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Talk:Microwave landing system

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This is an old revision of this page, as edited by Bloublou (talk | contribs) at 10:47, 9 August 2006 (→Limitations). The present address (URL) is a permanent link to this revision, which may differ significantly from the current revision.

Cleanup

I've cleaned up the article a bit. It looks like it was originally a cut and paste from the FAA Aeronautical Information Manual, which I have included as a reference. --Dual Freq 03:52, 2 March 2006 (UTC)[reply]

Greater Accuracy

Greater accuracy than ILS? Please Cite and qualify that. IFP Inventory shows only 3 MLS approaches in the USA and 100 CAT III ILS. How is MLS more accurate than CAT III ILS? I'm certain there are advantages of MLS over ILS, and I know about the installations in the UK, but you should qualify the accuracy statement and cite if possible. Thanks. --Dual Freq 22:45, 15 May 2006 (UTC)[reply]

accuracy

MLS CatIII has not been proved yet, I added a figure to show the multipath effect that happens as the aircraft approaches the airport, it will receive multi path coming from all the hangars . the system is designed with angle limitations so you can try to avoid mountains...but it is hard to avoid any constructions or other aircraft around the airport. note that it has been tested on aircraft carrier with many multipath coming from the sea and other aircrafts around. GPS CatIII is not proved as well, so the ILS remain the only system for landing without visibility

Limitations

MLS system is sensitive to multipath. as the signal reflects on hangars, it can create an error in the aircraft position.

Thanks for adding the multipath image, but I was under the impression that MLS was the solution to the multipath problems of ILS. If there are severe multipath problems with MLS too then why is MLS the solution to ILS's problems. Why is the UK installing MLS systems to solve ILS multipath and ILS critical area hold problems?[1] Please cite a source for the MLS multipath problems and indicate their severity. Thanks. Dual Freq 00:23, 4 August 2006 (UTC)[reply]

See also: "MLS, on the other hand, was immune to multipath.", MLS: Back to the Future?. Avionics Today. April 1, 2003 Dual Freq 00:27, 4 August 2006 (UTC)[reply]

Limitations

I have read those articles and a lot more...but I have been working on MLS systems for years and have patent on signal processing to avoid the multipath effect...then I can say the people who wrote the article may not have work on it. As I try to explain on the diagram, the beam reflects on a building and goes to the aircraft, this is clear to me, and there is no way to avoid it. the thing is that it appears sometimes that the fading is greater on the direct way, so the both beam as seen from the aircraft have the same amplitude...and then nobody can say which one is the good one. UK is installing MLS because they think it is better, it is in certain ways, but has its limitations. Some patented algorithms may limit this phenomenom, and maybe they are happy with it, but I don't think they already land in CatIII with it. have a look at http://adsabs.harvard.edu/abs/1977uva..rept.....M http://www.fas.org/nuke/intro/aircraft/facilities.htm http://www.au.af.mil/au/2025/volume3/chap13/v3c13-5.htm http://www.freepatentsonline.com/5627546.html --bloublou 17:02, 6 August 2006 (UTC)[reply]

in the article "MLS, on the other hand, was immune to multipath."

Where is the demonstration that MLS is immune to multipath ?

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