Manual On Testing of Radio Navigation Aids

Doc 8071
Volume I
Fourth Edition
MANUAL
ON TESTING OF
RADIO NAVIGATION AIDS
VOLUME I
TESTING OF
GROUND-BASED RADIO NAVIGATION SYSTEMS
Approved by the Secretary General

and published under his authority
Fourth Edition — 2000
INTERNATIONAL CIVIL AVIATION ORGANIZATION

AMENDMENTS
The issue of amendments is announced regularly in the ICAO Journal and in the
monthly Supplement to the Catalogue of ICAO Publications and Audio-visual
Training Aids, which holders of this publication should consult. The space below
is provided to keep a record of such amendments.
RECORD OF AMENDMENTS AND CORRIGENDA
AMENDMENTS CORRIGENDA
No. Date Entered by No. Date Entered by
1 31/10/02 ICAO
(ii)
Foreword
The need for uniform navigational guidance signals and The purpose of this document is to provide general
consistent system performance for radio navigation aids guidance on the extent of testing and inspection normally
used in the international aeronautical services has been carried out to ensure that radio navigation systems meet
recognized as an important adjunct to safety and regularity the Standards and Recommended Practices (SARPs) in
in civil aviation. ICAO continuing air navigation policies, Annex 10. The guidance is representative of practices
and associated practices of the Organization in their part existing in a number of States with considerable experience
concerning ground and flight testing of radio navigation in the operation and maintenance of these systems.
aids, call attention to this need and encourage improve-
ments in radio navigation ground equipment, including This document describes the ground and flight testing to
associated testing and monitoring facilities, with the view be accomplished for a specific radio navigation aid, and
to minimizing, to the extent practicable, the more demand- provides relevant information about special equipment
ing requirements of flight testing. Annex 10, Volume I, required to carry out certain major tests. It is not intended to
2.7, provides an international Standard on the ground and recommend certain models of equipment, but rather to
flight testing of radio navigation aids. provide general details relative to the systems under
consideration.
This new edition of Doc 8071 comprises three Volumes
as follows:
Throughout this document, measurements have been
given in SI units and non-SI approximate equivalents, the
Volume I (fourth edition) — Testing of Ground-Based
accuracy of conversion depends upon the general require-
Radio Navigation Systems
ments of each specific stage.
Volume II (fourth edition) — Testing of Satellite-based
Radio Navigation Systems (under development) Comments on this volume would be appreciated from
States and other parties outside ICAO concerned with radio
Volume III (first edition) — Testing of Surveillance navigation systems development and provision of services.
Radar Systems Comments, if any, should be addressed to:
Volume I, Testing of Ground-based Radio Navigation The Secretary General

Systems, was developed by the Testing of Radio Navigation International Civil Aviation Organization
Study Group (TRNSG) and replaces the previous Volumes I 999 University Street
and II of the third edition except the testing of surveillance Montreal, Quebec
radars which is addressed in Volume III. Canada H3C 5H7
(iii)
Table of Contents
Page Page
List of acronyms ..................................................... (vii) Chapter 3. Distance measuring equipment

(DME) ............................................................... 3-1
Chapter 1. General ........................................... 1-1 3.1 Introduction ........................................... 3-1

3.2 Ground testing ....................................... 3-1
1.1 Introduction ........................................... 1-1 3.3 Flight testing.......................................... 3-3
1.2 Purpose of the document ....................... 1-1 3.4 DME/DME RNAV procedures ............. 3-7
1.3 Scope of the document .......................... 1-1
1.4 Ground versus flight
testing/inspection................................... 1-1 Chapter 4. Instrument landing system
1.5 Categories and priorities of tests (ILS) ............................................................... 4-1
and inspections ...................................... 1-2
1.6 Operational status .................................. 1-3 4.1 Introduction ........................................... 4-1
1.7 Authority for facility status 4.2 Ground testing ....................................... 4-2
determination......................................... 1-3 4.3 Flight testing.......................................... 4-10
1.8 Notification of change of status............. 1-3 4.4 ILS-related topics .................................. 4-23A
1.9 Airborne and ground test
equipment requirements ........................ 1-3 Appendix A. (Sample) flight inspection
1.10 Coordination between ground and report .............................................................. 4-40
flight testing/inspection ......................... 1-3
1.11 Flight inspection unit............................. 1-3
1.12 Organization and quality ....................... 1-5
Chapter 5. Non-directional beacon (NDB) ..... 5-1
1.13 Electromagnetic interference................. 1-7
1.14 Spectrum analysis.................................. 1-7
5.1 Introduction ........................................... 5-1
1.15 Ground and flight inspection
5.2 Ground testing ....................................... 5-2
periodicity.............................................. 1-7
5.3 Flight testing.......................................... 5-3
1.16 Flight inspection at night ....................... 1-9
Attachment 1. Flight inspection

aircraft............................................................. 1-11 Chapter 6. En-route VHF marker beacons
(75 MHz)............................................................. 6-1
Attachment 2. Documentation and data
recording ......................................................... 1-15 6.1 Introduction ........................................... 6-1
6.2 Ground testing ....................................... 6-1
Attachment 3. Interference issues ................... 1-17 6.3 Flight testing.......................................... 6-2
Chapter 2. Very high frequency omni- Chapter 7. Precision approach radar

directional radio range (VOR).......................... 2-1 (PAR) ............................................................... 7-1
2.1 Introduction ........................................... 2-1 7.1 Introduction ........................................... 7-1

2.2 Ground testing ....................................... 2-1 7.2 Ground testing ....................................... 7-2
2.3 Flight testing.......................................... 2-6 7.3 Flight testing.......................................... 7-4
(v) 31/10/02
No. 1
(vi) Manual on Testing of Radio Navigation Aids
Page Page
Chapter 8. Flight inspection of instrument 8.6 Adjustments........................................... 8-4

flight procedures ................................................ 8-1 8.7 Reports .................................................. 8-4
8.1 Introduction ........................................... 8-1 Appendix A –

8.2 Pre-flight requirements .......................... 8-1 Recommendation ITU-R IS.1140 ..................... A-1
8.3 Flight inspection procedures.................. 8-2
8.4 Analysis ................................................. 8-4 Appendix B –
8.5 Tolerances ............................................. 8-4 Recommendation ITU-R IS.1009-1 .................. B-1
List of Acronyms
ADF Automatic direction finder MHA Minimum holding altitude

AFC Automatic frequency control MLS Microwave landing system
AGC Automatic gain control MOCA Minimum obstacle clearance altitude
AM Amplitude modulation MRA Minimum reception altitude
ATC Air traffic control MSL Mean sea level
ATIS Automatic terminal information service MTBF Mean time between failures
CATV Cable television MTBO Mean time between outages
CVOR Conventional VOR NDB Non directional beacon
CW Continuous wave PAR Precision approach radar
DDM Difference in depth of modulation PLC Power line carrier
DME Distance measuring equipment PM Phase modulation
DVOR Doppler VOR POP Proof of performance
EIRP Equivalent isotropic radiated power PRF Pulse repetition frequency
EMI/EMC Electromagnetic interference/compatibility RDH Recommended datum height
FM Frequency modulation RF Radio frequency
FMS Flight management system RMS Root mean square
GNSS Global navigation satellite system RNAV Area Navigation
IAP Instrument approach procedure ROC/MOC Required or minimum obstacle clearance
IF Intermediate frequency SARPs Standards and recommended practices
IFR Instrument flight rules SDM Sum of modulation depths
ILS Instrument landing system SID Standard instrument departure
IM/MM/OM Inner/middle/outer marker SRE Surveillance radar element
INS Inertial navigation system STAR Standard arrival route
ISM Industrial scientific medical VFR Visual flight rules
ITE Information technology equipment VMC Visual meteorological conditions
LF/MF/HF Low/medium/high frequency VOR VHF omnidirectional radio range
MDS Minimum discernible signal VSWR Voltage standing wave ratio
MEA Minimum en-route altitude
(vii) 31/10/02
No.1
Chapter 1
GENERAL
1.1 INTRODUCTION production and individual site installations. System testing

includes design qualification testing, operational testing
1.1.1 Annex 10, Volume I, Chapter 2, 2.7 states, and evaluation, and “shakedown” tests.
“Radio navigation aids of the types covered by the
specifications in Chapter 3 and available for use by 1.3.3 In this document, the terms “testing” and
aircraft engaged in international air navigation shall be the “inspection” have the following meanings:
subject of periodic ground and flight tests”.
— Testing: A specific measurement or check of
1.1.2 Volume I of the Manual on Testing of Radio facility performance that may form a part of an
Navigation Aids (Doc 8071, Fourth Edition) addresses inspection when integrated with other tests.
ground-based radio navigation systems. This document
contains “guidance material” only. The texts and pro- — Inspection: A series of tests carried out by a State
cedures outlined do not have the status of Standards and authority or an organization as authorized by the
Recommended Practices (SARPs) except for identified State to establish the operational classification of
quotations from Annex 10. the facility.
1.4 GROUND VERSUS FLIGHT

1.2 PURPOSE OF THE DOCUMENT
TESTING/INSPECTION
This document is intended to provide general guidance on
1.4.1 Ground tests are carried out by a trained specialist
the extent of testing and inspection normally carried out to
using appropriate test equipment at the facility or at a
ensure that radio navigation systems meet the SARPs in
point on the ground remote from the site. Flight tests are
Annex 10. The guidance is representative of practices
those carried out in the air by a trained flight crew using a
existing in a number of States with considerable experi-
suitably equipped aircraft. Serious consideration should be
ence in the operation and maintenance of these systems.
given to the relative merits of these two methods taking
into account both technical and economic factors.
1.4.2 Ground tests are usually more appropriate and

1.3 SCOPE OF THE DOCUMENT less costly for accurate and quick evaluation of the facility
performance. Flight tests are required to examine the
1.3.1 This document describes the ground and flight signals-in-space as received at the aircraft after being
testing to be accomplished for a specific radio navigation influenced by external factors such as site conditions,
aid, and provides relevant information about special ground conductivity, terrain irregularities, metallic struc-
equipment required to carry out certain major tests. It is tures, propagation effects, etc. Certain tests that appear to
not intended to recommend certain models of equipment, be ground-based may be more appropriate as flight tests or
but rather to provide general details relative to the systems vice versa.
under consideration.
1.4.3 Ground tests are normally carried out more
1.3.2 System testing is addressed in this document in frequently because they are less expensive and can be used
general terms. System testing is normally done as part of as indicators to determine when flight inspection is
design and development activities, prior to volume required. It is important to establish correlation between
1-1
1-2 Manual on Testing of Radio Navigation Aids
ground and flight tests for this reason. Correlation will 1.5.5 Periodic: Regular or routine inspections carried
allow intelligent decisions to be made based on experi- out on a facility to determine whether the equipment
ence. It is often worthwhile to expend considerable effort continues to meet the Standards and specifications.
in developing accurate and meaningful ground tests, as
costs of flight tests are high. 1.5.6 Special: Tests after a failure of the facility or
other circumstances that indicate special testing is
1.4.4 Flight testing will continue to be important in the required. Special tests will often result in appropriate
proof of facility performance because it represents in- maintenance work to restore the facility and in a special
flight evaluation and provides a sampling of the radiated flight inspection, if required.
signals in the operating environment.
1.4.5 Where the small number of radio navigation aids

in a State, or other reasons, make the establishment of a Flight testing/inspection
flight inspection unit uneconomical or impractical, it may
be possible to obtain services through other States or a 1.5.7 Site proving: A flight test conducted at the
commercial company. Information regarding these flight proposed site at the option of the responsible Authority to
inspection services can usually be obtained from the determine the effects of the environment on the perform-
appropriate ICAO Regional Office. ance of the planned radio navigation aid.
1.5.8 Commissioning: An extensive flight inspection

following ground proof-of-performance inspection to
1.5 CATEGORIES AND PRIORITIES establish the validity of the signals-in-space. The results of
OF TESTS AND INSPECTIONS this inspection should be correlated with the results of the
ground inspection. Together they form the basis for
1.5.1 It is difficult to define requirements for intervals certification of the facility.
between various types of testing/inspections due to many
associated factors specific to different States. Factors such
1.5.9 Periodic: Flight inspections to confirm the
as stability of equipment, extent of monitoring, weather,
validity of the signals-in-space on a regular basis or after
quality of maintenance crews, standby equipment, etc., are
major scheduled facility maintenance.
all related. The period between tests/inspections of a new
facility should be short during the early months of oper-
ation and may be extended as satisfactory experience is 1.5.10 Special: Flight inspections required as a result
gained. of suspected malfunctions, aircraft accidents, etc. Typically,
it is necessary to test only those parameters which have or
1.5.2 This document contains suggested schedules for might have an effect on facility performance. However, it
each radio navigation aid, which should be considered may be economically advantageous in many cases to
(and modified, if necessary), based on the conditions complete the requirements for a periodic inspection.
relevant to each State and each site. The manufacturer’s
instruction manual will usually contain recommendations
that are useful in this regard. Facility testing can be Priority of inspections
considered in the following general categories.
1.5.11 Flight inspections should be scheduled and
conducted using a priority system. The following is a
Ground testing/inspection suggested grouping:
1.5.3 Site proving: Tests carried out at proposed sites
for the ground element of radio navigation aids to prove a) Priority 1: Accident investigation, restoration of
suitability. Portable ground installations are used for this established facilities after unscheduled outages,
purpose. and investigation of reported malfunctions; and
1.5.4 Initial proof of performance: A complete b) Priority 2: Periodic inspections, commissioning of

inspection of the facility after installation and prior to newly installed facilities, associated instrument
commissioning to determine whether the equipment meets flight procedures, and evaluations of proposed
the Standards and specifications. sites for new installations.
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No. 1
Chapter 1. General 1-3
1.6 OPERATIONAL STATUS 1.8.3 A facility having an “unusable” status is normally

removed from service and can operate only for test or
Facility status can be identified as follows: troubleshooting purposes.
a) Usable: Available for operational use. 1.8.4 Particular attention should be given to periodic or
corrective maintenance procedures that involve false
i) Unrestricted: Providing safe, accurate signals- guidance signals being temporarily radiated. These con-
in-space conforming to established Standards ditions should be coordinated with ATC and promulgated
within the coverage area of the facility. to users by NOTAM, before the procedures commence.
Additional guidance on special measures preventing the
ii) Limited or restricted: Providing signals-in-
operational use of ILS-radiated test signals is given in
space not conforming to established Standards
Chapter 4, 4.1.
in all respects or in all sectors of the coverage
area, but safe for use within the restrictions
defined. The facility that may be unsafe should
not be classified as limited or restricted under
1.9 AIRBORNE AND GROUND
any circumstances.
TEST EQUIPMENT REQUIREMENTS
b) Unusable: Not available for operational use as
providing (potentially) unsafe or erroneous signals, The selection and utilization of special ground or flight
or providing signals of an unknown quality. inspection equipment used to determine the validity of
navigation information should minimize the uncertainty
of the measurement being performed. This equipment
should be periodically calibrated to ensure traceability of
1.7 AUTHORITY FOR measurements to appropriate standards.
FACILITY STATUS DETERMINATION
The responsibility for determining facility status rests with

the appropriate State authority or the organization author- 1.10 COORDINATION BETWEEN GROUND
ized by the State. The status determination should include AND FLIGHT TESTING/INSPECTION
all factors involved. This includes judgement (by the pilot)
of the flyability of the instrument procedures supported by 1.10.1 Comparison of the results, obtained during
the facility, analysis of airborne measurements of the successive tests on the ground and in the air, can deter-
facility (by the flight inspection technician/engineer), mine the extent of degradation in the performance of the
and a statement of readiness (by ground maintenance installation as monitored on the ground. These results can
personnel). also be used to determine the choice of the periodicity of
the flight test/inspection.
1.10.2 Flight test/inspection may involve a coordinated

1.8 NOTIFICATION OF effort with ground specialists who may make adjustments
CHANGE OF STATUS or participate in the flight test/inspection. Efficient two-
way communications should be established between
1.8.1 Notification of a change of the facility status is to ground and air. An additional VHF transceiver is often
be done through appropriate Aeronautical Information installed in the flight inspection aircraft and a portable unit
Publications; differences from Standards are to be notified is employed at the facility to provide these communi-
to ICAO and in a NOTAM. cations without interfering with the air traffic control
communications.
1.8.2 Day-to-day changes in the status of facilities are
to be promptly and efficiently advertised. A change in the
status of a commissioned facility as a direct result of 1.11 FLIGHT INSPECTION UNIT
ground or flight inspection procedures, and resulting in a
“usable” (“unrestricted”, “limited”, or “restricted”) or 1.11.1 This document considers the flight inspection
“unusable” designation, should be advertised immediately unit to be comprised of three parts: the flight inspection
by air traffic control (ATC) personnel, and promptly by a crew, the flight inspection aircraft and the position-fixing
NOTAM. system.
31/10/02
No. 1
Flight inspection crew fixing equipment, which provide information already in

the correct coordinate system, or using computer systems,
1.11.2 The flight inspection crew normally consists of which calculate the reference information from one or
two pilots and one or two technicians or engineers. The more sensors.
members of the flight inspection crew should be experts in
their individual fields, have sound knowledge and experi- Position-fixing systems for approach and landing aids
ence in flight testing/inspection procedures and require-
ments, and be capable of working as a team. 1.11.8 Theodolites with electric read-outs have
traditionally been used as a position reference for ILS
1.11.3 The State authority or flight inspection organiz- testing. The output signal is either recorded on the ground,
ation, as authorized by the State authority, should formally which requires post-flight evaluation, or transmitted to the
certify flight inspection personnel. The objectives are to: flight inspection aircraft. ILS testing requires two different
theodolite sites for azimuth and elevation data. The
a) grant authority to the flight crew member who addition of ranging equipment allows ILS testing from a
ensures the satisfactory operation of air navigation single site. The theodolite-based position fixing requires
facilities; minimum visibility of 11 km (6 NM). A skilled theodolite
b) provide a uniform method for examining employee operator is required to minimize manual tracking errors.
competence; and
1.11.9 Manual tracking may result in significant
c) issue credentials that authenticate inspection contribution to the overall error budget of the flight
authority. inspection; therefore caution should be exercised when
approach and landing aids, particularly Category III
facilities, are evaluated using theodolite. Automatic
Flight inspection aircraft
tracking systems have been developed to optimize the
error budget. The operator should set the tracking equip-
1.11.4 Many factors should be considered when
ment to acquire the flight inspection aircraft, and initiate
selecting an aircraft as a vehicle for flight inspection. The
automatic tracking. Tracking data is transmitted to the
number of aircraft required will be determined by the
aircraft.
qualities of the aircraft chosen and factors such as the
number of facilities to be flight inspected, their relative
1.11.10 Modern systems combine different sensor
geographical locations, periodicity of inspections, and
inputs for position fixing. This improves the accuracy,
other duties of the aircraft. More guidance on the flight
reliability and availability of position reference data.
inspection aircraft instrumentation, antennas and other
Inertial navigation systems (INSs) integrated with other
aspects is provided in Attachment 1 to this chapter.
sensors are the basis for these systems. Accuracy is aided
by various sensor inputs such as global navigation satellite
Position-fixing systems system (GNSS) and on-board camera systems which
provide independent reference update information. With
1.11.5 Position reference information for all types of introduction of these technologies, flight inspection
flight testing/inspection is required for the determination operations can be conducted under limited visibility
of the accuracy of the navigation signal. conditions.
1.11.6 The position-fixing system is independent from 1.11.11 Additional information on position-fixing
the facility under testing/inspection. The position-fixing systems may be found in chapters specific to each
system and the flight testing/inspection receiver contribute navigation aid.
to the error budget. The overall error budget should be five
times better than the published performance of the Position-fixing systems for en-route navigation aids
navigation signal.
1.11.12 The basic solution of a position-fixing system
1.11.7 The position-fixing system generates position for flight inspection of en-route navigation aids is the use
reference information using the same coordinate system as of charts. Aeronautical charts should be used if possible.
the navigation system under testing, e.g. a reference Large scale charts that provide the greatest possible
distance for a DME, a reference localizer deviation, or a amount of detail are desirable so that ground reference
reference glide path signal. A great variety of technical points can be better defined. The charts are to be marked
solutions have been developed, either using position- for preparation of the flight inspection mission. Typically,
31/10/02
No. 1
charts provide reference information only for some parts b) Management review. The system for management
of the flight path. Information has to be evaluated review should be effective and should ensure that
manually by the flight crew. senior management is fully cognizant of the
systems and features that affect safety.
1.11.13 The equipment described in 1.11.8 to 1.11.11
may be used for the inspection of en-route navigation aids c) Exposition or company documentation. An expo-
if better accuracy or continuous reference data are sition or company documentation should be
required. provided to clearly describe the organizational
structure, personnel, accountabilities, responsi-
Position reference system bilities, resources, facilities, capabilities, policies,
and purposes of the organization.
1.11.14 A more general approach is the use of a
position reference system that provides information for all d) Record keeping. Records should be accurate,
phases of the flight inspection. A state-of-the-art solution legible, and capable of independent analysis. The
is the combination of different sensors for the testing, retention period for records should be defined.
including INSs, barometric altimeters, tracking of several Commissioning records and those documenting
DME facilities, and GNSS augmented as necessary. A system modifications (e.g. changes to ILS antenna
high degree of automation can be achieved for the flight configuration from sideband reference to capture
inspection since continuous position reference information effect) should be kept for the entire life cycle of
is available. the facility.
Human-machine interface aspects

Documentation control
1.11.15 The operator’s console should be designed and
located in such a way as to offer the proper interface
1.12.3 All procedures should be controlled so that the
between the flight inspection crew and test and data-
correct version of any procedure can be easily identified
processing equipment. The console location should be
and used.
determined based on noise and vibration levels, lighting,
outside visibility, proximity of the center of gravity of the
1.12.4 Retention of data is required in order to permit
aircraft, air conditioning, and forward-facing orientation.
trend analysis of the ground and airborne flight inspection
equipment. Such analysis will assist in the identification of
fault conditions or substandard performance before devel-
1.12 ORGANIZATION AND QUALITY
opment of any safety hazard. Examples of items that might
be identified in this way are: a decreasing mean time
1.12.1 The management of organizational features that
between outages (MTBO); a slow drift in one or more
can cause a risk to safety should be conducted systemati-
radiated parameters; or a specific component that may
cally. The effective management of quality should be
appear to have a high failure rate.
achieved by the derivation of policy and application
of principles and practices designed to prevent the
1.12.5 More guidance on documentation and data
occurrence of factors that could cause accidents.
recording is provided in Attachment 2 to this chapter.
1.12.2 The minimum requirements for the quality
system should include written procedures that document
all of the actions necessary to ensure the safe operation of Build state and
navigation aids. The ISO 9000 quality management model modification control
provides a useful framework, and particular note has to be
made of the following features expected in the quality 1.12.6 The build state of all equipment, including test
management system. equipment, should be recorded and the records should be
updated whenever modifications or changes are made. All
a) Organizational and individual accountability. modifications should be accurately documented and cross-
Accountability and responsibility should be referenced to modification strikes or numbers on the
documented, traceable, and verifiable from the equipment. After making any modification, tests and
point of action through to the accountable manager analyses should ensure that the modification fulfils its
(in most cases the Chief Executive). intended purpose and that it has no undesired side effects.
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Personnel training and qualification lifetime, or requiring regular maintenance or calibration

should be suitably identified to that effect. Procedures
1.12.7 The organization should establish methods for should exist for the control, repair, and return-to-service
determining required job competencies: of equipment or modules. The procedures should show
which modules may be repaired on-site and which should
a) all personnel directly engaged in the flight inspec- be returned to the manufacturer or recognized repair
tion, maintenance, or installation of an aero- facility.
nautical navigation aid should be adequately
qualified and trained, as well as experienced in
their job functions; Design qualification of ground equipment
b) the management system should include a written 1.12.12 A new design of equipment is subject to design
procedure for ensuring the continued competence qualification tests. These tests ensure that the equipment
of personnel through regular assessment; and meets its design requirements. These tests are normally
made on the “first production equipment” or on the first
c) initial and recurrent training programmes for batch of equipment. If no serious problems are
aeronautical navigation aid specialists should encountered, those tests are not repeated for future
include a detailed explanation of maintenance installations of similar equipment. Items to be addressed
procedures and their effect on the integrity of the during these tests include:
radiated signal.
a) Environmental performance. These tests show that
the equipment meets the tolerances under the range
Calibration of test equipment of environmental conditions specified by the
manufacturer and purchaser. Environmental tests
1.12.8 All test equipment used for calibration, test or include all parts of the equipment, both internal
maintenance of an aeronautical navigation aid should be and external.
listed and subject to regular calibration checks. Each item
of test equipment should have a documented calibration b) Mean time between failures (MTBF). Before
procedure and calibration records. Test equipment should commencing such tests, it is essential to define the
be calibrated at the manufacturer’s recommended inter- test conditions; for example, what constitutes a
vals, unless otherwise indicated by objective evidence or failure, what confidence level will be used during
operational conditions. the demonstration, will modifications be permitted
during the tests (see Annex 10, Volume I,
1.12.9 The conditions of use of individual items of test Attachments C, F and G, for additional guidance
equipment should be fully considered and the manufac- on reliability aspects).
turer’s recommended interval should be queried if the
utilization profile may be outside of the specified c) Manufacturer’s quality system. The equipment is
environmental conditions. manufactured under an effective quality manage-
ment system. There should be traceability from
1.12.10 Regular calibration of the flight inspection modules and components back through to system
receivers and position-fixing system is to be performed in design requirements.
order to ensure a back tracing of data to international or
national standards. The calibration may be performed d) Integrity. The manufacturer should have made an
either on board the flight inspection aircraft or in a in-depth study of system integrity. Safety critical
laboratory. In both cases, a test transmitter is connected to components of the system are to be identified and
the radio frequency (RF) input of the receiver in order to all components used in these areas are to be
input simulated signals. The receiver output is compared traceable to their source. The integrity analysis
with the nominal signals; deviations are recorded either in should also define the maintenance and test
a test protocol or in the memory of a computer. Calibration intervals for the safety critical components of the
data are applied either on-line by the computer or during system. Where a system is claimed to have
off-line data evaluation. automatic integrity checks, it is important to fully
understand the depth of tests made by the
Control of spares automatic procedure.
1.12.11 Equipment spares should be stored under e) Monitor correlation tests. Many systems use
suitable environmental conditions. Spares having a limited integral monitors or monitors in the near field area
31/10/02
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of the antenna array. Tests should show that analyser. Care should be taken to account for the Doppler
simulated faults in the system produce the same shift in signals as the aircraft moves at high speed toward
response on monitors as in the far field. This or away from the transmitter. Computer-aided acquisition
investigation should concentrate mainly on simu- and set-up of the spectrum analyser will be of great
lated antenna faults, including individual elements advantage in the air.
and the signal distribution equipment.
1.14.4 The spectrum analyser can be used in the
periodic flight inspection for dual frequency ILS to
measure the power ratio between the reference and capture
1.13 ELECTROMAGNETIC transmitters. The reference and the capture signal
INTERFERENCE frequencies can be measured simultaneously and any error
in frequency alignment of the ground facility can be
1.13.1 Electromagnetic interference to a navigation aid detected. This technique greatly improves the effective-
is a rare occurrence, but the possibility of it happening ness and accuracy of the measurement, eliminating the
should not be excluded. All reports of suspected need to switch between the two transmitters on the ground
interference should be investigated. During a flight and position the aircraft at exactly the same position in
inspection, interference might affect the signals from the space for two sequential measurements. Course/clearance
navigation aid being inspected or it might affect the power ratio can be checked simultaneously with the
signals used for some types of position fixing, such as normal clearance procedure using this technique.
GNSS.
1.14.5 The spectrum analyser can also be used to
1.13.2 Attachment 3 to this chapter gives guidance on
identify the frequency and relative power of the interfering
this subject, including types of interference, possible
source when interference is detected through loss or
sources, methods of detection, and steps which can be
erratic behavior of the cross-pointer, audio or automatic
taken to eliminate or mitigate the effects.
gain control (AGC) signal. Information of the types of
sources and testing techniques is provided in Attachment 3
to this chapter.
1.14 SPECTRUM ANALYSIS
1.14.1 The use of a spectrum analyser on the flight

inspection aircraft and on the ground at navigation aid
1.15 GROUND AND
sites can be an effective means of resolving problems with
FLIGHT INSPECTION PERIODICITY
radio navigation aids. The following are some of the
applications for spectrum analysis as it relates to testing of
radio navigation systems.
General
1.14.2 Spectrum measurements at specific points in the
1.15.1 This document contains nominal schedules for
service volume should be accomplished on a flight
each radio navigation aid that should be considered in the
inspection aircraft. It is recommended that the spectrum
light of conditions relevant to each State and each site.
analyser set-up information, aircraft antenna position, and
measurement time be recorded with spectrum measure-
ments. At remote sites, the spectrum analyser on a flight 1.15.2 The nominal schedules should be used by States
inspection aircraft may be used for verification of the as a basis for determining the appropriate inspection
radiated signal spectrum from the ground system when the intervals for specific facilities. In some cases, it may be
required test equipment is not available at the site. necessary to carry out more frequent inspections, e.g.
following initial installation. It may also be possible to
1.14.3 The spectrum analyser can be used to measure extend the inspection intervals in some circumstances, if
carrier frequency, sideband modulation levels and the factors outlined in this section have been taken into
spurious emission levels. Residual frequency or phase account.
modulation components on ILS transmitters can be
identified from the radiated spectrum components. If 1.15.3 The manufacturer’s instruction manual usually
present, frequency or phase modulation may affect the contains recommendations which are also useful in this
AM sideband amplitudes as measured on the spectrum regard.
31/10/02
No. 1
Determination Example of criteria for the extension of

of test/inspection ILS flight inspection intervals
intervals
1.15.8 This section gives an example of criteria applied
1.15.4 Many factors influence the choice of appropriate to extend the nominal interval between flight inspections
intervals for both ground and flight tests. These include on selected ILS facilities. The procedure requires:
the reliability and stability of operation of the equipment,
a) an initial demonstration of stability over four
the extent of ground monitoring, the degree of correlation
consecutive periodic flight inspections with no
between ground and flight measurements, changes in the
transmitter adjustments. The tolerance applied to
operating environment, manufacturer recommendations,
inspection results for glide path angle and
and the quality of maintenance. The complete programme
displacement sensitivity, localizer alignment and
of ground and flight inspections should be considered
displacement sensitivity is 75 per cent of the
when determining test intervals.
normal acceptance standards. Glide path clearance
below the path at 0.3 of the nominal glide path
1.15.5 Reliability and stability of equipment is related angle should be greater than 220 µA;
to age, design technology, and the operational environ-
ment. Stability of operation may also be affected by b) good correlation between concurrent ground and
excessive maintenance adjustments attributable to either airborne results;
human factors or variation in test equipment performance.
This is particularly true with some older test equipment c) a record of independent monitor calibration
where the accuracy and stability of the test equipment is results;
not significantly better than the equipment under test. A
major contribution to the demonstration of stability of d) a record of equipment monitor readings taken at
navigation aids in recent years is the design of modern least at monthly intervals;
flight inspection systems and ground facility test equip-
ment, where the standard resolution and accuracy are very e) evidence that the quality of the maintenance is
high. high; and
f) that the facility is adequately safeguarded against

1.15.6 Ground maintenance activity and its frequency changes in the operational environment, e.g.
is dependent upon the design, reliability and stability of a building development.
particular equipment and the quality of the test equipment
employed as a transfer standard. It has been shown that 1.15.9 The nominal inspection interval should be
equipment reliability may be adversely affected by resumed if these criteria are no longer met.
frequently scheduled major maintenance activity. It is,
therefore, desirable to limit such activity to essential
testing only, particularly for tests that require the discon- Correlation as the basis for
nection of cables. There is a requirement for additional extending periodicity
supplementary flight inspection when some engineering
activities, such as glide path antenna changes or adjust- 1.15.10 A typical basis for extending the interval
ments are made. Further investigation may be initiated if between required measurements without degrading ILS
the independent monitor calibration indicates any integrity is correlation. Any individual measurement is
adjustments are required. normally expected to be repeatable over time without
adjustments to the equipment. Correlation between ILS
1.15.7 The correlation of air and ground measurement measurements made both on the ground and in the air at
records and historic demonstration of equipment stability the same or nearly the same time is also expected. This
have allowed some States to extend the intervals between places equal responsibility on ground and airborne
flight inspections. This is supported by the use of routine personnel and helps identify common-mode measurement
monitor readings, strict environmental safeguarding and errors. An additional requirement to extend flight inspec-
closer tolerances on flight inspection results to ensure tion intervals is the influence of near- and far-field
operational stability is maintained. Example criteria for the environments on the signals. These effects can be
extension of ILS flight inspection intervals are given in determined with a flight inspection aircraft. The following
1.15.8 and 1.15.9. paragraphs give illustrations of the correlation technique.
1.15.11 Preliminary requirements. Certain fundamental 1.15.14 Activities during flight inspection. Typical
requirements should be met prior to any measurement correlation activities begin with a confirmation that
activity if correlation between ground and airborne airborne and ground test equipment is operating within
measurements over time can be expected. Typical tolerances. This may be achieved by comparing ground
requirements include functionally similar training for and flight test generators and receivers. (If the tolerances
personnel, appropriate calibrated test equipment, com- are not met, the flight inspection is delayed until the cause
pletion of all prescribed ground maintenance tasks, of the problem is eliminated.) If the ground or airborne
availability of commissioning reports and recent periodic results are out of discrepancy tolerances during the flight
inspection reports, and frequent use of measurement skills inspection and the cause cannot be determined, then the
by both ground and airborne personnel. ground monitor alarm limits should be tightened, the
facility declassified appropriately or removed from
1.15.12 Techniques. Achieving good correlation places service. The successful completion of the flight inspection
the same or similar weight on both ground and airborne (all tolerances are met) establishes that the ground
testing, and demands that both be conducted with great maintenance activities are effective and the interval
care. Initial or commissioning-type flight measurements between inspections may be maintained at the optimum
should be made with special care, as the corresponding periodicity.
ground measurements will be used as references for
ground maintenance personnel. The portable maintenance
receiver is readily used in the far-field for localizer
facilities, while glide path facilities may require measure-
ments in the near- or mid-field with an auxiliary antenna 1.16 FLIGHT INSPECTION
placed near the transmitting antennas. AT NIGHT
1.15.13 Tolerances. New tolerances may be developed 1.16.1 Certain areas have high densities of air traffic
to define acceptable correlation between measurements. A during daylight hours. Conducting flight inspections in
rigorous application of correlation principles might these areas during daylight can cause delays to normal
include the following types: traffic if safety is not to be compromised. It is possible to
make many of the flight inspections, described in this
a) Setting tolerance — defines the exact value for a manual, during the night to avoid interfering with normal
parameter, which should be achieved (within the flight operations.
measurement uncertainty) when adjustment is
required. 1.16.2 Several additional factors need to be considered
for night-time flight inspection. These are detailed in the
b) Adjustment/maintenance tolerance — defines the following paragraphs.
limit within which a parameter may vary without
requiring adjustment. 1.16.3 Effect of the environment on the radiated signal.
The signals radiated by some types of radio navigation
c) Operational tolerance — defines the ICAO aids are affected by propagation which differs between
Standard for a parameter. day and night. For example, the level of background radio
noise over a city may be different.
d) Discrepancy tolerance — defines, for certain
parameters only, the limits of divergence between 1.16.4 Effect of environment on the navigation aid. The
various measurements: ground facility maintenance engineer should inform the
flight inspector of any equipment variations, such as
i) Ground/ground discrepancy — applies to a monitor performance which may change at night. The
divergence over time, or between different effect of the local environment, such as changes in the
methods of measuring the same parameter (e.g. position of reflecting obstacles should be considered.
alignment monitor, portable ILS receiver, and
far-field monitor). 1.16.5 Position reference. Flight inspection at night
will normally use an independent reference system but the
ii) Ground/air discrepancy — applies to a use of ground tracking equipment is not excluded.
divergence between measurements of the same
parameter at the same or nearly the same time 1.16.6 Evaluation of results. The flight inspector
by ground and airborne testing personnel. should decide whether differences from measurements
made during the daytime are due to night conditions, at specific intervals an inspection is made under the same
problems with the equipment or making the measurements conditions as prevailed at the time of commissioning.
at different positions.
1.16.9 Safety of flight. Flights should be conducted
300 m (1 000 ft) above the level normally used for daytime
1.16.7 Flight inspection reports. The flight inspection flight inspection in areas having obstructions. It will be
report should indicate whether the inspection was made at necessary to change some horizontal distances in order to
night. retain the same vertical angle from the navigation aid,
where this is important to the measurements. Low-level
1.16.8 Types of flight. The inspection flights should be below path (safety approach) glide path inspection flights
made in accordance with the guidance given in this should not be made during the night or when the level of
manual, with the exception of measurements that natural light is low. Flights should normally be carried out
specifically need low-level flights. It is recommended that in accordance with VFR.
ATTACHMENT 1 TO CHAPTER 1
FLIGHT INSPECTION AIRCRAFT
1. GENERAL CHARACTERISTICS used in flight inspection systems and maintains a

comfortable environment for the crew; and
1.1 The following desirable characteristics should be
found in a flight inspection aircraft: k) equipped with an autopilot to reduce crew
workload.
a) reliable, efficient type equipped and certified for
IFR operations; 1.2 A variety of aircraft having the above
characteristics have been successfully used for flight
b) sufficient carrying capacity for the flight crew, as inspection work. Some States are using the smaller, more
well as all necessary electronic and recording versatile jet aircraft, of the type usually referred to as
equipment and spares. It may also be necessary “business jets”, for medium- and high-altitude inspection
to have additional capacity to transport ground of radio navigation facilities.
personnel and equipment;
c) sufficient range and endurance to complete a

