Publication: Magyar Közlöny
Issue: MK-2007-70 (Year: 2007, Number: 70)
Era: 2004-2010
Section: Melléklet a 2007. évi XLVI. törvényhez
Paragraph Index: 3725

b) accuracy standard 2 this gives improved accuracy that may be necessary for VTOL and STOL operations, CTOL flare manoeuvres using MLS flare elevation guidance and CTOL high-speed turnoffs. 7.3.2.1.2 Table C-5 shows applications of DME and typical accuracy requirements. This will assist in selecting the appropriate accuracy standard to meet the operational requirement. The calculations are based on a distance of 1 768 m (5 800 ft) between the DME antenna and the runway threshold. The following paragraphs refer to Table C-5. 7.3.2.1.3 It is intended that the DME/P accuracy approximately corresponds to the azimuth function PFE at a distance of 37 km (20 NM) from the MLS reference datum both along the extended runway centre line and at an azimuth angle of 40 degrees. Also the DME/N error at the limits of MLS coverage is consistent with the 0.37 km (0.2 NM) system accuracy in Chapter 3, 3.5.3.1.3.3. The CMN is the linear equivalent of the plus or minus 0.1 degree CMN specified for the azimuth angle function. 7.3.2.1.4 PFE corresponds to azimuth angular error; CMN is approximately the linear equivalent of the plus or minus 0.1 degree CMN specified for the azimuth angle system. 7.3.2.1.5 The plus or minus 30 m PFE corresponds to a plus or minus 1.5 m vertical error for a 3-degree elevation angle. 7.3.2.1.6 Flare initiation begins in the vicinity of the MLS approach reference datum; MLS elevation and DME/P provide vertical guidance for automatic landing when the terrain in front of the runway threshold is uneven. 7.3.2.1.7 Sensitivity modification or autopilot gain scheduling requirements are not strongly dependent on accuracy. ATT C-75 23/11/06 2007/70/II. szám Annex 10 — Aeronautical Communications Volume I Table C-5. Function Typical distance from the threshold PFE (95% probability) CMN (95% probability) Approach (7.3.2.1.3) — extended runway centre line — at 40° azimuth 37 km (20 NM) 37 km (20 NM) ±250 m (±820 ft) ±375 m (±1 230 ft) ±68 m (±223 ft) ±68 m (±223 ft) Approach (7.3.2.1.4) — extended runway centre line — at 40° azimuth 9 km (5 NM) 9 km (5 NM) ±85 m (±279 ft) ±127 m (±417 ft) ±34 m (±111 ft) ±34 m (±111 ft) Marker replacement — outer marker — middle marker 9 km (5 NM) 1 060 m (0.57 NM) ±800 m (±2 625 ft) ±400 m (±1 312 ft) not applicable not applicable 30 m decision height determination (100 ft) (7.3.2.1.5) — 3° glide path (CTOL) — 6° glide path (STOL) 556 m (0.3 NM) 556 m (0.3 NM) ±30 m (±100 ft) ±15 m (±50 ft) not applicable not applicable Flare initiation over uneven terrain (7.3.2.1.6) — 3° glide path (CTOL) — 6° glide path (STOL) ±30 m (±100 ft) ±12 m (±40 ft) ±18 m (±60 ft) ±12 m (±40 ft) Sensitivity modifications (7.3.2.1.7) (autopilot gain scheduling) 37 km (20 NM) to 0 ±250 m (±820 ft) not applicable Flare manoeuvre with MLS flare elevation (7.3.2.1.8) — CTOL — STOL ±30 m (±100 ft) ±12 m (±40 ft) ±12 m (±40 ft) ±12 m (±40 ft) Long flare alert (7.3.2.1.9) Runway region ±30 m (±100 ft) not applicable CTOL high speed roll-out/turnoffs (7.3.2.1.10) Runway region ±12 m (±40 ft) ±30 m (±100 ft) Departure climb and missed approach 0 to 9 km (5 NM) ±100 m (±328 ft) ±68 m (±223 ft) VTOL approaches (7.3.2.1.11) 925 m (0.5 NM) to 0 ±12 m (±40 ft) ±12 m (±40 ft) Coordinate translations (7.3.2.1.12) — ±12 m to ±30 m (±40 ft to ±100 ft) ±12 m (±40 ft) 23/11/06 ATT C-76 2007/70/II. szám Attac ment C Annex 10 — Aeronautical Communications 7.3.2.1.8 It is intended that this specification applies when vertical guidance and sink rate for automatic landing are derived from the MLS flare elevation and the DME/P. Note.