Publication: Magyar Közlöny
Issue: MK-2007-70 (Year: 2007, Number: 70)
Era: 2004-2010
Section: Melléklet a 2007. évi XLVI. törvényhez
Paragraph Index: 3558

b) a runway visual range less than 200 m but not less than 50 m. Category IIIC operation A precision instrument approach and landing with no decision height and no runway visual range limitations. 2.1.2 Relevant to these objectives will be the type of aircraft using the ILS and the capabilities of the aircraft flight guidance system(s). Modern aircraft fitted with equipment of appropriate design are assumed in these objectives. In practice, however, operational capabilities may extend beyond the specific objectives given at 2.1.1. 2.1.2.1 The availability of fail-passive and fail-operational flight guidance systems in conjunction with an ILS ground system which provides adequate guidance with an appropriate level of continuity of service and integrity for the particular case can permit the attainment of operational objectives which do not coincide with those described at 2.1.1. 2.1.2.2 For modern aircraft fitted with automatic approach and landing systems the routine use of such systems is being encouraged by aircraft operating agencies in conditions where the progress of the approach can be visually monitored by the flight crew. For example, such operations may be conducted on Facility Performance Category I — ILS where the guidance quality and coverage exceeds basic requirements given at Chapter 3, 3.1.3.4.1 and extends down to the runway. 2.1.2.3 In order to fully exploit the potential benefits of modern aircraft automatic flight control systems there is a related need for a method of describing ground based ILS more completely than can be achieved by reference solely to the Facility Performance Category. This is achieved by the ILS classification system using the three designated characters. It provides a description of those performance aspects which are required to be known from an operations viewpoint in order to decide the operational applications which a specific ILS could support. 2.1.2.4 The ILS classification scheme provides a means to make known the additional capabilities that may be available from a particular ILS ground facility, beyond those associated with the facilities defined in Chapter 3, 3.1.1. These additional capabilities can be exploited in order to permit operational use according to 2.1.2.1 and 2.1.2.2 to be approved down to and below the values stated in the operational objectives described in 2.1. 2.1.2.5 An example of the classification system is presented in 2.14.3. 2.1.3 Guidance material relating to airborne equipment tolerances appropriate to the attainment of the objectives of ILS Operational Performance Categories I and II are given in 2.2.4 and 2.2.5. In the case of Category II operations utilizing appropriate ILS facilities, it may be feasible to allow operations by aircraft with low approach speeds and adequate demonstrable manoeuvrability fitted with airborne equipment having tolerances less stringent than those specified for Category II. Note.— The following guidance material is intended to assist States when they are evaluating the acceptability of ILS localizer courses and glide paths having bends. Although, by definition, course bends and glide path bends are related to the nominal positions of the localizer course and glide path respectively, the evaluation of high frequency aberrations is based 2007/70/II. szám Annex 10 — Aeronautical Communications Volume I on the deviations from the mean course or path. The material in 2.1.6 and Figure C-2 regarding the evaluation of bends indicates how the bends relate to the mean position of the course and path. Aircraft recordings will normally be in this form. 2.1.4 Course bends. Localizer course bends should be evaluated in terms of the course structure specified in Chapter 3, 3.1.3.4. With regard to landing and rollout in Category III conditions, this course structure is based on the desire to provide adequate guidance for manual and/or automatic operations along the runway in low visibility conditions. With regard to Category I performance in the approach phase, this course structure is based on the desire to restrict aircraft deviations, due to course bends (95 per cent probability basis) at the 30 m (100 ft) height, to lateral displacement of less than 10 m (30 ft). With regard to Categories II and III performance in the approach phase, this course structure is based on the desire to restrict aircraft deviations due to course bends (95 per cent probability basis) in the region between ILS Point B and the ILS reference datum (Category II facilities) or Point D (Category III facilities), to less than 2 degrees of roll and pitch attitude and to lateral displacement of less than 5 m (15 ft). Note 1.— Course bends are unacceptable when they preclude an aircraft under normal conditions from reaching the decision height in a stable attitude and at a position, within acceptable limits of displacement from the course line, from which a safe landing can be effected. Automatic and semi-automatic coupling is affected to a greater degree than manual coupling by the presence of bends. Excessive control activity after the aircraft has settled on an approach may preclude it from satisfactorily completing an approach or landing. Additionally, when automatic coupling is used, there may be an operational requirement to continue the approach below the decision height. Aircraft guidance can be satisfied if the specification for course structure in Chapter 3, 3.1.3.4, is met. Note 2.— Bends or other irregularities that are not acceptable will normally be ascertained by flight tests in stable air conditions requiring precision flight check techniques. 