normal mission without reservicing; 2. AIRCRAFT INSTRUMENTATION
d) aerodynamically stable throughout its speed 2.1 The flight inspection aircraft contains a full range
range, but particularly at speeds encountered of navigation equipment as required for instrument
during flight inspection; flying. Additional equipment must be provided for the
monitoring and recording of the received navigation
signals. The navigation receivers may be used for both
e) low noise and vibration levels;
navigation and flight inspection. Special flight inspection
receivers installed in addition to those used for navi-
f) low electrical noise characteristics to minimize gation are preferable because of their special accuracy
interference with received signals; e.g. propeller requirements.
modulation of the received signal must be as low
as possible; 2.2 When navigation receivers are shared between the
pilot and observer, the control of the receiver during
g) stable electrical system of adequate capacity to flight inspection should be with the technician/engineer
operate the required electronic equipment in .
addition to the aircraft equipment;
2.3 Inspection of PAR requires no special equipment
h) reasonably wide-speed and altitude range to on board. The aircraft plays a passive role as a reflector
enable flight inspection to be conducted, where of electromagnetic signals. Flight inspection procedures
possible, under the conditions encountered by and Standards, particularly those relating to strength of
users. Good low-speed characteristics are signal return, are usually related to aircraft effective size
essential where theodolite tracking by ground as a reflector.
observers is carried out;
i) suitable for future modifications or expansion of System block diagram

equipment to allow for inspection of additional and description
aids or to increase accuracy or processing speed
on existing facilities; 2.4 The flight inspection equipment as shown in
Figure I-1-1 comprises:
j) aircraft cabin environmental control equipment
that minimizes the adverse effects of temperature a) flight inspection receivers with associated
and humidity on the sensitive test equipment antennas;
b) position-fixing system; in real-time as data is input and displayed, or post-

processed to generate the final report data.
c) equipment for data display and processing; and
3.3 The above methods may be used to correct
d) equipment for data recording. absolute or relative field strength measurements, how-
ever, there are some flight inspection applications for
2.5 Flight inspection receivers provide both which gain errors cannot be corrected. These place ad-
navigation information as in standard aircraft equipment ditional constraints on the achieved airborne antenna
and flight inspection information. Special care has to be patterns. An example is course structure measurements
taken concerning the location of antennas of the flight for localizer, glide path, and VOR, for which the con-
inspection receivers in order to avoid interference tributing multipath errors may propagate to the aircraft
problems and to optimize the error budget of the test from a widely different azimuth than the desired direct
equipment. signal. In this case, variations in gain from an omnidirec-
tional pattern will affect the measured amplitude of the
course structure, with or without aircraft attitude vari-
2.6 The position-fixing system provides reference
ations, and flight measurements, by differing aircraft
position (navigation) information in order to determine
types, will vary. Flight inspection organizations should
the navigation accuracy of the facility. Parts of the
make every reasonable effort to achieve omnidirectional
position-fixing system may be shared with standard
antenna patterns — this is particularly important for
aircraft equipment.
Category II and III measurements.
2.7 Data generated from the flight inspection
receivers and the position-fixing system are to be
displayed and processed. The processing may be Antenna measurement
performed either on-line or after completion of an techniques
inspection. One important element of data processing is
the comparison of ground facility navigation and 3.4 Many techniques, including mathematical
reference position (navigation) information. modeling, reduced-scale modeling, full-scale ground
testing and flight testing, are available for optimizing the
2.8 A recording medium is required for documen- location of antennas and characterizing their gain in a
tation of raw data and inspection results. given location on an aircraft. The complexity and cost
are generally proportional to the number of azimuth and
2.9 Calibration equipment may be connected to the elevation angles to be measured as well as the accuracy
flight inspection equipment. required of the measurements. The overall cost is
reduced if a combination of modeling and ground testing
is used to establish expected performance; flight testing
would then be used as the final confirmation stage.
3. ANTENNAS 3.5 Flight test techniques capable of full azimuth or

lower hemisphere characterization with high accuracy
3.1 Calibration and extensive testing to verify are now available through many flight test ranges, these
performance are normally required for antennas used to should be the preferred methods used to provide
inspect navigation aid coverage. confirmation of antenna patterns. Procedures that pro-
vide ongoing confirmation of antenna performance are
3.2 Calibration of the antenna system gain is required still required and some form of ramp-based check should
for antennas used to measure field strength and should be established.
be considered early in the installation planning stage.
Antenna system gain characteristics (including all feed 3.6 Consideration should also be given to character-
cables, switches and power splitters) must be determined izing the localizer antenna pattern over the FM broadcast
in order to measure the field strength accurately. The band (88–107.9 MHz), if the aircraft is to be used in
characteristics must be measured over the range of resolving electromagnetic compatibility (EMC) problems
frequencies to be used and at the aircraft orientations from FM broadcast stations. A separate broadband
experienced during the measurement procedures. These antenna may be fitted if the aircraft is to be used for
antenna gain characteristics must then be applied either general interference investigation.
Installation considerations g) The position of the phase centre for some types
of antennas will vary according to the direction
3.7 Antenna installation can affect the flight of arrival of the signals. Measurements have
inspection measurements and the operational use of the shown that the effective phase centre may move
aircraft in many ways. The following are a few outside the physical area of the antenna. This
examples: change in position of the phase centre should be
included in any correction algorithms which may
a) Propeller modulation effects can interfere with be used.
the received ILS localizer signal over a range of
engine power settings. This can severely limit the
use of the aircraft for flight inspection. 4. FLIGHT INSPECTION RECEIVERS
Improving the antenna location is the best AND RADIO COMMUNICATION
solution to this problem. EQUIPMENT
b) Physical movement of other antennas, such as the 4.1 Flight inspection receivers are to be of the highest
weather radar, may affect the signal received quality in order to obtain the accuracy required for flight
from a glide path antenna located nearby. The inspection purposes and should provide additional
weather radar may have to be parked in a known measurement outputs specific to flight inspection. A dual
orientation to obtain proper glide path operation. set of receivers is preferable to reduce statistical errors.
c) Cross-coupling between aircraft transmitter
4.2 Flight inspection receivers include an AGC
antennas and receiving antennas can easily occur.
measurement. The AGC information allows the determi-
Care must be taken to ensure adequate separation
nation of the field strength if the receiver and antenna
between potential interfering sources, such as
characteristic is taken into account. Further components
VHF communications antennas and VOR/ILS
have to be added like a temperature control for the
localizer antennas.
receiver or a further dedicated receiver if the stability of
d) Aircraft structures must be taken into account the flight inspection receiver AGC output is not
when selecting antenna locations. The mounting sufficient.
of antennas near discontinuities in material types
should be avoided if a good ground plane is 4.3 Flight inspection receivers used for the calibration
required. Metallic support rods stowed inside a of pulsed navigation facilities, such as DME and radars,
composite material nose cone can act as re- provide the video signal of these facilities.
radiators affecting the performance of a nearby
antenna. 4.4 A VHF radio is included in the flight inspection
equipment in order to allow independent communication
e) When one antenna is used to feed two or more between the flight inspector and the ground crew,
receivers there is potential for receiver inter- without affecting the pilot.
action resulting in an uncalibrated change to the
antenna system gain. It is recommended that
separate antennas be provided for the flight 5. DATA PROCESSING, DISPLAY
inspection receivers. Testing is recommended AND RECORDING
when a shared antenna must be used to ensure
that tuning the second receiver over the band 5.1 Modern flight inspection equipment includes a
does not affect the signal level reaching the computer, which is used to read the data from the
receiver used for coverage measurements. position-fixing sensors or system and from the flight
inspection receivers. The computer processes data in
f) Changes in aircraft attitude will affect the order to compare the facility navigation information and
relative positions of the antenna and tracking the position reference information. The computer has the
reference if the aircraft measuring antennas are capability of determining facility parameters, e.g. ILS
not located at the same point as the reference for localizer course width, alignment, etc.
the tracking system as seen from the ground.
Certain flight inspection systems correct this by 5.2 The comparison of facility navigation information
using software and inputs from the aircraft and position reference information may be performed
navigation sensors. with an analog solution, if the flight inspection system
does not include a computer for calculating the results. 6. REGULATORY

The facility parameters have to be calculated manually in ASPECTS
this case.
6.1 Integration of the systems in the aircraft must not
5.3 All relevant information like facility navigation affect the Airworthiness Certificate of the aircraft. Every
information, reference information, facility error and modification has to be recorded in the technical
additional receiver information, such as field strength, is documentation of the aircraft, along with the approvals
displayed on board the flight inspection aircraft for the of the manufacturer and of the certification authority
operator. Data may be displayed on analog or digital concerned.
instruments as well as on computer screens.
5.4 Chart recorders or printers are to be used for the 6.2 Particular operating instructions should be
documentation of flight inspection results. All data are registered in flight and exploitation manuals. If this inte-
annotated properly either by the operator or automati- gration entails any performance limitations or operational
cally by the data-processing system. restrictions for the aircraft, they should appear clearly in
the corresponding documents.
5.5 All raw data and computed data are recorded in
electronic format on tapes or disks, if possible. This 6.3 The integration of a flight inspection system
enables a later post-processing, if a specific investigation results from the best compromise taking into account
is required. airworthiness constraints.
Figure I-1-1. Block diagram for flight inspection equipment

DOCUMENTATION AND DATA RECORDING
1. FLIGHT INSPECTION REPORTS 4. GROUND FACILITY DATA
The flight inspection report serves as the basic means of Facility data sheets or computer files serve as a useful
documentation and dissemination of the results of each tool in providing the inspector and the flight inspection
flight inspection. The flight inspector in charge is system with accurate information regarding facility
responsible for initiating the report and ensuring that it survey data, facility and equipment types, frequencies,
clearly records the results of each parameter measured, etc. Such information is normally prepared at the time of
along with an assessment of the conformance of the commissioning and revised as necessary to maintain
facility performance to the required standards. This current data. Its purpose is best served if the data are
assessment will normally involve an analysis of the data made part of a file to be carried in the aircraft or loaded
recordings and a review of the computer-aided analysis into the flight inspection system.
carried out on the data gathered during the inspection.
Flight inspection reports should allow for “before” and
“after” results to be entered into routine documentation
of the adjustments made to the facilities. 5. RETENTION OF
FLIGHT INSPECTION REPORTS
AND DATA
2. FLIGHT INSPECTION Each flight inspection organization is responsible for

DATA RECORDINGS ensuring that sufficient historical data are retained to
legally establish the trends in facility performance over
The flight inspection data recordings serve as a record of a reasonable interval of time. As a minimum, all
the raw signal information used to assess ground facility commissioning inspection reports and data recordings
performance. The recording medium may be a strip chart should be retained in the facility file along with reports
or electronic files of sampled data. Data recordings are and data recordings from the last five periodic
normally archived and maintained on file with the flight inspections. All special flight inspections carried out
inspection reports. This data should be made available to during this time period should be retained on file.
engineering and maintenance personnel for solving site
problems and for assessing trends in facility or
equipment performance.
6. GROUND TEST REPORTS
It is recommended that the initial performance of a

3. FLIGHT INSPECTION SYSTEM navigation aid facility be established through a formal
CALIBRATION proof of performance (POP) test and report. The facility
is normally handed over to the ground maintenance staff
Many of the components in a typical flight inspection once a commissioning flight inspection is complete. It is
system, as well as secondary or transfer standards, such normal practice that maintenance staff be certified to
as signal generators, must be calibrated on a periodic maintain the navigation aid in accordance with pre-
basis to ensure measurements are made with the required scribed policies and procedures. These policies and
accuracy. Records of the calibration results (including procedures will normally specify what ground documen-
the specific test equipment used) must be retained to tation and reports are required and the period for which
ensure the calibration is traceable back to national they must be retained. It is recommended that the POP
measurement standards. The flight inspection organiz- test report and reports on the implementation of
ation shall ensure policies and procedures are in place to modifications to the facility be retained throughout the
track the calibration status of equipment and recall life of the facility. Reports on routine maintenance
equipment for calibration at the established intervals. actions should be maintained for a minimum of one year.
7. GROUND CALIBRATION Reports of the calibration results (including the specific

REPORTS test equipment used) must be retained to ensure that
measurements are traceable back to national calibration
Many of the components in a typical navigation aid standards. The responsible maintenance organization
system, as well as secondary or transfer standards, such shall ensure policies and procedures are in place to track
as signal generators, must be calibrated on a periodic the calibration status of equipment and recall equipment
basis to ensure a facility is operating as intended. for calibration at the established intervals.
INTERFERENCE ISSUES
1. INTERFERENCE EFFECTS Ground-based

non-aeronautical sources
Interference to a navigation aid can manifest itself in
many ways. A VOR receiver may appear to operate 2.2 These sources include broadcast transmitters and
normally but indicate a solid bearing to an adjacent co- emitters such as industrial, scientific and medical (ISM)
channel facility. A localizer deviation signal may become equipment and power lines. RF emitters are normally
erratic while FM broadcast is heard on the receiver audio licensed and must comply with ITU Radio Regulations
output. The glide path signal may be lost momentarily as and domestic regulations. Malfunctioning transmitters
an aircraft passes over an industrial facility. A GNSS and unintentional emitters are the cause of many
receiver used for position fixing may lose track of interference problems.
satellites due to interference. Interference may be caused
by not providing adequate separation between facilities FM broadcast transmitters
on the same frequency. Ground-based non-aeronautical
services such as FM broadcast stations may be the cause. 2.3 The FM broadcast services operating in the
Interference may originate on board the aircraft due to a 88–107.9 MHz band can be a major source of
poor avionics installation or from carry-on equipment. interference in the adjacent VHF band 108–137 MHz,
There are many possible sources and the probability of affecting ILS, VOR and VHF communications receivers.
interference occurring is increasing as the frequency Two general types of interference can occur. The first is
spectrum becomes more congested. caused by FM broadcast emissions that fall inside the
aeronautical band, such as intermodulation products
generated when multiple FM transmitters feed one
antenna or out-of-band emissions from stations operating
at the upper edge of the FM band. The second type is
2. INTERFERENCE SOURCES generated within the navigation receiver in response to
FM broadcast emissions that fall outside the aeronautical
Note.— The following sources account for most of band. These are usually intermodulation or receiver
the problems affecting radio navigation or radio desensitization effects caused by high-level signals
communications receivers. outside the aeronautical band.
2.4 Annex 10, Volume I, Chapter 3, 3.1.4 and 3.3.8,

and associated guidance material in Attachment C,
Ground-based
contains FM immunity performance criteria for ILS and
aeronautical sources
VOR receivers. Additional ITU-R material is provided
in Appendices 1 and 2 to this manual. The ICAO Hand-
2.1 Aeronautical facilities are engineered, installed book for Evaluation of Electromagnetic Compatibility
and maintained to avoid causing interference to users of Between ILS and FM Broadcasting Stations Using Flight
other aeronautical facilities. The service volumes of Test* provides guidance on conducting flight tests of this
aeronautical facilities are protected from co-channel and kind of interference.
adjacent channel interference by using frequency
coordination procedures based on minimum and maxi-
mum field strengths and protection criteria promulgated TV broadcast transmitters
primarily in Annex 10. In-band interference is usually
caused by malfunctioning transmitters, frequency 2.5 Harmonics, intermodulation products and
coordination problems and receiver operation outside the spurious emissions of TV video and audio carriers may
protected service volume of the aeronautical facility. The
use of signal generators on operational aeronautical fre-
quencies during avionics testing can cause interference * Available from the ICAO Air Navigation Bureau upon
problems. request (English only).
31/10/02
No. 1
cause interference to DME, VHF communications, VOR impulsive-type noise, which can interfere with ILS
and ILS receivers, and GNSS. localizer, VOR and VHF communications receivers in
over-flying, low-altitude aircraft.
Land mobile transmitters
2.6 In-band interference can be caused by spurious Other ground-based

emissions from a single transmitter or by radiated non-aeronautical sources
intermodulation products created at a co-sited facility.
VHF communications frequencies are often affected 2.11 Low/medium/high frequency (LF/MF/HF) trans-
because a fixed/mobile service band lies immediately mitters can cause co-channel and adjacent channel
above 137 MHz. The mobile satellite service (MSS) interference to ADF and HF communications receivers.
operating in the band adjacent to the GNSS band or the High-power military radar may generate harmonic and
fixed service (FS) operating in the GNSS band in some spurious emission levels high enough to cause in-band
States can cause interference to GNSS receivers. and out-of-band interference to on-board pulse-type
systems such as GNSS receivers. Radiated emissions
from most information technology equipment (ITE) are
Cable television regulated domestically. Malfunctioning ITE can cause
distribution systems in-band interference. Radiation of ITE clock frequency
signals and their harmonics can interfere with VHF
2.7 These CATV systems distribute TV broadcasting communications, ILS localizer, VOR and other receivers.
signals on ILS and VHF communications frequencies.
Most CATV systems use coaxial cables, which can leak
RF signals and cause in-band interference. Airborne equipment sources
2.12 On-board aeronautical transmitters may cause in-

Industrial, scientific and band interference to aircraft receivers through harmonics
medical (ISM) systems of the intentional emissions or harmonics of local
oscillator frequencies being conducted between units.
2.8 Specific radio frequency bands (e.g. centred at Potential problems associated with portable electronic
13.56, 27.12 and 40.98 MHz) are allocated for the device installations on-board aircraft should normally be
operation of ISM equipment. In-band interference to identified and resolved during airworthiness testing.
VHF communications, VOR and ILS localizer receivers
may be caused by the radiation of harmonics of the
ISM frequencies from malfunctioning or inadequately
shielded ISM equipment. The interfering signal sweeps 3. GENERAL METHODS FOR
repetitively through a portion of the VHF aeronautical DETECTING AND RESOLVING
band affecting several aeronautical frequencies. The INTERFERENCE PROBLEMS
most common ISM interference sources are industrial
equipment such as plastic welders. 3.1 There are many possible approaches to detecting
and resolving interference problems. They all should be
considered as tools to be applied when required.
Power line
distribution systems
EMC event-reporting
2.9 Power line carrier (PLC) systems inject signals system
into power lines for monitoring and control purposes.
ADF receivers can experience in-band interference 3.2 An interference problem is often first observed by
because some PLC systems operate within the NDB users of the navigation aid. Therefore, pilot and ATC
band and PLC signals can radiate from power lines. reports are the first step in identifying the nature and
approximate locations of where it occurs. The reporting
2.10 Corona noise and gap discharges from malfunc- system should be used to establish a point-of-contact
tioning electrical equipment such as high-voltage bus- between the users who observed the interference and the
bars, switchgear, and insulators, can generate broadband agency charged with resolving such occurrences.
Ground monitoring 3.8 It should be noted that there will be cases where
the ground test equipment or the flight inspection aircraft
3.3 The increasing pollution of the electromagnetic may not be able to detect/confirm reported interference
environment at or near airports is a major concern to problems because:
many States. It can be a particular problem near major
airports with a large number of aeronautical systems. The a) the receiver systems used in the air or on the
local electromagnetic environment tends to be more ground (i.e. receiver, antenna, and cable system)
congested by the many ground-based non-aeronautical may have significantly different performance
interference sources. Ground-based monitoring systems characteristics from those receiver systems
to detect interference events are being developed. reported to have experienced interference;
3.4 The protection of the integrity of the signal-in- b) interference is intermittent and may not be
space against degradation, which can arise from occurring during the investigative flight test; or
extraneous radio interference falling within the ILS
frequency band, must be considered. This is particularly c) it may be difficult to find a ground observation
important where the ILS is used for Category II and III point which corresponds to the interference
approach and landing operations. It is necessary, conditions seen in the air.
therefore, to periodically confirm that the radio environ-
ment at each Category II/III runway does not constitute
a hazard. Specialized electromagnetic
interference (EMI)
troubleshooting methods
Technical confirmation of
the interference 3.9 Specialized equipment and computer simulation
will likely be required if a source of interference cannot
3.5 Ground and/or airborne test equipment be readily identified. Many States have invested con-
deployment to obtain technical measurements will siderable time and effort on hardware and software
depend on how and where the interference manifests techniques to resolve EMI problems. These techniques
itself. include:
3.6 Most flight inspection aircraft can readily record a) databases of potential interference sources;
the effects of the interference on receiver AGC, cross-
pointer, flag and audio signals, as well as determine the b) EMC analysis software;
aircraft position and altitude when interference is
observed. Confirmation of the interference charac- c) interference simulators;
teristics and location by the flight inspection service is a
second step toward solving the problem. More detailed d) special ground or airborne data acquisition
information can be obtained about the relative signal systems;
levels and the frequencies being received at the aircraft
antenna if the flight inspection aircraft is equipped with e) interference direction-finding systems; and
a spectrum analyser or field strength metre. Recording of
the audio channel of the affected receiver, spectrum f) antenna calibration techniques.
analyser or field strength meter is useful in identifying
the interference source through its unique demodulated
audio characteristics. A simple test such as inserting a Interference
suitable RF filter ahead of the receiver can often assist in investigation
identifying whether an interference source is in-band or
out-of-band. 3.10 It may be helpful, in resolving the more difficult
interference problems, to form an investigative team
3.7 Confirmation of a suspected interference source consisting of personnel representing (as required) flight
can be achieved by switching the suspected source on inspection services, the State spectrum regulatory
and off several times and noting the resulting effects on agency, aeronautical spectrum management and aero-
the affected receiver. nautical facility engineering/maintenance. This team
could seek input from the affected users and the

owner/operator of the potential interference source,
develop and implement test plans, analyse results and
make recommendations for resolving interference
problems.
Chapter 2
VERY HIGH FREQUENCY OMNIDIRECTIONAL
RADIO RANGE (VOR)
2.1 INTRODUCTION 2.2 GROUND TESTING
General General
2.1.1 This chapter provides guidance on the ground and 2.2.1 The following paragraphs contain information
flight inspection requirements applicable to both conven- and guidance for establishment of an orderly maintenance
tional (CVOR) and Doppler (DVOR) type VHF omni- programme for VOR facilities. A maintenance programme
directional radio range (VOR), as specified in Annex 10, consists of standardized:
Volume I, 3.3.
a) periodic performance tests to determine if the
facility is operating in accordance with established
System description criteria;
2.1.2 The VOR is a short-range radio navigation aid b) equipment adjustment procedures;
that produces an infinite number of bearings that may be
visualized as lines radiating from the beacon. The number c) periodic formal facilities inspections;
of bearings can be limited to 360, one degree apart, known
as radials. A radial is identified by its magnetic bearing d) logistic support procedures; and
from the VOR.
e) equipment modification as required.
2.1.3 The radials are generated in space by comparing
the phase angle of two equal frequencies radiated from the Note.— Since the means by which VOR signals are
beacon. One signal, called the reference, radiates omni- produced vary from one manufacturer to the other, it
directionally so that its phase is equal in all directions. The would be impracticable to include detailed procedures in
second signal, called the variable, radiates from a direc- this manual for the different equipment employed in the
tional array. The phase of the variable signal received at various States. For this reason, broad guidelines are
the aircraft is dependent upon the radial on which the provided and adaptation to specific equipment will be
receiver lies with respect to magnetic north. required.
2.1.4 Both signals are in-phase at magnetic north. The

phase of the variable signal lags that of the reference Ground performance parameters
signal by an amount equal to the azimuth angle around the
beacon. 2.2.2 Ground test requirements are listed in Table I-2-2.
2.1.5 Reserved.
Ground test procedures
2.1.6 Reserved.
2.2.3 The VOR should be inspected in accordance with
the manufacturer’s recommended procedures. The follow-
Testing requirements ing procedures provide guidance for testing of VOR
specific parameters specified in Annex 10, Volume I. The
2.1.7 A summary of testing requirements is given in manufacturer’s procedures should include at least these
Table I-2-1. tests.
2-1
Rotation d) Without changing monitor adjustments, rotate

the test generator dial until an “on course” is
2.2.4 Correct rotation should be confirmed. This can be again established. Read and record test
performed during the measurement of a ground error curve generator dial reading. The difference between
to determine antenna pattern accuracy. the dial reading of the test generator and the
location of the field detector is the amount of
course error at that location.
Sensing
e) Repeat steps a) through d) for all bracket
2.2.5 Correct sensing should be verified by checking a locations.
radial other than 0E or 180E.
• Plot a ground check error curve (amount of error
versus azimuth) on rectangular co-ordinate graph
Frequency paper.
2.2.6 Using the frequency counter determines the trans- Note 1.— Positioner brackets are installed on the
mitter carrier frequency in accordance with procedures in edge of the counterpoise at every 22.5 ± 0.1E
the equipment instruction book. If the frequency is out of beginning at 0E. Alternatively, brackets could be
tolerance, adjust it in accordance with the equipment mounted on poles appropriately spaced around the
instruction book. facility.
Note 2.— Course error is either plus or minus.

Pattern accuracy
Plus error means the course is clockwise from where
it should be, minus error means the course is
2.2.7 A ground check is a means for determining
counterclockwise from where it should be.
course alignment errors. The actual courses produced by
the VOR are compared (using monitor circuits) with
simulated courses produced by a VOR test generator. Data Note 3.— An alternative method is to rotate the
recorded during the ground check are used to prepare a antenna through 360E and to plot the antenna
ground check error curve. Establishment of a ground characteristic from a single field monitor against the
check capability will enable maintenance personnel to rotation angle.
restore a VOR to normal operation, following most repairs
to the facility without a flight inspection. It is desirable to 2.2.8 Establishment of reference curve at commission-
maintain the ground check error curve (maximum positive ing. It is desirable to prepare a reference ground check
error to maximum negative error) within approximately error curve immediately following the commissioning
2.0E. If the facility cannot provide this level of perform- flight inspection. This curve is no different from that
ance, a broader value should be considered. The stability described above except that it is an average of three
of the error curve spread is considered more important to separate ground checks conducted on the same day, if
the facility performance analysis than the magnitude of the possible. The reference error curve serves as a standard for
error spread. comparing subsequent ground checks. The reference error
curve is updated whenever courses are realigned during a
• Example of procedure for conducting a ground flight inspection.
check for a conventional VOR:
a) Place a field detector into the 0E positioner

bracket and feed signals to the monitor in the Coverage
normal manner.
2.2.9 The coverage of the facility is established at the
b) Rotate the azimuth selector of the monitor for commissioning flight inspection. The standard operating
an “on course” indication (reference and condition of the facility should be established at this time
variable signals in phase). including the carrier power level. Measure the RF power
output using the wattmeter in accordance with the pro-
c) Substitute signals from the test generator. This cedure in the equipment instruction book. Compare the
can be accomplished by temporarily switching level measured with the established standard operating
the field detector and test generator cables. condition at the periodic test.
Chapter 2. Very High Frequency
Omnidirectional Radio Range (VOR) 2-3
Modulation 30 Hz modulation depth of the

radio frequency carrier
2.2.10 The preferred method is the use of a modulation
meter. If a modulation meter is not available, an oscillo- 2.2.15 The CVOR variable signal modulation level
scope may be used instead. (space modulation) is a function of the ratio of sideband
energy to carrier energy radiated. The procedure in the
9 960 Hz deviation equipment instruction book should be followed for
2.2.11 The deviation in a CVOR may be measured at adjusting the variable signal modulation level because
the output of the FM modulation stage or by direct different means (i.e. antenna systems) are employed in
measurement of the radiated signal using a modulation producing the rotating figure-of-eight radiation pattern.
analyser. The deviation is determined using an oscillo-
scope by displaying the 9 960 Hz signal and measuring the 2.2.16 A procedure for adjusting the variable signal
difference, ∆t, in periods between the minimum frequency level that can be adapted to most VOR facilities is as
(9 960 Hz ! 480 Hz) and the maximum frequency follows:
(9 960 Hz + 480 Hz). The modulation index is determined
by the following equation: a) Stop rotation of the figure-of-eight pattern.
∆t b) Measure and record the relative field intensity

Modulation Index =
60T 2 (using monitor field intensity meter indications) at
the two maximum field intensity points (180E
Where T = 1/9 960 apart) in the figure-of-eight radiation pattern. One
In a DVOR, the deviation of the 9 960 Hz subcarrier is of these points will be in-phase (Max) and the
determined by the rotation speed of the switched antennas other out-of-phase (Min) with the carrier RF
and the physical characteristics of the array. energy.
c) Compute the modulation percentage by substi-

9 960 Hz modulation depth of the tuting the Max and Min quantities obtained by
radio frequency carrier applying b) above in the formula in 2.2.13.
2.2.12 The CVOR 9 960 Hz modulation depth of the
carrier frequency can be measured by directly using a d) Vary sideband power until the desired modulation
modulation meter, modulation analyser, or an oscillo- level is attained.
scope. All other modulation should be inhibited unless the
characteristics of the modulation analyser allow individual 2.2.17 Accuracy will require corrected field intensity
separation of the modulating signals. readings obtained from a calibration curve (transmitter
power output versus field detector meter indication) either
2.2.13 In the oscilloscope method, a portion of the RF furnished with the equipment or prepared by field
carrier (modulated by one frequency at a time) is coupled maintenance personnel. The final setting of the 30 Hz
to the oscilloscope synchronized at the modulating fre- variable signal level (course width) is determined by flight
quency. An amplitude modulated waveform is produced inspection.
from which the high (Emax) and low (Emin) points are
measured. These values may be substituted in the follow-
2.2.18 DVOR carrier modulation depth by the 30 Hz
ing formula and the modulation percentage determined.
can be measured directly using a modulation meter,
modulation analyser, or an oscilloscope. All other
Emax – Emin
M= × 100% modulation should be inhibited unless the characteristics
Emax + Emin of the modulation analyser allow individual separation of
the modulating signals.
2.2.14 The modulation of the carrier for a DVOR is
achieved in space by the combination of the reference
signal and the switched 9 960 Hz variable signal. The 30 Hz modulation frequency
modulation depth should be checked using a signal
derived from a field monitor. A tuned modulation analyser 2.2.19 Measure the 30 Hz modulation frequency using
is required due to the lower signal strength available. the frequency counter.
31/10/02
No. 1
9 960 Hz subcarrier frequency 2.2.26 Speech effect on normal navigation function.

Operate the VOR in normal mode with all navigation
2.2.20 Measure the 9 960 Hz subcarrier frequency modulation present. Apply the normal audio programme
using the frequency counter. and observe the station monitor for any effect on the
navigation performance.
CVOR AM modulation of
9 960 Hz subcarrier
Identification
2.2.21 Observe the 9 960 Hz subcarrier using an
oscilloscope at the output of the FM modulator or after 2.2.27 Speed. Observe the identification signal
detection from a field monitor. Use the method described envelope using an oscilloscope. The code transmission
above to determine the AM modulation of the subcarrier speed can be established by measuring the period of a
with all other modulation off. “dot”.
2.2.28 Repetition. The repetition rate can be established

DVOR AM modulation of by counting the repetition of the code cycle over a fixed
9 960 Hz subcarrier period or by measuring the time required for the
completion of several cycles.
2.2.22 Observe the composite signal with an
oscilloscope connected to a test receiver or monitor and all 2.2.29 Tone. The identification tone can be measured
other modulation off. Determine the percentage of directly using a frequency counter.
amplitude modulation using the method described above.
2.2.30 Modulation depth. Measure the modulation
Note.— The limit for AM on the subcarrier in the far depth using a modulation meter or the oscilloscope method
field, further than 300 m (1 000 ft) away, is less than with the identification tone continuously on and no other
40 per cent. This limit corresponds to a limit of 55 per modulation present.
cent when the signal from a monitor antenna at the 80 m
(260 ft) distance is used. Refer to the manufacturer’s
equipment instruction book for additional guidance on Monitoring
particular equipment.
2.2.31 Two methods are available to test the monitor
performance. The first method is the simulation of the
Sideband level of the harmonics of monitor input signal by the use of test equipment; and the
the 9 960 Hz component second method is the adjustment of the transmitter to
provide the required test signals. The use of discrete test
2.2.23 The level of the 9 960 Hz harmonics can be
equipment is the preferred method. Additional monitors
determined by using a spectrum analyser and observing
may be provided in different equipment types. The
the radiated signal of the VOR from a field monitor probe.
manufacturer’s test procedures should be followed in such
CVOR measurements can also be made at the antenna feed
cases.
point of the reference signal.
2.2.32 Bearing. Generate a VOR signal that equates to
the monitored radial. Vary the phase of the variable signal
Voice channel relative to the reference signal to generate a positive and
negative bearing alarm. Record the phase difference.
2.2.24 Peak modulation of voice channel. Connect an
audio generator set to the nominal line level to the audio 2.2.33 Modulation. Apply a standard monitor input
input of the VOR. Measure the peak modulation using a signal and vary the modulation of the 9 960 Hz and the
modulation meter or the oscilloscope method described 30 Hz signals to cause alarm conditions for either or both
above. of the navigation tones.
2.2.25 Audio frequency characteristics. Select a

frequency of 1 000 Hz using an audio generator and Polarization
establish a reference modulation level. Maintain the same
output level from the audio generator and vary the audio 2.2.34 This parameter is normally measured by flight
frequency between 300 Hz and 3 000 Hz noting the inspection, but may be measured on the ground if suitable
modulation characteristics over the range. equipment is available.
Spurious modulation of positive and negative peaks above and below the zero
course error line, are called duantal, quadrantal, or octantal
2.2.35 Spurious (unwanted) modulation should be as error. These errors can appear singly or simultaneously in
low as possible (0.5 per cent or less) to prevent possible any combination. The Fourier analysis technique can be
course errors. This modulation level may be determined by employed to determine the type and amount of error in an
comparing AC voltage indications required to produce a error curve if desired. The following examples apply for
known modulation level (only one modulation frequency CVOR only.
applied) with the AC voltage indications, while audio
input level controls (1 020 Hz, 10 kHz, and voice) are 2.2.40 Duantal error (two peaks, one positive and one
adjusted to zero. The modulation output meter may be negative) is caused by unwanted 30 Hz amplitude modu-
used for these readings. Record the modulation value lation of the RF carrier and/or improper RF phase
obtained. relationship between sideband antenna currents of a pair.
Possible causes of duantal error in a four-loop array are:
a) unequal electrical line lengths of paired trans-

Site infringement mission lines;
2.2.36 The site surrounding the VOR should be b) improper location of figure-of-eight radiation
inspected at each maintenance visit for infringements of pattern Min points;
the clear area surrounding the facility.
c) amplitude modulation of the 10 kHz signal at a
30 Hz rate; and/or
Maintenance activities that
d) dissimilar antennas or antenna members elements.
require flight inspection
2.2.41 Quadrantal error (four peaks, two positive and
2.2.37 Flight inspection is not required for all two negative) is caused by unwanted 60 Hz modulation of
maintenance procedures or modifications to the trans- the RF carrier and/or antenna system faults. Possible
mitting and monitoring equipment if field measurement causes of quadrantal error in a four-loop array are:
and monitoring indications can be restored to the con-
ditions that existed at commissioning or during the last a) inequality of antenna pair currents;
satisfactory flight test.
b) misphasing of RF currents between antenna pairs;
2.2.38 A flight test is required in the following
c) unequal attenuation of sideband antenna feed
situations before returning the VOR to service:
lines; and/or
a) realignment of magnetic north reference; d) improper adjustment of the power amplifier stage
of the transmitter.
b) replacement of the antenna;
2.2.42 Octantal error (eight peaks, four positives and
c) repositioning the field monitor antenna; four negatives) is found primarily in VOR facilities
employing four (loop) antennas. This error results when
d) replacement of transmission lines of critical they do not produce a true figure-of-eight radiation
length; pattern. End-plates on loops should be adjusted to reduce
octantal error.
e) change of operating frequency; and
2.2.43 Reserved.
f) environmental changes.
Test equipment
Course error analysis
2.2.44 The following is a suggested list of test
2.2.39 Improper equipment adjustments or faulty equipment for use in maintaining VOR facilities:
equipment can result in a ground check error curve having
periodic variations. These variations approximate the a) oscilloscope — a bandwidth of 400 MHz is
shape of sine waves and depending upon the total number recommended;
b) audio oscillator; Polarization effect
c) VOR test generator; 2.3.5 The polarization effect results from vertically
polarized RF energy being radiated from the antenna
d) frequency counter; system. The presence of undesired “vertical polarization”
should be checked by the “attitude effect” and may be
e) modulation analyser or modulation meter; further investigated by either the “360E turn method” or
the “heading effect” method.
f) wattmeter, voltage standing wave ratio indicator or
through-line wattmeter;
Attitude effect method
g) probe detector, VHF; 2.3.6 The vertical polarization effect should be checked
when flying directly to, or from, the facility, at a distance
h) spectrum analyser. of 18.5 to 37 km (10 to 20 NM). The aircraft should be
rolled to a 30E bank, first to one side, then to the other,
and returned to a straight level flight. Track and heading
deviations should be kept to a minimum. Course deviation,
2.3 FLIGHT TESTING as measured on the recording, is the indication of vertical
polarization effect.
General
30E bank, 360E turn method
2.3.1 VORs should meet all requirements to be
classified as unrestricted. The operating agency may, after 2.3.7 Vertical polarization may be checked by
proper coordination, prescribe the use of the facility on a executing a 30E bank, 360E turn, 18.5 to 37 km (10 to
restricted basis and issue Notice to Airmen (NOTAM) 20 NM) from the antenna. The turn should begin from an
accordingly when a specific area of a facility does not “on-course” (toward the station) position over a measured
meet these operating tolerances. ground checkpoint.
2.3.8 The recording should be marked at the start of the

