - - 108.25 - - 1043 36 36 42 1106 30

 20X 108.30 334.10 5031.6 502 1044 12 12 18 981 12

 20Y 108.35 333.95 5044.8 546 1044 36 36 42 1107 30

 21X - - 108.40 - - 1045 12 - - 982 12

 21Y - - 108.45 5045.4 548 1045 36 36 42 1108 30

 22X 108.50 329.90 5032.2 504 1046 12 12 18 983 12

 22Y 108.55 329.75 5046.0 550 1046 36 36 42 1109 30

 23X - - 108.60 - - 1047 12 - - 984 12

 23Y - - 108.65 5046.6 552 1047 36 36 42 1110 30

 24X 108.70 330.50 5032.8 506 1048 12 12 18 985 12

 24Y 108.75 330.35 5047.2 554 1048 36 36 42 1111 30

 25X - - 108.80 - - 1049 12 - - 986 12

 25Y - - 108.85 5047.8 556 1049 36 36 42 1112 30

 26X 108.90 329.30 5033.4 508 1050 12 12 18 987 12

 26Y 108.95 329.15 5048.4 558 1050 36 36 42 1113 30

 27X - - 109.00 - - 1051 12 - - 988 12

 27Y - - 109.05 5049.0 560 1051 36 36 42 1114 30

 28X 109.10 331.40 5034.0 510 1052 12 12 18 989 12

 28Y 109.15 331.25 5049.6 562 1052 36 36 42 1115 30

 29X - - 109.20 - - 1053 12 - - 990 12

 29Y - - 109.25 5050.2 564 1053 36 36 42 1116 30

 30X 109.30 332.00 5034.6 512 1054 12 12 18 991 12

 30Y 109.35 331.85 5050.8 556 1054 36 36 42 1117 30

 31X - - 109.40 - - 1055 12 - - 992 12

 31Y - - 109.45 5051.4 568 1055 36 36 42 1118 30

 32X 109.50 332.60 5035.2 514 1056 12 12 18 993 12

 32Y 109.55 332.45 5052.0 570 1056 36 36 42 1119 30

 33X - - 109.60 - - 1057 12 - - 994 12

 33Y - - 109.65 5052.6 572 1057 36 36 42 1120 30

 34X 109.70 333.20 - 5035.8 516 1058 12 12 18 995 12

 34Y 109.75 333.05 - 5035.2 574 1058 36 36 42 1121 30

 35X - - 109.80 - - 1059 12 - - 996 12

 35Y - - 109.85 5053.8 576 1059 36 36 42 1122 30

 36X 109.90 333.80 5036.4 518 1060 12 12 18 997 12

 36Y 109.95 333.65 5054.4 578 1060 36 36 42 1123 30

 37X - - 110.00 - - 1061 12 - - 998 12

 37Y - - 110.05 5055.0 580 1061 36 36 42 1124 30

 38X 110.10 334.40 5037.0 520 1062 12 12 18 999 12

 38Y 110.15 334.25

 39X - - 110.20 - - 1063 12 - - 1000 12

 39Y - - 110.25 5056.2 584 1063 36 36 42 1126 30

 40X 110.30 335.00 5037.6 522 1064 12 12 18 1001 12

 40Y 110.35 334.85 5056.8 586 1064 36 36 42 1127 30

 41X - - 110.40 - - 1065 12 - - 1002 12

 41Y - - 110.45 5057.4 588 1065 36 36 42 1128 30

 42X 110.50 329.60 5038.2 524 1066 12 12 18 1003 12

 42Y 110.55 329.45 5058.0 590 1066 36 36 42 1129 30
8200.1A CHG 3 07/03/00

Page 305-4 Par 305.22

VHF/UHF NAVAID FREQUENCY CHANNELING AND PAIRING, CONTINUED

DME AIRBORNE DME GND

INTERROGATE REPLY

PULSE CODE

DME MLS NORMAL P/DME

CHN -------------FREQUENCY-------- CHN DME IA FA DME PC

NO. LOC GS VHF/ MLS NO. FREQ us us us FREQ us

VOR

 43X - - 110.60 - - 1067 12 - - 1004 12

 43Y - - 110.65 5058.6 592 1067 36 36 42 1130 30

 44X 110.70 330.20 5038.8 526 1068 12 12 18 1005 12

 44Y 110.75 330.05 5059.2 594 1068 36 36 42 1131 30