— Although the standard has been developed to provide for MLS flare elevation function, this function is not implemented and is not intended for future implementation. 7.3.2.1.9 It indicates to the pilot if the aircraft is landing beyond the touchdown region. 7.3.2.1.10 The roll-out accuracy requirement reflects system growth potential. In this application the roll-out PFE would be dictated by the possible need to optimize roll-out deceleration and turnoff so as to decrease runway utilization time. 7.3.2.1.11 It is intended to assure the pilot that the aircraft is over the landing pad before descending. 7.3.2.1.12 It may be desirable to translate the MLS coordinates from one origin to another when the antennas are not installed in accordance with Chapter 3, 3.11.5.2.6 or 3.11.5.3.5. The figures in the table are typical of a VTOL application; actual values will depend on the geometry of the installation. 7.3.3 ME/P error budgets Example error budgets for DME/P accuracy standards 1 and 2 are shown in Table C-6. If the specified error components are not individually exceeded in practice, it can be expected that the overall system performance, as specified in 3.5.3.1.3.4, will be achieved. A garbling contribution to the system error is computed by taking the root sum square (RSS) of the errors obtained in the specified down-link environment with those obtained in the specified up-link environment and removing, on an RSS basis, the error obtained in a non-garbling environment. Table C-6. Example of DME/P error budget FA mode Standard 1 FA mode Standard 2 IA mode Error source Error component PFE m (ft) CMN m (ft) PFE m (ft) CMN m (ft) PFE m (ft) CMN m (ft) Instrumentation Transponder Interrogator ±10 (±33) ±15 (±50) ±8 (±26) ±10 (±33) ±5 (±16) ±7 (±23) ±5 (±16) ±7 (±23) ±15 (±50) ±30 (±100) ±10 (±33) ±15 (±50) Site related Down-link specular multipath Up-link specular multipath Non-specular (diffuse) multipath Garble ±10 (±33) ±10 (±33) ±3 (±10) ±6 (±20) ±8 (±26) ±8 (±26) ±3 (±10) ±6 (±20) ±3 (±10) ±3 (±10) ±3 (±10) ±6 (±20) ±3 (±10) ±3 (±10) ±3 (±10) ±6 (±20) ±37 (±121) ±37 (±121) ±3 (±10) ±6 (±20) ±20 (±66) ±20 (±66) ±3 (±10) ±6 (±20) Note 1.— The figures for non-specular multipath and for garble are the totals of the up-link and down-link components. Note 2.— PFE contains both bias and time varying components. In the above table the time varying components and most site related errors are assumed to be essentially statistically independent. The bias components may not conform to any particular statistical distribution. In considering these error budgets, caution is to be exercised when combining the individual components in any particular mathematical manner. Note 3.— The transmitter wave form is assumed to have a 1 200 nanosecond rise time. ATT C-77 23/11/06 2007/70/II. szám Annex 10 — Aeronautical Communications Volume I 7.3.4 System implementation 7.3.4.1 While the DME/P may be implemented in various ways, the instrumental and propagation errors assumed are typical of those obtainable with equipment designs which provide internal time delay drift compensation and which establish timing reference points by thresholding on the leading edge of the first pulse of a pulse pair using the following techniques:

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