Flight test performance parameters turn and at each 90E of heading change until the turn is
completed. The turn should be completed over the starting
2.3.2 Flight testing requirements are listed in Table I-2-3. point and the recording marked. The recording should
show a smooth departure from and return to the
“on-course” position, deviating only by the amount that
the aircraft is displaced from the original starting point
Flight test procedures when the vertical polarization effect is not present. Other
excursions of the cross-pointer may be attributed to the
vertical polarization effect. The effect of the wing shadow-
Sensing ing the aircraft antenna should be considered in evaluating
the recording.
2.3.3 This check is required at the beginning of the
flight inspection and need not be repeated. The bearing of
the aircraft from the station must be known. Select an
appropriate radial and when the cross-pointer is centred, Pattern accuracy
the indicator should indicate “FROM”.
Alignment
Rotation 2.3.9 Alignment can be determined by flying an orbit

or by flying a series of radials. The altitude selected for the
2.3.4 Begin an orbit. The radial bearing as indicated flight should place the aircraft in the main lobe of the
should continually decrease for a counterclockwise orbit, VOR.
or increase for a clockwise orbit. Sensing should be
checked before rotation. Incorrect sensing might cause the 2.3.10 The orbit should be flown at a height and range
station rotation to appear reversed. that allows the position reference system to accurately
determine the position of the aircraft. This will require 2.3.16 The coverage of a VOR can be affected by
low, close-in orbits for theodolite-based position systems. factors other than signal strength. Where out-of-tolerance
Other automated systems will require the orbits to be roughness, scalloping, bends, alignment, and/or inter-
conducted at a greater range to achieve the required ference render the facility unusable in certain areas, a
accuracy. The orbit should have sufficient overlap to restriction should result which should be handled in the
ensure that the measurement covers the complete 360E. same manner as restricted coverage due to lack of signal
The alignment of the VOR is determined by averaging the strength.
error throughout the orbit. Judgement may be exercised
where the tracking of the orbit is interrupted to determine
the effect of the lost information on the average alignment. Modulation
2.3.11 Alignment can also be determined by flying a 2.3.17 The modulation of the 30 Hz reference, 30 Hz
series of radial approaches. These approaches should be variable and 9 960 Hz subcarrier should be measured
conducted at equal angular displacements around the during the flight inspection. Note that the roles of the FM
facility. A minimum of eight radials is considered and AM signals are reversed between the CVOR and the
necessary to determine the alignment of the VOR. DVOR.
Bends
Voice channel
2.3.12 A bend is determined by flying a radial pattern
and comparing the indicated course against a position 2.3.18 Voice communications on the VOR frequency
reference system. The error is measured against the correct should be checked for clarity, signal strength, and effect
magnetic azimuth of the radial. Deviations of the course on the course structure in the same manner as described
due to bends should not exceed 3.5E from the computed for identification checks. The audio level of voice
average course alignment and should remain within 3.5E communications is the same as the level of the voice
of the correct magnetic azimuth. identification feature. Flight inspection personnel should
maintain surveillance of the quality and coverage of
Roughness and scalloping error recorded voice transmissions (automatic terminal infor-
mation service (ATIS) or other transcribed voice service)
2.3.13 Scalloping is a cyclic deviation of the course and ensure that there is no detrimental effect on the
line. The frequency is high enough so that the deviation is performance of the VOR. Comments and deficiencies
averaged out and will not cause aircraft displacement. should be included in the appropriate flight inspection
Roughness is a ragged irregular series of deviations. reports.
Momentary deviations of the course due to roughness,
scalloping or combinations thereof should not exceed 3.0E 2.3.19 Speech effect on normal navigation functions.
from the average course. Observe the indicated bearing information during a stable
approach flight and determine if the bearing information
is affected by the voice transmission.
Flyability
2.3.14 Flyability is a subjective assessment by the pilot

flying the inspection. Assessment of flyability should be Identification
performed on operational radials and during procedures
based on the VOR. 2.3.20 The identification signal should be inspected for
correctness, clarity, and possible detrimental effect on the
course structure. This check should be performed while
Coverage flying on-course and within radio line-of-sight of the
station. Observe the course recording to determine if either
2.3.15 Coverage of the VOR is the usable area within code or voice identification affects the course structure. If
the operational service volume and is determined during course roughness is suspected, the identical track should
the various checks of the VOR. Additional flight checks be flown again with the identification turned off. Mainten-
are required to determine the distance from the facility at ance personnel should be advised immediately if it is
which satisfactory coverage is obtained at the specified determined that the course characteristics are affected by
altitudes. the identification signal.
2.3.21 The audible transmission of simultaneous (usually 090 or 270 degrees) and located within 18.5 to
voice/code identification signals should appear to be equal 37 km (10 to 20 NM) of the antenna. This checkpoint
in volume to the user. The voice identification is not should be used in establishing course alignment and
utilized during ground-to-air broadcasts on the VOR fre- should serve as a reference point for subsequent
quency, but the coded identification should be audible in inspections of alignment, monitors, course sensitivity and
the background. modulation measurements. Course alignment and
sensitivity should normally be adjusted with reference to
this checkpoint. Adjustments made elsewhere will require
Bearing monitor a recheck of these parameters at this reference checkpoint.
2.3.22 The requirements for checking the monitor are 2.3.27 The flight inspector should record a description
as follows: of the reference checkpoint that includes the azimuth to
the nearest tenth of a degree, the distance from the facility,
a) during commissioning inspections; and and the mean sea level (MSL) altitude, which is usually
460 m (1 500 ft) above the antenna. This data should be
b) during subsequent inspections, if the alignment at revised any time the reference checkpoint is re-established.
the reference checkpoint has changed more than The final course alignment error, measured at the
one degree from the alignment last established and reference checkpoint, should be recorded on the facility
the monitor has not alarmed. data sheet for subsequent reference in order to determine
the necessity for a complete monitor check as specified in
2.3.23 The check is made over the reference checkpoint 2.3.3.9.
at the same altitude as that used to establish the reference
checkpoint. Position the aircraft inbound or outbound and
activate the event mark exactly over the checkpoint while Standby power
the following course conditions exist:
2.3.28 Standby power, when installed, should be
a) with the course in the normal operating condition; checked during the commissioning inspection. This is not
necessary for some types of standby power installations,
b) with the course shifted to the alarm point; e.g. float-charged battery supplies where there is no
possibility of performance variation when operating on
c) with the course shifted to the alarm point to the standby power. Subsequent inspections should not be
opposite direction from b) above; or required unless there is reported evidence of facility
deterioration while this source of power is in use. The
d) with the course returned to the normal operating following items should be evaluated while operating on
condition. standby power:
2.3.24 The course alignment should be compared, in a) course alignment (one radial);
each of these conditions, by reference to the recordings to
determine the amplitude of shift to the alarm point and to b) course structure; and
verify the return to normal.
c) modulations.
2.3.25 Check both transmitters in the same manner
when dual monitors are installed. Both should be checked 2.3.29 The inspections are to be performed when flying
on a systematic basis. Follow the procedure for single a portion of a radial with the station operating on normal
monitor check above, except in steps b) and c) the course power, and then repeating the check at the same altitude
should be shifted in each direction until both monitors and over the same ground track with the station operating
alarm. Determine the amplitude of course-shift required to on standby power.
alarm both monitors.
Standby equipment
Reference checkpoint
2.3.30 Both transmitters should be checked against
2.3.26 A checkpoint should be selected during the each required item of Table I-2-3. These checks may be
commissioning inspection on or close to the monitor radial performed using radial flights and a single alignment orbit.
Complementary facilities 2.3.35 Course structure and alignment should be

determined by analysis of the recordings. The recordings
2.3.31 Facilities associated with the VOR that should also be analysed for possible undesirable close-in
complement operational use (such as marker beacons, or over-station characteristics to determine that use of the
DME, lighting aids that support the visibility minima of an facility for approach, holding, etc., is not adversely
approach procedure, communications, etc.) should be affected.
inspected concurrently with the VOR and in accordance
with applicable procedures.
Terminal radials (approach, missed approach,
standard instrument departure (SID)
Evaluation of operational procedures
2.3.36 Approach radials should be evaluated at a
Radials distance that includes the procedure turn, holding pattern
and missed approach on commissioning inspections. The
2.3.32 Radials used, or proposed for use, for IFR approach radial should be flown 30 m (100 ft) below
should be inspected to determine their capability to specified altitudes. Site and commissioning inspections
support the procedure. On commissioning inspections, a require two additional radials 5E either side of the
selection of radials proposed for IFR use should be approach radial to be flown and analysed with the same
inspected. The selection should be based on the following criteria as the approach radial. Radials used to support SID
criteria: procedures should be evaluated to the extent to which they
are used.
a) All radials supporting instrument approach
procedures should be selected.
Intersections
b) Radials should be selected from areas of poor
performance indicated by the orbit inspection. 2.3.37 Adjacent facilities that provide intersections
should be inspected to determine their capability to
c) Any radials where the coverage may be affected by
support the intersection. Reliable facility performance and
terrain should be selected.
course guidance at the approved minimum holding altitude
d) At least one radial should be selected from each (MHA) should exist. Minimum signal strength should
quadrant, if appropriate. In general, this should exist for the radial(s) forming the intersection within
include the longest and lowest radials. 7.4 km (4 NM) or 4.5E, whichever is greater, each side of
the geographical location of the intersection fix.
Routine inspection requirements are contained in the
following paragraphs. 2.3.38 Identification from each facility forming the
intersection should be clear and distinct. Voice communi-
cations should be adequate at the minimum holding
En-route radials (airways, off-airway routes,
altitude. The signal from each facility should be free from
substitute routes)
interference at all altitudes below the maximum authorized
2.3.33 En-route radials should be flown either inbound altitude for holding. A minimum reception altitude should
or outbound, along their entire length from the facility to be established for the intersection, which is normally
the extremity of their intended use, at the minimum determined by the facility providing the weakest signal.
altitude for the associated airway or route as published.
The minimum altitude for flying en-route radials, Note.— All minimum en-route altitudes are to be
predicated on terminal facilities, is 300 m (1 000 ft) above corrected to and reported as true altitudes above mean
the highest terrain or obstruction along the radial to a sea level. All intersections prior to being published and
distance of 46.3 km (25 NM). The aircraft should be flown authorized for use are to be flight inspected against the
on the electronic radial and the position of the aircraft requirements stated above. Routine inspections of inter-
should be recorded using a position reference system. sections can be accomplished adequately by recording an
airway radial of one facility and the transition from other
2.3.34 Reference, variable and 9 960 Hz modulations facilities forming the fix. Routine inspections can therefore
and the vertical polarization effect should be checked at be conducted concurrently with airway radials. Departure
least once on each airway and direct-route radial. Signal from the airway radial that is being inspected to evaluate
strength, course deviation and aircraft position should be another radial which is part of the fix is not required,
recorded throughout the radial flight. unless detailed investigations become necessary.
Cross-check radials of a degree. Misalignment in the clockwise direction is

considered positive. The error is positive when the
2.3.39 Commissioning and routine flight inspections of magnetic azimuth of the measured (ground) checkpoint is
cross-check radials are not required provided there is greater than the electronic radial.
sufficient flight inspection data to support the certification
of these radials. The radial(s) should be inspected prior to 2.3.45 A bend is similar to scalloping except that its
being authorized for use if cross-check radials are frequency is such that an aircraft can be manoeuvered
requested for use in areas outside of the operational throughout a bend to maintain a centered cross-pointer. A
service volume of the facility(ies) for which supporting bend might be described as a brief misalignment of the
flight inspection data is not available. Thereafter, flight course. It is therefore important to the analysis of a bend
inspections are not required. to consider aircraft heading and radial alignment
deviations. Bends are sometimes difficult to discern,
2.3.40 Reserved. especially in those areas where good ground checkpoints
or other means of aircraft positioning are not available. A
smooth deviation of the course over a distance of 3.7 km
Test equipment (2 NM) two miles would manifest itself as a bend for a
flight inspection aircraft at a ground speed of 140 knots.
2.3.41 The aircraft should be fitted with a typical VOR An aircraft of greater speed would not detect such smooth
receiver and antenna system. The power level into the deviations of the course as a bend, unless it was over a
receiver is used as the normal reference parameter for the much greater distance. The analysis of bends should
determination of field strength. The power level into the further consider the flight levels and speeds of potential
receiver can be converted to absolute field strength if the users.
antenna factor and cable losses are known. Refer to
Chapter 1, Attachment 1, for guidance on determining 2.3.46 These various course aberrations are usually
antenna performance. caused by reflections of the RF signal from terrain, trees,
power lines, hangars, fences, etc. The character of the
2.3.42 Reserved. deviation can indicate the type of reflecting objects, i.e.
rough objects such as trees may cause roughness, smooth
objects such as power lines and hangars may cause
Analysis scalloping and bends. A study of flight inspection
recordings and the surrounding terrain will often disclose
Course structure the source of the course aberrations. These conditions
(roughness, scalloping, bends) can occur alone or in any
2.3.43 Roughness, scalloping, and bends are displayed combination.
as deviations of the cross-pointer. Roughness will show as
a series of ragged irregular deviations; scalloping, as a
series of smooth rhythmic deviations. The frequency of Application of tolerances
each is such that it is not flyable and must be averaged out
2.3.47 The application of bend criteria should consider
to obtain a course. Modern flight inspection systems can
the navigation system accuracy, which is based partly on
automatically carry out the analysis of a course structure.
a maximum course displacement of 3.5E (bend tolerance)
and the maximum distance an aircraft is expected to
2.3.44 A manual method to measure the amplitude of
depart from an established course. The displacement of
roughness and scalloping, or combinations thereof, is to
the course by a bend should not exceed 3.5E from either
draw two lines on the recording which are tangential to
the correct magnetic azimuth or the on-course average, as
and along each positive and negative peak of the course
provided by the facility, in order to satisfy these factors.
deviation. The number of degrees, or microamperes,
The following two examples are offered for clarification:
between these lines will be the total magnitude of course
deviations; one half of this magnitude will be the plus and a) A radial that has zero alignment error — the
minus deviation. A third line is drawn equidistant from maximum bend tolerance of 3.5E is allowable on
these lines to obtain the average “on-course” from which both sides of the “on-course” line whether the
alignment is measured. The alignment error may be bend occurs singly or in series.
computed from the course recordings at any point where
an accurate checkpoint has been marked on the recording. b) A radial that has an alignment error of +2.0E —
An alignment error should be referred to the nearest tenth further displacement of the course by a bend of
+1.5° is allowable. This results in a +3.5E dis- Such a condition is highly unlikely; however, consider-
placement from the correct magnetic azimuth. ation should be given to the suitability of the facility in the
Since a bend displacement of the course of !3.5E areas of such occurrence.
from the “on-course” average is allowable; this
results in a !1.5E displacement from the correct
2.3.49 The criteria for roughness and scalloping should
magnetic azimuth.
not be applied strictly as a plus and minus factor, but as a
2.3.48 When roughness, or scalloping, or a combi- maximum deviation from the course. Roughness and
nation is superimposed on the bend, the average “on- scalloping normally occur in a series. Where it is apparent
course” should be determined by averaging the total that a rapid deviation occurs only on one side of the
amplitude of such aberrations. This can result in a course, rather than in a series, the criteria should be
momentary displacement of the course of 6.5E where applied as a plus factor, or a minus factor, as applicable.
±3.0E of roughness is superimposed on a bend of 3.5E. (See Figures I-2-1 and I-2-2.)
Figure I-2-1. Roughness, scalloping, bends and combinations

Figure I-2-2. Bend tolerance envelope

Table I-2-1. Summary of testing requirements — VOR
Annex 10, Volume I,

Parameter reference Testing
Rotation 3.3.1.1 F/G

Sensing 3.3.1.3 F/G
Frequency 3.3.2 G
Polarization 3.3.3.1 F/G
Pattern accuracy 3.3.3.2 F/G
Coverage 3.3.4 F/G
9 960 Hz deviation 3.3.5.1 F/G
9 960 Hz modulation depth 3.3.5.2 F/G
30 Hz modulation depth 3.3.5.3 F/G
30 Hz modulation frequency 3.3.5.4 F/G
9 960 Hz subcarrier frequency 3.3.5.5 F/G
CVOR AM modulation of 9 960 Hz subcarrier 3.3.5.6 F/G
DVOR AM modulation of 9 960 Hz subcarrier 3.3.5.6 F/G
Sideband level of the harmonics of the 9 960 Hz 3.3.5.7 G
Peak modulation of voice channel 3.3.6.2 G
Audio frequency characteristics 3.3.6.3 G
Identification speed 3.3.6.5 G
Identification repetition 3.3.6.5 G
Identification tone 3.3.6.5 G
Identification modulation depth 3.3.6.6 F/G
Speech effect on normal navigation function 3.3.6.7 F/G
Bearing monitor 3.3.7.1 F/G
Modulation monitor 3.3.7.1 G
Legend: F = Flight test/inspection

G = Ground test
Table I-2-2. Summary of ground test requirements C VOR
Annex 10, Doc 8071,

Volume I, Volume I,
Parameter reference reference Measurand Tolerance Uncertainty Periodicity
Rotation 3.3.1.1 2.2.4 Clockwise Correct 12 months

Sensing 3.3.1.3 2.2.5 Correctness Correct 12 months
Carrier frequency 3.3.2 2.2.6 Frequency ±0.002% 0.0004% 12 months
Polarization 3.3.3.1 2.2.34 Deviation ±2.0° 0.3°
Pattern accuracy 3.3.3.2 2.2.7 Alignment ±2.0° 0.4° 12 months
2.2.8
Coverage 3.3.4 2.2.9 Field strength 90 µV/m 3 dB 12 months
9 960 Hz deviation 3.3.5.1 2.2.11 Ratio 16 ±1 12 months
9 960 Hz modulation depth 3.3.5.2 2.2.12 Modulation depth 28 to 32% 1% 12 months
30 Hz modulation depth 3.3.5.3 2.2.15 to Modulation depth 28 to 32% 1% 12 months
2.2.18
30 Hz modulation frequency 3.3.5.4 2.2.19 Frequency 30 Hz ±1% 0.06 Hz 12 months
9 960 Hz subcarrier frequency 3.3.5.5 2.2.20 Frequency 9 960 Hz ±1% 20 Hz 12 months
CVOR AM modulation of 9 960 Hz subcarrier 3.3.5.6 2.2.21 Modulation depth #5% 1% 12 months
DVOR AM modulation of 9 960 Hz subcarrier 3.3.5.6 2.2.22 Modulation depth #40% 1% 12 months
Sideband level of harmonics of 9 960 Hz 3.3.5.7 2.2.23 Modulation depth 9 960 Hz = 0 dB ref. 1 dB 12 months
2nd harmonic #!30 dB
3rd harmonic #!50 dB
4th and above #!60 dB
Peak modulation of voice channel 3.3.6.2 2.2.24 Modulation depth #30% 1% 12 months
Audio frequency characteristics 3.3.6.3 2.2.25 Power ±3 dB 1 dB 12 months
Identification speed 3.3.6.5 2.2.27 Time 7 words/minute 12 months
Identification repetition 3.3.6.5 2.2.28 Time $2 times/min 12 months
Identification tone frequency 3.3.6.5 2.2.29 Frequency 1 020 ±50 Hz 10 Hz 12 months
Identification modulation depth 3.3.6.6 2.2.30 Modulation depth 1% 12 months
With communications channel #10%
No communications channel #20%
Speech effect on navigation function 3.3.6.7 2.2.26 12 months
Deviation Deviation 0.3%
Modulation Modulation 1%
Bearing monitor 3.3.7.1 2.2.32 Deviation ±1.0° 0.3° 12 months
Modulation monitor 3.3.7.1 2.2.33 Volts 15% 1% 12 months
Spurious modulation None 2.2.35 Modulation depth #0.5% 0.1% 12 months
Site infringement None 2.2.36 12 months
Table I-2-3. Summary of flight inspection requirements C VOR
Annex 10, Doc 8071,

Volume I, Volume I,
Parameter reference reference Measurand Tolerance Uncertainty Inspection type
Rotation 3.3.1.1 2.3.4 Clockwise Correct C, P, S

Sensing 3.3.1.3 2.3.3 Correctness Correct C, P, S
Polarization 3.3.3.1 2.3.5 Deviation ±2.0° 0.3° C, P, S
Pattern accuracy 3.3.3 Deviation C, P, S
Alignment 2.3.9 to 2.3.11 ±2.0° 0.6°
Bends 2.3.12 ±3.5° 0.6°
Roughness and scalloping 2.3.13 ±3.0° 0.3°
Flyability 2.3.14 Flyable Subjective
Coverage 3.3.4 2.3.15 Field strength 90 µV/m 3 dB C
2.3.16
Modulation 3.3.5 2.3.17 Modulation depth 28 to 32% 1% C, P, S
9 960 Hz modulation
30 Hz modulation
Voice channel 3.3.6.2 2.3.18 Clarity Clear C, P
Identification 3.3.6.5 2.3.20 Clarity Clear C, P
2.3.21
Speech effect on navigation 3.3.6.7 2.3.19 No effect C, P
Bearing Deviation 0.3°
Modulation Modulation 1%
Bearing monitor 3.3.7.1 2.3.22 to 2.3.25 Deviation ±1.0° 0.3° C
Reference checkpoint 2.3.26 to 2.3.27 As required C, P
Standby power 2.3.28 to 2.3.29 Normal operation C, P
Standby equipment 2.3.30 As required C, P
Complementary facilities 2.3.31 As required C, P
Legend: C = Commissioning
P = Periodic. Nominal periodicity is 12 months. Some States have extended this interval, particularly for DVORs, based on the improved immunity of the Doppler equipment
to multipath interference. Intervals of up to 5 years are applied by some States.
S = Site proving
Chapter 3
DISTANCE MEASURING EQUIPMENT (DME)
3.1 INTRODUCTION Testing requirements
3.1.5 A summary of testing requirements is given is

General Table I-3-1.
3.1.1 This chapter provides guidance on flight and

ground testing requirements applicable to the standard
distance measuring equipment (DME), as specified in 3.2 GROUND TESTING
Annex 10, Volume I, 3.5. The basic radar principles, upon
which the DME functions, are such that the accuracy of
the distance indications is essentially independent of the General
ground equipment-radiated field pattern. Consequently,
the determination of correct ground equipment perform- 3.2.1 The parameters of the ground equipment that
ance can largely be made with the ground monitoring and should be regularly checked are indicated in Table I-3-2.
maintenance equipment in accordance with the procedures The frequency with which such tests should be performed
outlined in the manuals of the individual DME transpon- should be based on experience with each type of equip
der manufacturers. While ground checks are important in ment and the quality of maintenance. The suggested
ensuring the quality of a DME system, it is good practice periodicities are given only as general guidance and may
to confirm these results by flight inspection. Many of the require modification based on the manufacturer’s advice
Annex 10 parameters can be tested in an aircraft with an or practical experience. The procedures and test equipment
adequate airborne system. to be employed in ground testing a DME transponder vary
according to the commercial product involved. The appro-
Note.— Guidance concerning testing requirements for priate manufacturer’s technical manuals should be used as
precision DME (DME/P) may be found in Part 2 guidance.
(Microwave Landing System) of this volume.*
Ground performance
System description
parameters
3.1.2 The DME system provides continuous distance
3.2.2 Ground test requirements are listed in Table I-3-2.
information to an aircraft during approach, departure, or
en-route procedures according to the location of the DME.
The signals can be interpreted either by the pilot from the
display or input directly into the flight management system Ground test procedures
(FMS).
3.2.3 Recommended general instructions for testing of
3.1.3 Reserved. DME specific parameters are provided in the following
paragraphs. The DME should be checked in accordance
3.1.4 Reserved. with the test procedures proposed in the manufacturer’s
equipment instruction book.
3.2.4 Transmitter frequency stability. Use the

frequency counter to measure the transmitter frequency in
* Available from the ICAO Air Navigation Bureau (English accordance with the procedure in the equipment instruc-
only). tion book. Adjust the frequency as required.
3-1
3.2.5 Pulse spectrum. Use the spectrum analyser to 3.2.11 Receiver frequency stability. Use the frequency
measure the spectrum of the output pulse according to counter to measure the receiver frequency in accordance
the procedure in the equipment instruction book. Check with the procedure in the equipment instruction book.
and correct the modulation level (pedestal and The accuracy of the receiver frequency depends on the
Gaussian pulse) and adjust the transmitter stages if accuracy of the transmitter frequency, and if provided
provided. Note the output power and pulse shape with crystals, from their tolerances. Note that the
during adjustments. transmitter frequency is always separated from the
receiver frequency by ±63 MHz. The sign depends on
3.2.6 Pulse shape. Use the oscilloscope to measure operating channel mode.
the shape of the output pulse according to the pro-
cedure in the equipment instruction book. If setting is
3.2.12 Receiver sensitivity. Use the calibrated built-in
necessary, refer to the adjustments of the output pulse
or external DME test equipment to measure the on-
spectrum in the paragraph above. After adjusting the
channel sensitivity to 70 per cent reply efficiency at an
pulse shape, it is very important to recheck the time
interrogation rate of 30 to 40 pulse pairs per second. The
decay. Check the pulse peak (refer to Annex 10,
receiver sensitivity can be set at commissioning to
Volume I, 3.5.4.1.3 d)).
different values depending on the required output power.
Use the procedures and settings of the test equipment as
3.2.7 Pulse spacing. Use the oscilloscope to measure
described in the instruction book.
the spacing of the output pulse according to the pro-
cedure in the equipment instruction book. Adjustments
are generally not provided. 3.2.13 Receiver sensitivity variation with load. Use
the calibrated built-in or external DME test equipment to
3.2.8 Peak power output. Use the peak power meter measure the on-channel sensitivity to 70 per cent reply
and the calibrated load, or the variable attenuator when efficiency at an interrogation rate from 0 to 90 per cent
available, to measure the peak power output of the of the maximum transponder transmission rate (depends
transmitter according to the procedure in the equipment on the requirements).
instruction book. Refer to the adjustments of the
Gaussian modulation pulse shape and transmitter stages 3.2.14 Receiver bandwidth. Use the calibrated built-in
in the previous paragraphs if adjustment is necessary. or external DME test equipment to measure the receiver
After adjustment, the time delay and pulse shape should sensitivity, as described in the paragraph “receiver
be checked. Tolerances up to ±1dB of the power output sensitivity”, except:
are acceptable because these variations result in a change
of the operational range by only 10 per cent. It is more
important to obtain the output pulse spectrum and pulse a) with an incoming frequency drift of ±100 kHz
shape within the requirements. Check the reflected from the centre frequency. Check the loss in
power of the facility using the directional coupler. sensitivity; and/or
3.2.9 Peak variation. Measure the power drop of the b) with an incoming frequency drift of ±900 kHz
output pulse using the oscilloscope. The variation in from the centre frequency and with a level of
power level at the peak of any pair should not deviate 80 dB above receiver threshold. Check the
from the average peak power by more than ±1 dB. interrogation pulse rejection.
3.2.10 Transmitter pulse repetition frequency (PRF). 3.2.15 Decoder. Use the calibrated built-in or external
The DME is set to a variable duty cycle or, if provided, DME test equipment to measure the receiver sensitivity
to a constant duty cycle at commissioning. Measure the as previously described, except:
transponder reply pulse rate using the frequency counter,
following the procedure of the equipment instruction
book. If the system is set to variable duty cycle, the a) with a shift of 0.4 µs in the pulse spacing of the
measured reply pulse rate depends on the manufacturer’s interrogation signal. Check that there is no
design, which will be described in the detailed technical change in sensitivity;
characteristics of the equipment. In any case, it should
not be less than 700 pulse pairs per second (pps), or b) with a shift between 0.5 µs and 2 µs in the pulse
more than 1 350 ±90 pps in the absence of spacing of the interrogation signal. Check that
interrogations. the loss in sensitivity is less than 1 dB; and
31/10/02
No. 1
Chapter 3. Distance Measuring Equipment (DME) 3-3
c) with a shift of more than 2 µs in the pulse the standby transponder, or switching off the trans-
spacing of the interrogation signal. Check the ponder, if any alarm occurs.
interrogation pulse rejection.
3.2.19 Reserved.
3.2.16 Time delay. Use the calibrated built-in or
external DME test equipment and the oscilloscope to
measure the time between the first pulse of the
interrogation to the first pulse of the reply using the 50 Test equipment
per cent point of the leading edge. Follow the settings of
the test equipment and the procedures of the 3.2.20 The following is a suggested list of test
manufacturer’s instruction book to make sure that the equipment for use in maintaining DME facilities:
measurement is made precisely. The nominal transponder
time delay is: a) oscilloscope, with adequate time base;
X-Mode: 50 µs
b) UHF peak power meter;
Y-Mode: 56 µs
Operational requirements at commissioning may justify c) UHF milliwatt meter;

setting the time delay to another value. It is
recommended that the time delay variation be checked d) UHF load, suitable for at least 1.3 GHz and
with different interrogation levels (from the receiver 1.3 kWp;
sensitivity threshold to 80 dB above the threshold) to
verify that the slant distance accuracy is not dependent e) UHF frequency counter;
upon the level. Follow the procedure of the instruction
book. f) UHF directional coupler with calibrated outputs;
Note.— The above figures are for first-pulse timing. g) calibrated attenuator, 20 Wp, 10 dB;
If the transponder is set to second-pulse timing, the
nominal time delay is 50 µs for both X-Mode and h) calibrated attenuator, 20 Wp, 20 dB;
Y-Mode.
i) UHF spectrum analyser;
3.2.17 Identification. The identification signal
consists of a series of paired pulses transmitted at a j) Built-in or external DME test equipment
repetition rate of 1 350 pps. The identification keying is (supplied from manufacturer);
pre-settable for associated or independent facilities. Use
the frequency counter and a stopwatch to measure the k) Recommended: variable UHF attenuator with
time of the dots, the dashes, the spacing between dots calibration chart.
and/or dashes and the spacing between consecutive
letters or numerals. Check the total period of
transmission of one identification code group. Check the
repetition time between the code groups.
3.3 FLIGHT TESTING
3.2.18 The automatic monitor control. Check and

verify, using the milliwatt meter, the oscilloscope and the General
frequency counter that the monitor RF pulse peak output
signal is correct (reference calibrated level: 0 dBm). 3.3.1 The flight inspection aircraft should be
Follow the test procedures of the instruction book. Use equipped with a precision three-dimensional reference
the calibrated built-in or external DME test equipment system, a high quality DME interrogator, an oscilloscope
and the oscilloscope, and the test procedures in the with good timing capability, and a signal processing
equipment instruction book, to confirm the parameter capability. The flight inspection of DME can be
alarm circuits operate within the tolerances. Check the performed separately or in parallel with the more detailed
indications and automatic functions for changing over to check of the associated ILS, MLS, or VOR facility.
31/10/02
No. 1
3.3.2 Important DME parameters will normally be ground equipment, or if large structures are built in the
checked on the ground. However, since DME is vicinity of the antenna. The signal strength at the aircraft
normally installed in association with an ILS, MLS, or is generally adequate to maintain the interrogator in the
VOR facility, it is good practice to check satisfactory tracking mode. Thus, the equipment itself can be used by
DME operations when the collocated aid is being flight the pilot for the desired orbit track guidance.
inspected. It is not necessary to establish a schedule of
flight tests for DME, other than to specify that DME Note.— Checking of the associated VOR can be
should be checked in accordance with the guidance performed on the same flight. For a terminal class VOR,
material given in 3.3 whenever the associated aid is an orbit of 46.3 km (25 NM) can be flown.
checked.
3.3.3 In many cases, a DME is installed at the site of Vertical coverage

a VOR or ILS facility that is already operational. The
DME should not be brought into unrestricted operational 3.3.7 The following flight inspection may be made to
use until a commissioning flight inspection has been evaluate the lobing pattern of a DME transponder. The
performed. flight test aircraft is used to perform a horizontal flight at
approximately 1 500 m (5 000 ft) on a bearing found
suitable. The flight inspector records the RF-level or the
Flight test performance AGC from the airborne receiver. Airspace procedures
parameters based on the use of DME are evaluated at the minimum
flight altitude. The flight inspector verifies that the
3.3.4 Flight test requirements are listed in Table I-3-3. distance information is properly available in the aircraft
at ATC reporting points, along air routes.
Flight test procedures 3.3.8 It is possible to check that the interrogator-

transponder system is operating properly at every point
of the airspace under consideration by recording the
Coverage AGC voltage. The measurements made in flight provide
data for plotting a graph showing the range in relation to
3.3.5 The coverage is measured by recording the the altitude. This graph makes it possible to:
automatic gain control (AGC) level of the airborne DME
receiver. When combined with the reference system, a a) form a clear picture of the different lobes of the
horizontal and vertical pattern can be plotted. A high radiation pattern and thus evaluate the character-
assurance of continuous coverage should be established istics of the antenna and its environment;
for all flight procedures based on the use of DME.
b) show the cone as seen from directly overhead;
and
Horizontal coverage
c) foresee any limitations of the transponder
3.3.6 The aircraft is flown in a circular track with a coverage and their operational implications.
radius depending on the service volume of the associated
facility around the ground station antenna at an altitude
corresponding to an angle of elevation of approximately Accuracy
0.5E above the antenna site, or 300 m (1 000 ft) above
intervening terrain, whichever is higher. If there is no 3.3.9 The accuracy of the system can be evaluated by
associated facility, the orbit may be made at any radius comparing the measured DME distance with a three-
greater than 18.5 km (10 NM). Since this flight is dimensional reference. It is good practice to make the
performed close to the radio horizon, it is possible to calculations in three-dimensional space to avoid errors
evaluate variations in field strength by recording the based on differences between slant range and the range
AGC voltage. Flight inspection of the coverage at on the ground. The accuracy can be checked on both
maximum radius and minimum altitude, as prescribed by orbital and radial flights. The DME transponder’s
the operational requirements for the selected contribution to the total error budget is principally the
transponder, is usually necessary only on commissioning main delay. The most accurate calibration of this
checks, when major modifications are made in the parameter is by ground measurement.
31/10/02
No. 1
Pulse shape Standby equipment
3.3.10 It is not easy to measure the pulse shape of the 3.3.16 The standby DME transponder should be spot-
DME transponder signal in orbital or radial flight due to checked to ensure that it meets the same tolerances as the
multipath effects. The amplitude of the RF signal will primary equipment. This should be done at the most
vary along the flight path. The preferred method is to critical points during the facility check in order to obtain
store a waveform of the pulse pair on a digital the comparison. These points are normally at the
oscilloscope and use the timing functions of the maximum orbit or radial distances. There should be no
instrument to average the calculated parameters over a appreciable difference in the characteristics of the tran-
series of samples. sponder (spectrum of pulses, energy radiated, etc.)
between the primary and standby equipment.
Pulse spacing
Standby power
3.3.11 The same technique applies for the measure-
ment of the pulse space as for the pulse shape. 3.3.17 The standby power check can normally be
performed satisfactorily on the ground. During com-
missioning and periodic inspections, this provision may
be checked by observing operation and noting any
Pulse repetition
appreciable differences in radiated signal characteristics
frequency (PRF)
that result from a changeover to standby power. The
transponder characteristics (spectrum of pulses, energy
3.3.12 The PRF contains replies from interrogations,
radiated, etc.) should not be degraded when switched to
identification pulses and squitter. The PRF can be
standby power.
counted with the oscilloscope to test that the values are
those set at commissioning. The aircraft may be
positioned in orbital or radial flight.
Charts and reports
3.3.18 The parameters from a DME inspection should