 45X - - 110.80 - - 1069 12 - - 1006 12

 45Y - - 110.85 5059.8 596 1069 36 36 42 1132 30

 46X 110.90 330.80 5039.4 528 1070 12 12 18 1007 12

 46Y 110.95 330.65 5060.4 598 1070 36 36 42 1133 30

 47X - - 111.00 - - 1071 12 - - 1008 12

 47Y - - 111.05 5061.0 600 1071 36 36 42 1134 30

 48X 111.10 331.70 5040.0 530 1072 12 12 18 1009 12

 48Y 111.15 331.55 5061.6 602 1072 36 36 42 1135 30

 49X - - 111.20 - - 1073 12 - - 1010 12

 49Y - - 111.25 6062.2 604 1073 36 36 42 1136 30

 50X 111.30 332.30 5040.6 532 1074 12 12 18 1011 12

 50Y 111.35 332.15 5062.8 606 1074 36 36 42 1137 30

 51X - - 111.40 - - 1075 12 - - 1012 12

 51Y - - 111.45 5063.4 608 1075 36 36 42 1136 30

 52X 111.50 332.90 5041.2 534 1076 12 12 18 1013 12

 52Y 111.55 332.75 5064.0 610 1076 36 36 42 1139 30

 53X - - 111.60 - - 1077 12 - - 1014 12

 53Y - - 111.65 5064.4 612 1077 36 36 42 1140 30

 54X 111.70 333.50 5041.8 536 1078 12 12 18 1015 12

 54Y 111.75 333.35 5065.2 614 1078 36 36 42 1141 30

 55X - - 111.80 - - 1079 12 - - 1016 12

 55Y - - 111.85 5065.8 616 1079 36 36 42 1142 30

 56X 111.90 331.10 5042.4 538 1080 12 12 18 1017 12

 56Y 111.95 330.95 5066.4 618 1080 36 36 42 1143 30

 57X - - 112.00 - - 1081 12 - - 1018 12

 57Y - - 112.05 - - 1081 36 - - 1144 30

 58X - - 112.10 - - 1082 12 - - 1019 12

 58Y - - 112.15 - - 1082 36 - - 1145 30

 59X - - 112.20 - - 1083 12 - - 1020 12

 59Y - - 112.25 - - 1083 36 - - 1146 30

 60X - - 133.30 - - 1084 12 - - 1021 12

 60Y - - 133.35 - - 1084 36 - - 1147 30

 61X - - 133.40 - - 1085 12 - - 1022 12

 61Y - - 133.45 - - 1085 36 - - 1148 30

 62X - - 133.50 - - 1086 12 - - 1023 12

 62Y - - 133.55 - - 1086 36 - - 1149 30

 63X - - 133.60 - - 1087 12 - - 1024 12

 63Y - - 133.65 - - 1087 36 - - 1150 30

 64X - - 133.70 - - 1088 12 - - 1151 12

 64Y - - 133.75 - - 1088 36 - - 1025 30

 65X - - 133.80 - - 1089 12 - - 1152 12

 65Y - - 133.85 - - 1089 36 - - 1026 30

 66X - - 133.90 - - 1090 12 - - 1153 12

 66Y - - 133.95 - - 1090 36 - - 1027 30
8/19/98 8200.1A CHG 2

Par 305.22 Page 305-5

VHF/UHF NAVAID FREQUENCY CHANNELING AND PAIRING, CONTINUED

DME AIRBORNE DME GND

INTERROGATE REPLY

PULSE CODE

DME MLS NORMAL P/DME

CHN -------------FREQUENCY-------- CHN DME IA FA DME PC

NO. LOC GS VHF/ MLS NO. FREQ us us us FREQ us

VOR

 67X - - 134.00 - - 1091 12 - - 1154 12

 67Y - - 134.05 - - 1091 36 - - 1028 30

 68X - - 134.10 - - 1092 12 - - 1155 12

 68Y - - 134.15 - - 1092 36 - - 1029 30

 69X - - 134.20 - - 1093 12 - - 1156 12

 69Y - - 134.25 - - 1093 36 - - 1030 30

 70X - - 112.30 - - 1094 12 - - 1157 12

 70Y - - 112.35 - - 1094 36 - - 1031 30

 71X - - 112.40 - - 1095 12 - - 1158 12

 71Y - - 112.45 - - 1095 36 - - 1032 30

 72X - - 112.50 - - 1096 12 - - 1159 12

