Publication: Magyar Közlöny
Issue: MK-2007-70 (Year: 2007, Number: 70)
Era: 2004-2010
Section: Melléklet a 2007. évi XLVI. törvényhez
Paragraph Index: 3857

d) The elevation field monitor is to be sited to avoid affecting, or being affected by, the ILS glide path field monitor. 4.1.1.3 Siting the elevation antenna at a greater offset than the glide path 4.1.1.3.1 When siting the elevation antenna at offsets of 130 m (430 ft) to 180 m (590 ft) from runway centre line, the conical effect on the achieved approach reference datum height becomes more prominent. Depending on the facility, the elevation antenna setback may have to be adjusted to satisfy the criteria discussed in 4.1.1.2.1, 4.1.1.2.2 and 4.1.1.2.3. 4.1.1.3.2 When siting the elevation antenna at an offset from runway centre line greater than that of the resident glide path, the elevation antenna should not penetrate the lateral pattern of the glide path. The value of ĭ in Figure G-18 is dependent on the type of glide path antenna present and the physical characteristics of the elevation equipment. In general, “ĭ” denotes the –10 dB point in the glide path antenna lateral pattern. The –10 dB value may be relaxed to –4 dB, particularly for capture-effect glide path antennas, subject to verification of glide path signal quality. 4.1.1.3.3 After determining the acceptable range of elevation antenna locations based on the above criteria, this location may have to be bounded further to satisfy obstacle limitation requirements in Annex 14, particularly taxiway-toobstacle separation criteria. 4.1.1.4 Alternatives 4.1.1.4.1 If collocation of the elevation antenna with the glide path cannot readily be achieved, an alternative is to site the elevation antenna on the opposite side of the runway. 4.1.2 MLS azimuth antenna 4.1.2.1 Introduction 4.1.2.1.1 When collocating the MLS azimuth antenna with the ILS localizer, one will have to make a series of decisions which will determine the azimuth antenna location. Siting criteria have been developed based on minimizing the ATT G-15 23/11/06 2007/70/II. szám Annex 10 — Aeronautical Communications Volume I effects of the MLS azimuth antenna equipment on the ILS localizer signal and vice versa. The criteria developed along with signal-in-space, operation, critical areas, and obstacle clearance considerations will influence the final location of the azimuth antenna. Since the presence of a humped runway or approach lighting system may require an increase in the azimuth antenna phase centre height (PCH), these factors must be considered when applying any of the following criteria. 4.1.2.1.2 The purpose is to start with a general region for siting the azimuth antenna and then reduce this region to an optimum location for a particular facility. This goal is achieved by stepping through a list of considerations shown as a logic flow diagram in Figure G-20. 4.1.2.1.3 Referring to Figure G-20, the section numbers refer to one of the four siting geometries (i.e. 4.1.2.2 corresponds to “azimuth antenna sited ahead of the localizer antenna”, etc.). The numbers in each box reference a specific paragraph in the supporting text for Figure G-20. This paragraph provides a more detailed description of the factors to be considered for that step. 4.1.2.1.4 The general regions for siting the azimuth antenna are shown in Figure G-21. 4.1.2.2 Azimuth antenna sited ahead of localizer antenna 4.1.2.2.1 The azimuth antenna is to be symmetrically sited on the localizer course line at least 30 m (100 ft) ahead of the localizer antenna array. The limit for the maximum distance (variable “X” in Figure G-21) is determined by the requirement to satisfy the obstacle limitation requirements set forth in Annex 14 for both the azimuth antenna structure and azimuth monitor. This is the preferred location for the azimuth antenna. However, factors such as the presence of a localizer near field monitor may require the location of the azimuth antenna to be modified. The azimuth antenna cannot be sited such that it blocks line-of-sight between the localizer antenna and the localizer field monitor. Due to line-of-sight blockage of the ILS ground check point by the azimuth station, the ILS ground check points may have to be reassessed. 4.1.2.2.2 It is desirable to collocate the DME/P antenna with azimuth antenna whenever possible. However, if the DME/P antenna cannot be collocated with the azimuth antenna due to violation of obstacle limitation requirements, one may consider an offset DME/P site or selecting an alternate collocation configuration (see Attachment C, Section 7.1.6 and Section 5 below). 4.1.2.2.3 When possible, the azimuth antenna location can be adjusted to minimize the effect of the azimuth antenna critical area on flight operations. In addition, it may be desirable to maximize the union of azimuth and localizer critical areas. Due to the necessity to collocate the azimuth antenna in close proximity to the localizer antenna, normally one of the antennas will have to be sited in the critical area of the other antenna. For the azimuth antenna critical area, see 4.3. For the localizer critical areas see Attachment C, Section 2.1.10. 4.1.2.2.4 After a suitable site for the azimuth antenna has been determined, a location for the azimuth antenna field monitor must be found. The azimuth antenna should be monitored as stated in 2.3.5. The preferred location for the field monitor is on the extended runway centre line. However, the monitor pole can be a source of azimuth signal degradation. Therefore, if this monitor location causes unacceptable signal degradation or unsatisfactory monitoring capabilities due to the presence of light lane structures, ILS localizer, etc., an alternate field monitor location may be desirable. This second procedure is only recommended if integral monitoring of the approach radial is available. The following considerations may be helpful in determining a monitor location:

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