Identification be plotted on a graph relative to the distance or azimuth
from the DME under test. When the DME is associated
3.3.13 The identification signal should be checked for with ILS, MLS, or VOR, the DME details can be added
correctness and clarity, with the aircraft in orbital or to the report of this facility. In other cases, a separate
radial flight. A DME associated with an ILS localizer or report can be issued.
VOR should be checked for correct synchronization of
the two identification signals.
Test equipment
Reply efficiency 3.3.19 Equipment. In addition to the test equipment

required to perform the VOR and ILS flight inspection,
3.3.14 Throughout the flight inspection, the reply the following equipment is needed for a DME.
efficiency should be monitored and recorded. This pro-
vides data on the service provided by the ground
a) A DME interrogator or, if possible, two. Having
transponder to the aircraft within the service area. It can
a second interrogator in the aircraft provides
be used to indicate problem areas due to multipath and
standby equipment and makes it possible to
interference.
compare the information given by the two
interrogators in case of difficulties. It is desirable
for the interrogators to have a certain number of
Unlocks
outputs in order to:
3.3.15 Areas where persistent unlocks occur should
be investigated by further flight inspection to determine i) measure and record digital output with
whether engineering action or promulgation is distance, and AGC voltage, from which the
necessary. signal strength at the receiver input may be
31/10/02
No. 1
deduced. (Signal level errors of the order of c) Peak power output. The peak power output
3 dB may be expected from the interrogator measured at the interrogator should be at least
receiver and this should be taken into account 100 watts. The constituent pulses of a pulse pair
when evaluating data from this source); and should have the same amplitude within 1dB.
Special care should be taken when using GPS
ii) make observations on an oscilloscope of the reference systems with phase measurements and,
video signal before and after decoding; the in particular, when using the GPS L2 frequency.
suppression pulses, indicating that the trans- This frequency is close to the DME band and the
mitter is operating; and the coding signals of maximum output power of the interrogator and
the interrogator, a particularly useful obser- the separation of the antennas should be kept in
vation in case of anomalies during flight mind.
inspection.
d) Spurious radiation. Spurious radiation between
b) The corresponding antenna, the characteristics pulses on any DME interrogation or reply
of which should be known, particularly its frequency measured in a receiver having the
radiation pattern. Accurate calibration of the same characteristics of a DME transponder
antenna radiation pattern may be arduous, and receiver should be more than 50 dB below the
determination of the antenna gain with an peak radiated power of the desired pulses. The
accuracy better than 3 to 5 dB may be difficult to spurious continuous wave (CW) power radiated
achieve. from the interrogator on any DME interrogation
or reply frequency should not exceed 20 micro-
c) An oscilloscope with good performance for time
watts (!47 dBW).
measurement. Digital oscilloscopes have the
capability to store waveforms and built-in
e) Sensitivity. The signal level required at the input
functions for calculating the pulse shape
terminals to effect a successful end-of-search
parameters. Parameters and graphs should be
nine out of ten cycles should not exceed
recorded and documented.
!82 dBm when the input signal is a DME test
d) Spectrum analyser. If it is desirable to measure signal having a 70 per cent reply efficiency. The
the pulse spectrum with the flight inspection required signal level should not exceed !79 dBm
aircraft, UHF spectrum analyser should be when the test signal contains 6 000 random
carried on board. The increased pollution of the pulses 10 dB above the test signal level. The
electromagnetic environment at or near our minimum signal levels are !85 and !82 dBm
airports provides many good reasons for having respectively to maintain tracking under the above
an airborne spectrum analyser. Refer to conditions.
Chapter 1 of this document for further informa-
tion on this subject. f) Selectivity. The level of the input signal required
to produce a successful end-of-search nine out of
3.3.20 Calibration. Airborne DME equipment should ten cycles should not vary in excess of 6 dB over
be maintained in accordance with the manufacturer’s the band 120 kHz above and below the assigned
instructions and should conform to Annex 10 Standards reply frequency. This includes receiver frequency
and Recommended Practices. The following calibration stability requirements. The level of the input
instructions may be helpful: signal required to produce an average of not
more than one successful end-of-search out of
a) Interrogator pulse repetition rate. The pulse ten cycles (and that one to track for not more
transmission should be repeated at a rate of than five seconds) should be at least 30 dB
30 pairs per second, 5 per cent of the time spent greater than the on-frequency signal described
in the SEARCH mode and 95 per cent in the above, and nine out of ten successful end-of-
TRACK mode. The variation in time between search cycles when the off-frequency signal is
successive pairs should be sufficient to prevent displaced by 940 kHz either side of the assigned
false lock-on. channel frequency. Over the frequency range of
960 MHz to 1 215 MHz, excluding frequencies
b) Frequency stability. The centre frequency of the within 1 MHz of the desired channel, the
radiated signal should not vary more than equipment should not respond to nor be
±100 kHz from the assigned frequency. adversely affected by an undesired frequency
31/10/02
No. 1
DME signal having a level 50 dB above the level horizontal plane. It should be sited in such a way
of the signal on the desired channel. as to be free from masking effects of the aircraft
structure. The use of two antennas may be a good
Note 1.— In operational use, an adjacent solution. The characteristics of the antenna and
channel transponder would provide at least 80 dB associated feeder line should be taken into
rejection of adjacent channel interrogations. Since account when interpreting the results of
the transponder effectively prevents replies to measurements.
adjacent channel interrogations, no lock-on can
occur.
Positioning
Note 2.— Spurious responses. Over the
frequency range of 90 kHz to 10 000 MHz, excluding 3.3.21 The increased accuracy requirements of the
frequencies within 3 MHz of the desired channel, a DME system require a reference system with accuracy
CW signal having a level of !30 dBm should not better than 20 m (65 ft). A three-dimensional reference
adversely affect the receiver sensitivity. system suitable for calibration of the ILS will be
adequate for DME calibration.
g) Decoder selectivity. The equipment should be
calibrated to indicate distance satisfactorily when
the spacing of the received pulses is varied from
3.4 DME/DME RNAV PROCEDURES
11.5 to 12.5 microseconds for X-channel or from
29.5 to 30.5 microseconds for Y-channel, over
the input signal level range from !48 dBm to the 3.4.1 There is an increasing use of en-route DME to
minimum tracking level. If the spacing between support area navigation (RNAV) procedures, either
pulses is less than 10 microseconds or more than using DME/DME positioning alone or as an input to
14 microseconds for X-channel, or less than multi-sensor RNAV airborne equipment. DMEs
28 microseconds or more than 32 microseconds supporting RNAV in the en-route phase of flight are
for Y-channel, and the signal level is below normally subject to flight inspection in accordance with
!48 dBm, that signal should not be decoded. Annex 10, Volume I, Chapter 3, 3.5 down to the
minimum en-route level; such inspections are sufficient
h) Search speed. Search speed should be at least to validate the use of DME for such RNAV operations.
10 NM per second. An area of more concern is where en-route DMEs are
used for DME/DME positioning to support approach and
i) Memory. To enable the detection of unlocks, the departure procedures. These DMEs have not generally
memory time of the equipment should be been flight inspected at the altitudes used in these
approximately 5 seconds upon the loss of the procedures, although, DME performance can be
signal. The information displayed during this expected to be degraded due to effects such as multipath,
period should be that information which was terrain and building masking the closer the aircraft is to
being displayed at the time of the loss of the the ground.
signal ±1.85 km (1 NM).
3.4.2 Thus, compared with traditional applications of
j) Calibration. The indication “Distance = 0 NM” DME with VOR, some additional measures are
should correspond to a time delay in responding considered to be necessary to ensure that the DME
to an interrogation of 50 µs ± 1 µs. infrastructure is adequate to support the RNAV
procedure, i.e. that sufficient DMEs are available to
k) Measuring accuracy. Measuring accuracy should support the procedure and that their locations provide
be 20 m (65 ft). adequate geometry to meet the accuracy requirements.
For approach and departure procedures, it is also
l) Identification signal. The equipment should be necessary to confirm that there is adequate signal strength
capable of providing an intelligible and unam- and that there are no false locks or unlocks due to multipath.
biguous aural identification signal at all usable In addition, it is important to identify any DMEs that must
receiver input levels. be operational for the procedure to be used.
m) Airborne antenna. The radiation pattern should 3.4.3 Computer models may be used to determine if
be as omnidirectional as possible in the sufficient DMEs are available, with suitable geometry, to
31/10/02
No. 1
support the RNAV procedure. These models include a 3.4.4 In this flight inspection, several DME
terrain database so that the effect of terrain masking can interrogators, or a scanning DME interrogator, may be
be taken into account. Such models give a good used to reduce the required flight time. If a scanning
indication of whether a proposed RNAV procedure is DME interrogator is used, sufficient information must be
feasible and which DME facilities are essential for the available to indicate adequate signal coverage and no
procedure. However, they do not guarantee that there is unlocks or other multipath effects. If problems are
adequate signal coverage or that there are no adverse indicated by the flight inspection of the procedure it may
multipath effects. It is therefore highly desirable to be necessary to carry out additional flight inspection to
conduct a flight inspection of the RNAV procedure. investigate the performance of individual DMEs.
Table I-3-1. Summary of testing requirements — DME
Annex 10, Volume I,

Coverage 3.5.3.1.2 F
Accuracy 3.5.3.1.3 F
Transmitter
Frequency stability 3.5.4.1.2 G
Pulse spectrum 3.5.4.1.3 G
Pulse shape 3.5.4.1.3 F/G
Pulse spacing 3.5.4.1.4 F/G
Peak power output 3.5.4.1.5 G
Variation of peak power in any pair of pulses 3.5.4.1.5.4 G
Pulse repetition frequency (PRF) 3.5.4.1.5 G
Receiver
Frequency stability 3.5.4.2.2 G
Sensitivity (reply efficiency) 3.5.4.2.3 G
Bandwidth 3.5.4.2.6 G
Decoder
Decoder rejection 3.5.4.3.3 G
Time delay 3.5.4.4, 3.5.4.5 G
Identification 3.5.3.6 F/G
Monitor 3.5.4.7.2 G

G = Ground test
31/10/02
No. 1
Table I-3-2. Summary of ground test requirements C DME
Annex 10, Doc 8071,

Volume I, Volume I,
Transmitter
C Frequency stability 3.5.4.1.2 3.2.4 Frequency Assigned channel frequency, ±0.002% 0.001% 12 months
C Pulse spectrum 3.5.4.1.3 3.2.5 Power Output radiated within each 0.5 MHz band centred at ±0.8 MHz from 1 dB 6 months
the nominal frequency is not more than 200 mW; output radiated
within each 0.5 MHz band centred at ±2 MHz from the nominal
frequency is not more than 2 mW. Amplitude of successive lobes
decreases in proportion to their frequency separation from the nominal
frequency.
C Pulse shape 3.5.4.1.3 3.2.6 Time, amplitude Rise time #3 µs 0.1 µs 6 months
Duration 3.5 µs, ±0.5 µs
Decay time #3.5 µs 1%
Amplitude, between 95% rise/fall amplitudes, $95%
C Pulse spacing 3.5.4.1.4 3.2.7 Time X-channel: 12 ±0.25 µs 0.1 s 6 months
Y-channel: 30 ±0.25 µs
C Peak power output (see Note 1) 3.5.4.1.5 3.2.8 Power Peak EIRP such that field density $!89 dBW/m2 at service volume 1 dB 6 months
limits
C Peak variation 3.5.4.1.5.4 3.2.9 Power Power difference between pulses of a pair #1 dB 0.2 dB 6 months
C Pulse repetition frequency 3.5.4.1.5.6 3.2.10 Rate $700 pps 10 pulse pairs 6 months
Receiver
C Frequency stability 3.5.4.2.2 3.2.11 Frequency Assigned channel frequency, ±0.002% 0.001% 6 months
C Sensitivity (see Note 2) 3.5.4.2.3.1 3.2.12 Power Such that power density at antenna $!103 dBW/m2 1 dB 6 months
C Sensitivity variation with load 3.5.4.2.3.5 3.2.13 Power <1 dB for loadings between 0 and 90% of maximum transmission rate 0.2 dB 6 months
C Bandwidth 3.5.4.2.6 3.2.14 Such that sensitivity degrades #3 dB for interrogation frequency drift 0.5 dB 6 months
of ±100 kHz.
Decoder 3.5.4.3 3.2.15 Count No response to interrogations with pulse spacing more than 2 µs from 10 pulse pairs 6 months
nominal
Time delay 3.5.4.4 3.2.16 Time X-channel: 50 µs 1 µs 6 months
Y-channel: 56 µs
Identification 3.5.3.6 3.2.17 Identification 1 350 pulse pairs during key down periods proper Morse code 10 pulse pairs 12 months
sequence
dot length = 0.1 to 0.16 s; dash = 0.3 to 0.48 s; 10 µs
spacing between dot and dash = dot length ±10%; spacing between
letters $3 dots
total length of one code sequence #10 seconds 0.5 s
31/10/02
No. 1
Annex 10, Doc 8071,

Volume I, Volume I,
Monitor action 3.5.4.7.2.2 3.2.18 Time Monitor alarms when: 0.2 µs 12 months
Reply delay varies by more than 1 µs (0.5 µs for DME associated with
a landing aid)
Monitor action delay 3.5.4.7.2.5 Time Delay #10 seconds 0.5 s 12 months
Notes:
1. Peak power output should be as set at commissioning.
2. Receiver sensitivity should be as set at commissioning.
Table I-3-3. Summary of flight test requirements C DME
Annex 10, Doc 8071,

Volume I, Volume I, Inspection type
Parameter reference reference Measurand Tolerance Uncertainty (See Notes 1-3)
Coverage (see Note 4) 3.5.3.1.2 3.3.5 to 3.3.8 AGC Level Signal strength such that field density $!89 dBW/m2 at limits or 1 dB S ,C
operational requirements (see Note 4).
Accuracy 3.5.4.5 3.3.9 Distance #150 m 20 m S, C, P
#75 m for DME associated with landing aids
Pulse shape 3.5.4.1.3 3.3.10 Time, Rise time #3 µs 0.1 µs S, C, P
Amplitude Duration 3.5 µs, ±0.5 µs
Decay time #3.5 µs
Amplitude, between 95% rise/fall amplitudes, $95% of maximum 1%
amplitude
Pulse spacing 3.5.4.1.4 3.3.11 Time, X channel: 12 ±0.25 µs 0.05 µs S, C, P
Amplitude Y channel: 30 ±0.25 µs
Identification 3.5.3.6 3.3.13 Identification Correct, clear, properly synchronized N/A S, C, P
Reply efficiency 3.3.14 Change in Note areas where this changes significantly N/A S, C, P
efficiency,
position
Unlocks 3.3.15 Unlocking, Note where unlocking occurs N/A S, C, P
position
Standby equipment 3.3.16 Suitability Same as primary transmitter N/A S, C, P
Standby power 3.3.17 Suitability Should not affect transponder parameters N/A S, C, P
Notes:
1. Site proving tests (S) are usually carried out to confirm facility performance prior to final construction of the site.
2. Commissioning checks (C) are to be carried out before the DME is initially placed in service. In addition, re-commissioning may be required whenever changes that may affect its performance
(e.g. variations or repairs to the antenna system) are made.
3. Periodic checks (P) are typically made annually.
4. The uncertainty of 1 dB in coverage refers to the repeatability of equipment calibration, not to absolute accuracy.
31/10/02
No. 1
Chapter 4
INSTRUMENT LANDING SYSTEM (ILS)
4.1 INTRODUCTION normal means of ensuring that the ILS signal-in-space

performs within the specified tolerances and that the
operational integrity and serviceability of the ILS facility
General is maintained. Flight testing is required to confirm the
correctness of the setting of essential signal-in-space
4.1.1 The purpose of this chapter is to provide guidance parameters, determine the operational safety and accept-
on flight and ground inspection requirements applicable to ability of the ILS installation, and periodically correlate
the standard instrument landing system (ILS), as specified signal patterns observed in flight and from the ground.
in Annex 10, Volume I, 2.7 and 3.1. Both types of testing provide awareness of long-term
changes in the operational environment caused by effects
such as multipath from on-airport construction activities.
System description In practice, it has been found that certain ILS performance
parameters can be determined more accurately and with
4.1.2 The ILS provides precision guidance to an greater reliability by ground measurements than through
aircraft during the final stages of the approach. The signals flight inspection. If the ground and flight measurements
can either be interpreted by the pilot from the instruments show different results, the reason for the divergence
or be input directly into the autopilot and flight manage- should be investigated.
ment system. ILS performance is divided into three cate-
gories depending on the reliability, integrity and quality of 4.1.4 Reserved.
guidance, with Category III having the strictest require-
ments. An ILS comprises the following elements: Testing requirements
a) the localizer, operating in the frequency band from 4.1.5 A summary of testing requirements for ILS
108 to 112 MHz, providing azimuth guidance to a localizer, glide path and markers is given in Tables I-4-1,
typical maximum range of 46.3 km (25 NM) from I-4-2 and I-4-3. Where measurement uncertainties are
the runway threshold; given, they are the two-sigma or 95 per cent confidence
level values.
b) the glide path, operating in the frequency band
from 328 to 336 MHz, providing elevation Special measures preventing the
guidance to a typical maximum range of 18.5 km operational use of test signals
(10 NM) from the runway threshold; and
4.1.6 Some ground and flight test procedures, as
c) the marker beacons operating on the frequency of described in this chapter, involve false guidance signals
75 MHz, providing position information at specific being temporarily radiated by ILS or the executive
distances from the runway threshold. monitoring function of the equipment being inhibited.
Such signals, particularly those radiated for phasing and
Note.— On certain runways, a DME provides the modulation balance testing, may be perceived on board the
distance information in place of marker beacons. aircraft as “on-course” and/or “on-glide-path” indications
regardless of the actual position of an aircraft within the
ILS coverage and with no flag or alarm indication in the
Ground and flight testing cockpit. The operational use of these signals for approach
guidance can therefore result in false indications to the
4.1.3 Adequate monitoring, ground testing and main- flight crew and has the potential to cause a controlled
tenance on a routine and continuing basis should be the flight into terrain (CFIT) accident.
4-1 31/10/02
No. 1
4.1.7 Accordingly, the appropriate State authority (or balance conditions for the localizer or the glide path
the organization authorized by the State) should develop (4.2.15, 4.2.37, 4.3.14, 4.3.39, 4.3.62 and 4.3.63 refer).
measures to ensure that ILS test signals will not be used Accordingly, when the phasing and modulation balance
during normal flight operations when these signals are tests are being performed, the following options may be
being radiated or the executive monitoring function of exercised:
the facility is inhibited for testing/maintenance purposes.
Coordination of testing procedures with ATC and the a) when the tests are being performed on the
timely promulgation and distribution of relevant informa- localizer, remove the glide path from service by
tion by a NOTAM before the procedures commence are turning the signals off (to provide a glide path
of paramount importance. flag indication to the pilot);
4.1.8 It is highly desirable to eliminate the possibility b) when the tests are being performed on the glide
of any operational use to be made of the ILS guidance path, remove the localizer from service by
during the testing by administratively (e.g. by a turning the signals off (to provide a localizer flag
NOTAM) removing the localizer and the glide path from indication to the pilot); and/or
service simultaneously. If this is not feasible for
operational reasons, a deferral of testing should be Note. — If option b) is exercised, the ATC
considered. However, in case the localizer needs to advisories indicated in 4.1.9 d) above become
remain in service while the glide path undergoes testing redundant.
and the testing cannot be delayed, sufficient measures
should be implemented to ensure that users are aware of c) minimize the time radiating in a ground phasing
the potential for false indications from the glide path condition by performing the testing with two or
facility. more technicians and radio communications.
4.1.9 In all circumstances, the basic protective 4.1.11 In addition, it is essential to ensure that
measures should include as a minimum: protective measures (in addition to the coordination and
promulgation processes) are put in place to guard against
a) NOTAM phraseology that is specific about the single points of failure. One highly desirable measure is
possibility of false indications to the flight crew the installation of remote ILS status-indicating
from the radiated test signals and clearly equipment such that it is visible to the air traffic
prohibits their use (suggested NOTAM wording controller issuing approach clearances.
— “RUNWAY XYZ ILS NOT AVBL DUE
MAINTENANCE (or TESTING); DO NOT
USE; FALSE INDICATIONS POSSIBLE”);
b) confirmation by maintenance personnel that such 4.2 GROUND TESTING

a NOTAM has been issued by the Aeronautical
Information Service before the testing procedures
begin; General
c) prior to beginning the tests, suspension or 4.2.1 The primary purposes of ground testing are to
alteration to an unusual tone/sequence of the ensure that the ILS radiates a signal meeting the
transmission of the unique Morse Code facility requirements of Annex 10 and to confirm correct
identification on the localizer, if the localizer monitor operation. Since ILS equipment varies greatly,
should radiate solely for testing purposes; and it is not possible to define detailed tests applicable to all
types. Therefore, only a high-level description of the
d) a requirement that ATC advise, by the automatic tests are provided below, and manufacturer’s
terminal information service (ATIS) and/or by a recommendations should be used for additional tests and
voice advisory, each pilot on an approach to the detailed procedures of specific equipment. The
affected runway, emphasizing the possibility of periodicity shown for ground tests may be extended
false indications. based on appropriate considerations as discussed in
Chapter 1, such as the use of continuous monitoring
4.1.10 Additional protective measures may be techniques or good correlation between ground and
appropriate, especially during phasing and modulation airborne measurements of the same parameters.
31/10/02
No. 1
Chapter 4 . Instrument Landing Systems (ILS) 4-3
Ground performance parameters at points beyond a ten-aperture (twenty

apertures preferred) distance from the
4.2.2 Ground test requirements for localizers, glide localizer antenna. For larger aperture
paths, and ILS marker beacons are listed in Tables I-4-4, antennas, a minimum distance of twenty
I-4-5, and I-4-6. apertures is recommended to obtain readings
that are more accurate.
Ground test procedures ii) Glide path: The equipment is normally

adjusted so that the signal phase relationships
existing on the runway centre line at
General threshold or beyond are correct. For this
reason, the ILS reference datum represent a
4.2.3 The procedures for conducting the ground good position for glide path measurement. If
testing of the parameters listed in Tables I-4-4, I-4-5 and possible, positions on the extended runway
I-4-6 are intended to provide basic guidance in the centre line should be used. However, any
method of measuring the various parameters. These location is suitable if a good correlation
procedures should not be construed as the only means of between the measured and far-field
accomplishing the intended purpose; individual conditions is obtained.
administrations might find modified or new methods
which better suit their requirements or local situation. b) Ground constants: In the near-field region the
measurement accuracy may be adversely affected
Independence of ground measurements by changes in ground constants. Satisfactory
and monitor equipment drainage and soil stabilization would help to
achieve stability.
4.2.4 In most cases, these measurements will be made
using equipment other than the monitors that are a part of c) Diffracted and reflected energy: The alignment
the normal installation. This is because a primary value and displacement sensitivity of the localizer and
of ground tests is to confirm overall monitor the glide path may be affected by the presence of
performance, and it is therefore desirable to make diffracted and reflected energy. This should be
corroborative checks on monitor indications using taken into account when such characteristics are
independent equipment. However, especially where large determined for the first time.
aperture antenna systems are used, it is often not possible
to place the monitor sensors in such a position that the Correlation between ground
phase relationship observed in the far field could be and flight tests
observed at the monitor sensing point. Therefore, it is
recommended that these check measurements be made at 4.2.6 Whenever possible, the correlation between
more realistic positions. Significant differences in the simultaneous or nearly simultaneous ground and airborne
correlation between the check measurements and monitor measurement results on the same or related parameters
indications should always be investigated and resolved. should be analysed. Good correlation will usually result
in increased confidence in both measurements, and when
Correlation between field rigorously applied, may be the basis for extending
and monitor indications maintenance or test intervals, as discussed in Chapter 1.
4.2.5 When checks are made on the monitor 4.2.7 Typically, the necessary conditions for
indications by means of portable test equipment, the correlation of measurement results include the ready
following effects should be taken into account: availability of proper ground maintenance test
equipment, traceable calibration programmes for ground
a) Aperture effect: The extent of the near-field is a and airborne test equipment, availability of
function of the aperture of the radiating antenna commissioning and recent test reports, and similar
system. training between ground and airborne personnel on the
meaning and value of measurement correlation. If
i) Localizer: For apertures up to 30 m (100 ft), feasible, a meeting between ground maintenance and
negligible error due to the near-field effect airborne test personnel before the measurements is
will be introduced if measurements are made desirable, particularly if dissimilar test generators and
31/10/02
No. 1
receivers are used. If measurements do not agree within Displacement sensitivity

reasonable tolerances and cannot be resolved, actions
such as tightening monitor alarm points, declassifying 4.2.10 Displacement sensitivity of the localizer is
the facility, or removing it from service should be measured with portable test equipment located at
considered. surveyed positions in the far-field where the course
structure is known and stable. These test positions are
typically on opposite sides of the runway centre line at
Localizer the edge of the half-course sector. The test equipment
reading obtained at each position is recorded, and the
displacement sensitivity is calculated in units of
Localizer course alignment DDM/metre as the sum of the absolute value of the two
DDM values, divided by the linear distance between the
4.2.8 The measurement of localizer course alignment two surveyed points.
should be carried out in the far-field region of the
localizer. There are several alternative methods that may Off-course clearance
be employed. One method, which is widely used,
employs portable field test equipment which is located at 4.2.11 The procedure to be adopted for ground
pre-surveyed points on the runway centre line or on the measurement of off-course clearance will vary from
extended centre line. The course structure at the position station to station depending upon the layout of the
selected for these measurements should be stable. By airfield. Typically, pre-surveyed points will be provided
using this test equipment, the position of the course line at intervals throughout the ±35-degree forward coverage
relative to the runway centre line may be determined. area of the ILS localizer. In the case of localizers
This method enables single-point measurement of the operating on the two-frequency principle, additional
course line to be obtained and is considered to be points may be provided at azimuths where the two
adequate for Category I and II facilities. patterns have equal signal strength on either side of the
centre line. The portable test equipment is positioned at
4.2.9 For Category III facilities, it may be desirable to the pre-surveyed points and the off-course clearance
employ a measurement procedure which is able to signal conditions recorded. The results will be analysed
display the mean value of the course line over a to assess the stability and repeatability of the clearance
significant portion of the runway. This test equipment parameters. For localizers providing clearance beyond
may take the form of an ILS precision receiver, antenna the ±35-degree coverage sector, additional readings
and recorder mounted in a vehicle. An antenna height should be made. The spacing of the points may be
that approximates the height of an aircraft antenna on greater here than the spacing employed within the
roll-out should be used, e.g. 3 to 8 m (10 to 26 ft). coverage sector.
Typically, low-pass filtering of the raw cross-pointer
signal is necessary to approximate the results obtained Carrier frequency
with an aircraft. The total time-constant of the receiver
and recorder DDM circuits for the vehicle measurements 4.2.12 This is usually measured at the transmitter
should be referenced to an aircraft speed of 195 km/hr output using a dummy load tap or test point connected to
(105 kt), for which the constant is approximately a frequency counter or frequency meter. For a two-
0.5 second (refer to Attachment C to Annex 10, frequency system, the carriers are arranged
Volume I, 2.1.7 for specific filter guidance). The test symmetrically about the assigned frequency. Checks on
vehicle is driven along the runway centre line and a those systems should be made of each frequency and of
recording of the course structure obtained over the the difference between the two carriers.
region from the runway threshold to ILS Point E. From
this recording the alignment for each zone for application Output power
of structure tolerances may be determined as the average
course position between runway threshold and Point D, 4.2.13 The power into the antenna system may be
and separately between Point D and Point E. To analyse measured using a wattmeter, preferably of the
the post-filtering low frequency spectral components, the through-line type that is capable of indicating direct and
guidance found in Attachment C to Annex 10, Volume I, reflected power. During installation, it may be
2.1.4 and 2.1.6, should be used, with the structure convenient to relate this power measurement to field
tolerances referenced to the average course position in strength at the runway threshold. This can be done by
each zone. measuring field strength on the course line at the
31/10/02
No. 1
threshold (at a height of 4 m (13 ft) for Category II and meter may be used, however, this can indicate a higher
III) and at the same time recording the power into the value of distortion than that contributed by the harmonics
antenna system. Subsequently, the power should be themselves.
reduced by 3 dB and the resulting threshold field
strength again recorded.
90/150 Hz phasing
Tone frequency
4.2.18 Measurement of the relative phase between the
4.2.14 Measurement of tone frequency is made by use 90 and 150 Hz tones can most conveniently be made
of a frequency counter or other suitable type of basic test using one of the commercially available instruments
instrument. Instructions on the method to be employed specifically designed for this purpose. Where two
can be found in the equipment handbook. In cases where frequency carrier systems are used, the relative phase of
signal tones are generated from very stable sources, this the 90/150 Hz tones should be checked separately for
measurement of tone frequency may be performed less each system. An additional check of the relative phase of
frequently. the two 90 Hz and two 150 Hz tones should then be
carried out.
Modulation depth (90/150 Hz)
4.2.19 When such equipment is not available, a check
4.2.15 Modulation depth is probably one of the most that the 90/150 Hz phase is within the required tolerance
difficult quantities to measure to the required accuracy, can be made on the combined waveform using the
and only high precision instruments should be used. The following oscilloscope technique:
technique used to measure the modulation depths should
preferably be one which analyses the waveform with a) with the modulation balance adjusted for the zero
both modulating tones present. If the measurement can DDM tone condition, adjust the oscilloscope
only be made with one tone present, care should be taken time-base to give a locked display of the
to ensure that: combined tones, such that four adjacent positive
peaks of the waveform are simultaneously visible
a) the individual tone amplitude is not affected by — two of a larger, equal or nearly equal
the removal or the addition of the other tone; amplitude, and two of a smaller, equal or nearly
equal amplitude;
b) the modulator remains linear with both tones
present; and b) measure, as accurately as possible, the
amplitudes of the two largest peaks; and
c) the harmonic content of the tone is as low as
possible. c) divide the lesser amplitude by the larger
amplitude (for a ratio less than or equal to unity).
Modulation depth (1 020 Hz) The 90/150 Hz phasing is within tolerance if the
ratio is greater than 0.906 for Category I and II
4.2.16 Measurement of the modulation depth of the localizers or greater than 0.930 for Category III
1 020 Hz identification tone can be carried out by wave localizers. (Note that any distortion of the tones
analyser comparison between the modulation depth of will degrade the accuracy of the result.)
the 90 Hz tone and the 1 020 Hz tone or by portable test
equipment, which can measure it directly. The wave 4.2.20 To measure the phase between the 90 Hz or
analyser is tuned to 90 Hz and the scale amplitude is 150 Hz tones of the two transmitters of a two-frequency
noted. The wave analyser is then tuned to 1 020 Hz and system, connect the modulation signal from each trans-
the modulation depth of the 1 020 Hz is adjusted to the mitter to a separate oscilloscope channel. Configure the
appropriate proportion of the 90 Hz reading. oscilloscope to display both channels simultaneously,
such that the waveform for the transmitter that leads the
Harmonic content of the 90 and 150 Hz tones other in time crosses the zero amplitude line at a
convenient reference point on the horizontal axis.
4.2.17 This is measured at the transmitter cabinet Measure the difference in time between the two
using a detector feeding a wave analyser from which a waveforms at the point at which they each cross the zero
value is obtained on a root mean square (RMS) amplitude line, and convert that time to degrees-of-phase
calculation basis. For future checks a distortion factor for comparison with the tolerance.
31/10/02
No. 1
ILS carrier frequency and Monitoring system operation

phase modulation
4.2.24 This test is essentially a check on the overall
executive operation of the monitor systems. The total
4.2.21 In addition to the desired 90 Hz and 150 Hz
time periods specified are never-to-be-exceeded limits
AM modulation of the ILS RF carriers, undesired
and are intended to protect aircraft in the final stages of
frequency modulation (FM) and/or phase modulation
approach against prolonged or repeated periods of
(PM) may exist. This undesired modulation may cause
localizer guidance outside the monitor limits. For this
centring errors in ILS receivers due to slope detection by
reason they include not only the initial period of outside
a ripple in the intermediate frequency (IF) filter pass-
tolerance operation but also the total of any or all periods
band.
of out-of-tolerance radiation, which might occur during
action-to-restore service, for example, in the course of
4.2.22 One method of measuring this undesired FM consecutive monitor functioning and consequent change-
and/or PM is to use a commercial modulation meter. The over(s) to localizer equipment(s) or elements thereof.
RF input to the modulation meter may be taken from any The intention is that no guidance outside the monitor
convenient RF carrier sampling point on the ILS trans- limits be radiated after the time periods given, and that
mitter. The modulation meter and its connecting cables no further attempt be made to restore service until a
should be well screened, since any unwanted pickup of period in the order of 20 seconds has elapsed.
sideband radiation may be interpreted as FM or PM. It is
preferable to use a sampling point with a high signal Monitor course alignment alarm
level and place an attenuator directly on the input socket
of the modulation meter. 4.2.25 The purpose of this check is to ensure that the
monitor executive action occurs for a course alignment
shift of the distances specified in Table I-4-4. One of the
4.2.23 The audio filters used in the modulation meter
following methods may be used:
should have a bandwidth at least as wide as the tone
filters used in ILS receivers. This is necessary to ensure
a) The alignment of the ILS localizer course line
that undesired FM and/or AM on frequencies other than
may be offset by the operation of a control in
90 Hz and 150 Hz, which could affect an ILS receiver,
either the transmitter cabinet or antenna system,
will be measured by the modulation meter. For
as may be appropriate to the particular
standardizing these measurements, the recommended
installation under examination. At the point
filter characteristics are given in the table below.
where the monitor system indicates that an alarm
condition has been reached, measurement of the
resulting far-field course alignment should be
accomplished. This test should, where possible,
Recommended filter
be carried out at the time of the course alignment
characteristics for
check.
FM/PM measurement
b) The measurement of course alignment alarm may
be carried out by the application of a precision
90 Hz band-pass 150 Hz band-pass ILS signal generator to the monitor input. The
Frequency filter attenuation filter attenuation correlation between the resulting alarm indication
(Hz) dB dB and the location of the localizer course line in the
far-field should be carried out periodically.
45 !10 !16
85 !0.5 (no spec.) Monitor displacement sensitivity alarm
90 0 !14
4.2.26 The purpose of this check is to ensure that the
95 !0.5 (no spec.) monitor displacement sensitivity alarm action occurs for
142 (no spec.) !0.5 changes in displacement sensitivity specified in Table
150 !14 0 I-4-4. One of the following methods may be used:
158 (no spec.) !0.5
a) The ILS localizer course width may be adjusted
300 !16 !10 by operating a suitable control (width control)
31/10/02
No. 1
until the monitor system indicates that a wide be measured on the ground either at the normal
alarm condition has been reached. When an monitoring location or at a distance of at least 400 m
alarm is indicated, the displacement sensitivity in (1 200 ft) from the transmitting antenna, preferably on
the far-field should be measured. Following this the extended centre line of the runway.
measurement, the width control setting needed to
initiate the narrow alarm is selected and displace- 4.2.30 The measurement location used will depend on
ment sensitivity again measured using the ILS the type of glide path, its monitoring system and the local
test method as described above. site conditions. Where the monitoring system is attached
to the glide path antenna structure, or where the signal at
b) The measurement of displacement sensitivity the monitor location may be affected by local conditions,
alarm may be carried out by the application of a e.g. accumulation of snow, change in ground character-
precision ILS signal generator to the monitor istics, etc., then the angle measurements should be made
input. The correlation between the resulting at least 300 m (1 000 ft) in front of the glide path as
alarm indication and the displacement sensitivity suggested above. In any case, it is preferable at the time
in the far-field should be carried out periodically. of commissioning to measure the glide path parameters
at this location for future reference.
Monitor power reduction alarm
4.2.31 When measurements are made beyond the
4.2.27 The purpose of this check is to ensure that the normal monitoring location, a portable ILS ground
monitor power reduction alarm action occurs for the checking installation should be used comprising a
change in power specified in Table I-4-4. The ILS vehicle or trailer suitably equipped for measuring glide
localizer output power is reduced by operation of a path signals. The facilities should include lifting gear to
suitable control (transmitter output power) until the enable the antenna of the test receiver to be raised to a
monitor system reaches an alarm condition. At this point, height of at least 22 m (70 ft). Means should be provided
the output power should be measured. A calibrated for determining the height of the test antenna above
signal generator input into the monitor can also be used ground level to an accuracy of ±5 cm (±2 inches). The
for this measurement. figures obtained as a result of this test may differ from
those derived from an in-flight measurement, by an
Far-field monitor amount which will depend on the siting of the test
equipment relative to the transmitter antenna and the type
4.2.28 A far-field monitor usually consists of a of transmitting equipment used.
number of antennas and receivers located at the middle
marker-to-threshold region to provide continuous Displacement sensitivity
measurement of localizer parameters for ground inspec-
tion purposes. It may also function as a monitor of 4.2.32 The recommended means of measurement of
course position, and optionally, of course sensitivity. The displacement sensitivity is by flight test. However,
far-field monitor indications are normally readily ground measurement of this parameter should be made
available to the ground maintenance staff to facilitate the using the method described for the glide path angle, but
assessment of localizer performance. A continuous test antenna heights should be determined additionally at
logging or display of localizer parameters is preferred. In which 0.0875 DDM occurs below and above the glide
the interpretation of the results, it should be remembered path. The heights obtained will enable figures to be
that the indications will be disturbed by aircraft derived for the representative standard upper and lower
overflying the localizer and far-field monitor as well as half-sector displacement sensitivities at the position at
other vehicle movements at the airport. Periodically, the which the checks are made.
correlation between the far-field monitor and the
localizer signal-in-space should be established. Clearance below path
4.2.33 Ground measurement of below path clearance