 72Y - - 112.55 - - 1096 36 - - 1033 30

 73X - - 112.60 - - 1097 12 - - 1160 12

 73Y - - 112.65 - - 1097 36 - - 1034 30

 74X - - 112.70 - - 1098 12 - - 1161 12

 74Y - - 112.75 - - 1098 36 - - 1035 30

 75X - - 112.80 - - 1099 12 - - 1162 12

 75Y - - 112.85 - - 1099 36 - - 1036 30

 76X - - 112.90 - - 1100 12 - - 1163 12

 76Y - - 112.95 - - 1100 36 - - 1037 30

 77X - - 113.00 - - 1101 12 - - 1164 12

 77Y - - 113.05 - - 1101 36 - - 1038 30

 78X - - 113.10 - - 1102 12 - - 1165 12

 78Y - - 113.15 - - 1102 36 - - 1039 30

 79X - - 113.20 - - 1103 12 - - 1166 12

 79Y - - 113.25 - - 1103 36 - - 1040 30

 80X - - 113.30 - - 1104 12 - - 1167 12

 80Y - - 113.35 5067.0 620 1104 36 36 42 1041 30

 81X - - 113.40 - - 1105 12 - - 1168 12

 81Y - - 113.45 5067.6 622 1105 36 36 42 1042 30

 82X - - 113.50 - - 1106 12 - - 1169 12

 82Y - - 113.55 5068.2 624 1106 36 36 42 1043 30

 83X - - 113.60 - - 1107 12 - - 1170 12

 83Y - - 113.65 5068.8 626 1107 36 36 42 1044 30

 84X - - 113.70 - - 1108 12 - - 1171 12

 84Y - - 113.75 5069.4 628 1108 36 36 42 1045 30

 85X - - 113.80 - - 1109 12 - - 1172 12

 85Y - - 113.85 5070.0 630 1109 36 36 42 1046 30

 86X - - 113.90 - - 1110 12 - - 1173 12

 86Y - - 113.95 5070.6 632 1110 36 36 42 1047 30

 87X - - 114.00 - - 1111 12 - - 1174 12

 87Y - - 114.05 5071.2 634 1111 36 36 42 1048 30

 88X - - 114.10 - - 1112 12 - - 1175 12

 88Y - - 114.15 5071.8 636 1112 36 36 42 1049 30

 89X - - 114.20 - - 1113 12 - - 1176 12

 89Y - - 114.25 5072.4 638 1113 36 36 42 1050 30

 90X - - 114.30 - - 1114 12 - - 1177 12

 90Y - - 114.35 5073.0 640 1114 36 36 42 1051 30
8200.1A CHG 2 8/19/98

Page 305-6 Par 305.22

VHF/UHF NAVAID FREQUENCY CHANNELING AND PAIRING, CONTINUED

DME AIRBORNE DME GND

INTERROGATE REPLY

PULSE CODE

DME MLS NORMAL P/DME

CHN -------------FREQUENCY-------- CHN DME IA FA DME PC

NO. LOC GS VHF/ MLS NO. FREQ us us us FREQ us

VOR

 91X - - 114.40 - - 1115 12 - - 1178 12

 91Y - - 114.45 5073.6 642 1115 36 36 42 1052 30

 92X - - 114.50 - - 1116 12 - - 1179 12

 92Y - - 114.55 5074.2 644 1116 36 36 42 1053 30

 93X - - 114.60 - - 1117 12 - - 1180 12

 93Y - - 114.65 5074.8 646 1117 36 36 42 1054 30

 94X - - 114.70 - - 1118 12 - - 1181 12

 94Y - - 114.75 5075.4 648 1118 36 36 42 1055 30

 95X - - 114.80 - - 1119 12 - - 1182 12

 95Y - - 114.85 5076.0 650 1119 36 36 42 1056 30

 96X - - 114.90 - - 1120 12 - - 1183 12

 96Y - - 114.95 5076.6 652 1120 36 36 42 1057 30

 97X - - 115.00 - - 1121 12 - - 1184 12

 97Y - - 115.05 5077.2 654 1121 36 36 42 1058 30

 98X - - 115.10 - - 1122 12 - - 1185 12

 98Y - - 115.15 5077.8 656 1122 36 36 42 1059 30

 99X - - 115.20 - - 1123 12 - - 1186 12

 99Y - - 115.25 5078.4 658 1123 36 36 42 1060 30

