Publication: Magyar Közlöny
Issue: MK-2007-70 (Year: 2007, Number: 70)
Era: 2004-2010
Section: Melléklet a 2007. évi XLVI. törvényhez
Paragraph Index: 3585

d) an undesired signal, 150 kHz or further removed from the desired signal, exceeds the desired signal by up to 50 dB. Note 1.— It is recognized that not all receivers currently meet requirement b) however, all future equipment shall be designed to meet this requirement. Note 2.— In some States, a smaller ground station tolerance is used. 2.2.9 Immunity performance of ILS localizer receiving systems to interference from V F FM broadcast signals 2.2.9.1 With reference to Note 2 of 3.1.4.2, Chapter 3, the immunity performance defined there must be measured against an agreed measure of degradation of the receiving system’s normal performance, and in the presence of, and under standard conditions for the input wanted signal. This is necessary to ensure that the testing of receiving equipment on the bench can be performed to a repeatable set of conditions and results and to facilitate their subsequent approval. Tests have shown that FM interference signals may affect both course guidance and flag current, and their effects vary depending on the ATT C-17 23/11/06 2007/70/II. szám Annex 10 — Aeronautical Communications Volume I DDM of the wanted signal which is applied. Additional information can be found in ITU Recommendation ITU-R IS.1140, Test procedures for measuring receiver characteristics used for determining compatibility between the sound-broadcasting service in the band of about 7 10 M z and the aeronautical services in the band 10 11 M z. 2.2.9.2 Commonly agreed methodology and formulae should be used to assess potential incompatibilities to receivers meeting the general interference immunity criteria specified in Chapter 3, 3.1.4. The formulae provide clarification of immunity interference performance of spurious emission (type A1) interference, out-of-band channel (type A2) interference, two-signal and three-signal third order (type B1) interference, and overload/desensitization (type B2) interference. Additional information can be found in ITU Recommendation ITU-R IS.1009-1, Compatibility between the sound-broadcasting service in the band of about 7 10 M z and the aeronautical services in the band 10 137 M z. 2.2.9.3 The frequency planning criteria given in Recommendation ITU-R IS.1009-1 does not take account of the potential for two-signal and three-signal fifth order (type B1) intermodulation products. Measurements have determined that fifth order intermodulation products created in receiver by FM stations might degrade the performance of ILS receivers conforming to specifications in Chapter 3, 3.1.4. Fifth order intermodulation products can occur without a third order intermodulation product occurring on the same ILS frequency. In the planning of frequencies, and in the assessment of protection from FM broadcast interference, consideration needs to be given to two-signal and three-signal fifth order intermodulation products generated within ILS receivers by FM broadcast stations. 2.2.10 Glide path receiver audio gain ad ustment 2.2.10.1 The audio gain of the receiver should be such that, with a radio frequency input of 600 microvolts modulated 40 per cent by a 90 Hz tone and 40 per cent by a 150 Hz tone, a zero indication is achieved and that, upon a simultaneous increase in one component of 5.25 per cent (i.e. to 45.25 per cent) and a decrease in the other component of 5.25 per cent (i.e. to 34.75 per cent), there is a proportional deflection of 3/5 of full course width indication but not less than 9.5 mm along its scale. This gain adjustment is to be made with the normal power supply voltage encountered under airborne operational conditions. 2.2.11 Glide path receiving equipment centring tolerance 2.2.11.1 To obtain the operational objectives associated with ILS Performance Categories I, II and III and to ensure the safe operation of aircraft within the obstacle clearance surfaces, the centring error of the receiving equipment, operating within all likely aircraft environmental conditions and receiving a zero signal (DDM) within the limits of the ground equipment radio frequency modulation characteristics and identification tolerances, as specified in Chapter 3, 3.1.5, and with an RF field strength of 400 microvolts per metre (minus 95 dBW/m2), should not exceed the following limits with a 68 per cent probability: Category I: 5.33 per cent of the full course width indication (0.0093 DDM) Category II: 3.33 per cent of the full course width indication (0.0058 DDM) Category III: 3.33 per cent of the full course width indication (0.0058 DDM) Note.— These operational requirements are also to be met at larger field strengths up to the maximum field strength likely to be encountered in operational service. 2.2.12 Glide path course displacement sensitivity (deflection) tolerance 2.2.12.1 When the receiver audio gain has been adjusted in accordance with 2.2.10, and with an increase in one modulation tone of the radio frequency input signal of 5.25 per cent (i.e. to 45.25 per cent) and a simultaneous decrease of the 23/11/06 ATT C-18 2007/70/II. szám Attac ment C Annex 10 — Aeronautical Communications other component of 5.25 per cent (i.e. to 34.75 per cent), the displacement signal should not vary more than plus or minus 0.016 DDM from the nominal value at a signal strength of 400 microvolts per metre (minus 95 dBW/m2) up to the maximum field strength likely to be encountered in operational service. Note.— See 2.2.13 in respect to signal levels. 2.2.13 Glide path receiving system minimum signal level sensitivity 2.2.13.1 The sensitivity of the glide path receiving system should be such that, in a high percentage of cases, the receiver should indicate a usable signal and a substantially steady indication in the presence of the minimum field strength specified in Chapter 3, 3.1.5.3.2 (400 microvolts per metre or minus 95 dBW/m2). Note 1.— The maximum signal level likely to be encountered under 2.2.11 and 2.2.12 is 2 500 microvolts. This signal level occurs when the aircraft is at the runway threshold. Note 2.— The two levels of sensitivity addressed in 2.2.12 and 2.2.13 ensure

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