Glide path is not normally required for null reference systems. For
other systems the measurement may be made as
Path angle described for the glide path angle. Test antenna heights
should be determined and DDM values recorded to
4.2.29 The recommended means of measurement of enable a curve to be plotted showing DDM between 0.3θ
a glide path angle (θ) is by flight test. However, it may and the lower half-sector. From the curve of DDM
31/10/02
No. 1
versus angle plotted, the representative standard clear- require monitor executive limits to be adjusted to closer
ance below path performance may be obtained. A value limits than those specified in the table because of
of 0.22 DDM should be achieved at an angle not less operational requirements. One of the following methods
than 0.3θ above the horizontal. However, if it is achieved may be used:
at an angle above 0.45θ, the DDM value should not be
less than 0.22 at least down to 0.45θ. a) The alignment of the ILS glide path may be
offset by the operation of a control in either the
Carrier frequency transmitter cabinet or antenna system, as may be
appropriate, to the particular installation under
4.2.34 This test is the same as for the localizer examination. At the point where the monitor
(4.2.12). system indicates that an alarm condition has been
reached, measurement of the resulting far-field
path alignment should be accomplished. This test
Output power should, where possible, be carried out at the time
of the path alignment check.
4.2.35 This test is the same as for the localizer
(4.2.13), except that the threshold power measurements b) The measurement of the path alignment alarm
should be made at the zero DDM height. may be carried out by the application of a
precision ILS signal generator to the monitor
Tone frequency (90/150 Hz) input. The correlation between the resulting
alarm indication and the location of the glide
4.2.36 This test is the same as for the localizer path in the far-field should be carried out
(4.2.14). periodically.
Modulation depth (90/150 Hz)
Monitor displacement sensitivity alarm
(4.2.15). 4.2.43 The purpose of this check is to ensure that the
monitor displacement sensitivity alarm action occurs for
Harmonic content of the 90 and 150 Hz tone changes in displacement sensitivity specified in Table
I-4-5. One of the following methods may be used:
(4.2.17). a) The ILS glide path width is adjusted by operating
a suitable control (width control) until the
90/150 Hz phasing monitor system indicates that a wide or narrow
alarm condition has been reached. When an
4.2.39 This test is the same as for the localizer alarm is indicated, the displacement sensitivity in
(4.2.18). the far-field should be measured. Following this
measurement, the width control setting needed to
ILS carrier frequency and phase modulation initiate the alternate alarm is selected and
displacement sensitivity again measured using
4.2.40 This test is the same as for the localizer the test method as described above.
(4.2.21).
b) The measurement of displacement sensitivity
Monitor system operation alarm may be carried out by the application of a
precision ILS signal generator to the monitor
4.2.41 This test is the same as for the localizer input. The correlation between the resulting
(4.2.24). alarm indication and the displacement sensitivity
in the far-field should be carried out periodically.
Monitor angle alarms
Monitor power reduction alarm
4.2.42 The purpose of this check is to ensure that the
monitor executive action occurs for a change in glide 4.2.44 This test is the same as for the localizer
path angle specified in Table I-4-5. Some facilities may (4.2.27).
31/10/02
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Marker beacons Harmonic content of modulating tone
Carrier frequency 4.2.49 This test is the same as for the localizer
(4.2.17).
4.2.45 The carrier frequency should be checked using
an accurate frequency standard to ensure that it is within
Keying
tolerance. Reference should be made to the instructions
supplied with the frequency standard which will give the
4.2.50 An audible indication of keying will usually be
detailed procedures for its use.
available from a test point on the equipment or monitor.
The keying can therefore be checked audibly for clear,
RF output power
correct identification. A more exact check can be made
by using a suitable oscilloscope.
4.2.46 Since the power output of the beacon
transmitter directly affects the coverage obtained, it is
important to keep the power output as close as possible Monitor system
to the value recorded at the time of commissioning. On
most equipment, a meter is provided to read the 4.2.51 The monitor system should be checked to
reference output voltage (or some other measure of ensure it will detect erroneous transmissions from the
output power) of the transmitter. This indication may be marker beacon. Some monitors include switching
checked by using an independent power output meter. functions that permit out-of-tolerance conditions to be
The voltage standing wave radio (VSWR) should also be simulated. Detailed procedures can be found in the
checked using the formula below based on measurements manufacturer’s instructions.
of forward and reflected powers. Any change in the
output level or VSWR from its initial value at com-
missioning could be due to a change in the power
delivered from the transmitter and/or a change in the Charts and reports
characteristics of the antenna system. Changes should
therefore be investigated, as the performance of the
beacon will be affected. General
4.2.52 The objective of the collection and analysis of

1+ p Forward power
SWR = where p = data on the various ILS parameter measurements is to
1- p Reflected power build up a record-of-performance of the equipment in
order to determine whether its performance objectives
Modulation depth are being achieved. In addition, these records can show
performance trends and long-term drifts which, in some
4.2.47 The modulation depth can be measured using cases, will enable preventive maintenance to be carried
a modulation meter (it may be built into the equipment) out prior to an unscheduled service outage. Although the
or by an oscilloscope. Using an oscilloscope, the methods used by different authorities to carry out ground
modulated signal from the beacon is displayed (usually inspections and the analysis of results will vary, there are
by direct connection to the deflection plates), and the certain general principles to be observed and precautions
modulation percentage obtained by measuring the to be taken.
maximum and minimum of the modulation envelope. If
Amax and Amin are the maximum and the minimum of the
envelope respectively, then
Equipment failure analysis
Amax ! Amin 4.2.53 It is important that records be kept and an
Modulation % = × 100%
Amax + Amin analysis be made on equipment failures and outage times
to determine if the reliability objectives appropriate to
Modulation tone frequency the category of operation are being achieved in service.
Details of the type of data to be collected and the method
4.2.48 This test is the same as for the localizer of analysis can be found in Attachment F to Annex 10,
(4.2.14). Volume I.
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Performance analysis e) an RF power output meter, preferably of a

directional type; and
General
f) a portable ILS receiver.
4.2.54 In order that the performance determined from
measurements over a long period will be statistically
valid, unnecessary adjustments should be minimized.
The equipment settings should not be modified if the 4.3 FLIGHT TESTING
parameters listed in Tables I-4-4 through I-4-6 are within
50 per cent of the given tolerance. General
Analysis of alignment and sensitivity measurement 4.3.1 The purpose of flight testing is to confirm the
correctness of the setting of essential signal-in-space
4.2.55 The localizer and glide path alignment and parameters, determine the operational safety and ac-
displacement sensitivity measurements should be ceptability of the ILS installation, and periodically
analysed to determine the mean and distribution of these correlate signal patterns observed in flight and from the
parameters. Some States are installing “on-line” data ground. Since flight testing instrumentation varies
processing systems, which will automatically collect and greatly, only a general description of the test
analyse these parameters and produce the performance methodology is given below.
statistics. The radiating equipment should then be
adjusted so that, on a long-term basis, the mean of the 4.3.2 Flight tests constitute in-flight evaluation and
parameter corresponds to the proper nominal value. The sampling of the radiated signals in the static operating
distribution should be analysed to determine whether environment. The signals-in-space are evaluated under
99.7 per cent of the measurements are contained within the same conditions as they are presented to an aircraft
the “adjust and maintain” limits of Annex 10, Volume I, receiving system and after being influenced by factors
3.1.3.6.1 and 3.1.3.7.3 for localizers, and 3.1.5.1.2.2 and external to the installation, e.g. site conditions, ground
3.1.5.6.6 through 3.1.5.6.8 for glide paths. If this is not conductivity, terrain irregularities, metallic structures,
being achieved, then the cause needs to be investigated. propagation effects, etc. Because dynamic conditions,
such as multipath due to taxiing or overflying aircraft or
moving ground vehicles, are continually changing, they
Test equipment cannot be realistically flight-tested. Instead, these effects
on the signal-in-space are controlled by the establishment
4.2.56 The test equipment inherent errors should be of critical and sensitive areas and by operational
at least five times smaller than the tolerances specified in controls.
Tables I-4-4 to I-4-6.
4.2.57 Test equipment list. The following rec- Flight test performance parameters
ommended list of test equipment, or equivalent, is
necessary to make the measurements described in this
chapter: General
a) a frequency meter covering the 75, 108-112, and 4.3.3 Flight test requirements for localizers, glide
328-336 MHz bands and having an accuracy of paths and ILS marker beacons are listed in Tables I-4-7,
at least 0.001 per cent; I-4-8 and I-4-9.
b) an audio frequency meter or standard frequency

source having an accuracy of at least 0.5 per cent Schedules of flight inspection
for the modulating frequency measurement;
4.3.4 Site proving inspection. This flight inspection is
c) a modulation meter or oscilloscope for conducted at the option of the responsible authority, and
modulation percentage measurement; its purpose is to determine the suitability of a proposed
site for the permanent installation of an ILS facility. It is
d) an audio wave analyser or a spectrum analyser often performed with portable localizer or glide path
for harmonic distortion measurements; equipment. The inspection is sufficiently extensive to
31/10/02
No. 1
determine the effects that the ground environment will as well as changes in the ground environment near
have on the facility performance. The site-proving radiating antenna systems, require a confirming flight
inspection is not a recurring type inspection. inspection. This is because ground measurements cannot
duplicate the operational use of the signals in some
4.3.5 Commissioning and categorization inspections. respects. Although engineering judgement should be
The basic type of inspection, serving either of these pur- used in individual cases to prevent unnecessary costly
poses, is a comprehensive inspection designed to obtain airborne testing, the following changes typically require
complete detailed data relating to facility performance a confirming inspection:
and to establish that the facility, as installed, will meet
the operational requirements. This type of inspection is a) a change in the operating frequency;
conducted under the following circumstances:
b) significant changes in the multipath environment
a) Commissioning: within the antenna pattern limits;
i) Initial. Prior to initial commissioning of an c) replacement of antenna arrays or antenna

ILS; elements; and
ii) Recommissioning. After relocation of an d) replacement of radio frequency components,

antenna or installation of a different type of such as bridges, phasers, amplifiers, and cabling,
antenna or of transmitting equipment; when ground measurements prior to and after the
changes are not available, or the results do not
b) Categorization. At the time when categorization support restoration without a flight inspection.
of an ILS is required.
Flight test procedures

4.3.6 Periodic inspections. These are regularly sched-
uled flight inspections conducted to determine whether
the facility performance continues to meet standards and
General
satisfy its operational requirements. Typically, the trans-
mitters are flown in both normal and alarm conditions,
4.3.9 The procedures for conducting the flight
and path structure is evaluated. If the available flight
inspection of the parameters listed in Tables I-4-7, I-4-8
inspection equipment dictates that the structure cannot be
and I-4-9 are intended to provide basic instruction for
measured during every periodic inspection (e.g. theodolite
positioning the aircraft for proper measurement, analysis
equipment is not available), then the structure should be
of performance data and application of tolerances. These
measured every other periodic inspection at a minimum.
procedures should not be construed as the only means of
accomplishing the intended purpose; individual Adminis-
4.3.7 Special flight inspection. This is a flight inspec- trations might find modified or new methods which
tion required by special circumstances, e.g. major equip- better suit their equipment or local situation.
ment modifications, reported or suspected malfunctions,
etc. During special flight inspections it is usually 4.3.10 Some requirements in the procedures can be
necessary to inspect only those parameters that have or fulfilled concurrently with others, thereby simplifying
might have an affect on performance; however, in some the conduct of the flight inspection. These procedures
cases it may be economically advantageous to complete assume that the deviation indicator current, flag alarm
the requirements for a routine or annual inspection. It is current and AGC will be recorded, and that the recorder
impractical to attempt to define all of the purposes for event marks will be made as required for analysis.
which special inspections will be conducted or the extent
of inspection required for each. Special inspections may 4.3.11 During inspections, certain parameters require
also be requested as a result of ground checks of the the use of aircraft positioning or tracking devices to
performance, or flight inspection, in which case the provide accurate aircraft position relative to the localizer
nature of the suspected malfunction will guide the course or glide path for adequate analysis of the perform-
inspection requirements. ance. The position of the tracking device with respect to
the facility being inspected is critical to obtaining good
4.3.8 Flight inspections following ground main- flight inspection results. Further guidance on tracker
tenance activities. Certain ground maintenance activities, positioning and use is given in Chapter 1.
31/10/02
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Localizer front course centre line. For site tests and commissionings, the
approach method is recommended. For all flight
Identification inspections the correlation between ground and air
measurement should not exceed 10 per cent of the
4.3.12 The coded identification that is transmitted promulgated displacement sensitivity; where this degree
from the facility should be monitored during the various of correlation is not achieved, the reason for the
checks over all of the coverage area. The identification discrepancy should be resolved. On initial categorization,
is satisfactory if the coded characters are correct, clear the displacement sensitivity should be set to the nominal
and properly spaced. The transmission of the identi- value for that installation.
fication signal should not interfere in any way with the
basic localizer function. Monitoring the identification 4.3.17 To determine the half-sector width in degrees
also serves the purpose of detecting frequency inter- using the approach method, fly the aircraft on either side
ference, which is primarily manifested by heterodyne, or of the course line so that the average cross-pointer
noise which affects the identification. deflection is 75 (or 150) microamperes in each instance.
Note that deviation of the aircraft toward the runway
Voice feature extended centre line will reduce the accuracy of the
measurements — normally the average cross-pointer
4.3.13 Where the facility has the capability of ground- deflection should be within 15 (or 30) microamperes of
to-air voice transmission on the localizer frequency, it the intended value. The average angular position of the
will be checked over all of the coverage area in generally aircraft, measured by the tracking device on each side of
the same way as the identification. It should be checked the course line, will define the angular value of the
to ensure that it adequately serves its purpose as a half-sector width. If the displacement sensitivity corre-
ground-to-air communication channel and does not sponding to the measured half-sector width is beyond the
adversely affect the course. tolerances, the displacement sensitivity should be
readjusted.
Modulation
4.3.18 The crossover or orbital method of
4.3.14 Modulation balance. Although the modulation displacement sensitivity measurement is typically used
balance is most easily measured on the ground, it may be during periodic inspections.
measured from the air while radiating the carrier signal
only. Position the aircraft close to the runway centre line 4.3.19 The measurement is made at a point of known
and note the cross-pointer indication. distance from the localizer antenna; a distance of 11 km
(6 NM) from the localizer, or the outer marker, is usually
4.3.15 Modulation depth. The percentage of modu- convenient for this purpose. To best calculate the
lation should be determined only while flying in-bound displacement sensitivity, it is necessary to use several
and on course at a point where the receiver signal samples from the linear DDM area and find the slope of
strength corresponds to the value at which the receiver the straight line that fits the data. In order to provide an
modulation depth calibration was made; therefore, this accurate reference for subsequent use, and to correlate
requirement should be fulfilled concurrently with the the results with the half-sector width measurement, this
alignment check. If the receiver modulation depth abbreviated procedure should initially be carried out
indications are influenced significantly by the RF level, during the commissioning or major inspection.
measure the modulation depth near Point A. (An Experience has shown that the results of subsequent
adequate preliminary check of modulation can be made routine checks using the orbital method will show good
while the aircraft is crossing the course during the correlation with the measurements obtained during the
displacement sensitivity check.) Modulation percentage initial tests. It may be possible to combine this
is determined by the use of calibration data furnished abbreviated procedure with orbits flown for other
with the individual receiver. measurement purposes.
Displacement sensitivity 4.3.20 The following is an example of measuring

course displacement sensitivity by this method. Fly a
4.3.16 There are two basic methods of measuring the track at right angles to the localizer course line so as to
displacement sensitivity — approaches on the edges of pass directly over the outer marker, or selected
the course sector, and crossovers or orbits through the checkpoint, at a height of 460 m (1 500 ft) above the
course sector, at right angles to the extended runway localizer antenna site elevation. The flight should begin
31/10/02
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sufficiently off course to assure stable airspeed prior to as satisfactory at all intermediate altitudes. Where the
penetration of the course sector. Follow the aircraft clearance is not satisfactory, additional checks will be
position with the tracking device and measure the angles made at lower heights to determine the highest level at
at which 150, 75, 0, 75 and 150 µA occur. The full and below that which the facility may be used. In such a
sector from 150 to 150 µA should be flown so that case, procedural use of the localizer should be
linearity can be assessed by examining the recordings. restricted.
Off-course clearance 4.3.25 If approach altitudes higher than the height of

1 800 m (6 000 ft) above the antenna elevation are
4.3.21 The localizer clearance is checked to determine required locally, investigation should also be made at
that the transmitted signals will provide the user with the higher heights to determine that adequate clearance is
proper off-course indication and that there are no false available and that no operationally significant false
courses. Conduct an orbital flight with a radius of 9 to courses exist.
15 km (5 to 8 NM) from the facility and approximately
460 m (1 500 ft) above the antenna. Where terrain is a Course alignment accuracy
factor, the height will be adjusted to provide line-of-sight
between the aircraft and the antenna. 4.3.26 The measurement and analysis of localizer
course alignment should take into account the course line
4.3.22 Clearance should be checked only to the bends. The alignment of the mean course line needs to be
angular limits of coverage provided on either side of the established in the following critical region before the
front course (typically ±35 degrees), unless the back appropriate decision height:
course is used for approaches. In such cases, clearances
will also be checked to the angular coverage limits of the Category I — in the vicinity of ILS Point B
back course. An annual 360-degree orbit is Category II — ILS Point B to ILS reference datum
recommended in order to check for possible false Category III — ILS Point C to ILS Point D
courses in the out-of-coverage area. These false courses
may be due to antenna pattern characteristics or 4.3.27 A normal ILS approach should be flown, using
environmental conditions, and may be valuable in the glide path, where available. The aircraft’s position
establishing the historical behaviour of the facility. should be recorded using the tracking or position fixing
system. By relating the aircraft average position to the
High angle clearance average measured DDM, the alignment of the localizer
may be determined.
4.3.23 The combination of ground environment and
antenna height can cause nulls, or false courses, which 4.3.28 Where there are course line bends in the area
may not be apparent at all normal instrument approach being evaluated, they should be analysed so that the
altitudes. High altitude clearance should therefore be average localizer alignment may be calculated.
investigated upon:
Course structure
a) initial commissioning;
4.3.29 This is an accurate measurement of course
b) a change in the location of an antenna; bends and may be accomplished concurrently with the
alignment and displacement sensitivity checks.
c) a change in the height of an antenna; or Recordings of approaches made during the course
alignment check and during the course sensitivity checks
d) installation of a different type antenna. can be used for the calculation of course bends. The
centre, or mean, of the total amplitude of bends
4.3.24 Normally, high-angle clearance is investigated represents the course line for bend evaluation purposes,
within the angular limit of coverage provided, in the and the tolerance for bends is applied to that as a
same manner as for off-course clearance, at a height reference. If the evaluation is made on airborne data, low
corresponding to an angle of 7 degrees above the pass filtering of the position-corrected cross-pointer
horizontal through the antenna. If the minimum clearance signal is necessary to eliminate high-frequency structure
at this height, in an orbit of 9 to 15 km (5 to 8 NM), components of no practical consequence. The total
exceeds 150 microamperes, and the clearance is satis- time-constant of the receiver and recorder DDM circuits
factory at 300 m (1 000 ft), the localizer will be assumed for the measurements should be referenced to an aircraft
31/10/02
No. 1
speed of 105 knots, for which the constant is throughout the area of operational use. Coverage has
approximately 0.5 second (refer to Attachment C to been determined, to some extent, by various other
Annex 10, Volume I, 2.1.7, for specific filter guidance). checks; however, additional procedures are necessary to
From the recording of airborne measurements, the align- complete the check of the coverage at distances of 18.5,
ment for each zone for application of structure tolerances 31.5 and 46.3 km (10, 17 and 25 NM) from the antenna.
may be determined as the average course position
between the runway threshold and Point D, and 4.3.35 Flights at appropriate heights are required for
separately between Point D and Point E. To analyse the routine and commissioning inspections to ensure the
post-filtering low frequency spectral components, the following coverage requirements are satisfied. Adequate
guidance found in Attachment C to Annex 10, Volume I, coverage for modern aircraft systems may be defined by
2.1.4 and 2.1.6, should be used, with the structure toler- a signal level of 5 microvolts (from a calibrated antenna
ances referenced to the average course position in each installation) at the receiver input together with
zone. 240 microamperes of flag current. If the ground instal-
lation is required to support aircraft fitted with receivers
4.3.30 For the evaluation of a course centre line having a sensitivity poorer than 5 microvolts, a higher
structure, a normal approach should be flown, using the signal input (up to 15 microvolts) should be used when
glide path, where available. For Category II and III assessing coverage for these aircraft. The localizer
localizers, the aircraft should cross the threshold at coverage sector extends from the localizer antenna to
approximately the normal design height of the glide path distances of:
and continue downward to the normal touchdown point.
Continue a touchdown roll until at least Point E. 46.3 km (25 NM) within ±10° from the front course
Optionally, the touchdown roll may be conducted from line;
touchdown to Point D, at which point a take-off may be 31.5 km (17 NM) between 10° and 35° from the
executed, with an altitude not exceeding 15 m (50 ft) front course line;
until Point E is reached. These procedures should be 18.5 km (10 NM) outside of ±35°, if coverage is
used to evaluate the localizer guidance in the user’s provided.
environment. Accurate tracking or position fixing should
be provided from ILS Point A to the following points: Where topographical features dictate or operational
requirements permit, the limits may be reduced to
for Category I — ILS reference datum 33.3 km (18 NM) within the ±10 degree sector, and 18.5
for Category II — ILS reference datum km (10 NM) within the remainder of the coverage, when
for Category III — ILS Point E alternative navigational facilities provide satisfactory
coverage within the intermediate approach area. The
4.3.31 For Category III bend evaluation between the localizer signals should be receivable at the distances
ILS reference datum and ILS Point E, ground measure- specified at and above a height of 600 m (2 000 ft) above
ments using a suitably equipped vehicle may be substi- the elevation of the threshold or 300 m (1 000 ft) above
tuted for flight inspection measurements, as described in the elevation of the highest point within the intermediate
4.2.8 and 4.2.9. and final approach areas, whichever is the higher.
4.3.32 If the localizer’s back course is used for 4.3.36 At periodic inspections, it is necessary to
take-off guidance, bend measurements along the runway check coverage only at 31.5 km (17 NM) and 35 degrees
should be made for any category of ILS. either side of the course, unless use is made of the
localizer outside of this area.
4.3.33 Guidance material concerning course structure
is provided in 2.1.4 to 2.1.7 of Attachment C to Polarization
Annex 10, Volume I.
4.3.37 This check is conducted to determine the
Note.— Course structure should be measured only effects of undesired vertically polarized signal
while the course sector is in its normal operating width. components. While maintaining the desired track (on the
extended centre line), bank the aircraft around its
Coverage longitudinal axis 20 degrees each way from level flight.
The aircraft’s position should be monitored using an
4.3.34 This check is conducted to determine whether accurate tracking or position fixing system. Analyse the
the facility provides the correct information to the user cross-pointer recording to determine if there are any
31/10/02
No. 1
course deviations caused by the change in aircraft adjusted to its broad alarm limit. The tolerances
(antenna) orientation. The effects of vertically polarized of 175 microamperes and 150 microamperes
signal components are acceptable when they are within specified for application during normal displace-
specified tolerances. If this check is accomplished in the ment sensitivity conditions will then be reduced
area of the outer marker, the possibility of errors due to to 160 microamperes and 135 microamperes,
position changes will be lessened. The amount of polar- respectively.
ization effect measured also depends on polarization
characteristics of the aircraft antenna, hence the vertical c) Power monitor (commissioning only). The field
polarization effect of the aircraft antenna should be as strength of the localizer signal should be
low as possible. measured on course at the greatest distance at
which it is expected to be used, but not less than
Localizer monitors 33.3 km (18 NM), while operating at 50 per cent
of normal power. If the field strength is less than
4.3.38 Localizer course alignment and displacement 5 microvolts, the power will be increased to
sensitivity monitors may be checked by ground or flight provide at least 5 microvolts and the monitor
inspection. A suggested method of flight inspection is limit adjusted to alarm at this level.
given below:
Note.— Fifteen microvolts may be required
a) Alignment monitor. Position the aircraft on the — see 4.3.34.
exact centre line of the runway threshold and
ensure that the aircraft voltages are satisfactory
and that adequate localizer signals are received. Phasing
To ensure that excessive course displacement
will cause an alarm, request the ground 4.3.39 The following phasing procedure applies to
technician to adjust the localizer equipment to null reference localizer systems. Alternative phasing pro-
cause an alarm of the alignment monitor. The cedures in accordance with the manufacturer’s
precise displacement in microamperes may be recommendations should be followed for other types of
taken from the recording in each condition of the localizers. To the extent possible, methods involving
alarm to the right and left of the centre line and ground test procedures should be used, and airborne
converted mathematically to metres (feet). The measurements made only upon request from ground
computation for conversion of the microampere maintenance personnel. If additional confirmation is
displacement at the threshold into distance desirable by means of a flight check, the following is a
should consider the actual (measured) suitable example procedure:
displacement sensitivity. After the course has
been readjusted to a normal operating condition, Note.— Adjustments made during the phasing pro-
its alignment should be confirmed. cedure may affect many of the radiated parameters. For
this reason, it is advisable to confirm the localizer
b) Displacement sensitivity monitor. Request the phasing as early as possible during the commissioning
maintenance technician to adjust the tests.
displacement sensitivity to the broad and narrow
alarm limits and check the displacement a) Measure the displacement sensitivity of the
sensitivity in each condition. This check should localizer if it is not already determined.
follow the normal displacement sensitivity check
described in 4.3.16 to 4.3.20. The crossover or b) Feed the localizer antenna with the carrier
orbital flight method should be used only if good equally modulated by 90 Hz and 150 Hz and load
correlation with a more accurate approach the sideband output with a dummy load. Note the
method has been established. After the alarm cross-pointer deflection as X(90) or X(150)
limits have been verified or adjusted, it is also microamperes.
necessary to confirm the displacement sensitivity
value in the normal operating condition. c) The aircraft should be flown at a suitable off-
course angle (depending on the type of localizer
Note.— During commissioning inspection or antenna used) during the phasing adjustment and
after major modifications, clearance may be should not be closer than 5.6 km (3 NM) from
checked while the displacement sensitivity is the antenna.
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d) Insert a 90-degree line in a series with the course line, and a level run or orbit through the localizer
sideband input to the antenna and feed the course sector. Variations include approaches above,
antenna with sideband energy. below, or abeam the course line, and level runs left and
right of the extended runway centre line. By selecting
e) Adjust the phaser until the deviation indicator suitable starting distances and angles, several measure-
reading is the same as in b) above. ments can be made during a single aircraft manoeuver.
f) Remove the 90-degree line, used in step d) Glide path angle (site, commissioning,
above. categorization and periodic)
4.3.40 This completes the process of phasing the 4.3.45 The glide path angle may be measured
carrier with the composite sidebands. As an additional concurrently with the glide path structure during these
check, displacement sensitivity should be rechecked, and inspections. To adequately check the glide path angle, an
compared with that obtained in step a) above. The value accurate tracking or positioning device should be
obtained after the phasing adjustment should never be employed. This is necessary in order to correct the
greater than the value obtained before the phasing recorded glide path for aircraft positioning errors in the
adjustment. vertical plane. The location of the tracking or positioning
equipment with respect to the facility being inspected is
critical for accurate measurement. Incorrect siting can
Localizer back course lead to unusual characteristics being shown in the glide
path structure measurements. The tracking device should
4.3.41 The back course formed by some types of initially be located using the results of an accurate
localizers can serve a very useful purpose as an approach ground survey. In certain cases, initial flight results may
aid, provided that it meets specified requirements and indicate a need to modify the location of the tracking
that an associated aid is available to provide a final device. The arithmetic mean of all deviations of this
approach fix. Although a glide path is not to be used in corrected glide path between ILS Point A and ILS
conjunction with the back course, landing weather Point B represented by a straight line will be the glide
minima commensurate with those of other non-precision path angle, as well as the average path to which
aids can be approved. The display in the aircraft cockpit tolerances for glide path angle alignment and structure
will present a reverse sensing indication to the pilot; will be applied. Because of the normal flare
however, pilots are well aware of this and it is not characteristics of the glide path, the portion below ILS
considered significant. Point B is not used in the above calculation.
4.3.46 At commissioning, the glide path angle should

4.3.42 Under no circumstances should localizer
be adjusted to be as near as possible to the desired
equipment be adjusted to enhance performance of the
nominal angle. During periodic inspections, the glide
back course, if the adjustment would adversely affect the
path angle must be within the figures given in Table
desired characteristics of the front course.
I-4-8.
4.3.43 Where the localizer back course is to be used Displacement sensitivity (site, commissioning,
for approaches to landing, it should be evaluated for categorization and periodic)
commissioning and at periodic intervals thereafter.
Procedures used for checking the front course will 4.3.47 The mean displacement sensitivity is derived
normally be used for the back course, the principal from measurements made between ILS Point A and
difference being the application of certain different Point B. Make approaches above and below the nominal
tolerances, which are given in Table I-4-7. As a glide path at angles where the nominal cross-pointer
minimum, alignment, sector width, structure, and deflection is 75 µA and measure the aircraft’s position
modulation depth should be inspected. using an accurate tracking device. During these
measurements, the average cross-pointer deflection
should be 75 ±15 µA. Note that any aircraft deviation
Glide path toward the zero DDM course line will decrease the
accuracy of the measurement. The displacement
4.3.44 Most glide path parameters can be tested with sensitivity can be calculated by relating the average
two basic flight procedures — an approach along the cross-pointer deflection to the average measured angle.
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Glide path angle and displacement sensitivity is most important to employ an accurate tracking or
(routine periodic inspections) positioning device for this measurement. This
measurement may be made concurrently with the glide
4.3.48 During certain periodic inspections it may be path angle measurement. Guidance material concerning
possible to measure the glide path angle and course structure evaluation is provided in 2.1.5 of
displacement sensitivity by using a level run or “slice” Attachment C to Annex 10, Volume I.
method. This is only possible where the glide path is
relatively free from bends so that there is a smooth
transition from fly-up to fly-down on the level run. This Modulation
method should not be used with systems that inherently
have asymmetrical displacement sensitivity above and 4.3.53 Modulation balance. The modulation balance
below the glide path. is measured while radiating the carrier signal only.
Position the aircraft close to the glide path angle and
4.3.49 Level run method. Fly the aircraft towards the note the cross-pointer indication.
facility at a constant height (typically the intercept
altitude), following the localizer centre line, starting at a 4.3.54 Modulation depth. This check can be best
point where the cross-pointer deflection is more than accomplished accurately while the aircraft is “on-path”;
75 µA fly-up (more than 190 µA recommended). This therefore, final measurements are best obtained during
flight is usually made at 460 m (1 500 ft) above the angle checks. The measurements should be made at a
facility unless terrain prevents a safe flight. If a different point where the receiver input corresponds to the value
height is used, it should be noted on the flight inspection at which the receiver modulation depth calibration was
report and facility data sheet. During the flight, the made. If the receiver modulation depth indications are
aircraft’s angular position should be constantly tracked. influenced significantly by the RF level, measure the
By relating the recorded cross-pointer current to the modulation depth near Point A. For measurement
measured angles, the glide path angle and displacement systems that do not provide separate modulation level
sensitivity may be calculated. The exact method of outputs, preliminary indications of modulation can be
correlating the angle and cross-pointer measurements is obtained during level runs at the time the aircraft crosses
dependent on the particular flight inspection system. the glide path. The depth of modulation (in per cent) can
be obtained by comparing the glide path receiver-
Clearance flag-alarm-current to the receiver-flag-current-calibration
data.
4.3.50 The clearance of the glide path sector is
determined from a level run, or slice, through the
complete sector during which the glide path transition Obstruction clearance
through the sector is recorded. This measurement may be
combined with the level flight method of measuring the 4.3.55 Checks may be made beneath the glide path
glide path angle and displacement sensitivity. sector to assure a safe flight path area between the
bottom edge of the glide path and any obstructions. To
4.3.51 This flight is made using the level run method, accomplish this check, it is necessary to bias the pilot’s
except that the run should commence at a distance corre- indicator or use an expanded scale instrument. Position
sponding to 0.3θ and should continue until a point the aircraft on the localizer front course inbound at
equivalent to twice the glide path angle has been passed. approximately five miles from the glide path antenna at
The aircraft’s position should be accurately measured an elevation to obtain at least 180 µA “fly-up”
throughout the approach. Cross-pointer current should be indication. Proceed inbound maintaining at least 180 µA
continuously recorded and the recording marked with all clearance until the runway threshold is reached or it is
the necessary distances and angles to allow the figures necessary to alter the flight path to clear obstructions.
required in Table I-4-8 to be evaluated. This recording This check will be conducted during monitor checks
should also permit linearity of the cross-pointer when the path width is adjusted to the wide alarm limits
transition to be evaluated. during which a minimum of 150 µA fly-up is used in lieu
of 180 µA. When this check has been made during broad
Glide path structure path width monitor limit checks, it need not be
accomplished after the path is returned to the normal
4.3.52 Glide path structure is an accurate measure- width of the normal approach envelope, except during
ment of the bends and perturbations on the glide path. It the commissioning inspection.
31/10/02
No. 1
Glide path coverage confirmation of airborne characteristics of the permanent

installation. Additionally, it provides the installation
4.3.56 This check may be combined with the engineer with data that enables the engineer to complete
clearance check using the same flight profile. If a the facility adjustment to the optimum for the
separate flight is made, it is not necessary to continue commissioning inspection. This requires the
the approach beyond the intercept with the glide path establishment of transmitter settings for monitor alarm
lower width angle. At site, commissioning, categoriza- limits. These settings will be utilized by ground
tion and periodic checks this measurement should be personnel to determine that the field monitor is installed
made along the edges of a sector 8° either side of the at its optimum location and that integral monitors are
localizer centre line. Coverage will normally be checked correctly adjusted to achieve the most satisfactory overall
to a distance of 18.5 km (10 NM) from the antenna. monitor response.
Coverage will be checked to a distance greater than 18.5
km (10 NM) to the extent that it is required to support 4.3.61 The procedures for conducting various glide
procedural use of the glide path. path engineering support tests are described below.
Normally, these checks will be performed by ground
Monitors methods prior to the flight inspection, and airborne
checks will be conducted at the option of the ground
Note.— If checks are required, see Note 2 of technician. It is not intended that they will supplant
Table I-4-8. ground measurements, but that they will confirm and
support ground tests. The details of these tests will be
4.3.57 Where required, monitor checks may be made included in the flight inspection report.
using identical measurement methods to those described
for glide path angle, displacement sensitivity and clear- 4.3.62 Modulation balance. Although the modulation
ance. The level flight method for angle and displacement balance is most easily measured on the ground, it may be
sensitivity should not be used if there is non-linearity in measured from the air while radiating the carrier signal
the areas being evaluated. only. Fly a simulated “on-path” approach recording the
glide path indications. The average deviation of the glide
4.3.58 Power monitor (commissioning only). The path indication from “on-path” should be noted for use
field strength of the glide path signal should be checked in the phasing check. Ground personnel should be
at the limits of its designated coverage volume, with the advised of the result. The optimum condition is a perfect
power reduced to the alarm level. Alternatively, if the balance, i.e. zero on the precision microammeter. If the
monitor alarm limit has been accurately measured by unbalance is 5 µA or more, corrective action should be
ground inspection, the field strength may be measured taken by ground personnel before continuing this test.
under normal operating conditions and the field strength
at the alarm limit may be calculated. This check may be Note.— Level runs are not satisfactory for this test
made at the same time as clearance and coverage checks. since shifting of centring may occur in low-signal or null
areas.
Phasing and associated
engineering support tests 4.3.63 Phasing — transmitting antennas. The purpose
of the phasing test is to determine that optimum phase
4.3.59 The glide path site test is made to determine exists between the radiating antennas. There are several
whether the proposed site will provide satisfactory glide different methods of achieving airborne phasing and
path performance at the required path angle. It is these tests should normally be made using the
extremely important that the site tests be conducted manufacturer’s recommended methods. Where difficulty
accurately and completely to avoid resiting costs and is experienced in achieving airborne phasing to a definite
unnecessary installation delays. Because this is func- reading by normal procedures, the flight inspector should
tionally a site-proving test rather than an inspection of coordinate with the ground engineer to determine the
equipment performance, only one transmitter is required. most advantageous area for conducting the phasing test.
When this area and track are determined, it should be
4.3.60 A preliminary glide path inspection is noted on the facility data record for use on future
performed upon completion of the permanent transmitter phasing tests of that facility.
and antenna installation, but prior to permanent
installation of the monitor system. This inspection is 4.3.64 Phasing — monitor system. Some types of
conducted on one transmitter as a preliminary glide path integral monitor need flight inspection checks
31/10/02
No. 1
to prove that they will accurately reproduce the far-field sufficient, although the above procedure of recording
conditions when changes occur in transmitted signal signal strength is recommended.
phases. Procedures for making such checks should be
developed in conjunction with the manufacturer’s 4.3.69 The signal strength recording should be
recommendations. examined to ensure that there are no side-lobes of suf-
ficient signal strength to cause false indications, and that
4.3.65 Glide path antenna adjustment (null checks). there are no areas of weak signal strength within the
These checks are conducted to determine the vertical main lobe.
angles at which the RF nulls of the various glide path
antennas may occur. The information is used by ground 4.3.70 At commissioning, a check should be made
staff to assist them in determining the correct heights for that the centre of the coverage area is in the correct
the transmitting antennas. The test is made with carrier position. This will usually be over the marker beacon but
signals radiating only from each antenna in turn. The in some cases, due to siting difficulties, the polar axis of
procedure for conducting this test is by level flight along the marker beacon radiation pattern may have to be other
the localizer course line. The angles of the nulls will be than vertical. Reference should then be made to the
computed in the same manner as the glide path angle is operational procedures to determine the correct location
computed. The nulls are characterized by a sharp fall in of the centre-of-coverage, with respect to some recog-
signal level. nizable point on the ground. The centre-of-coverage can
be checked during the coverage flights described above,
by marking the continuous recording when the aircraft is
Marker beacons directly over the marker beacon (or other defined point).
On a normal approach there should be a well-defined
Keying separation (in the order of 4.5 seconds at 180 km/hr
(95 kt)) between the indications obtained from each
4.3.66 The keying is checked during an ILS approach marker.
over the beacons. The keying is assessed from both the
aural and visual indication and is satisfactory when the 4.3.71 At commissioning, categorization and annual
coded characters are correct, clear and properly spaced. inspections, a check should also be made to ensure that
The frequency of the modulating tone can be checked by operationally acceptable marker beacon indications are
observing that visual indication is obtained on the correct obtained when an approach is made on the glide path but
lamp of a three lamp system, i.e. outer marker (OM) — displaced ±75 µA from the localizer centre. The time at
blue, middle marker (MM) — orange and inner marker which the indication is obtained will usually be shorter
(IM) — white. than when on the localizer centre.
Coverage Monitor system
4.3.67 Coverage is determined by flying over the 4.3.72 At commissioning, the coverage should be
marker beacons during a normal ILS approach on the measured with the marker beacon operating at 50 per
localizer and glide path and measuring the total distance cent of normal power and with the modulation depth
during which a visual indication is obtained from a reduced to 50 per cent. An operationally usable indica-
calibrated marker receiver and antenna or during which tion should still be obtained; if not, the power should be
a predetermined RF carrier signal level is obtained. The increased to provide an indication and the monitor
calibration of receiver/antenna and the determination of adjusted to alarm at this level.
the required RF carrier signal level is discussed in
Chapter 1. 4.3.73 Alternatively, the coverage under monitor
alarm conditions can be determined by analysing the
4.3.68 At commissioning, the coverage should be field strength recording as detailed in 4.3.67 to 4.3.71.
determined by making a continuous recording of the RF
signal strength from the calibrated aircraft antenna, since Standby equipment (if installed)
this allows a more detailed assessment of the ground
beacon performance. The visual indication distance 4.3.74 At commissioning, the standby equipment is
should be noted for comparison with subsequent routine checked in the same manner as the main equipment. It
checks. For routine checks, measuring the distance over will usually not be necessary to check both the main and
which the visual indication is received will usually be standby equipment at each routine check, if the
31/10/02
No. 1
equipment operation has been scheduled so that the should report any instances where flight
routine checks are carried out on each equipment manoeuvres and/or flight attitudes in instrument
alternately. approaches resulting from course line/glide path
irregularities are considered unacceptable;
Charts and reports f) a status section indicating the operational status