100X - - 115.30 - - 1124 12 - - 1187 12

100Y - - 115.35 5079.0 660 1124 36 36 42 1061 30

101X - - 115.40 - - 1125 12 - - 1188 12

101Y - - 115.45 5079.6 662 1125 36 36 42 1062 30

102X - - 115.50 - - 1126 12 - - 1189 12

102Y - - 115.55 5050.2 664 1126 36 36 42 1063 30

103X - - 115.60 - - 1127 12 - - 1190 12

103Y - - 115.65 5080.8 666 1127 36 36 42 1064 30

104X - - 115.70 - - 1128 12 - - 1191 12

104Y - - 115.75 5081.4 668 1128 36 36 42 1065 30

105X - - 115.80 - - 1129 12 - - 1192 12

105Y - - 115.85 5082.0 670 1129 36 36 42 1066 30

106X - - 115.90 - - 1130 12 - - 1193 12

106Y - - 115.95 5082.6 672 1130 36 36 42 1067 30

107X - - 116.00 - - 1131 12 - - 1194 12

107Y - - 116.05 5083.2 674 1131 36 36 42 1068 30

108X - - 116.10 - - 1132 12 - - 1195 12

108Y - - 116.15 5083.8 676 1132 36 36 42 1069 30

109X - - 116.20 - - 1133 12 - - 1196 12

109Y - - 116.25 5084.4 678 1133 36 36 42 1070 30

110X - - 116.30 - - 1134 12 - - 1197 12

110Y - - 116.35 5085.0 680 1134 36 36 42 1071 30

111X - - 116.40 - - 1135 12 - - 1198 12

111Y - - 116.45 5085.6 682 1135 36 36 42 1072 30

112X - - 116.50 - - 1136 12 - - 1199 12

112Y - - 116.55 5086.2 684 1136 36 36 42 1073 30

113X - - 116.60 - - 1137 12 - - 1200 12

113Y - - 116.65 5086.8 686 1137 36 36 42 1074 30

114X - - 116.70 - - 1138 12 - - 1201 12

114Y - - 116.75 5087.4 688 1138 36 36 42 1075 30
8/19/98 8200.1A CHG 2

Par 305.22 Page 305-7 (and 8)

VHF/UHF NAVAID FREQUENCY CHANNELING AND PAIRING, CONTINUED

DME AIRBORNE DME GND

INTERROGATE REPLY

PULSE CODE

DME MLS NORMAL P/DME

CHN -------------FREQUENCY-------- CHN DME IA FA DME PC

NO. LOC GS VHF/ MLS NO. FREQ us us us FREQ us

VOR

115X - - 116.80 - - 1139 12 - - 1202 12

115Y - - 116.85 5088.0 690 1139 36 36 42 1076 30

116X - - 116.90 - - 1140 12 - - 1203 12

116Y - - 116.95 5088.6 692 1140 36 36 42 1077 30

117X - - 117.00 - - 1141 12 - - 1204 12

117Y - - 117.05 5089.2 694 1141 36 36 42 1078 30

118X - - 117.10 - - 1142 12 - - 1205 12

118Y - - 117.15 5089.8 696 1142 36 36 42 1079 30

119X - - 117.20 - - 1143 12 - - 1206 12

119Y - - 117.25 5090.4 698 1143 36 36 42 1080 30

120X - - 117.30 - - 1144 12 - - 1207 12

120Y - - 117.35 - - 1144 36 - - 1081 30

121X - - 117.40 - - 1145 12 - - 1208 12

121Y - - 117.45 - - 1145 36 - - 1082 30

122X - - 117.50 - - 1146 12 - - 1209 12

122Y - - 117.55 - - 1146 36 - - 1083 30

123X - - 117.60 - - 1147 12 - - 1210 12

123Y - - 117.65 - - 1147 36 - - 1084 30

124X - - 117.70 - - 1148 12 - - 1211 12

124Y - - 117.75 - - 1148 36 - - 1085 30

125X - - 117.80 - - 1149 12 - - 1212 12

125Y - - 117.85 - - 1149 36 - - 1086 30

126X - - 117.90 - - 1150 12 - - 1213 12

126Y - - 117.95 - - 1150 36 - - 1087 30

5/22/96 8200.1A

Page 306-1 (and 2)

