Publication: Magyar Közlöny
Issue: MK-2007-70 (Year: 2007, Number: 70)
Era: 2004-2010
Section: Melléklet a 2007. évi XLVI. törvényhez
Paragraph Index: 3863

b) a point on the line W – WN (Figure G-22) may be selected to determine the value for variable “X”. It is preferred that the point selected be as close to point “W” as practical and it must be operationally acceptable for the procedure concerned. Since the error allocation used in the development of this criteria represents a small portion of the total propagation error budget, the azimuth signal might meet the accuracy requirement even below the plane which contains the point selected and the azimuth antenna phase centre. The point to which acceptable azimuth signal exists along the minimum glide path angle may be determined by flight measurements. 4.1.2.3.2 If a localizer near field monitor is present on the extended runway centre line, adjustment of the azimuth antenna phase centre height (PCH) or the localizer monitor height may be required to minimize the effects of the localizer monitor pole on the azimuth signal. However, it is expected that as long as the monitor pole is at or lower than the localizer antenna element height no further adjustment due to the presence of the monitor pole will be required. 4.1.2.4 Integrated azimuth and localizer configuration 4.1.2.4.1 Azimuth antenna integrated under the localizer array 4.1.2.4.1.1 The first consideration for this configuration is to determine the height of the obstacle clearance surface at the localizer array. The vertical distance between the ground and the obstacle clearance surface at this point should be at least equal to the azimuth antenna height, including the pedestal, plus the required vertical spacing between the top of the azimuth antenna and the localizer antenna element. If this condition is not observed an alternate collocation configuration has to be considered. 4.1.2.4.1.2 Experimental results, from a 24-element log-period localizer, indicate that the vertical spacing between the top of the azimuth antenna and the bottom of the localizer antenna elements has to be at least 0.5 m (1.6 ft) with a spacing of greater than 0.7 m (2.3 ft) being preferred. For localizers with elements having relatively higher coupling, increased vertical spacing is preferred. ATT G-17 23/11/06 2007/70/II. szám Annex 10 — Aeronautical Communications Volume I 4.1.2.4.2 Azimuth antenna integrated within the localizer array 4.1.2.4.2.1 For this configuration it may not be necessary to consider the height of the obstacle clearance surface since the azimuth antenna is usually lower than the existing localizer antenna. When integrating the azimuth antenna, some modifications at the localizer antenna are required which may influence the localizer signal-in-space. However, effects depend very much on the type of localizer. 4.1.2.4.2.2 Experimental results, from a two-frequency localizer using dipole antennas, indicate that it is possible to compensate these effects by minor on-site modifications at the localizer antenna. The feasibility of this integrated configuration has to be confirmed for each type of localizer. 4.1.2.4.3 If an ILS near field monitor is present, it is necessary to determine the increase in azimuth antenna phase centre height or decrease in the localizer monitor height required to minimize the effects of the monitor pole on the azimuth signal. In general, satisfactory results may be obtained by siting the azimuth antenna phase centre approximately 0.3 m (1 ft) above the monitor pole. This value is dependent on the localizer monitor design and location. 4.1.2.5 Offset azimuth 4.1.2.5.1 At some sites where ILS and MLS are to be collocated, it may be found impossible because of physical restrictions to locate the MLS azimuth antenna in front of or back of the ILS localizer antenna or to integrate it with the ILS localizer antenna. At those sites an advantageous solution could be to offset the MLS and DME/P antennas. The siting information contained in auxiliary data would enable computation in the aircraft of an MLS centre line approach. 4.1.2.5.2 For this collocation configuration, the preferred siting is with the azimuth antenna radome in the localizer array plane (Area 1 of Figure G-21). A minimum distance of 3 m (10 ft) between the azimuth equipment and the localizer array (end element) is preferable. 4.1.2.5.3 If siting the azimuth antenna abeam the localizer is not practical, the azimuth antenna may be sited behind the localizer array plane (Area 2 of Figure G-21). The azimuth antenna offset has to provide at least a 3 m (10 ft) distance and prohibit penetration of the azimuth proportional guidance region by the localizer array. 4.1.2.5.4 If siting the azimuth antenna ahead of the localizer array plane is required, degradation of the localizer signal may result. The region where the least effect of the azimuth equipment on the localizer signal is expected is shown in Area 3 of Figure G-21. The azimuth antenna location can be verified using an azimuth equipment mock-up. 4.2 MLS siting within an approach lighting system 4.2.1 The presence of an approach lighting system serving the opposite end approach will affect the siting of an MLS azimuth antenna. Factors to be considered in proper siting are coverage requirements (see 2.3.2), the need to avoid visual blockage of lights, obstacle limitation requirements, and azimuth signal multipath from the light structures. 4.2.2 These criteria are applicable for typical installations where the approach lights are mounted at essentially a constant height or rise with increasing distance from the runway. 4.2.3 The following guidance is based on MLS siting within existing lighting system structures. It may be more practical to use light structures which do not affect the signal-in-space if these are available. 4.2.4 If the location of an MLS azimuth antenna on extended runway centre line 60 m (200 ft) beyond the far end of the approach lighting system is not possible or practical, it may be sited within the light plane boundaries given the following criteria: 23/11/06 ATT G-18 2007/70/II. szám Attac ment G Annex 10 — Aeronautical Communications

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