of the facility; and
General g) the type of flight inspection system used (AFIS,

theodolite, manual, etc.).
4.3.75 The ILS flight inspection report records the
conformance of the facility performance to the Standards
defined in Annex 10 as well as the equipment specific Sample flight inspection report
standards established by the authorized flight inspection
organization and the responsible ground maintenance 4.3.77 Flight inspection reports can take several
organization. Tables I-4-7 and I-4-8 list the parameters forms, varying from hand-filled paper forms to computer
to be measured for localizer and glide path facilities, as generated text files or database forms. Appendix A to
well as localizer back course approaches. Table I-4-9 this chapter shows a sample computer generated flight
summarizes the parameters to be measured for ILS inspection report for a routine ILS inspection. The cover
Marker Beacons. It is recommended that the flight page provides many of the basic identification items
inspection report include an assessment of the listed above, along with the operational status of the
parameters listed in Tables I-4-7 through I-4-9, which are facility and configuration of the system software used.
appropriate for the type of inspection. Flight inspection Page one includes a run directory, antenna calibration
reports should allow for “As found” and “As left” results data, and comments entered during the inspection. Pages
to be entered for routine documentation of the two to five contain the numeric results for alignment,
adjustments made to facilities. structure, course width and clearance parameters. They
are organized by “As found” and “As left” for each
transmitter inspected. The figures in the Appendix are
Report contents sample plots that can be added to the report to enhance
the meaning of the numbers reported in the body of the
4.3.76 The ILS flight inspection report should contain report.
the following minimum information:
a) basic identification items such as the aircraft tail Analysis

number, facility name, facility identifier,
category and type of inspection, date and time of 4.3.78 General. This section provides brief material
inspection, names of the pilot and engineer or related to special topics involved with analysis of ground
technician; and flight testing of ILS facilities. In addition, consider-
able material on the analysis of ILS testing results is
b) a summary listing of the run numbers, chart published in Attachment C to Annex 10, Volume I.
recordings or data files, which were analysed to
produce the report; 4.3.79 Structure analysis. Analysis of localizer course
line and glide path angle structure is dependent upon
c) a general comments section where pertinent aircraft speed, the time constant of receiver and
information regarding the conduct of the recording equipment, and various other factors.
inspection can be included; Guidance on these topics can be found in Attachment C,
2.1.4 and its preceding note, and 2.1.5 through 2.1.7.
d) a results section for each measured parameter
indicating the value obtained, whether or not it 4.3.80 Computation of displacement sensitivity. Dis-
conforms to requirements and the recording or placement sensitivity is typically measured with orbital
data file from which the result was measured; flights on localizers, and level inbound runs on glide
slopes. Analogous measurements can be made for
e) acceptability of performance is determined by ground testing. In each case, the azimuth (localizer) or
measurements; however, flight inspection pilots elevation (glide path) angles, at which nominal DDM
31/10/02
No. 1
values of 150 µA (75 µA) occur, are determined, and the maintenance receivers). Care should be used to ensure
sensitivity computed, taking into account the distance that this equipment performs the same as conventional,
from the antenna system at which the measurements high-quality aircraft equipment.
were taken. Particularly on glide path measurements, it
is common for the DDM recording to be non-linear if 4.3.85 For convenience reasons, the assessment of the
significant multipath conditions exist. In these cases, the accuracy of the reception and processing equipment of
measurements may need to be taken at DDM values the radio subsystem will be made in units suitable to par-
other than those stated above between which linearity is ameters to be measured — in microamperes. To ensure
maintained, and the calculated sensitivity scaled to the a simple equivalence between the different units in
nominal value. which tolerances are expressed, the following relations
are used: 1µA = 0.01° for a distance of 4 000 m
4.3.81 Reference datum height (RDH). For (13 000 ft) between the localizer antenna and the
commissioning and categorization flight tests, it may be threshold, and 1µA = 0.005° for a glide path angle of
necessary to determine the glide path RDH. This is done 3 degrees.
using a high-quality approach recording, from which the
angle and structure measurements are made. Position-
Accuracy
corrected DDM values for a selected portion of the
approach (typically Point A to Point B for Category I
4.3.86 Uncertainty. Whatever the measured
facilities, and the last nautical mile of the approach for
parameter, the uncertainty on the measure has to be small
Category II and III facilities) are used in a linear
by comparison with the tolerances applied to the
regression to extend a best-fit line downward to a point
measured parameter. A ratio of five is the minimum
above the threshold. The height of this line above the
required.
threshold is used as the RDH. If the tolerances are not
met, an engineering analysis is necessary to determine
4.3.87 Treatment of error sources. The evaluation of
whether the facility has been sited correctly. A different
parameters such as course alignment and displacement
portion of the approach should be used for the regression
sensitivity is performed by the radio electrical and pos-
analysis, or another type of analytical technique should
itioning subsystems. These measurements are polluted by
be used.
the specific errors of these two subsystems. By nature,
these errors are independent, and it is allowable to
consider that the global statistical error on the parameter
Test equipment
to be measured is equal to the square root of the sum of
the squares of the equally weighted errors of the two
parts of the system.
General
4.3.82 As described in Chapter 1, a flight inspection Flight inspection equipment

system is composed of two distinct subsystems, one
dedicated to the measurement and processing of the radio 4.3.88 General. To reach the fixed goal concerning
signals provided by the facilities to be inspected, and accuracy, it is necessary to consider the performance of
another dedicated to the determination of the positioning the reception and processing parts of the flight
of the flight inspection aircraft. inspection.
4.3.83 The following paragraphs define minimal 4.3.89 Aircraft ILS antennas. To minimize the errors
performances of the equipment constituting the radio due to implementation, antennas should be installed
signals in flight measurement subsystems and recom- according to the recommendations listed in Chapter 1.
mend calibration procedures to reach them. They As an example of this importance, note that when the
highlight the level of equipment needed to verify aircraft is over the runway threshold, a vertical
compliance with the requirements specified in Annex 10, displacement of 6 cm (2.5 inches) is equal to
Volume I, for the different facility performance approximately 0.01° in elevation angle, observed from
categories of ILS. the glide path tracking site.
4.3.84 A flight-testing system may use equipment 4.3.90 The ILS flight inspection receivers. The
other than ILS receivers normally used for aircraft receivers used should measure, at a minimum, the DDM,
navigation (e.g. bench test equipment or portable ground SDM, signal input level and modulations depths. For
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No. 1
integrity and technical comfort, the simultaneous use of calibration of the complete subsystem in its
two receivers is strongly recommended. This redundancy environment;
offers a protection against errors that might occur during
the flight inspection because of unexpected short-term b) resolve divergence of the two receivers during
changes in a receiver’s performance. A divergence of the flight;
their output signals can therefore be noted immediately.
c) update, if necessary during a mission, the
4.3.91 Acquisition and processing equipment. Equip- calibration tables;
ment constituting the acquisition and processing sub-
system should have such a performance that it does not d) refine measurements on the actual ILS frequency
degrade the acquired parameters. It is necessary that to be inspected, since the provided calibration
signal acquisition occurs synchronously with the tables are usually established on two or three fre-
positioning determination of the plane, to compare quencies (middle and extremity of the band); and
measurements that correspond in time. It will be possible
to convert, by the use of calibration tables, the radio e) compare, before the flight, the standard of
electrical signals into usual physical units with a measurements with that used by ILS ground
convenient resolution, and to take into account the actual maintenance people, avoiding decorrelation
functioning of the receiver in its operational environ- between ground and in-flight measurements,
ment. The graphic display and record should be such that saving wasted flight hours.
they will allow the flight inspector to evaluate fluctua-
tions of signals against the required tolerances.
Calibration standards
4.3.94 A signal generator having identical perform-

Calibration
ance to those used by ground maintenance people should
be used to calibrate the flight inspection measurement
General
subsystem.
4.3.92 The data provided by the reception and
acquisition subsystem will vary with changes in working
Calibration procedures
conditions, e.g. changes in the ambient temperature, the
supply voltage, the input signal level, the frequency of
4.3.95 Calibration procedures of the reception and
modulating tones, the operating frequency, etc. Before
acquisition subsystem cannot be defined by a universal
using a given type receiver for flight inspection
procedure. These procedures essentially depend on the
purposes, its comportment in the different working
chosen equipment that can behave differently in a given
conditions should be known, and calibration procedures
operational environment. In every case, it will be necess-
as complete as possible should be developed to establish
ary to refer to the manufacturer’s recommendations.
a quantitative relationship between the outputs of the
receiver and probable changes in the operational
environment. It is also necessary to evaluate the stability 4.3.96 In the case where receivers deliver electrical
of the receiver to determine the maximal time interval voltages characterizing signals to be measured,
that separates two consecutive calibrations. calibration tables are first necessary to provide changes
of units. Some equipment delivers the flight inspection
parameters directly in the desired units, and calibration
Integration of an ILS
tables converting the different voltages into suitable units
generator on board
are not required in this case. Nevertheless, it is necessary
to correct some errors of the subsystem (for instance,
4.3.93 To guarantee the accuracy required, the
receiver centring error), and limited calibration pro-
integration, in a permanent position, of an ILS signal
cedures have to be defined accordingly. It is necessary to
generator is strongly recommended in any flight
establish enough calibration tables so that those
inspection system. The availability of the generator
established for a given frequency may be transposable to
allows the flight inspector to:
nearby ILS frequencies without significant error.
a) perform receiver calibration in the plane rather
than in the laboratory on the ground, allowing 4.3.97 The tables to be developed are outlined below.
31/10/02
No. 1
4.3.98 Localizer: For a given VHF frequency: the squares of the equally weighted errors of the two
parts of the system. Whatever the measured parameter is,
a) Vagc = f(input level), the measurement uncertainty should be small compared
input level varying from: !104 dBm to !18 dBm with the tolerances for that parameter. A ratio of five is
Idev = f(input level), the minimum required.
input level varying from: !90 dBm to !18 dBm
and for: DDM = 0 Accuracy required
DDM = 0.155 in the 90 Hz
DDM = 0.155 in the 150 Hz 4.3.101 The required accuracies are calculated by
converting tolerances on the different ILS parameters
b) Iflag = f(input level), into degrees, using the following formulas:
input level varying from: !90 dBm to !18 dBm
and for modulation depths varying from 17 per Loc alignment tolerance = ± (tolerance in µA
cent to 23 per cent. × nominal sector width / 150) degrees
c) V90Hz and V150Hz = f(modulation depth), GP alignment tolerance = θ ± (tolerance in µA

for different values of the modulation depths, × nominal sector width / 150) degrees
their sum remaining constant, and at different
values of input level. Loc or GP sector tolerance = nominal sector
× [150/(150 ± tolerance in µA)] degrees
4.3.99 Glide path: For a given UHF frequency:
4.3.102 In Table I-4-10, the minimum accuracies of
a) Vagc = f(input level), the positioning are calculated from adjust and maintain
input level varying from: !104 dBm to !18 dBm tolerances. The tables show that the accuracy of the
Idev = f(input level), aircraft positioning measurement has to be better than
input level varying from: !90 dBm to !18 dBm 1/100 of a degree for Category III localizer and glide
and for: DDM = 0 path.
DDM = 0.088 in the 90 Hz
DDM = 0.088 in the 150 Hz Error budget
b) Iflag = f(input level), 4.3.103 The different components of the error budget
input level varying from: !90 dBm to !18 dBm relative to the positioning measurement of the plane are
and for modulation depths varying from 34 per listed below:
cent to 46 per cent.
a) the uncertainty on the database, describing
c) V90Hz and V150Hz = f(modulation depth), geometrically, the field and the facility to be
for different values of the modulation depths, inspected (definition of every characteristic point
their sum remaining constant, and at different in the runway reference coordinates system);
values of injection. b) the uncertainty on the platform coordinates
(x, y, z) on which the positioning system is set up
Note.— The different values to be chosen for (definition of some of them within one
localizer and glide path calibration tables depend on the centimetre);
receiver response and on the generator possibilities.
c) the lack of care in setting up the positioning
system on the ground;
Positioning
d) the instrumental error within its operating limits
General defined by the manufacturer;
4.3.100 The evaluation of some parameters includes e) the error due to the atmospheric refraction if
a combination of errors coming from the radio electrical optical or infra-red tracker is used;
outputs and from the positioning subsystem. By nature
these errors are independent, and it is acceptable to f) the parallax error due to the fact that the
consider that the global statistical error on the parameter positioning system and the phase centre of the
to be measured is equal to the square root of the sum of facility to be measured are not collocated;
31/10/02
No. 1
4-23A Manual on Testing of Radio Navigation Aids
g) the error due to the fact that the reference aircraft used for the measurement. Normally this effect is not
positioning point and the localizer or glide path noticed, but if an inspection of such a localizer is made
antenna are not collocated; and using different types of receiver, the results can be
confusing, unless this problem is understood.
h) the conical effect of the radiated pattern of the
glide path in the final part of the approach and
the fact that the ground reflection surface is not Receiver passband ripple
a perfect plane.
4.4.5 Some flight inspection (and user) receivers have
4.3.104 To reduce the three last components listed up to 6 dB of ripple in the IF passband. This can give
above, it is necessary to use high accuracy devices rise to unusual results when inspecting a two-frequency
providing distance (to a few metres), heading and capture-effect system. In regions where either the course
attitude (to about 0.1 degree each) information. If or clearance signal predominates, a high passband ripple
distance, heading, and attitude parameters are not has little effect. Problems are only caused in the
available, a crosswind limit should be set allowing transition region where course and clearance signals are
measurement accuracies to be within the limits required. of equal signal strength.
4.4.6 As an example, some two-frequency systems are

operated with the course and clearance frequencies
4.4 ILS-RELATED TOPICS interchanged between the main and standby transmitters.
This can result, for example in the course signals of TX1
being received on a peak in the IF passband response,
General and the clearance signals being received in a trough of
the passband response. The reverse is true when
4.4.1 This section deals with technical issues that are receiving TX2. The result is that in certain areas, TX1
not solely related to ground- or flight-testing. and TX2 will have differing flight inspection results
although ground measurements will show no difference
between the two transmitters.
Two-frequency system issues
4.4.7 The largest discrepancies between the two
transmitters for glide paths are normally seen when
Localizer receiver checking the azimuth coverage at ±8°, at 0.45θ and when
capture performance examining the above-path signal near 1.75θ. This is not
considered a serious problem, but awareness of it can
4.4.2 When receiving signals from a two-frequency save time by avoiding ground tests for discrepancies
capture-effect localizer system, some receivers exhibit a which in reality do not exist.
strong capture performance. Where the signals differ in
strength by more than 5 or 6 dB, the receiver will com-
pletely ignore the weaker signal. Other receivers require Receiver DDM processing
the signals to differ by more than 10 dB before the
weaker signal is completely ignored. 4.4.8 Several types of receivers that are in common
use for flight inspection and navigation process the
4.4.3 This effect shows its presence when inspecting received DDM before providing an output to the
a localizer with a combination of clearance signal recording or navigation equipment. This can affect
reflections onto the centre line and poor clearance carrier measurements made on localizers where the modulation
suppression on the centre line. If the receiver detector is sum in the clearance region rises to values much higher
not completely captured by the course signal on the than the nominal 40 per cent. These high values of
centre line, it will respond to clearance signals. The measured values are common for many antenna systems
result of this will be an increase in the measured with small apertures, e.g. a small number of elements
amplitude of centre line bends. installed on longer runways requiring smaller course
widths. Paragraph 3.1.3.5.3.6.1 of Annex 10, Volume I,
4.4.4 The outcome of this effect is that on localizers limits the SDM to a maximum value of 60 per cent for
with poor clearance suppression on the centre line, the equipment installed after 1 January 2000. (This limit is
measured bend amplitude is dependent on the receiver not applied to arrays installed before that date.)
31/10/02
No. 1
Chapter 4 . Instrument Landing Systems (ILS) 4-23B
4.4.9 There are several different processing algor- inspection system with no DDM processing, it will show
ithms used by receiver manufacturers. One commonly a high value of DDM over the entire clearance region
used algorithm normalizes the DDM whenever the and would appear to conform to published specifications.
modulation sum exceeds 40 per cent. The process However, an aircraft whose navigation receivers have the
divides the absolute DDM by the modulation sum and DDM processing described in 4.4.8 to 4.4.10 could make
then multiplies the result by 40. This means that if the an autocoupled approach to the localizer from a wide
modulation sum is 80 per cent, the absolute DDM figure angle. As the aircraft enters the region of high
will be halved. modulation depth, the processed DDM from the receiver
will fall rapidly and may be interpreted by the autopilot
4.4.10 This does not represent a problem for flight as entering the course sector and a capture manoeuvre
inspection use, but it is essential that the exact will be instigated. There are other factors involved in this
processing algorithm is known. This is particularly problem, such as the capture level setting of the
important where a flight inspection is being made to autopilot, but the various DDM processing algorithms
examine cases of false localizer capture. It is also have a great influence.
important to know the processing algorithms in the
navigation receivers fitted to the aircraft reporting the 4.4.12 With certain types of localizer antenna
problem. systems, it is difficult to eliminate the regions of high
modulation depth without affecting the sector width. It is
very important to know exactly what processing has been
Localizer false capture applied to the DDM being recorded. It is then possible to
calculate whether the localizer could cause problems for
4.4.11 If a localizer with regions of high modulation any of the aircraft, which may use it for autocoupled
depth outside the course sector is examined by a flight approaches.
31/10/02
No. 1
Table I-4-1. Summary of testing requirements — localizer
Annex 10, Volume I,

Voice feature 3.1.3.8 F

Modulation balance and depth 3.1.3.5 F/G
Displacement sensitivity 3.1.3.7 F/G
Off-course clearance 3.1.3.7.4 F
High-angle clearance N/A F
Course alignment accuracy 3.1.3.6 F/G
Course structure 3.1.3.4 F/G
Coverage (usable distance) 3.1.3.3 F/G
Polarization 3.1.3.2.2 F
Monitor system 3.1.3.11 F/G
Phasing N/A F/G
Orientation 3.1.3.1 G
Frequency 3.1.3.2 G
Spurious modulation 3.1.3.2.3 G
Carrier modulation frequency 3.1.3.5.3 G
Carrier modulation harmonic content 90 Hz 3.1.3.5.3 d) G
Carrier modulation harmonic content 150 Hz 3.1.3.5.3 e) G
Unwanted modulation 3.1.3.5.3.2 G
Phase of modulation tones 3.1.3.5.3.3 G
Phase of modulation tones dual frequency systems 3.1.3.5.3.4 G
Phasing of alternative systems 3.1.3.5.3.5 G
Sum of modulation depths 3.1.3.5.3.6 F/G
Sum of modulation depths when utilizing radiotelephony
3.1.3.5.3.7 F/G
communications
Frequency and phase modulation 3.1.3.5.4 G
DDM increase linear 3.1.3.7.4 F
Voice no interference to basic function 3.1.3.8.2
Phase to avoid null on dual frequency systems 3.1.3.8.3.1 F/G
Peak modulation depth 3.1.3.8.3.2 G
Audio frequency characteristic 3.1.3.8.3.3 G
Identification — no interference with guidance information 3.1.3.9.1 F
Identification tone frequency 3.1.3.9.2 G
Identification modulation depth 3.1.3.9.2 G
Identification speed 3.1.3.9.4 G
Identification repetition rate 3.1.3.9.4 G
Monitoring — total time of out-of-tolerance radiation 3.1.3.11.3 G
Back course sector width N/A F
Back course alignment N/A F
Back course structure N/A F
Back course modulation depth N/A F
Legend: N/A = Not applicable

F = Flight inspection
G = Ground test
Table I-4-2. Summary of testing requirements — glide path
Annex 10, Volume I,

Angle
Alignment 3.1.5.1.2.2, 3.1.5.1.4, F/G
Height of reference datum 3.1.5.1.5, 3.1.5.1.6
Displacement sensitivity 3.1.5.6 F/G
Clearance below and above path 3.1.5.3.1, 3.1.5.6.5 F/G
Glide path structure 3.1.5.4 F
Structure N/A F
Modulation balance and depth 3.1.5.5.1 F/G
Obstruction clearance N/A F
Coverage (usable distance) 3.1.5.3 F/G
Monitor system 3.1.5.7 F/G
Phasing N/A F/G
Orientation 3.1.5.1.1 G
Frequency 3.1.5.2.1 G
Polarization 3.1.5.2.2 F
Unwanted modulation 3.1.5.2.3 G
Carrier modulation frequency 3.1.5.5.2
Carrier modulation harmonic content 90 Hz 3.1.5.5.2 d) G
Carrier modulation harmonic content 150 Hz 3.1.5.5.2 e) G
Unwanted amplitude modulation 3.1.5.5.2.2
Phase of modulation tones 3.1.5.5.3 G
Phase of modulation tones, dual frequency systems 3.1.5.5.3.1 G
Phase of modulation tones, alternative systems 3.1.5.5.3.2 G
Monitoring — total time of out of tolerance radiation 3.1.5.7.3.1 G

F = Flight inspection
G = Ground test
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Table I-4-4. Ground test requirements for ILS performance

Categories I, II, and III localizers
Annex 10, Doc 8071

Volume I, Volume I,
Parameter reference reference Measurand Tolerance (See Note 1) Uncertainty Periodicity
Orientation 3.1.3.1 Orientation Correct Annual
Frequency 3.1.3.2.1 4.2.12 Frequency Frequency single: 0.005% 0.001% Annual

Dual: 0.002% 0.0005%
Separation: >5 kHz <14 kHz.
Spurious modulation 3.1.3.2.3 DDM, Deviation <0.005 DDM peak-to-peak 0.001 DDM Quarterly
Coverage (usable distance) 3.1.3.3.1 4.2.13 Power As set at commissioning. See Note 2. 1 dB Quarterly
Course structure (Category III only) 3.1.3.4 4.2.8, DDM As described in Annex 10. 0.001 DDM Quarterly
4.2.9
Carrier modulation 3.1.3.5.1 4.2.15 DDM, Depth Within 10 µA of the modulation balance value. 0.001 DDM Quarterly
C Balance 18-22% 0.2%
C Depth
Carrier modulation frequency 3.1.3.5.3 4.2.14 Frequency Cat I: ±2.5% Annual

Cat II: ±1.5% 0.1%
Cat III: ±1%
Carrier modulation harmonic content (90 Hz) 3.1.3.5.3 d) 4.2.17 Total 2nd harmonic <10% Annual
<5% (Cat III) 0.5%
Carrier modulation harmonic content (150 Hz) 3.1.3.5.3 e) 4.2.17 Total 2nd harmonic <10% Annual
0.5%
<5% (Cat III)
Unwanted modulation 3.1.3.5.3.2 Ripple Modulation depth <0.5% 0.1% Semi-annual
Phase of modulation tones 3.1.3.5.3.3 4.2.18 LF phase Cat I, II: <20° 4° Annual
to Cat III: <10° 2°
4.2.20
Phase of modulation tones dual frequency systems (each 3.1.3.5.3.4 4.2.18 LF phase Cat I, II: <20° 4° Annual
carrier and between carriers) to Cat III: <10° 2°
4.2.20
Phasing of alternative systems 3.1.3.5.3.5 4.2.18 LF phase Cat I, II, nominal: ±20° 4° Annual
to Cat III nominal: ±10° 2°
4.2.20
Sum of modulation depths 3.1.3.5.3.6 4.2.15 Modulation depth Modulation depth <95% 2% Quarterly
Sum of modulation depths when using radiotelephony 3.1.3.5.3.7 4.2.15 Modulation depth Modulation depth <65% ±10°, <78% beyond 10° Monthly
2%
communications
Course alignment 3.1.3.6.1 4.2.8, DDM, Distance Cat I: <10.5 m. See Note 2. I C Quarterly
4.2.9 Cat II: <7.5 m 0.3 m IIC Monthly
Cat III: < 3 m III C Weekly
Annex 10, Doc 8071

Volume I, Volume I,
Displacement sensitivity 3.1.3.7 4.2.10 DDM/metre 0.00145 nominal. See Note 2.

Cat I, II: ±17% ±3% I, II C Quarterly
Cat III: ±10% ±2% III C Monthly
Peak modulation depth 3.1.3.8.3.2 Modulation depth <50% 2% Quarterly
Audio frequency characteristic 3.1.3.8.3.3 Modulation depth ±3dB 0.5 dB Annual
Identification tone frequency 3.1.3.9.2 Tone frequency 1 020 ±50 Hz 5 Hz Annual
Identification modulation depth 3.1.3.9.2 4.2.16 Modulation depth As commissioned. 1% Quarterly
Identification speed 3.1.3.9.4 Tone frequency 1 020 ±50 Hz 1%
Identification repetition rate 3.1.3.9.4 Time As commissioned.
Phase modulation 3.1.3.5.4 4.2.21 Peak deviation Limits given in FM Hz/PM radians: see Note 5. 3 years
to
4.2.23 90 Hz 150 Hz (Difference Hz)
Cat I: 135/1.5 135/0.9 45 10 Hz

Cat II: 60/0.66 60/0.4 20 5 Hz
Cat III: 45/0.5 45/0.3 15 5 Hz
Monitoring DDM, Distance See Note 2.
C Course shift 3.1.3.11.2 4.2.25 Monitor must alarm for a shift in the main course line from the runway
centre line equivalent to or more than the following distances at the
ILS reference datum.
Cat I: 10.5 m (35 ft) 2m I C Quarterly

Cat II: 7.5 m (25 ft) 1m II C Monthly
Cat III: 6.0 m (20 ft) 0.7 m III C Weekly
See Notes 3 and 4
C Change in displacement sensitivity 3.1.3.11.2 f) 4.2.26 DDM, Distance Monitor must alarm for a change in displacement sensitivity to a value
differing from the nominal value by more than:
Cat I: 17% ±3%

Cat II: 17% ±3%
Cat III: 17% ±3%
Required only for certain types of localizer.
C Clearance signal 3.1.3.11.2.1 DDM Monitor must alarm when the off-course clearance cross-pointer ±5 µA
deflection falls below 150 µA anywhere in the off-course coverage
area.
C Reduction in power 3.1.3.11.2 d) 4.2.27 Power field strength Monitor must alarm either for a power reduction of 3 dB, or when the ±1 dB relative
and e) coverage falls below the requirement for the facility, whichever is the
smaller change.
C Total time, out-of-tolerance radiation 3.1.3.11.3 4.2.24 Time For two-frequency localizers, the monitor must alarm for a change of ±5 µA
Annex 10, Doc 8071

Volume I, Volume I,
±1dB in either carrier, unless tests have proved that use of the wider 0.2 s
limits above will not cause unacceptable signal degradation (>150 µa
in clearance sector).
Cat I: 10 s
Cat II:5 s
Cat III: 2 s
Notes:
1. In general, the equipment settings should not be modified if the listed parameters are within 50 per cent of tolerance. See 4.2.54 and 4.2.55.
2. After the commissioning, flight check for the localizer, ground measurements of course alignment, displacement sensitivity, and power output should be made, both for normal and monitor alarm conditions. These measurements
should be noted and used as reference in subsequent routine check measurements.
3. The periodicity for monitor tests may be increased if supported by an analysis of integrity and stability history.
4. These tests also apply to those parameters measured by the far-field monitor, if installed.
5. This measurement applies to the difference in peak frequency deviation between the separate measurements of the undesired 90 Hz FM (or equivalent PM) and the 150 Hz FM, using the filters specified in the table in 4.2.23.
Table I-4-5. Ground test requirements for ILS performance

Categories I, II and III glide paths
Annex 10, Doc 8071

Volume I, Volume I,
Orientation 3.1.5.1.1 Orientation Correct Annual
Path angle 3.1.5.1.2.2 4.2.29 DDM, Angle See Note 2. Quarterly

to
4.2.31 Cat I: Within 7.5% of nominal angle Cat I: 0.75%
Cat II: Within 7.5% of nominal angle Cat II: 0.75%
Cat III: Within 4% of nominal angle Cat III: 0.4%
Frequency 3.1.5.2.1 4.2.34 Frequency Single 0.005% 0.001% Annual

Dual 0.002% 0.0005%
Separation >4 kHz, <32 kHz 0.0005%
Unwanted modulation 3.1.5.2.3 DDM ±0.02 DDM peak-to-peak 0.004 DDM Semi-annual
Coverage (usable distance) 3.1.5.3 4.2.35 Power As commissioned. 1 dB Quarterly
Carrier modulation (See Note 3) 3.1.5.5.1 4.2.37 Modulation depth 0.002 DDM 0.001 DDM Quarterly
C Balance 37.5% to 42.5% for each tone 0.5%
C Depth
Carrier modulation frequency 3.1.5.5.2 a), b), 4.2.36 Frequency of Cat I: 2.5% Annual
and c) modulation tones Cat II: 1.5% 0.01%
Cat III: 1%
Carrier modulation harmonic content (90 Hz) 3.1.5.5.2 d) 4.2.38 Total <10% Annual
1%
2nd harmonic <5% (Cat III)
Carrier modulation harmonic content (150 Hz) 3.1.5.5.2 e) 4.2.38 Total <10% Annual
1%
2nd harmonic < 5% (Cat III)
Unwanted amplitude modulation 3.1.5.5.2.2 Ripple <1% Annual
Phase of modulation tones 3.1.5.5.3 4.2.39 Phase Cat I, II: <20° 4° Annual
Cat III: <10° 2°
Phase of modulation tones, dual frequency systems 3.1.5.5.3.1 4.2.39 Phase Cat I, II: <20° 4° Annual
(each carrier and between carriers) Cat III: <10° 2°
Phase of modulation tones, 3.1.5.5.3.2 4.2.39 Phase Cat I, II: Nominal ± 20° 4° Annual
alternative systems Cat III: Nominal ± 10° 2°
Displacement sensitivity 3.1.5.6 4.2.32 DDM, Angle Refer to Annex 10, Volume I, 3.1.5.6 Cat I: 2.5% Quarterly
See Note 2. Cat II: 2.0% Quarterly
Cat III: 1.5% Monthly
Phase modulation 3.1.5.5.4 Peak deviation Limits given in FM Hz / PM radians: See Note 5. 3 years
90 Hz 150 Hz Difference (Hz)
Cat I: 150/1.66 150/1.0 50 10 Hz

Cat II, III: 90/1.0 90/0.6 30 10 Hz
Annex 10, Doc 8071

Volume I, Volume I,
Monitoring (See Note 4) DDM, Angle See Note 2. ±4 µA Cat I, II C Quarterly

Monitor must alarm for a change in angle of 7.5% of the promulgated Cat III C Monthly
C Path angle 3.1.5.7.1 a) 4.2.42 angle.
C Change in displacement sensitivity 3.1.5.7.1 d), e) 4.2.43 DDM, Angle Cat I: Monitor must alarm for a change in the angle between the
glide path and the line below the glide path at which 75 µA is
obtained, by more than 3.75% of path angle.
Cat II: Monitor must alarm for a change in displacement sensitivity
by more than 25%.
Cat III: Monitor must alarm for a change in displacement sensitivity
by more than 25%.
C Reduction in power 3.1.5.7.1 b), c) 4.2.44 Power Monitor must alarm either for a power reduction of 3 dB, or when the ±1 dB
coverage falls below the requirement for the facility, whichever is the
smaller change.
For two-frequency glide paths, the monitor must alarm for a change of ±0.5 dB
±1dB in either carrier, unless tests have proved that use of the wider
limits above will not cause unacceptable signal degradation.
C Clearance signal 3.1.5.7.1 g) DDM, Angle Monitor must alarm for DDM <0.175 below path clearance area
C Total time of out-of-tolerance radiation 3.1.5.7.3.1 4.2.24 Time Cat I: 6s

Cat II, III:2 s
Notes:
1. In general, the equipment settings should not be modified if the listed parameters are within 50 per cent of the given tolerances. See 4.2.54 and 4.2.55.
2a) After the commissioning, flight check for the glide path, ground measurements of glide path angle, displacement sensitivity, and clearance below path, may be made, both for normal and monitor alarm conditions. These
measurements may be used as reference in subsequent routine check measurements.
2b) After the commissioning, flight check for the glide path and ground measurements of the glide path power should be made, both for normal and monitor alarm conditions. These measurements may be used as reference in
subsequent routine check measurements.
3. The tolerances given are for routine checks only. All parameters should be set to nominal values at the time of commissioning.
5. This measurement applies to the difference in peak frequency deviation between the separate measurements of the undesired 90 Hz FM (or equivalent PM) and the 150 Hz FM, using the filters specified in the table in 4.2.23.
Table I-4-6. Ground test requirements for ILS marker beacons
Annex 10, Doc 8071 Periodicity

Volume I, Volume I,
Parameter reference reference Measurand Tolerance (see Note 1) Uncertainty
Frequency 3.1.7.2.1 4.2.45 Frequency ±0.01% (0.005% recommended) 0.001% Annual
RF output power 4.2.46 Power ±15% 5% Quarterly
Carrier modulation 3.1.7.4.2 4.2.47 Modulation 91-99% 2% Quarterly

depth
Carrier modulation frequency 3.1.7.4.1 4.2.48 Frequency Nominal ±2.5% 0.01% Semi-annual
of tone
Carrier modulation harmonic content 4.2.49 Modulation Total <15% 1% Annual

depth
Keying 3.1.7.5.1 4.2.50 Keying Proper keying, clearly audible Quarterly
OM: 400 Hz, 2 dashes per second continuously. ±0.1 s

MM: 1 300 Hz, alternate dots and dashes continuously. The ±0.1 s
sequence being repeated once per second.
IM: 3 000 Hz, 6 dots per second continuously. ±0.03 s
Monitor system 3.1.7.7.1 4.2.51 Alarm at: Quarterly

See Note 2.
C Carrier power Power !3 dB 1 dB
C Modulation depth Percent >50 % 2%
C Keying Presence Loss or continuous
Notes:
1. The tolerances given are for routine checks only. All parameters should be set to nominal values at the time of commissioning.
Table I-4-7. Flight inspection requirements and tolerances

for localizer Category (Cat) I, II and III
Annex 10, Doc 8071, Inspection type

Volume I, Volume I,
Parameter reference reference Measurand Tolerance Uncertainty S C, C P
Identification 3.1.3.9 4.3.12 Morse code Proper keying, clearly audible to the limit of the range. Subjective x x
assessment
Voice feature 3.1.3.8 4.3.13 Audibility, Clear audio level similar to identification, no effect Subjective x x
DDM on course line. assessment
Modulation N/A DDM, See Note 1. x

3.1.3.5 Modulation, 0.002 DDM 0.001 DDM x x
C Balance 4.3.14 Depth 18% to 22% ±.5% x x x
C Depth 4.3.15
Displacement sensitivity 3.1.3.7 4.3.16 DDM Cat I: Within 17% of the nominal value ±3 µA x x x
to Cat II: Within 17% of the nominal value ±3 µA
4.3.20 Cat III: Within 10% of the nominal value ±2 µA
See Note 2. For nominal
150 µA input
Off-course clearance 3.1.3.7.4 4.3.21, DDM On either side of course line, linear increase to 175 µA, then ±5 µA x x x
4.3.22 maintenance of 175 µA to 10°. Between 10° and 35°, minimum 150 For nominal
µA. Where coverage required outside of ±35°, minimum of 150 µA 150 µA input
except in back course sector.
High-angle clearance N/A 4.3.23 DDM Minimum of 150 µA. ±5 µA x x

to For nominal
4.3.25 150 µA input
Course alignment accuracy 3.1.3.6 4.3.26 DDM, Equivalent to the following displacements at the ILS reference datum: x x x
to Distance,
4.3.28 Angle Cat I: ±10.5 m (35 ft) Cat I: ±2 m
Cat II: ±7.5 m (25 ft) Cat II: ±1 m
[±4.5 m (15 ft) for those Cat II localizers which are adjusted
and maintained within ±4.5 m]
Cat III: ±3 m (10 ft) Cat III: ±0.7m
Phasing 4.3.39, DDM <10 µA of the modulation balance value. See Note 3. ±1 µA x x x
4.3.40
DDM increase linear 3.1.3.7.4 DDM >180 µA (Linear increase from 0 to >180 µA) x x
Voice no interference to basic function 3.1.3.8 DDM, No interference. x x

Speech
Phase to avoid voice null on dual frequency systems 3.1.3.8.3.1 Speech No nulls. x x

Volume I, Volume I,
Course structure 3.1.3.4 4.3.29 DDM Outer limit of coverage to Point A: 30 µA all categories See Annex 10, x x x
to Volume I, Att. C,
See Annex 10, 4.3.33 2.1.5.
Volume I, Point A to Point B: From Point A to B,
Attachment C, 3 µA decreasing
Note to 2.1.3 Cat I: Linear decrease to 15 µA to 1 µA
Cat II: Linear decrease to 5 µA
Cat III: Linear decrease to 5 µA
Beyond Point B: From Point B to E,

1 µA
Cat I: 15 µA to Point C
Cat II: 5 µA to Reference datum
Cat III: 5 µA to Point D, then linear increase to 10 µA at Point E.
See Note 4 for application of tolerances.
Coverage (usable distance) 3.1.3.3 4.3.34 Flag current, From the localizer antenna to distances of: x x x
to DDM
See Annex 10, 4.3.36 46.3 km (25 NM) within ±10° from the course line.
Volume I, 31.5 km (17 NM) between 10° and 35° from the course line.
Attachment C, 18.5 km (10 NM) beyond ±35° if coverage is provided.
Figures C-7 (See detailed procedure for exceptions.)
and C-8
C Field strength Field strength >40 microvolts/metre (!114 dBW/m2) ±3 dB
Polarization 3.1.3.2.2 4.3.37 DDM For a roll attitude of 20° from the horizontal: x x
Cat I: 15 µA on the course line

± 1 µA
Cat II: 8 µA on the course line
Cat III: 5 µA within a sector bounded by 20 µA
either side of the course line.
Back course 4.3.41 DDM, Angle Not less than 3°. 0.1 ° x x
to
C Sector width N/A 4.3.43
C Alignment N/A DDM, Distance Within 60 m of the extended centre line at 1 NM. ±6 m x x
C Structure N/A DDM Limit of coverage to final approach fix: ±40 µA Annex 10, x x
FAF to 1.85 km (1 NM) from threshold: ±40 µA Volume I,
Decreasing at a linear rate to: ±20 µA Attachment C,
2.1.4
C Modulation depth N/A Modulation depth 18% to 22% approximately 9 km (5 NM) from the localizer. ±0.5% x x
See Note 1.