SECTIONS 306 - 308

RESERVED

5/22/96 8200.1A

Page 309-i (and ii)

SECTION 309. MAP INTERPRETATION

TABLE OF CONTENTS

Paragraphs Title Pages

309.1 INTRODUCTION ....................................................................................... 309-1

309.2 AERONAUTICAL CHART PREPARATION................................................ 309-1

309.3 PREPARATION OF CHARTS FOR FLIGHT INSPECTION USE............... 309-2

309.4 USE OF THE CHART ................................................................................ 309-3

5/22/96 8200.1A

Par 309.1 Page 309-1

SECTION 309. MAP INTERPRETATION

309.1 Introduction

a. Aeronautical charts normally used for

checkpoint orbit checks have substantial effect

on the data processing center. Through the

cooperation of the United States Coast and

Geodetic Survey, certain information concerning

aeronautical charts has been collected. Coast

and Geodetic Survey personnel have

accompanied flight crews on orbit type checks.

Outlined here is information considered helpful in

improving the accuracy of flight inspection

results, with particular reference to chart

construction, design, and preparation for flight

inspection use, checkpoint selection, etc.

b. The use of state highway maps or

county maps is not recommended if

aeronautical charts are available, as there is

considerable variation in the accuracy of the

maps among various states and counties.

c. It has been determined, however, that the

Defense Mapping Agency Series 1501, Joint

Operations Graphics, although not aeronautical

charts, are satisfactory for flight inspection use.

Due to the scale of these maps (1 to 250,000),

greater detail is available than that displayed by

the sectional charts; consequently more definable

checkpoints can be utilized.

d. The positions of many facility sites have

been determined by first-order triangulation

or photogrammetric methods with a high

degree of accuracy. Before recommending that

coordinates of a facility be changed, the Coast

and Geodetic Survey should be contacted for

verification of such a change.

309.2 Aeronautical Chart Preparation

a. In congested areas of the Nation,

checkpoints are plentiful, and it is possible to

select only the most desirable. In sparsely

settled areas, it may be necessary to use every

feature appearing on the chart in order to obtain

a maximum of 8 or 10 checkpoints. For these

reasons, it is helpful to have an understanding of

the manner in which final drawings for

aeronautical charts are made.

b. The preparation of final drawings for

charts using three separate colors is made as

follows:

(1) Black. Includes railroads, roads (these

are sketched in black, but photograph gray on

final chart), city and town symbols, boundaries,

dots showing the location of spot heights,

landmark symbols, etc.

(2) Blue. Drainage.

(3) Brown. Contours.

c. The black is always drawn first and

remaining colors are drawn only after the

black has been verified and corrected.

d. In order to provide satisfactory

clearances between various features, it is

often necessary to shift some away from their

correct geographic positions. This shift does

not usually amount to more than 1/32 of an inch

on the printed chart, but it is often required for

increased clarity and legibility of the chart. In

shifting, two general conditions are to be met:

(1) All possible detail in the relative

position of the features is retained as closely

as possible.

(2) The geographic position of the

combination of features is retained as closely

as possible.

e. For example, in case of a road

paralleling a railroad for a short distance, the

railroad is drawn in its true geographic position,

and the road is displaced enough to provide the

required clearance. If both were displaced by

equal amounts, as first might be suspected, a

curve that is nonexistent in fact would have to be

introduced into the railroad or the railroad would

have to be displaced for some little distance on

either side, with consequent displacement of

towns and other features along the railroad.
8200.1A 5/22/96

Page 309-2 Par 309.2

f. Similarly, if a road parallels the railroad

for a short distance, then crosses and again

parallels the railroad on the other side, the

railroad should be shown in its correct position

and the road displaced as before.

g. Further, there are conditions where a

road may parallel a railroad for a short

distance, and both may be displaced by an

amount equal to one-half the required clearance.

