Publication: Magyar Közlöny
Issue: MK-2007-70 (Year: 2007, Number: 70)
Era: 2004-2010
Section: Melléklet a 2007. évi XLVI. törvényhez
Paragraph Index: 3566

b) the ILS sensitive area is an area extending beyond the critical area where the parking and/or movement of vehicles, including aircraft, is controlled to prevent the possibility of unacceptable interference to the ILS signal during ILS operations. The sensitive area is protected against interference caused by large moving objects outside the critical area but still normally within the airfield boundary. ATT C-7 23/11/06 2007/70/II. szám Annex 10 — Aeronautical Communications Volume I Note 1.— The ob ective of defining critical and sensitive areas is to afford adequate protection to the ILS. The manner in which the terminology is applied may vary between States. In some States, the term critical area is also used to describe he area that is referred to herein as the sensitive area. t Note 2.— It is expected that at sites, where ILS and MLS are to be collocated, the MLS might be located within ILS critical areas in accordance with guidance material in Attachment G, Section 4.1. 2.1.10.2 Typical examples of critical and sensitive areasthat need to be protected are shown in Figures C-3A, C-3B, C-4A and C-4B. To protect the critical area, it is necessary to normally prohibit all entry of vehicles and the taxiing or parking of aircraft within this area during all ILS operations. The critical area determined for each localizer and glide path should be clearly designated. Suitable signal devices may need to be provided at taxiways and roadways which penetrate the critical area to restrict the entry of vehicles and aircraft. With respect to sensitive areas, it may be necessary to exclude some or all moving traffic depending on interference potential and category of operation. It would be advisable to have the aerodrome boundaries include all the sensitive areas so that adequate control can be exercised over all moving traffic to prevent unacceptable interference to the ILS signals. If these areas fall outside the aerodrome boundaries, it is essential that the cooperation of appropriate authorities be obtained to ensure adequate control. Operational procedures need to be developed for the protection of sensitive areas. 2.1.10.3 The size of the sensitive area depends on a number of factors including the type of ILS antenna, the topography, and the size and orientation of man-made objects, including large aircraft and vehicles. Modern designs of localizer and glide path antennas can be very effective in reducing the disturbance possibilities and hence the extent of the sensitive areas. Because of the greater potential of the larger types of aircraft for disturbing ILS signals, the sensitive areas for these aircraft extend a considerable distance beyond the critical areas. The problem is aggravated by increased traffic density on the ground. 2.1.10.3.1 In the case of the localizer, any large objects illuminated by the main directional radiation of the antenna must be considered as possible sources of unacceptable signal interference. This will include aircraft on the runway and on some taxiways. The dimensions of the sensitive areas required to protect Category I, II and III operations will vary, the largest being required for Category III. Only the least disturbance can be tolerated for Category III, but an out-of-tolerance course along the runway surface would have no effect on Category I or II operations. If the course structure is already marginal due to static multipath effects, less additional interference will cause an unacceptable signal. In such cases a largersize sensitive area may have to be recognized. 2.1.10.3.2 In the case of the glide path, experience has shown that any object penetrating a surface above the reflection plane of the glide path antenna and within azimuth coverage of the antenna must be considered as a source of signal interference. The angle of the surface above the horizontal plane of the antenna is dependent on the type of glide path antenna array in use at the time. Very large aircraft, when parked or taxiing within several thousand feet of the glide path antenna and directly between it and the approach path, will usually cause serious disturbance to the glide path signal. On the other hand, the effect of small aircraft beyond a few hundred feet of the glide path antenna has been shown to be negligible. 2.1.10.3.3 Experience has shown that the major features affecting the reflection and diffraction of the ILS signal to produce multipath interference are the height and orientation of the vertical surfaces of aircraft and vehicles. The maximum height of vertical surface likely to be encountered must be established, together with the “worst case” orientation. This is because certain orientations can cause out-of-tolerance localizer or glide path deviations at greater distances than parallel or perpendicular orientations. 2.1.10.4 Computer or model techniques can be employed to calculate the probable location, magnitude and duration of ILS disturbances caused by objects, whether by structures or by aircraft of various sizes and orientation at different locations. ssues involved with these techniques include the following: I

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