Publication: Magyar Közlöny
Issue: MK-2007-70 (Year: 2007, Number: 70)
Era: 2004-2010
Section: Melléklet a 2007. évi XLVI. törvényhez
Paragraph Index: 3729

b) After loss of the acquired signal in either the IA or FA mode, the interrogator provides a warning output within 1 second, during which time the guidance information continues to be displayed. After loss of signal, the interrogator returns to the search condition in the IA mode in order to re-establish track. 7.3.5.2 uring track When track is established, the receiver output consists of valid guidance information before removing the warning. The validation process continues to operate as long as the interrogator is in track. The interrogator remains in track as long as the system efficiency is 50 per cent or greater. While in track, the receiver provides protection against short duration, large amplitude erroneous signals. 7.3.5.3 Range date filter The accuracy specifications in Chapter 3, 3.5.3.1.3.4, as well as the error budgets discussed in 7.3.3, assume that the higher frequency noise contributions are limited by a low pass filter with a corner frequency of qw as specified in Figure C-21. Depending upon the user’s application, additional filtering for noise reduction can be used provided that the induced phase delay and amplitude variation do not adversely affect the aircraft flight control system’s dynamic response. The following sections recommend additional features which should be incorporated into the data filter. 7.3.5.4 Velocity memory The data filter may require a velocity memory in order to achieve the specified accuracies in Chapter 3, 3.5.3.1.3.4 with a system efficiency of 50 per cent. It should be noted that low system efficiencies can occur in the IA mode during identification transmissions. 23/11/06 ATT C-78 2007/70/II. szám Attac ment C Annex 10 — Aeronautical Communications DME/P INTE O ATO A DISTANCE ESTIMATES ECEI E O TP T I TE ABSO TE POSITION E E ENCE PAT O O IN E O I TE PAT O O IN E O CONT O MOTION NOISE I TE CONT O MOTION NOISE A B - IDANCE NCTION DME/P CO NE E ENCIES ( ADIANS/SEC) 1.5 0.5 ECEI E O TP T I TE CONT O MOTION NOISE I TE PAT O O IN I TE = 1 = .64 n This corner fre uency may be less than 10 rad/sec for some applications. ECEI E O TP T I TE ( O PASS) PAT O O IN I TE ( O PASS) CONT O MOTION NOISE I TE ( I PASS) 6dB/OCT 12dB/OCT 6dB/OCT ADIANS/SEC E O TIME O TP T O P E O CMN I TE T1 T2 T4 T3 T = S IDIN INDO (= T seconds) IA MODE A MODE T 40 sec 10 sec DME/P measurement methodology: is the error specification T region to be evaluated T , T , T ... time intervals that error exceeds specifications. or the e uipment to be acceptable in this region, the follo ing ine uality should be true: (T T T ...) / T 0.05. S n n n S S S S 1 Figure C-21 ATT C-79 23/11/06 2007/70/II. szám Annex 10 — Aeronautical Communications Volume I 7.3.5.5 Outlier re ection Range estimates which are significantly different from previous filtered range estimates, because they cannot be the result of aircraft motion, should be assumed to be in error. Such data should be rejected at the input to the data filter. 7.3.6 ME/P error measurement methods 7.3.6.1 System errors 7.3.6.1.1 The DME/P system accuracies are specified in Chapter 3, 3.5.4.1.3.4 in terms of path following error (PFE) and control motion noise (CMN). These parameters describe the interaction of the DME/P guidance signal with the aircraft in terms directly related to aircraft position errors and flight control system design. 7.3.6.1.2 For the purposes of determining compliance with the accuracy standard, the PFE and CMN components are evaluated over any T second interval (where T = 40 seconds in the IA mode and 10 seconds in the FA mode) of the flight error record taken within the DME/P coverage limits. The 95 per cent probability requirement is interpreted to be satisfied if the PFE and CMN components do not exceed the specified error limits for a total period that is more than 5 per cent of the evaluation time interval. This is illustrated in Figure C-21. To evaluate the PFE and CMN components of the DME/P guidance data, the true aircraft position, as determined by a suitable position reference, is subtracted from the guidance data to form an error signal. This error signal is then filtered by the PFE and CMN filters, where the outputs provide suitable estimates of the PFE and CMN components, respectively. These filters are defined in Figure C-21. 7.3.6.1.3 These filters can be utilized to determine the transponder instrumentation error components specified in Chapter 3, 3.5.4.5.3 and 3.5.4.5.4. Similarly, the interrogator instrumentation error components, specified in Chapter 3, 3.5.5.4, can be determined. 7.3.7 Multipath effects 7.3.7.1 Under the multipath conditions likely to exist, the accuracy specifications of the DME/P assume that the performance is not degraded beyond a certain limit and that this degradation is equally applied to both interrogator and transponder receiver. 7.3.7.2 To ensure that the equipment is working according to the specifications, the following should apply to FA mode operation of the system:

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