h. In general, it has been found that a

railroad should be held in its correct position

first, a road second, and stream last. That is,

between a railroad and a highway or stream, the

latter are usually shifted; between a road and a

stream, the stream is displaced.

i. If a stream flows between a road and a

railroad, or between two railroads, the stream

retains its true position and other features are

displaced. As a rule, all town and city symbols

are affixed in their correct positions. Since

railroads and towns are usually held in their

correct positions, other features are adjusted to

them. Landmarks such as oil derricks, racetracks, etc., should be used only as a last resort.

j. Since each color on a printed chart is a

separate sheet, the registration of the colors

may be checked at the "neat line" at each corner

of the chart. The color which is not correct can

be identified by the color tick. If a color is too far

from correct registration, several charts should be

examined and an effort made to obtain one that

is more accurate.

309.3 Preparation of Charts for Flight

Inspection Use. In preparing a chart for a flight

inspection, the following procedure is outlined.

a. The exact latitude and longitude of the

facility should be plotted on the chart as

follows:

(1) Plot the longitude on parallels, which are

subdivided into 1-minute intervals, north and

south of the station, then draw a fine line

connecting these two points and extend the line

far enough in both directions to fit a large

protractor. This will be the true north reference.

The latitude should be scaled, using hairspring

dividers, from the parallel below the site along the

nearest meridian, subdivided into 1-minute -

intervals, and then be transferred to the true

north reference where it intersects the same

parallel. Because of curvature in the parallels,

this procedure will be far more accurate than

measuring the latitude on each side of the site

and then drawing a line between the two points of

latitude.

(2) If two or more charts must be joined

together, such as Kansas City and Des Moines

for the St. Joseph VOR, it is suggested that the

following method be used: Select one of the

charts which will be used to plot the correct

position of the VOR and use it as the overlay

chart. For example, the correct position of the

STJ VOR is to be plotted on the Kansas City

chart. Place a straight edge on the intersection

of north lat. 40o05'00" and 94o00'00" west long.

Draw a straight line between these two points.

The use of a razor blade for cutting along a

straight edge is preferred. This chart will be

mounted on the Des Moines chart by correctly

aligning the central meridian of 95o00'00" and

placing the two points mentioned above in their

correct position. The slight difference in the size

of the two charts will fall away from the central

meridian and allow the minimum error near the

station. If it is necessary to join four charts

together, it is suggested that the two north charts

be mounted on the two south charts to form the

east and west half, then the east and west

sections may be mounted along a meridian such

as 96o00'00" ,making sure that the 40o parallel is

in correct alignment and that the 96th meridian is

in a straight line.

(3) The magnetic north reference may not

be plotted from the facility location with

magnetic variation interpolated from the lines of

magnetic variation shown on the chart. The

determination of the correct magnetic variation is

extremely important. Whenever possible, the

magnetic variation should be obtained from the

latest information available through the Coast

and Geodetic Survey. If the available information

is not up to date, the annual rate of change in

variation should be applied. It is conceivable that

errors as great as 0.5o may occur if proper

determination of magnetic variation is not made

through use of the latest and most accurate

source of this information.

(4) After the magnitude of magnetic

variation has been determined, it is suggested

that this be plotted on the chart using at least a 6-

inch circular protractor and marking it from the

true north reference, both north and south of the

site and connecting the two points with a fine line

which passes directly through the site. The 90o

to 270o magnetic lines may be marked by

resetting the protractor on the magnetic north

reference.
5/22/96 8200.1A

Par 309.3 Page 309-3 (and 4)

309.4 Use of the Chart

a. In the selection of checkpoints, black

should be used first, gray second, and blue

(drainage) last. Only in rare cases will be the

facility site be accurately located. Consequently,

the facility location should always be plotted as

outlined above.

b. One good checkpoint each 30o provides

more repeatable results (provided constant

radius is maintained) than large numbers of

checkpoints using all types of map information.

c. If the same chart is used over an

extended period of time, it may be necessary to

realign the magnetic north reference line due to

annual change in the variation. This is

particularly true in some areas where the annual

rate of change is extraordinary.

07/03/00 8200.1A CHG 3

Page 310-1 (and 2)

SECTION 310 - 311

RESERVED