Volume I, Volume I,
Monitor system 3.1.3.11 4.3.38 See Note 2.
C Alignment DDM, Distance Monitor must alarm for a shift in the main course line from the runway x x
centre line equivalent to or more than the following distances at the
ILS reference datum.
Cat I: 10.5 m (35 ft) 2m

Cat II: 7.5 m (25 ft) 1m
Cat III: 6.0 m (20 ft) 0.7 m
C Displacement sensitivity DDM, Distance Monitor must alarm for a change in displacement sensitivity to a value x x
differing from the nominal value by more than:
Cat I: 17% ±4%

Cat II: 17% ±4%
Cat III: 17% ±2%
C Off-course clearance DDM Required only for certain types of localizer. Monitor must alarm when ±5 µA x x
the off-course clearance cross-pointer deflection falls below 150 µA ±1 dB relative
anywhere in the off-course coverage area.
C Power Power field strength Monitor must alarm either for a power reduction of 3 dB, or when the ± 5 µA x
smaller change. For two-frequency localizers, the monitor must alarm
for a change of ±1 dB in either carrier, unless tests have proved that
use of the wider limits above will not cause unacceptable signal
degradation (>150 µa in clearance sector)
Notes:
1. Recommended means of measurement is by ground check.

2. Recommended means of measurement is by ground check, provided that correlation has been established between ground and air measurements.
3. Optional, at the request of the ground technician, unless good correlation between airborne and ground phasing techniques has not been established.
4. Course structure along the runway may be measured by flight inspection or by ground vehicle. Refer to 4.3.79 for guidance on structure analysis.

S = Site
C, C = Commissioning, Categorization
P = Periodic C Nominal periodicity 180 days
Table I-4-8. Flight inspection requirements and tolerances

for glide path Categories (Cat) I, II and III

Volume I, Volume I,
Parameter reference reference Measurand Tolerance Uncertainty S C,C P
Angle 4.3.45, DDM, Cat I: Within 7.5% of nominal angle Cat I: 0.75% x x x
4.3.46 Angle Cat II: Within 7.5% of nominal angle Cat II: 0.75%
C Alignment 3.1.5.1.2.2 Cat III: Within 4% of nominal angle Cat III: 0.3%
of nominal angle
C Height of reference datum 3.1.5.1.5 DDM Cat I: 15 m (50 ft) + 3 m (10 ft) (See Note 3) x
3.1.5.1.6 Cat II: 15 m (50 ft) + 3 m (10 ft) (See Note 3) 0.6 m
3.1.5.1.4 Cat III: 15 m (50 ft) + 3 m (10 ft) (See Note 3)
Displacement sensitivity 3.1.5.6 4.3.47 DDM, Refer to Annex 10, Volume I, 3.1.5.6 Cat I: 2.5% x x x
to Angle Cat II: 2.0%
C Value 4.3.49 Cat III: 1.5%
C Symmetry
Clearance 4.3.50 DDM, Not less than 190 µA at an angle above the horizontal of not less than ±6 µA for a x x x
Angle 0.3θ. If 190 µA is realized at an angle greater than 0.45θ, a minimum nominal 190 µA
C Below path 3.1.5.6.5 of 190 µA must be maintained at least down to 0.45θ. input
C Above path 3.1.5.3.1 Must attain at least 150 µA and not fall below 150 µA until 1.75θ is
reached.
Glide path structure 3.1.5.4 4.3.52 DDM See Note 5. x x x

Cat I: From coverage limit to Point C: 30 µA. Cat I: 3 µA
Cat II and III: From coverage limit to Point A: 30 µa Cat II: 2 µA
From Point A to Point B: linear decrease from 30 µA Cat III: 2 µA
to 20 µA.
From Point B to reference datum: 20 µA.
Modulation Modulation depth See Note 1.
C Balance 4.3.53 0.002 DDM 0.001 DDM x x x

C Depth 3.1.5.5.1 4.3.54 37.5% to 42.5% for each tone. 0.5% x x x
Obstruction N/A DDM Safe clearance at 180 µa (Normal), or at 150 µa Subjective x x x

(wide alarm). assessment
C Clearance 4.3.55
Coverage 3.1.5.3 4.3.56 Flag current Satisfactory receiver operation in sector 8° azimuth either side of the ±3 dB x x x
localizer centre line for at least 18.5 km (10 NM) up to 1.75θ and down
C Usable distance to 0.45θ above the horizontal, or to a lower angle, down to 0.3θ as
required to safeguard the glide path intercept procedure.
C Field strength Field strength >400 µV/m (!95 dBW/m2) (Refer to Annex 10 for specific signal
strength requirements.)
31/10/02
No. 1

Volume I, Volume I,
Monitor system 3.1.5.7 4.3.57, DDM, See Note 2. ±4 µA x x

4.3.58 Angle Monitor must alarm for a change in angle of 7.5% of the promulgated
C Angle angle
C Displacement sensitivity DDM, Cat I: Monitor must alarm for a change in the angle between the
Angle glide path and the line below the glide path at which 75 µA
is obtained, by more than 0.037θ.
±4 µA
Cat II: Monitor must alarm for a change in displacement sensitivity x x
±1 dB
by more than 25%.
Cat III: Monitor must alarm for a change in displacement sensitivity
by more than 25%.
C Power Power Monitor must alarm either for a power reduction of 3 dB, or when the
smaller change.
±0.5 dB
For two-frequency glide paths, the monitor must alarm for a change of
±1 dB in either carrier, unless tests have proved that use of the wider
limits above will not cause unacceptable signal degradation.
Phasing N/A 4.3.59 No fixed tolerance. To be optimized for the site and equipment. See N/A x x
to Note 4.
4.3.65
Notes:
1. Recommended means of measurement is by ground check.

2. Recommended means of measurement is by ground check, provided that correlation has been established between ground and air measurements.
3. This requirement only arises during commissioning and categorization checks. The method of calculating the height of the extended glide path at the threshold is described in 4.3.81, Analysis C Reference
datum height (RDH). For Category I approaches on Code 1 and 2 runways, refer to 3.1.5.1.6 of Annex 10, Volume I.
4. Optional, at the request of the ground technician.
5. Tolerances are referenced to the mean course path between Points A and B, and relative to the mean curved path below Point B.
Legend: S = Site
C,C = Commissioning, Categorization
P = Periodic C Nominal periodicity is 180 days
N/A = Not applicable
Table I-4-9. Flight inspection requirements and tolerances for ILS marker beacons

Volume I, Volume I,
Keying 3.1.7.4 4.3.66 Keying Proper keying, clearly audible x x

3.1.7.5
OM: 400 Hz, 2 dashes per second continuously. ±0.1 s
MM: 1 300 Hz alternate dots and dashes continuously. The sequence ±0.1 s
being repeated once per second.
IM: 3 000 Hz, 6 dots per second continuously. ±0.03 s
Coverage 3.1.7.3 4.3.67 Signal level Proper indication over the beacon or other defined point. x x x
to distance
C Indications 4.3.71
C Field strength 3.1.7.3.2 Field strength When checked while flying on localizer and glide path, coverage
should be:
OM: 600 m ±200 m (2 000 ft ±650 ft) ±40 m

MM: 300 m ±100 m (1 000 ft ±325 ft) ±20 m
IM: 150 m ±50 m (500 ft ±160 ft) ±10 m
On a normal approach, there should be a well-defined separation ±3 dB

between the indications from the middle and inner markers.
Measurement should use the Low sensitivity setting on receiver. (Refer

to Annex 10 for specific field strength requirements)
Monitor system 3.1.7.7 4.3.72, An operationally usable indication should be obtained for a reduction ±1 dB x x
4.3.73 in power output of 50%, or a higher power at which the equipment will
be monitored. See Note.
Standby equipment 4.3.74 Same checks and tolerances as main equipment. x x
Note.C Alternatively, this can be checked by analysing the field strength recording.
Legend: S = Site
C,C = Commissioning, Categorization
P = Periodic C Nominal periodicity is 180 days
N/A = Not applicable
Table I-4-10. Minimum positioning subsystem accuracies
Category I Category II Category III
Constraint Constraint Constraint

Measurements point Accuracy point Accuracy point Accuracy
Angular C 0.02°, 0.04° T 0.007°, 0.01° D 0.006°, 0.008°

(See Note) (See Note) (See Note )
— Localizer
— Glide path 0.006 θ 0.003 θ 0.003 θ
Distance 0.19 km 0.19 km 0.19 km

(0.1 NM) (0.1 NM) (0.1 NM)
Note.— Extreme figures are calculated for the limit values of the localizer sector (3E and 6E )taking into account the
different runway lengths.
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Chapter 5
NON-DIRECTIONAL BEACON (NDB)
5.1 INTRODUCTION this process, a servo motor (or electronics) drives the loop
(or goniometer) to a balanced position dependent upon the
direction of the signal source, and a corresponding
System description synchronous azimuth indication is provided on the aircraft
ADF bearing indicator instrument. The performance of the
5.1.1 A non-directional beacon (NDB) (also called a equipment may be degraded if the signal from the NDB is
low- or medium-frequency homing beacon) transmits modulated by an audio frequency equal or close to the
non-directional signals, primarily via ground wave propa- loop switching frequency or its second harmonic. Loop
gation, whereby a pilot can determine the bearing to the switching frequencies are typically between 30 Hz and
ground beacon and “home-in” on it. These facilities 120 Hz.
operate on frequencies available in portions of the band
between 190 and 1 750 kHz with keyed identification and
optional voice modulation. The airborne receiver instal-
Factors affecting
lation is usually called an Automatic Direction Finder
NDB performance
(ADF).
Rated coverage
Ground equipment
5.1.4 The rated coverage of an NDB is an area in which
5.1.2 The ground equipment consists of a transmitter,
a specified minimum signal strength of the ground wave
antenna tuner and monitor, with optional standby
is obtained. Provided that an adequate value of signal
transmitter, automatic changeover equipment and auto-
strength is chosen, there is a high probability of obtaining
matic antenna tuner. The monitor is not always collocated
accurate bearings in this area. However, since other
with the transmitter equipment. The transmitter normally
factors (some of which are discussed below) determine
transmits a continuous carrier modulated by either
whether accurate bearings are obtained, it is necessary to
1 020 Hz or 400 Hz keyed to provide identification. In
measure the quality of the bearings from the ADF during
some special cases of high interference or noise levels, the
a flight check to assess the effective coverage of the NDB.
unmodulated carrier is keyed instead. The transmitter
power is selected to provide the required minimum
coverage, and varies from a few watts to several kilowatts.
The antenna system is a vertical radiator, commonly with
Factors affecting signal strength
top loading, with an extensive earth system to improve
of ground wave
efficiency and restrict high angle radiation.
5.1.5 Antenna current. The signal strength obtained at
any point throughout the rated coverage area is directly
Airborne user equipment proportional to the current in the vertical radiator of the
antenna. Doubling the antenna current will double the
5.1.3 Airborne ADF equipment includes an omnidirec- strength at a fixed point or double the range for a fixed
tional sense antenna and a rotatable loop (or a fixed loop value of signal strength. The power radiated is dependent
and a goniometer performing the same function). A con- on the antenna and ground system efficiency, which varies
tinuous switched phase comparison process between loop typically from 2 to 10 per cent. The power dissipated by
and sense antenna inputs resolves the 180-degree the NDB transmitter is the sum of the powers radiated and
ambiguity that normally exists in the loop input. As part of dissipated by the ground system and ohmic losses.
5-1
5.1.6 Ground conductivity. The transmitter power 5.2 GROUND TESTING

necessary to drive a given current through the antenna and
ground system varies with the soil conductivity at the
antenna site. The signal strength of the ground wave also General
depends on the conductivity of the soil between the trans-
mitter and receiver. The conductivity of seawater is higher 5.2.1 The purpose of ground testing is to ensure that
than soil, hence the range over seawater is usually greater the NDB radiates a signal, which meets the requirements
than over land. of Annex 10, Volume I, on a continuing basis. Since NDB
equipment varies greatly, it is not possible to define
5.1.7 Altitude. An increase in signal strength can be detailed tests applicable to all types. Therefore, only a
expected as the aircraft height is increased, the effect high-level description of the tests is provided. Refer to the
being most marked over soil of poor conductivity, and manufacturer’s recommendations for additional tests and
almost negligible over seawater. detailed procedures for specific equipment.
Ground performance parameters

Factors affecting the quality and accuracy
of ADF bearings (effective coverage) 5.2.2 Ground test requirements are listed in Table I-5-2.
5.1.8 Noise. The effective coverage is limited by the

ratio of the strength of the steady (non-fading) signal
received from the NDB to the total noise intercepted by Ground test procedures
the ADF receiver. The noise admitted to the receiver
depends on the bandwidth of the receiver, the level and 5.2.3 Carrier frequency. The carrier frequency should
characteristics of atmospheric noise in the area together be checked against an accurate frequency standard or
with noise sources in the aircraft and the level of the counter. Refer to the manufacturer’s instructions for
interference produced by other radio emissions. If the detailed procedures.
signal-to-noise ratio is less than the limiting value, useful
bearings cannot be obtained. In some cases, the effective 5.2.4 Antenna current. On most equipment, a meter is
coverage may be limited to the range of a usable provided to read the current in the series-resonant antenna
identification signal. system. (If not provided, an RF thermocouple-type
ammeter should be temporarily inserted at ground
potential in the series resonant antenna tuner circuit.) Any
5.1.9 Night effect. The effective coverage of an NDB is change in this current from its initial value at commission-
also limited at night when a skywave, reflected from the ing could be due to a change in the power delivered from
ionosphere is present at the receiver in addition to the the transmitter and/or a change in the characteristics of the
vertically polarized ground wave on which the system antenna system, including the transmission line and
depends during the day. The interaction of these two ground system. Changes should be investigated, as the
signals from the NDB results in bearing errors in the ADF. coverage performance of the beacon will be affected.
The effect is independent of transmitter power.
5.2.5 Modulation depth. The modulation depth can be
5.1.10 Terrain effects. Errors in ADF bearings are measured by a modulation meter (which may be built into
often produced over rugged terrain or where abrupt the equipment) or by an oscilloscope. Refer to the manu-
discontinuities occur in the ground surface conductivity. facturer’s instructions for detailed procedures for using a
The effect results in an oscillating bearing and usually modulation meter. When using an oscilloscope, the modu-
diminishes with increasing aircraft altitude. lated signal from the NDB (preferably obtained from a
pick-up antenna) is displayed and the modulation depth
obtained by measuring the maximum and minimum of the
modulation envelope. (The radiated modulation percent-
Testing requirements age, as observed with a pick-up antenna, may be reduced
due to the high Q factor of the antenna system.) If Amax
5.1.11 A summary of testing requirements for NDB and Amin are the maximum and minimum of the envelope
facilities is given in Table I-5-1. respectively, then:
Chapter 5. Non-directional Beacon (NDB) 5-3
Amax – Amin ing equipment is a modulation monitor and distortion

Modulation % = × 100% meter. Detailed procedures for the use of this equipment
Amax + Amin
can be found in the manufacturer’s instructions.
5.2.6 Modulation frequency. The modulation frequency
should be measured using a frequency meter or a counter, 5.2.11 Monitor system. The monitor system, when
or by comparison of the modulation frequency with that provided, should be checked to ensure it will detect
generated by an accurate (1.0 per cent) audio generator. erroneous transmissions from the NDB. Some monitors
Refer to the manufacturer’s instructions for the operation include switching functions that permit fault conditions to
of these instruments. be simulated. In other cases, NDB fault conditions should
be simulated as closely as possible to check that the
5.2.7 Modulation depth of power supply frequency monitor will alarm. Detailed procedures can be found in
components. A monitor may be installed with some NDB the manufacturer’s instructions.
equipment to provide a means of detecting excessive
power supply modulation on the carrier. A metering pos- 5.2.12 Reserved.
ition is usually provided to enable this modulation depth
to be read for testing purposes. Alternatively, an oscillo-
scope can be used to display the NDB signal (with identi- Test equipment
fication modulation removed). By using a suitable time
base frequency, modulation at the power supply frequency 5.2.13 Test equipment list. The following test equip-
can be identified. ment is recommended for NDB ground maintenance:
5.2.8 Spurious modulation components. The measure- a) frequency meter, standard, or counter with an
ment of the modulation depth of spurious components on accuracy of at least 0.001 per cent (for carrier
the carrier requires the use of a modulation meter or the frequency);
modulation measuring circuits, which may be incorporated
in the monitor. With the identification modulation b) RF thermocouple ammeter (if not part of the
removed, the residual modulation depth of the carrier is equipment), for measuring the antenna current;
measured.
c) distortion meter or wave analyser, for audio
5.2.9 Carrier level during modulation. A change in frequencies distortion;
carrier level with modulation can be measured using a
field intensity meter, modulation meter, carrier level meter d) frequency meter or standard frequency source with
on the monitor, or an oscilloscope. Using the first three an accuracy of at least 0.5 per cent (for identifi-
methods, any change in the carrier level indication can be cation frequency measurement) — this instrument
noted by comparing the level with and without identifi- can typically be the same as used in a) above;
cation modulation. (Depending on the detection and
metering circuits used in these three methods, the band- e) modulation meter or oscilloscope for modulation
width of the radio frequency circuits may need to be percentage measurements; and
narrow enough to reject the modulation sidebands.) Using
an oscilloscope, a pattern is displayed as described in 5.2.6 f) field intensity meter where ground field strength
and the average carrier level with and without identifi- measurements are to be made or where an airborne
cation modulation is found. The carrier level without field strength installation is to be calibrated. The
modulation can be read directly from the screen, while the field intensity meter can also be used to check for
average level with modulation is: the radiation of spurious harmonics from the NDB.
Amax + Amin
2 5.3 FLIGHT TESTING
5.2.10 Audio frequency distortion. The design of the

transmitting equipment will usually ensure that modulation General
distortion is acceptably small. However, if a distorted
signal is reported, a measurement should be made of this 5.3.1 The primary objectives of flight testing are to
parameter and appropriate action taken. The usual measur- determine the coverage and quality of the guidance
provided by the NDB system and to check for interference voice and identification, and cross-pointer activity. The
from other stations. These assessments are to be made in use of either or both methods depends upon operational
all areas where coverage is required and with all and engineering requirements.
operational procedures designed for the NDB, in order to
determine the usability of the facility and to ensure that it 5.3.6 Co-channel interference. In areas where the
meets the operational requirements for which it was density of NDB facilities is high and interference amongst
installed. However, this does not mean that the flight them is likely, a night-time check should be made to verify
check aircraft must fly through the entire coverage area, that the design field strength is obtained at the rated
but rather, from a consideration of all the factors affecting coverage limit. If not, the transmitter power output should
the coverage and usability of the particular NDB, be adjusted accordingly. This will optimize the power to
significant areas can be chosen for flight measurements minimize interference between NDBs.
from which the overall performance can be assessed. Such
significant areas are typically at extreme range, along 5.3.7 Rated coverage. Normally, a complete orbit of
airways, in holding patterns, over mountains, etc. radius equal to the rated coverage and at a suitable mini-
mum altitude should be flown around the NDB. If problem
areas are found or if the terrain is considered sufficiently
homogeneous that a complete orbit is unnecessary, the
Flight test performance parameters
coverage can be probed via radial flight or measured in
representative sectors by measuring the field strength
5.3.2 Flight test requirements are listed in Table I-5-3.
along suitable airways, also at minimum altitude. Adjust-
ments to the NDB antenna current may be required to
obtain satisfactory results.
Flight test procedures
5.3.8 Field strength measurements. Field strength
measurements are read from a meter or recorded along
Identification with DME distance or ground reference points. These
reference points can then be plotted on a map together
5.3.3 The coded identification on the NDB signal with the measured field strength in order to arrive at the
should be monitored during the flight inspection to the rated coverage. The measurements should be made during
limit of coverage (in some cases, the range to which the daylight hours and in good weather conditions. If this is
identification can be received may determine the effective not possible, the measurement conditions should be
coverage of the NDB). The identification is satisfactory if described in detail in the report.
the coded characters are correct, clear, and properly
spaced. Monitoring of the identification during the flight 5.3.9 Effective coverage. Effective coverage is obtained
also aids in identifying an interfering station. from an assessment of the quality of the guidance signals
provided by the NDB. The areas where the quality is
measured will be largely determined by the operational
Voice usage to be made of the beacon and by a consideration of
the factors affecting effective coverage described in 5.1.4
5.3.4 When a facility provides voice transmissions such to 5.1.10. In most cases, it will be sufficient to fly the air
as weather broadcasts, the voice quality is checked. A routes served by the NDB together with a small radius
voice transmission should be requested, if not available orbit around the beacon. However, where the effective
continuously, and a check made for quality, modulation coverage is required in all sectors, and circumstances do
and freedom from interference. If the voice transmission not permit the coverage to be inferred from selected
cannot be received at the maximum range from the radials, an orbit commensurate with the required radius of
beacon, the maximum range for satisfactory reception coverage should be flown. Any unusual areas within the
should be noted. required coverage area where the quality of the signal may
be affected, e.g. by mountains, should be flown. The
flights should be conducted at minimum route or sector
Coverage altitude and note made of excessive ADF needle
oscillation, weak identification or interference, together
5.3.5 An NDB coverage is determined by field strength with DME distance or ground reference points. These
measurements (rated coverage) or by a quality assessment reference points can later be plotted on a map to obtain the
(effective coverage) of factors such as signal strength, effective coverage and the location of areas of poor
quality. If suitable equipment is available, the ADF coordination between ground and air can be arranged to
bearing from which the aircraft heading has been sub- change the equipment when requested. Thus, on a flight
tracted can be recorded. Where interference occurs from outbound on an airway from the NDB, the lower power
another facility, the interfering station should be equipment is first checked, and when its coverage has
identified. been exceeded, the higher power equipment is brought on
and the flight proceeds to the coverage limit of this
equipment. If any change in the performance of the NDB
is considered likely when connected to its source of
Airways coverage standby power, then all the flight checks should be
repeated with the NDB on standby power. Normally,
5.3.10 The facility coverage along the airways is facilities whose standby power source consists of float-
obtained by flying the route at minimum altitude and charged batteries without switching equipment do not
checking for excessive ADF needle oscillation, identifi- require this check.
cation quality and interference. Although all airways are
checked at commissioning, it is usually not necessary to 5.3.14 Reserved.
check all airways during routine tests. However, an airway
in each quadrant should be checked annually.
Test equipment
Holding pattern and
approach procedures
5.3.15 The basic airborne equipment used for flight
testing NDB facilities is a standard aircraft ADF receiver,
5.3.11 Where a holding pattern or approach procedure
calibrated to read field strength and bearing to the NDB.
is based on an NDB, this procedure should be flown to
Continuous recording of the data derived from a flight
check for flyability from a pilot’s viewpoint. A check is
check is highly desirable, and recordings of both field
made for excessive needle oscillation, erroneous reversals
strength and the quality of the bearing information (needle
giving a false impression of station passage, or any other
swing) should be made, particularly at the time of com-
unusual condition.
missioning. A voltage proportional to the received signal
strength usually can be obtained from the receiver, or field
strength readings may be taken from a separate field
Station passage
strength measuring equipment carried in the aircraft.
5.3.12 This check confirms that a correct indication is
given when passing over a station. The aircraft should be
flown over the NDB, preferably from two radials Positioning
90 degrees apart, to ensure that an ADF reversal is
obtained with an acceptably limited needle oscillation. 5.3.16 The quality of guidance given is usually judged
by observing the needle swing of the ADF. However, it
should be noted that since the ADF indicates the angle
Standby equipment between the aircraft and the ground beacon, any yawing
motion of the aircraft will produce a swing in the ADF
5.3.13 The checks to be carried out on standby needle indication. Care should therefore be taken during
equipment (if installed) will depend on whether it is a flight check to keep the aircraft heading as steady as
identical to the main equipment. If the main and standby possible. Alternatively, it has been found useful to record
equipments are interchangeable, the full commissioning the difference between the ADF bearing and the aircraft
checks are carried out on one equipment, and only the heading by means of comparing the ADF and compass
identification, voice, and a brief quality check on the outputs. In this way, the yawing motion of the aircraft is
other. Subsequent equipment operation can be scheduled removed from the record. A typical formula used for this
so that routine checks are carried out on each equipment purpose is:
alternately. If the standby equipment is of lower power
than the main, both equipments are checked during ADF error = ADF bearing ! (azimuth to NDB
commissioning. This need not increase flight times if ! aircraft heading ±180) degrees.
Table I-5-1. Summary of testing requirements

for non-directional beacons
Annex 10, Volume I,

Identification 3.4.5.1, 3.4.5.2, 3.4.5.3 F/G

Voice F
Rated coverage 3.4.2 F
Airway coverage 3.4.2 F
Holding pattern, approach procedures (where applicable) F
Station passage F
Standby equipment F/G
Carrier frequency 3.4.4.2 G
Antenna current G
Field strength 3.4.2.1 F
Modulation depth 3.4.6.2 G
Modulation frequency 3.4.5.4 G
Modulation depth of power supply frequency components 3.4.6.5 G
Carrier level change during modulation 3.4.6.4 G
Audio distortion G
Monitor system (see Note) G
a) Antenna current or field strength 3.4.8.1 a)
b) Failure of identification 3.4.8.1 b)
Note.— When the monitor is remotely located, it measures the field strength rather than the antenna
current.

G = Ground test
31/10/02
No. 1
Table I-5-2. Summary of ground test requirements

Annex 10, Doc 8071,

Volume I, Volume I,
Carrier frequency 3.4.4.2 5.2.3 Frequency ±0.01% (±0.005% for power >200 W 0.001% 1 year
at frequencies above 1 606.5 kHz)
Antenna current 5.2.4 RF amperes ±30% of value set at commissioning 4% 6 months
Modulation depth 3.4.6.2 5.2.5 Depth, 85% to 95% 2% 6 months

per cent
Modulation frequency 3.4.5.4 5.2.6 Audio 1 020 ±50 Hz 5 Hz 6 months

frequency 400 ±25 Hz
Modulation depth of 3.4.6.5 5.2.7 Modulation Less than 5% modulation depth 1% 6 months
power supply frequency depth, per cent
components
Carrier level change 3.4.6.4 5.2.9 Signal Less than 0.5 dB (1.5 dB) for 0.1 dB rel. 6 months
during modulation strength beacons with less (greater) than resolution
50-mile coverage
Identification 3.4.5.2, Keying Clearly audible, proper keying,

3.4.5.3 correct coding
Audio distortion 5.2.10 Modulation 10% distortion maximum As

depth required
Monitor system 5.2.11 RF current or Alarm for 3 dB decrease (see Note) 1 dB 6 months
a) Antenna current or 3.4.8.1 a) field strength Alarm for loss of or continuous
field strength keying modulation
b) Failure of 3.4.8.1 b)
identification
Note.— Certain States have a monitor system which also alarms for a 2 dB increase in radiated power.
31/10/02
No. 1
Table I-5-3. Summary of flight test requirements

Annex 10, Doc 8071,

Volume I, Volume I, Tolerance or Inspection
Parameter reference reference Measurand purpose of flight check Uncertainty type
Identification 3.4.5.1 5.3.3 Keying Clearly audible, proper keying, correct C, P

coding to the limit of coverage.
Voice 5.3.4 Clearly audible and free from interference C, P

to the limit of coverage.
Rated coverage 3.4.2 5.3.7 Signal The minimum signal strength as required 3 dB C
strength or for the particular geographical area
bearing ADF needle oscillations not to exceed 2 degrees
±10 degrees throughout the specified
coverage area. See Note 3.
Airway coverage 3.4.2 5.3.9 Bearing ADF needle oscillations not to exceed 2 degrees C, P
±10 degrees to the limit of coverage
specified for the airway. See Note 3.
Holding pattern, 5.3.11 Bearing Adequate flyability, needle oscillations not 2 degrees C, P
approach procedures to exceed ±5 degrees, with no erroneous
(where applicable) reversals giving false impression of station
passage. See Note 3.
Station passage 5.3.12 Absence of any tendency for false station C, P

passage or excessive ADF needle
oscillation.
Standby equipment 5.3.13 Same tolerances as main equipment. See 5.3.13
Notes:
1. Commissioning checks (C) are to be carried out before the NDB is initially placed in service. In addition, special checks that include
most or all of those required for commissioning may be required whenever changes that may affect its performance, such as a
different antenna system, frequency change, etc., are made to the NDB.
2. Periodic checks (P) are typically made annually. In some cases, e.g. locator beacons used in a low approach procedure, more
frequent checking may be found desirable. Locator beacons associated with an ILS facility can be checked coincident with the ILS
routine check.
3. External and aircraft noise sources as well as terrain features routinely affect NDB cross-pointer accuracy. Although tolerances are
shown for airways, approaches, and holding patterns, it is not necessary to restrict or remove from service an NDB solely because
it provides momentary out-of-tolerance needle oscillations that are brief, relative to the intended procedural use. As long as bearing
errors greater than the listed tolerances are generally oscillatory in nature rather than one-sided, and have durations less than
4 seconds for approaches and 8 seconds for airways and holding patterns, the NDB may be considered acceptable. (These time
periods apply to each occurrence of oscillatory out-of-tolerance needle activity.)
31/10/02
No. 1
Chapter 6
EN-ROUTE VHF MARKER BEACONS (75 MHz)
6.1 INTRODUCTION is mounted on the underside of the aircraft. The receiver’s

detected modulation is monitored by headset or speaker,
and is also passed through an appropriate filter (3 000 Hz
System description for en-route markers) to operate a white lamp. This lamp
is usually one of a three-lamp installation, the other two
6.1.1 En-route marker beacons identify a particular responding to ILS marker beacon signals. The sensitivity
location along an airway and are generally associated with of the receiver and antenna combination is adjusted so that
low frequency and VHF radio ranges. A 75 MHz signal the indicator lamp illuminates when the signal level
modulated by 3 000 Hz is radiated from the ground equip- reaches a specified level.
ment in a narrow beam directed upwards. This is received
by aircraft flying overhead and an audible and visible 6.1.4 Reserved.
indication is given to the pilot. On some beacons, the
modulating tone is keyed to provide identification coding.
Two types of en-route marker beacons are in general use. Testing requirements
Fan or F markers are used to identify locations along
airways, have an approximately elliptical coverage shape 6.1.5 A summary of testing requirements for en-route
at a given altitude, and are generally located some distance marker beacons is given in Table I-6-1.
from the navigation aid defining the airway. Station
location or Z markers are used to identify the location of
a navigation aid on an airway, have an approximately
circular coverage at a given altitude, and are installed close 6.2 GROUND TESTING
to the station.
General
Ground equipment
6.2.1 The purpose of ground testing is to ensure that
6.1.2 The ground equipment consists of a 75 MHz the marker beacon radiates a signal that meets the require-
transmitter, an antenna system usually consisting of a ments of Annex 10, Volume I, on a continuous basis.
dipole or array of dipoles over an elevated counterpoise, Since marker equipment varies greatly, it is not possible to
and, in the usual case, a monitor to detect out-of-tolerance define detailed tests applicable to all types. Therefore,
conditions. The transmitter generates a continuous carrier only a high-level description of the tests will be provided.
amplitude modulated approximately 95 per cent by a Refer to a manufacturer’s recommendation for additional
3 000 Hz tone. The modulating tone may be keyed with tests and detailed procedures for specific equipment.
dots and dashes to provide coded identification. Since the
marker system depends on the measurement of a radio
frequency signal level for its operation, the power output Ground performance parameters
varies according to the marker’s operational use.
6.2.2 Ground test requirements are listed Table I-6-2.
Airborne user equipment

Ground test procedures
6.1.3 Airborne marker beacon systems consist of
antenna, receiver, and indicator subsystems. The antenna 6.2.3 Carrier frequency. The carrier frequency should
may be a standard open wire or a flush mounted type, and be checked using an accurate frequency standard to ensure
6-1
that it is within tolerance. Refer to the instructions sup- found in the manufacturer’s instructions. In other cases,
plied with the frequency standard for detailed procedures. marker beacon out-of-tolerance conditions should be
simulated, as closely as possible, to check that the monitor
6.2.4 RF output power. Since the power output of the will alarm.
transmitter directly affects the coverage, it is important to
maintain the power as close as possible to the commission- 6.2.10 Reserved.
ing value. On most equipment a meter is provided and may
be confirmed by using an independent power output meter.
6.2.5 Modulation depth. Modulation depth can be Test equipment

measured using a modulation meter (it may be built into
the equipment) or by an oscilloscope. Using an oscillo- 6.2.11 Test equipment list. The following test
scope, the modulated signal from the beacon is displayed equipment is recommended for marker beacon ground
(usually by direct connection to the deflection plates) and maintenance:
the modulation percentage obtained by measuring the
maximum and minimum of the modulation envelope. If a) frequency meter covering the 75 MHz band with
Amax and Amin are the maximum and minimum of the an accuracy of at least 0.004 per cent;
envelope respectively, then:
b) frequency meter or standard frequency source with
Amax – Amin an accuracy of at least 0.5 per cent (for modulation
Modulation % = × 100%
Amax + Amin frequency measurement) — this instrument can
typically be the same as that used in a) above;
Refer to the manufacturer’s instructions for detailed
procedures for using the modulation meter. c) modulation meter or oscilloscope for modulation
percentage measurement;
6.2.6 Modulation frequency. The modulation frequency
can be measured using a frequency meter or by comparing d) wave analyser for harmonic distortion measure-
the frequency with an accurate (0.5 per cent) audio ments; and
generator.
e) RF power meter.
Note.— Refer to the manufacturer’s instructions for
operation of these instruments.
6.2.7 Harmonic content of modulation. The design of

the transmitting equipment will usually ensure that modu- 6.3 FLIGHT TESTING
lation distortion is acceptably small. However, if a
distorted signal is reported, a measurement should be
made of this parameter and appropriate action taken. The
usual measuring equipment is a modulation monitor and General
distortion meter.
6.3.1 The purpose of flight testing is to determine
Note.— Refer to the manufacturer’s instructions for whether the marker’s coverage defined by the visual
use of this equipment. indication is within operational tolerances. This may be
found by noting when the lamp is illuminated, by a
6.2.8 Identification keying. If identification keying is calibrated marker receiver or by measuring the signal level
used on the marker beacon, an audible indication is from the marker beacon antenna.
usually available from a test point on the equipment or
monitor to audibly check for clear, correct keying.
6.2.9 Monitor system. The monitor system, when pro- Flight test performance
vided, should be checked to ensure that it will detect parameters
erroneous transmissions from the marker beacon. Some
monitors include switching functions, which permit faulty 6.3.2 Flight testing requirements are listed in
conditions to be simulated. Detailed procedures will be Table I-6-3.
Chapter 6. En-route VHF Marker Beacons (75 MHz) 6-3
Flight test procedures the time for which the predetermined value of the signal
level is exceeded to be scaled directly from the chart. The
Identification coding coverage may be converted into time at a reference air
speed or distance as follows:
6.3.3 If identification coding is used on the marker
beacon, it should be checked during a flight over the If V1 is the true air speed and T1, T2 are the coverage times
beacon. The identification is assessed from both the aural obtained on the two flights in opposite directions, then the
and visual indications and is satisfactory when the coded coverage time, T, at a reference air speed of V2 and
characters are correct, clear and properly spaced. The coverage distance, D, will be:
frequency of the modulating tone can be checked by
observing that the visual indication is obtained on the
2(T1 × T2) V1 2(T1 × T2)
correct (white) lamp of a three-lamp system. T= × D= × V1
T1 + T2 V2 T1 + T2
Coverage
6.3.6 Alternatively, coverage distance may be measured
General directly by flying over the beacon as described above; and
noting the locations on the ground directly beneath the
6.3.4 There is no international Standard for coverage of aircraft which coincide with the beginning and end of
an en-route marker. It is determined by individual States’ coverage. These points defining the coverage area are then
operational requirements. Coverage is measured by flying plotted on a map of the locality and the coverage distance
over the marker beacon at operationally used altitudes and read off. If the flight check aircraft is fitted with a Doppler
by measuring the total time or distance during which a or inertial navigation system, it can of course be used to
visual indication is obtained from a calibrated marker measure the coverage area. A DME, suitably located,
receiver and antenna, or during which a predetermined could also be used.
signal level is obtained. At commissioning, the coverage
should be measured at a number of altitudes, while for 6.3.7 At commissioning, a check should be made that
routine checks it will usually be sufficient to make the the centre of the coverage area is in the correct position.
check at a single altitude. Since the routine checks of the This will usually be over the marker beacon but in some
marker beacon will normally be carried out in conjunction cases, due to siting difficulties, the polar axis of the
with the associated navigation aid, it will be convenient to marker beacon radiation pattern may have to be other than
check both at the same altitude. At commissioning, it is vertical. Reference should then be made to the operational
preferable to determine the coverage by making a procedures to determine the correct location of the centre
continuous recording of signal strength, since this allows of coverage, with respect to some recognizable point on
a more detailed assessment of the ground beacon perform- the ground. The centre of coverage can be checked during
ance. For routine checks, measurement of light activation the coverage flights described above, by marking the
time or distance over which the visual indication is continuous recording when the aircraft is directly over the
received will usually be sufficient. marker beacon (or other defined point). The average of the
two recordings, taken with respect to the mark on the
Measuring procedure recording, will show whether the coverage pattern is
6.3.5 The procedure used for coverage measurements centred over the beacon (or other defined point). The
is to fly over the beacon, noting the true air speed of the separate recordings taken in each direction will seldom be
aircraft and the total time or distance over which the visual symmetrical about this reference mark on the recording
indication or predetermined signal level is obtained. A due to such effects as asymmetry of ground beacon
180-degree turn is then made and the measurement radiation pattern, tilt in aircraft antenna pattern, receiver
repeated while flying over the beacon at the same air speed lags, etc.
in the opposite direction. These two flights are required in Standby equipment (if installed)
order to average out the wind speed and other effects, such
as receiver lag, tilt, or asymmetry in aircraft antenna 6.3.8 At commissioning, the standby equipment is
pattern, etc. The time during which visual indication is checked in the same manner as the main equipment. For
obtained (light time) can be measured directly by a routine checks, it is usually not necessary to check both
stopwatch. If a continuous recording of a signal level is main and standby equipment, provided that the checks are
being made, a knowledge of the chart speed will enable carried out on each piece of equipment alternately. If any
31/10/02
No. 1
change in the performance of the marker beacon is con- from the manufacturer which relates its gain to that of the
sidered likely when it is connected to its source of standby standard open-wire antenna. This same factor is then
power, then all the flight checks should be repeated with applied to the receiver sensitivity adjustment. For
the marker beacon on standby power. example, if the antenna gain is !3 dB relative to the
standard open wire, then the receiver should be adjusted
6.3.9 Reserved. so that the lamp is illuminated for an input of 700 micro-
volts and extinguished for an input of 570 microvolts. The
antenna should be adjusted in accordance with the manu-
Test equipment facturer’s instructions to match the transmission line.
6.3.13 When the coverage is determined by measuring