2.1.5 ILS glide path bends. Bends should be evaluated in terms of the ILS glide path structure specified in Chapter 3, 3.1.5.4. With regard to Category I performance, this glide path structure is based on the desire to restrict aircraft deviations due to glide path bends (95 per cent probability basis) at the 30 m (100 ft) height, to vertical displacements of less than 3 m (10 ft). With regard to Categories II and III performance, this glide path structure is based on the desire to restrict aircraft deviations due to path bends (95 per cent probability basis) at the 15 m (50 ft) height, to less than 2 degrees of roll and pitch attitude and to vertical displacements of less than 1.2 m (4 ft). Note 1.— Path bends are unacceptable when they preclude an aircraft under normal conditions from reaching the decision height in a stable attitude and at a position, within acceptable limits of displacement from the ILS glide path, from which a safe landing can be effected. Automatic and semi-automatic coupling is affected to a greater degree than manual coupling by the presence of bends. Additionally, when automatic coupling is used, there may be an operational requirement to continue the approach below the decision height. Aircraft guidance can be satisfied if the specification for ILS glide path structure in Chapter 3, 3.1.4.4, is met. Note 2.— Bends or other irregularities that are not acceptable will normally be ascertained by precision flight tests, supplemented as necessary by special ground measurements. 2.1.6 Application of localizer course/glide path bend amplitude Standard. In applying the specification for localizer course structure (Chapter 3, 3.1.3.4) and ILS glide path structure (Chapter 3, 3.1.5.4), the following criteria should be employed: — Figure C-1 shows the relationship between the maximum (95 per cent probability) localizer course/glide path bend amplitudes and distances from the runway threshold that have been specified for Categories II and III performance. — If the bend amplitudes are to be evaluated in any region of the approach, the flight recordings, corrected for aircraft angular position error, should be analysed for a time interval of plus or minus 20 seconds about the midpoint of the region to be evaluated. The foregoing is based on an aircraft ground speed of 195 km/h (105 knots) plus or minus 9 km/h (5 knots). 23/11/06 ATT C-4 2007/70/II. szám Attac ment C Annex 10 — Aeronautical Communications P A To range limit Maximum allo ance 2 Standard deviation bend amplitude (microamperes) I S Points A B C T D E Stop end of run ay 600 m (2 000 ft) 900 m (3 000 ft) 1 050 m (3 500 ft) 7.4 km (4 NM) un ay Category III only ocalizer course criterion lide path criterion Figure C-1. Categories II and III localizer course and glide path maximum bend amplitude criteria = Theodolite corrected sample of course/path bends (microamperes) M = Mean value of course/path bends (microamperes) T = egion to be evaluated ( 20 seconds ide) = Maximum bend amplitude specification at point (microamperes) t , t , t , ... = Time intervals that noise exceeds allo able 2 value. or the facility to be acceptable in this region: 100 T (t t t . . .) N N N N t1 t3 t t M ero reference A Figure C-2. Evaluation of course/path bend amplitude ATT C-5 23/11/06 2007/70/II. szám Annex 10 — Aeronautical Communications Volume I The 95 per cent maximum amplitude specification is the allowable percentage of total time interval in which the course/path bend amplitude must be less than the amount specified in Figure C-1 for the region being evaluated. Figure C-2 presents a typical example of the method that can be employed to evaluate the course/path bend amplitude at a particular facility. If the sum of the time intervals t1, t2, t3, where the given specification is exceeded, is equal to or less than 5 per cent of the total time T, the region that is being evaluated is acceptable. Therefore: T – [(t1 + t2 + ...)] T  95% Analysis of ILS glide path bends should be made using as a datum the mean glide path and not the downward extended straight line. The extent of curvature is governed by the offsetdisplacement of the ground equipment glide path antenna system, the distance of this antenna system from the threshold, and the relative heights of the ground along the final approach route and at the glide path site (see 2.4). 2.1.7 Owing to the complex frequency components present in the ILS beam bend structures, measured values of beam bends are dependent on the frequency response of the airborne receiving and recording equipment. It is intended that beam bend measurements be obtained by using a total time constant (in seconds) for the receiver DDM output circuits and associated recording equipment of 92.6/V, where V is the velocity in km/h of the aircraft or ground vehicle as appropriate. 2.1.8 Monitor systems. Available evidence indicates that performance stability within the limits defined in Chapter 3, 3.1.3.6, 3.1.3.7 and 3.1.5.6, i.e. well within the monitor limit, can readily be achieved. The choice of monitor limits is based on judgement, backed by knowledge of the safety requirements for the category of operation. However, the specifications of such monitoring limits do not indicate the magnitude of the normal day-to-day variations in performance which result from setting-up errors and equipment drift. It is necessary to investigate and take corrective action if the day-to-day performance frequently drifts beyond the limits specified in Chapter 3, 3.1.3.6, 3.1.3.7 and 3.1.5.6. The causes of such drifts should be eliminated:

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