Document ID: chunk:federal_register_of_legislation:F2024C01244:reg:5:p194
Version: federal_register_of_legislation:F2024C01244
Segment Type: reg
Provision Reference: reg 5 (pt 194/225)
Character Range: 819492–822477

facility is not known, the aerodrome operator must contact the navigation service and facility provider responsible for the facility for further information.

19.05 Protection of DME facilities

       (1) If a DME antenna is co-located with a VOR, localizer or glide path facility, the building restricted area of the co-located facilities must be considered as the DME building restricted area.

       (2) For a DME that is not co-located as mentioned in subsection (1), an aerodrome operator must refer the following for assessment by the navigation service and facility provider responsible for the DME:

(a) any proposal for development within 100 m of the DME antenna that would infringe a horizontal plane located 4 m below the centre of the DME antenna;

(b) any proposal for development between 100 m and 1 500 m from the DME antenna that would exceed an angle of elevation of 2.0° measured from the same horizontal plane beneath the DME antenna.

19.06 Protection of instrument landing systems (ILS)

       (1) An aerodrome operator must consult with the relevant CNS service provider for an ILS to establish and define a building restricted area that ensures no component of the ILS is adversely affected by:

(a) electromagnetic interference; or

(b) the presence or construction of buildings; or

(c) the presence of temporary or permanent structures.

       (2) An aerodrome operator must refer any development proposal that infringes the building restricted area of a localizer, a glide path or a localizer far field monitor for assessment by the responsible navigation service and facility provider for the ILS.

Notes

       1. Electromagnetic interference (EMI) can be produced by a variety of sources including, for example, power lines, substations, electric welding, radio frequency (RF) welding, RF curing and some industrial-scientific-medical equipment.

       2. Buildings and other structures can reflect ILS signals in unwanted directions, causing interference and distorting the information provided to aircraft.

       3. For aerodrome planning, CASA recommends that aerodrome operators should consult the relevant navigation service and facility provider to ensure adequate provision is made for ILS installations and the necessary critical and sensitive areas.

       (3) An aerodrome operator must consult with the relevant navigation service and facility provider to establish and define appropriate:

(a) ILS critical areas for each ILS installation; and

(b) ILS sensitive areas for CAT I, SA CAT I, CAT II, SA CAT II and CAT III ILS installations.

Note 1   The size and shape of a critical or sensitive area depends on the characteristics of the particular ILS system and the configuration of the particular environment.

Note 2   A critical area may be separately established for vehicles and aircraft of particular sizes.

       (4) The aerodrome operator must liaise with the relevant navigation service and facility provider to ensure