Description of airborne flight the signal level from the aircraft antenna, the coverage
inspection equipment limits are defined by the 1 000 microvolt contour if the
standard open wire antenna is employed. If another type of
6.3.10 The airborne equipment used for the flight aircraft antenna is used, the equivalent signal level for
inspection of marker beacons is usually a standard aircraft coverage measurement is determined in the same manner
marker receiver and antenna. It is highly desirable, described above for the receiver and lamp calibration.
particularly for commissioning, to have the receiver
modified so that the field strength can be continuously 6.3.14 Airborne test equipment uncertainty. The toler-
recorded. Alternatively, a suitable general purpose field ance for the coverage performance of a marker beacon is
strength meter covering the 75 MHz band could be used. ±5 s compared to a 20 s nominal value, or 25 per cent
The signal level used for calibration of the airborne relative. When applied to the allowable variation of the
marker receiver or field strength meter depends on the signal, this tolerance corresponds to:
type of aircraft antenna used.
1
× (1 000 ! 800) = 50 µ volts
6.3.11 The standard open-wire antenna referred to in 4
this chapter is a half-wave dipole mounted 15 cm
(6 inches) below the approximate centre line of the Because the test equipment tolerances should be at least
metallic fuselage with its axis parallel to the longitudinal five times better than the parameter to be measured, the
axis of the aircraft and cleared from any other antennas or uncertainty on measuring the input signal level is 10 µV.
projections by at least one metre. The lead-in consists of
a wire connecting the antenna 13 cm (5 inches) off-centre
to a 70 ohm concentric transmission line. The lead-in Positioning
connects to the transmission line within 5 cm (2 inches) of
the fuselage skin inside the aircraft. 6.3.15 Minimum requirements. Flight inspection of the
signal characteristics of the 75 MHz en-route marker
beacon does not require reference positioning of the
Calibration aircraft. Tolerances are given in time units, requiring that
the aircraft fly on a defined trajectory and at a constant
6.3.12 When the marker beacon receiver is used with ground speed. Nominal values are a ground speed of
the standard open-wire antenna, the receiver sensitivity is 220 km/hr (120 kt) or 60 m/s, and an altitude of 600 m
adjusted so that the lamp is illuminated for an input signal (2 000 ft) or as determined from operational requirements.
level of 1 000 microvolts, 3 000 Hz modulated at 95 per
cent. The lamp should be extinguished (50 per cent of 6.3.16 Advanced systems. Flight inspection systems
lamp voltage or less) when the input signal is reduced to generally use a three-dimensional reference trajectory,
800 microvolts. These signal levels are the open circuit providing real time values for the distance of the aircraft
voltages from a generator with a source impedance of to the beacon within a few metres accuracy. In such a case,
50 ohms. To ensure repeatable results, it is important that coverage measured in distance units is very accurate.
the input impedance of the marker receiver be resistive Distance information also allows verification that the
and between 50 and 100 ohms. If an antenna other than centre of the coverage area is in the correct position over
the above standard is used, a figure should be obtained the marker beacon or a well-defined point.
Table I-6-1. Summary of testing requirements for

en-route markers
Annex 10, Volume I,

Identification keying (if used) 3.6.1.2.4 F/G

Coverage 3.6.1.2.5 F
Standby equipment (if installed) F/G
Carrier frequency 3.6.1.1 G
Coverage (RF output power) G
Modulation depth 3.6.1.2.1 G
Modulation frequency 3.6.1.2.2 G
Harmonic content of modulation tone 3.6.1.2.1 G
Monitor system (where provided) 3.6.1.3 G
a) Carrier power
b) Modulation depth
c) Keying (when used)

G = Ground test
31/10/02
No. 1
Table I-6-2. Summary of ground test requirements

for en-route markers
Annex 10, Doc 8071,

Volume I, Volume I, Periodicity
Parameter reference reference Measurand Tolerance Uncertainty (See Note)
Carrier frequency 3.6.1.1 6.2.3 Frequency ±0.005% 0.001% 12 months
Coverage (RF output power) 3.6.1.2.5 6.2.4 Power ±15% of value set 5% 6 months
at commissioning.
Carrier modulation 3.6.1.2.1 6.2.5 Modulation depth 95-100% 2% 6 months
Carrier modulation frequency 3.6.1.2.2 6.2.6 Frequency of tone ±75 Hz 0.01% 6 months
Harmonic content of modulation tone 3.6.1.2.1 6.2.7 Modulation depth Total less than 1% 12 months
15%
Keying (if used) 3.6.1.2.4 6.2.8 Keying Proper, clearly 6 months

audible
Monitor system (where provided) 3.6.1.3 6.2.9 Alarm at: 6 months

a) Carrier power Power !3 dB 1 dB
b) Modulation depth Per cent 70% 2%
c) Keying (when used) Presence Loss
Note.— These are typical intervals between tests. The actual periods adopted by one State may be vary in the light of experience
with particular equipment and its reliability record. As many of the tests as necessary should be carried out when the marker
beacon has been restored to service after the clearance of a fault.
31/10/02
No. 1
Table I-6-3. Summary of flight inspection requirements

for en-route markers
Annex 10, Doc 8071, Inspection

Volume I, Volume I, type
Parameter reference reference Measurand Tolerance Uncertainty (See Notes)
Identification 3.6.1.2.4 6.3.3 Keying Clearly audible, proper keying, correct C, P

(if used) coding and frequency.
Coverage 3.6.1.2.5, 6.3.4 to Field Proper indication given to aircraft of the 1 second or
3.6.1.2.6 6.3.7 strength particular location on the airway. The 10 µV
coverage pattern should be centered over
the beacon (or other defined point).
Commissioning: Nominal (as determined
C
by operational requirements), ±25%
Periodic: Nominal (as determined by
operational requirements), ±50% P
Standby 6.3.8 Same checks and tolerances as main C

equipment equipment.
(if installed)
Notes:
1. Commissioning checks (C) are to be carried out before the marker beacon is initially placed in service. In addition,
re-commissioning may be required whenever changes, which may affect its performance (e.g. variations or repairs to the antenna
system), are made to the marker beacon.
2. Periodic checks (P) are typically made annually. However, it will usually be convenient to flight test the marker whenever the
associated navigation aid is checked.
31/10/02
No. 1
Chapter 7
PRECISION APPROACH RADAR (PAR)
7.1 INTRODUCTION 7.1.5 The PAR shelter, designed specifically to house

the two antennas and the electronic equipment, is often
mounted on a turntable and located adjacent to intersecting
System description runways to permit multiple coverage.
7.1.1 Precision approach radar (PAR) is the part of the 7.1.6 The display console of the PAR is located in a
precision approach radar system that provides the range, control tower or center. The video and control signals are
azimuth and elevation data when the aircraft is in the final transmitted between these two sites by the use of
stages of approach. The surveillance radar element (SRE), appropriate cables.
when installed, provides the orientation information
required to direct the aircraft to the correct position and 7.1.7 The PAR operator obtains the azimuth, elevation
altitude so that the final approach can be instituted. and distance information from the radar display and,
through radiotelephone contact, provides guidance to the
7.1.2 The PAR is designed to provide an approach path pilot so that a correct approach path can be followed.
for precise alignment and descent guidance to an aircraft Guidance is provided on a “talk down” basis with the
on final approach to a specific runway, through the controller and pilot in continuous contact. Once the estab-
interpretation and oral instructions of a ground-based lished minimum for the runway has been reached, the pilot
controller. PARs provide a very high degree of resolution completes the landing visually.
in terms of range, azimuth and elevation by radiating a
narrow pulse and beamwidth. Target information is dis-
played on an azimuth and elevation display. The displays Airborne user equipment
must provide accurate information regarding an aircraft’s
range, azimuth, and elevation angle. 7.1.8 There is no airborne equipment requirement for
PAR as the ground equipment relies on signals reflected
from the aircraft skin. To use PAR, radio communication
Equipment description with air traffic control on the designated frequency at the
airport is required.
7.1.3 The PAR is a pulsed radar system employing two
antennas that scan in a narrow sector, one in the azimuth
plane and the other in the elevation plane. The antennas Factors affecting
are fed alternately from a single transmitter/receiver com- PAR performance
bination and the information is displayed on an azimuth
and elevation display, respectively. The displays are on 7.1.9 The PAR employs a directive scanning antenna
separate cathode ray tubes or combined on one tube. system, which does not rely on ground reflections in the
formation of the radiation pattern. The condition of the
7.1.4 The transmitting equipment transmits pulsed RF terrain near the PAR will not affect signal accuracy as in
energy at frequencies in the order of 9 000 MHz. The some other navigational facilities. The surrounding terrain
pulsed beams are radiated along the predetermined descent is an important factor, however, as a ground reflection or
path by the azimuth and elevation antennas for an approxi- a shadow effect will create loss-of-aircraft-return in the
mate range of 18.5 km (10 NM), and cover a sector of ground clutter on the display or loss of line-of-sight to the
20 degrees (±10 degrees) in azimuth and 7 degrees (!1 to aircraft.
6 degrees) in elevation. Dual transmitter/receivers are pro-
vided at most PAR installations to increase the reliability 7.1.10 The accuracy of the PAR depends significantly
of the system. on the equipment design as it affects the read-out resol-
7-1
ution of azimuth, elevation and distance. In addition, the Ground test procedures
ability of the radar to distinguish between two targets in
close proximity is of prime importance. Similarly, the size General
of the displayed return on the display will affect the ability
of the controller to resolve the aircraft’s position. 7.2.4 The ground test procedures described here are in
general terms. Detailed test procedures should conform to
7.1.11 The flight testing and calibration of the PAR is the manufacturer’s equipment manuals and will tend to
of prime importance to the quality of the PAR. Great care vary considerably with the equipment being tested.
should be taken during flight testing, and subsequent
maintenance and adjustment on a regular basis should be
such as to assure continued accurate operation. Procedures
7.2.5 Panel meter readings. The equipment is usually

provided with front panel meters or computerized read-
Testing requirements outs that allow regular checking of power supply and other
voltages, as well as selected current figures for important
7.1.12 A summary of testing requirements is given in circuits. These readings should be recorded and analysed
Table I-7-1. to detect gradual changes in circuit performance and indi-
cations of possible future failures. Any out-of-tolerance
readings obtained should be investigated and corrected.
7.2.6 Transmitter power output. Many PAR transmit-

7.2 GROUND TESTING ters have included a power monitor unit that allows direct
measurement of average RF power output. As the power
is affected by the pulse width and pulse repetition
General frequency (PRF), these two tests should be carried out at
the same time. If a power monitor unit is not part of the
7.2.1 While this chapter outlines certain scheduled equipment, it will be necessary to have a power meter and
tests, which should form part of the maintenance routine, associated thermistor mount, wave-guide coupler and
the need for non-scheduled maintenance due to failure or variable attenuator to make this measurement.
to suspected deterioration will periodically occur. Regular
and conscientious scheduled maintenance will ensure the 7.2.7 Transmitter pulse width. The transmitter pulse
high level of availability required of the system and width is measured using an oscilloscope triggered from the
minimize non-scheduled maintenance. PAR trigger pulse with a calibrated time base of approxi-
mately 5 µs/cm. The detected pulse output from the trans-
7.2.2 Since the operation of the PAR involves an air mitter is fed to the vertical input of the oscilloscope and a
traffic controller, it is important that this person be suitable vertical sensitivity position selected to produce
satisfied and confident in the operational validity of the near full vertical scale deflection. The pulse width is
equipment performance. Should conflict exist between the measured between the 50 per cent levels at the leading and
technical criteria and operational confidence, prompt trailing edge of the pulse.
action should always be taken to verify the system and
resolve questionable factors. 7.2.8 Transmitter PRF. After measuring the pulse
width, the oscilloscope time base is switched to a position
suitable for measurement of the PRF. For instance, for a
PRF of 3 850 pulses per second, 260 µs between pulses,
Ground performance a time base of 50 µs/cm would be suitable. The PRF is
parameters measured between the 50 per cent levels of two successive
pulses.
7.2.3 Ground testing of a PAR requires that certain
tests be done periodically. The following text presents 7.2.9 Waveform measurements. The waveforms at the
general performance tests that may be used. These should various test points indicated on the equipment can be a
be modified to conform to the specific manufacturer’s valuable source of information regarding the equipment
recommendations, tolerances, and experience with the operation. These waveforms should be viewed on the
specific equipment being maintained. oscilloscope and compared to the expected waveform. The
Chapter 7. Precision Approach Radar (PAR) 7-3
correct setting for the oscilloscope will vary with the b) Initially, the test signal is viewed on an oscillo-
waveform and equipment. Normally, it will be necessary scope and the swept pulse adjusted by use of a
to trigger the oscilloscope from the PAR trigger pulse. wave meter to be centred on the proper transmitter
frequency. The centre frequency, as indicated by
7.2.10 Transmitter frequency. A wave meter used in the wave meter, will appear as a dip in the wide
conjunction with a suitable indicating device, or a digital pulse. When the dip is centred, the test signal is
counter, may be used to measure transmitter frequency. A adjusted correctly.
signal is obtained from the waveguide coupler, passed
through the wave meter and after amplification (if c) The test signal is then injected into the receiver
necessary) is viewed on an oscilloscope. As the wave and the IF output viewed on the oscilloscope. The
meter is tuned through its band, the display signal is local oscillator is tuned from one end of its range
viewed to detect minimum signal (some wave meters to the other watching for two output responses,
display maximum signal). As the minimum is reached, the above and below transmitter frequency. The oscil-
transmitter frequency is read off the wave meter dial, lator is then tuned for maximum output at the
applying any correction necessary. If the transmitter is off- correct frequency above (or below, if so designed).
frequency, it will be necessary to retune the magnetron. Note that the notch in the pulse is still centred.
When the output is maximum and the notch is
7.2.11 Receiver performance. The operation of the centred, the local oscillator is correctly tuned.
receiver is usually characterized by two basic checks,
noise figure and minimum discernible signal (MDS). d) After this procedure, the noise figure should be
checked to ensure optimum performance.
a) The noise figure is checked with the aid of a noise
source and a noise meter. The noise source is 7.2.13 Automatic frequency control (AFC) tuning. The
inserted into the receiver at an appropriate point in AFC tuning ensures that the local oscillator will follow a
the waveguide (through a waveguide switch) and change in transmitter frequency (within limits) so that the
the output of the IF amplifier applied to the noise receiver will continue optimum operation. The AFC may
meter. The noise source and meter must be be checked by viewing the IF output signal and slightly
compatible and the calibration of the noise meter detuning the magnetron to each side of its optimum
carried out as per the manufacturer’s instructions. position. The AFC circuits should produce a correspond-
b) The MDS of the receiver system is measured by ing shift in the local oscillator so that no effect is noted in
injecting a known signal level into the receiver the IF output. The extent of detuning that the AFC will
through appropriate attenuators and measuring the follow depends on the equipment design and the criteria
point at which the IF output pulse disappears into given in the manufacturer’s instructions.
the noise. The attenuation between the signal
source and the receiver is increased until the signal 7.2.14 Receiver noise level. The voltage level of the
at the output of the IF amplifier just disappears. noise (“grass”) at the output of the IF amplifier is usually
The input signal level could be determined by use specified. This level is set by viewing the IF output on an
of a power meter and the attenuation can be read oscilloscope and adjusting the appropriate controls. If
from the attenuator dial. The resulting input MDS sensitivity time control is provided on the equipment, its
level can then be determined. operation in eliminating the noise over the appropriate
ranges may be checked at this time.
7.2.12 Local oscillator tuning. The local oscillator
(often a klystron oscillator) must be tuned to a frequency 7.2.15 Receiver bandwidth. The receiver bandwidth
higher (in some cases lower) than the transmitter fre- may be checked using the same set-up as for the local
quency by an amount equal to the centre frequency of the oscillator tuning, provided suitable frequency markers are
IF amplifier. For a typical IF of 60 MHz, the local oscil- available on the sweep generator. When the local oscillator
lator tuning of 9 140 MHz would be required for a PAR has been tuned to provide the correct pulse from the IF
operating frequency of 9 080 MHz. amplifier, the marker pulses are superimposed and
adjusted until they coincide with the 3 dB points on the IF
a) The local oscillator tuning is checked using a test pulse. The difference in frequency between the marker
signal provided by a sweep frequency oscillator pulses represents the bandwidth.
centred on the transmitter frequency. In some
cases, the wave meter is used to centre the sweep 7.2.16 Observing the PAR display. The daily obser-
generator. vation of the PAR display should include a check on the
operation of all console controls, adequacy of the 7.3 FLIGHT TESTING

presented picture, accurate superimposition of the up and
down scan frames, the presence of all range, elevation and
azimuth marks and the condition of the cathode ray tube. General
7.2.17 Console high voltage check. This check is 7.3.1 Although there are a number of flight test pro-
carried out using a vacuum tube voltmeter (VTVM) and a cedures used for PAR, the method described here will be
high-voltage probe. Due to the high voltage present the “visual flight testing procedure”. This method requires
(approximately 15 kV), the check should be carefully done a minimum of special equipment and can be carried out by
by switching off the high voltage before connecting the personnel with a minimum of training.
probe. If the reading of high voltage is not correct, it
should be adjusted accordingly. 7.3.2 Ground personnel requirements. The following
personnel are required on the ground:
Inspection and modifications a) one controller to monitor the radar console;
7.2.18 Periodic inspection of the PAR facility should b) two technicians to carry out the functions required
be conducted to ensure that local maintenance staff are from the theodolite. One is required to track the
complying with directives and providing an adequate level flight check aircraft with the crosshairs of the
of maintenance. This is also desirable from the point of instrument and the other to monitor the elevation
view of keeping current with field experience with the or azimuth vernier scales and advise the pilot of
equipment, so that problems can be investigated and the aircraft’s position in relation to the glide path
corrected. The repeated requirement for adjustment or or the centre line of the runway and record the
repair of some features of the PAR equipment may be an deviations.
indication that modification is required. States should be
prepared to approve standard modifications once they have
been shown to improve operation or serviceability.
Flight test performance
parameters
7.2.19 Reserved.
7.3.3 Flight test requirements are listed in Table I-7-3.
Test equipment
7.2.20 Usually the PAR equipment will have built-in Flight test procedures
test equipment for those tests peculiar to the equipment. In
addition, the following will usually be required:
General
a) oscilloscope (wide band);
7.3.4 The general procedure is as follows:
b) noise source;
1) The controller vectors the aircraft and provides
c) noise meter; initial guidance instructions to establish the aircraft
on the runway centre line and the glide path, if
d) spectrum analyser; possible, at a distance greater than 18.5 km
(10 NM) from touchdown;
e) power meter, with associated thermistor mount;
2) The controller continues using a talk-down
f) waveguide coupler and attenuator; procedure until the theodolite operator has made
contact with the aircraft through theodolite;
g) wave meter;
3) Contact should be made before the aircraft reaches
h) test signal generator (swept); the distance of 11 km (6 NM) from touchdown.
Under some conditions, it helps to have the aircraft
i) voltmeter with HV probe; approach lights turned on during the approach;
4) After the theodolite operator has contact, the pilot will report 0.00 degree, if the aircraft is to the right
is provided with azimuth or elevation deviation in of centre line the operator reports 0.02 degree and,
degrees every half-mile during the remainder of if the aircraft is to the left, he reports 0.98 degree.
the approach;
h) During the run, the pilot attempts to retain a
5) The controller provides the indication as the suitable rate of descent so that the aircraft will
aircraft passes each half-mile; remain within the field of vision of the theodolite.
The pilot will also alter course in accordance with
6) During the descent, the pilot uses the theodolite the indications from the theodolite so that the
deviations to assist in maintaining the aircraft on aircraft will remain as nearly as possible on
path; course.
7) The controller and theodolite operator simul- i) The approach is broken off when the aircraft is
taneously record the aircraft’s position on the over the end of the runway and control reverts to
console display and as seen by the theodolite; and the controller to position the aircraft for the next
approach.
8) After completion of the approach, the PAR errors
may be calculated using this information. j) During the approach, the controller and the
theodolite operator record, on a suitable form, the
aircraft position with respect to the runway centre
Azimuth flight test line every half-mile from the distance of 18.5 km
(10 NM). This information is used later to
7.3.5 The procedures are as follows: calculate the PAR errors.
a) Locate the theodolite on the extended centre line
of the runway, a safe distance off the approach
Glide path flight test
end, carefully level and zero it accurately along the
centre line.
7.3.6 The procedures are as follows:
b) Locate the radio unit near the theodolite to allow
easy operation by the theodolite operator. a) Locate the theodolite on the side of the runway
towards the approach end, such that the optical
c) Incline the theodolite at the glide angle. plane of the instrument will pass through the
touchdown point when inclined at the glide path
d) The controller at the console should now vector angle. Since the instrument is higher than the
the aircraft at an appropriate altitude so that the touchdown point, it should be positioned in the
aircraft will be positioned for a straight-in direction of the approach end of the runway and
approach, if possible, at least 10 NM from the appropriate number of metres (feet) from the
touchdown. touchdown point. For a glide path angle of
2.5 degrees, the theodolite would be moved 7 m
e) The controller begins the talk-down so that the (23 ft) for every 0.3 m (1 ft) difference in height.
aircraft can establish the correct rate of descent
and azimuth heading. b) Locate the radio near the theodolite to allow easy
operation by the theodolite operator.
f) When the aircraft becomes visible to the theodolite
operator, the operator begins tracking the nose of c) Carefully level the theodolite, align it parallel to
the aircraft and reading out the position of the the runway centre line, and incline it at the desired
aircraft every half-mile during the approach. The glide angle.
controller alerts the theodolite operator as each
half-mile is crossed. d) The controller at the console should now vector
the aircraft at an appropriate altitude so that the
g) The aircraft deviations are read from the theodolite aircraft will be positioned for a normal approach,
to an accuracy of 0.01 degree, if possible. For if possible, at least 18.5 km (10 NM) from
example, if the aircraft is on course, the operator touchdown.
e) The controller begins the talk-down so that the a prime factor in the design of the equipment; it will
aircraft can establish the correct rate of descent normally be sufficient for the controller to evaluate the
and glide path heading. quality of successive returns from the aircraft during the
flight test to ensure that the resolution in elevation,
f) When the aircraft becomes visible to the theodolite azimuth and distance is satisfactory. The factors that
operator, the operator begins tracking the nose of should be considered during this evaluation are size and
the aircraft and reading out the position of the clarity of displayed return, speed and direction of aircraft
aircraft every half-mile during the approach. The travel and distance between successive returns on the
controller alerts the theodolite operator as each display.
half-mile is crossed.
g) The aircraft deviations are read from the theodolite
to an accuracy of 0.01 degree, if possible. For Flight test analysis and report
example, for a glide angle of 2.5 degrees the oper-
ator will report 2.50 degrees when the aircraft is 7.3.9 Data from the controller, pilot, and theodolite
on path, 2.52 degrees when the aircraft is above operator should be entered on a suitable form.
path and 2.48 degrees when the aircraft is below
path. 7.3.10 The inspector should record the following
information during the flight test:
h) During the run, the pilot is required to remain in
line with the extended runway centre line so that a) the altimeter reading each time the controller
the aircraft will remain within the field of vision of reports the aircraft’s range;
the theodolite. The pilot will also alter the rate of
descent in accordance with the indications from b) the accuracy of the range information; and
the theodolite so that the aircraft will remain as
close as possible on the glide path. c) the accuracy of the azimuth information provided
by the PAR.
i) The approach is broken off when the aircraft is
over the end of the runway and control reverts to Note.— Both b) and c) above can be checked for gross
the controller to position the aircraft for the next errors by the inspector with the aid of visual references to
approach. geographical landmarks indicated on a specially prepared
chart.
j) During the approach, the controller and the
theodolite operator record, on a suitable form, the
7.3.11 Following the flight test, the theodolite deviation
aircraft position with respect to the runway centre
should be converted to metres or feet so that the PAR error
line every half-mile, if possible, from 18.5 km
may be calculated. Each theodolite deviation for azimuth
(10 NM). This information is used later to
and glide path is converted and recorded in the appropriate
calculate the PAR errors.
column of the report form. The PAR error for both
azimuth and glide path can then be calculated by combin-
Coverage check ing the displayed deviations recorded by the controller and
the theodolite operator.
7.3.7 The coverage of the PAR facility can easily be
confirmed during the azimuth and glide path flight tests. 7.3.12 After the above has been completed, the control-
Coverage checks require solid returns from an aircraft ler, inspector and theodolite operator review the results
with a reflection area of 15 m2 (165 ft2) and should be and jointly certify the facility, providing it is within
obtained from a distance of 16.7 km (9 NM) and an tolerance. Copies of the report form are distributed in
altitude of 300 m (1 000 ft) above intervening terrain. For accordance with States’ normal practices.
aircraft having different surface reflection areas, the
coverage requirements should be modified accordingly.
Charts and reports
Resolution tests 7.3.13 Report forms. The regular maintenance visits to

the PAR equipment should be suitably recorded using
7.3.8 The ability of the PAR to resolve two aircraft in appropriate forms to record performance and deviations
close proximity cannot practically be flight-tested. This is from normal. These reports should be reviewed period-
ically to determine stability and to anticipate problems that and elevation of the flight test aircraft from the desired
may be developing. These reports may also serve to approach path may be required. This can be provided by
indicate weaknesses in the equipment, which should be vertical and horizontal vernier read-outs on the theodolite
overcome through engineering changes. to allow angular displacement to be determined to the
nearest 0.01 degree. However, in keeping with the magni-
7.3.14 The flight testing of a PAR facility should be tude of PAR errors, an accuracy of ±0.05 degrees is
documented using appropriate forms, which along with the usually considered adequate.
above-mentioned maintenance form, represent a continu-
ous record of the accuracy and performance of the PAR. 7.3.18 Communications. Radio communications is
required between the controller at the console and the
7.3.15 Chart for flight testing. The pilot of the test aircraft pilot and between the theodolite operator and the
aircraft should have a chart of the approach area of the pilot. The theodolite operator should also be capable of
runway to be tested showing the runway, extended centre monitoring the controller’s communications with the pilot.
line, distances every 0.9 km (0.5 NM) from touchdown,
and identifying landmarks along the flight path.
Positioning
Test equipment 7.3.19 Positioning information may be achieved by

several methods, including thesodolite, radio telemetering
7.3.16 Aircraft. Although it is not necessary to utilize theodolite, or an automatic airborne positioning system
a special aircraft for the flight testing of PAR, it is highly (automated flight inspection system). Other flight test pro-
desirable that the aircraft used be specially designated for cedures, which are equally valid, include a photographic
this work and that it be piloted by a qualified flight inspec- flight test that uses a photo-theodolite to record on film
tion pilot. This is desirable because the qualitative assess- both the aircraft flight path and the console display
ment of the PAR by the pilot will form an important part simultaneously. This procedure is quite expensive and
of the validation for the facility. requires specialized photographic processing. Any pos-
itioning system that is used but not described in this
7.3.17 Special equipment. A theodolite suitably chapter will require specific instructions for use that may
modified to accurately read the displacement in azimuth be obtained from the manufacturer of the equipment.
Table I-7-1. Summary of testing requirements for PAR
Annex 10,
Volume I,
Coverage 3.2.3.1 F
Accuracy 3.2.3.3 F
Azimuth 3.2.3.3.1 F
Elevation 3.2.3.3.2 F
Distance 3.2.3.3.3 F
Transmitter
Power output G
Pulse width G
N/A
Pulse repetition frequency (PRF) G
Waveform G
Frequency G
Receiver
Local oscillator G
Automatic frequency control (AFC) N/A G
Noise level G
Bandwidth G
PAR display G
N/A
High voltage G

G = Ground tests
Table I-7-2. Reserved
31/10/02
No. 1
Table I-7-3. Flight test requirements for PAR
Annex 10 Doc 8071,

Volume I, Volume I, Inspection
Parameter reference reference Measurand Tolerance Uncertainty type
Coverage 3.2.3.1 7.3.7 Distance $16.7 km (9 NM) 0.19 km C, P

(0.1 NM)
Azimuth ±20° of centreline 1°
Elevation 7° 0.1°
Accuracy 3.2.3.3 C, P
Azimuth 3.2.3.3.1 7.3.5 Azimuth 0.6% of distance from PAR antenna 3m
+ 10% of aircraft deviation, or 9 m (10 ft)
(30 ft), whichever is greater (see
Note 1).
Elevation 3.2.3.3.2 7.3.6 Elevation 0.4% of distance from PAR antenna 3m

+ 10% of aircraft deviation, or 6 m (10 ft)
(20 ft), whichever is greater (see
Note 1).
Distance 3.2.3.3.3 7.3.5 Distance 30 m (100 ft) + 3% of distance to 3m

7.3.6 touchdown. (10 ft)
Note.— In practice, it has been found that the following tolerances, although more stringent, are easily applied and
attained:
Azimuth — 0.6 per cent of distance to PAR antenna;
Elevation — 0.4 per cent of distance to PAR antenna.
Legend: C = Commissioning;
P = Periodic (normally at least every 270 days)
31/10/02
No. 1
Chapter 8
FLIGHT INSPECTION OF INSTRUMENT
FLIGHT PROCEDURES
8.1 INTRODUCTION Instrument approach procedure (IAP)

data package
General
8.2.3 Each IAP flight inspection package should
8.1.1 Instrument flight procedures depict standard include the following data:
routings, manoeuvring areas, flight altitudes, and approach
minima for instrument flight rules (IFR) flight activities. a) A plan view of the final approach obstacle
These procedures include airways, off-airway routes, jet evaluation template, drawn on air navigation charts
routes, instrument approach procedures (IAPs), instrument of sufficient scale to safely accommodate use for
departure procedures, terminal arrival routes, procedures navigation, elevated terrain analysis, obstacles, and
predicated upon the use of flight management systems obstructions evaluation.
(FMS) and Global Navigation Satellite System (GNSS)
operations. b) Completed documents that identify associated
terrain, obstacles and obstructions as applicable to
8.1.2 Instrument flight procedures should be a part of
the procedure. The controlling terrain/obstacle
the flight inspection process for initial certification and as
should be identified and highlighted on the appro-
part of the periodic quality assurance programme as
priate chart.
established by the individual States.
c) Minimum altitudes determined to be applicable

from map studies and database information for
8.2 PRE-FLIGHT REQUIREMENTS each segment of the procedure.
d) A narrative description of the instrument approach

Instrument flight procedures
procedure.
specialist
8.2.1 The instrument flight procedure specialist is e) Plan and profile pictorial views of the instrument
normally responsible for providing all data applicable to approach procedure.
conducting a flight inspection to the flight inspection
operations activity. When appropriate, the procedure f) Documented data as applicable for each fix, inter-
specialists should be prepared to provide briefings to the section, and/or holding pattern.
flight inspection crews in those cases where flight
procedures have unique application or special features.
g) Air/ground communications, as applicable to each
8.2.2 The instrument flight procedures specialist should segment of the procedure.
participate in the initial certification flight to assist in its
evaluation and obtain direct knowledge of issues related to h) Airport marking and any special local operating
the procedures design from the flight inspection pilot procedures such as noise abatement, non-standard
and/or inspector. traffic patterns, lighting activation, etc.
8-1
8.3 FLIGHT INSPECTION be denied until the procedure specialist’s analysis has been
PROCEDURES completed and the flight procedure adjusted as appropriate.
8.3.5 Determination of obstacle heights. If in-flight

Objective height determination of obstacles or terrain is required,
accurate altimeter settings and altitude references are
8.3.1 The objective of the flight inspection evaluation necessary to obtain the most accurate results possible. The
of instrument flight procedures is to assure that the navi- method of obstacle height determination should be docu-
gation source supports the procedure, ensures obstacle mented on the flight inspection report.
clearance, and checks the flyability of the design. The
following activities should be accomplished:
Detailed procedures
a) Verify the obstacle that serves as the basis for
computing the minimum altitude in each segment
of the IAP. En-route/terminal routes
b) Evaluate aircraft manoeuvring areas for safe oper- 8.3.6 Evaluate each en-route or terminal segment
ations for each category of aircraft for which the during commissioning flight inspections to ensure that the
procedure is intended. proposed minimum obstacle clearance altitude (MOCA)
is adequate. These segments should be flown at the pro-
c) Review the instrument procedure for complexity posed minimum en-route altitude (MEA) using the appli-
of design, and evaluate the intensity of the cockpit cable NAVAID for guidance. For instrument departure
workload to determine if any unique requirements procedures, the segment(s) should be evaluated according
adversely impact safe operating practices. Check to an established NAVAID, fix or point where en-route
for correctness of information, propriety, and ease obstacle clearance has been established. For a terminal
of interpretation. arrival route, each segment should be evaluated from
where the route departs established obstacle clearance to
d) If appropriate, verify that all required runway the point where the route intercepts an established
markings, lighting, and communications are in approach procedure. Periodic inspections of en-route and
place and operative. terminal route segments are not required.
Instrument flight procedure

verification Final approach segment
8.3.2 The flight inspection of an instrument flight 8.3.7 The final approach course should deliver the
procedure and verification of the obstacle data may be aircraft to the desired point. The point varies with the type
conducted during the associated navigation aid inspection of system providing procedural guidance and should be
if visual meteorological conditions (VMC) prevail determined by the procedure specialist. After flight inspec-
throughout each segment. tion verifies the established point, it should not be changed
without the concurrence of the procedure specialist. When
the system does not deliver the aircraft to the established
Verification of obstacle clearance point, and if the system cannot be adjusted to regain the
desired alignment, the procedure should be redesigned.
8.3.3 Original flight procedures. A ground or in-flight
obstacle verification should be conducted for each route
segment during the development of original flight Missed approach
procedures.
8.3.8 The flight inspector should assure that the
8.3.4 Identification of new obstacles. When new designed procedural altitudes provide the appropriate
obstacles are discovered during flight inspection activities, required or minimum obstacle clearance (ROC/MOC) and
the fight inspector should identify the location and height determine that the procedure is safe and operationally
of the new obstruction(s), and provide the information to sound for the categories of aircraft for which use is
the procedure specialist. Procedure commissioning should intended.
Chapter 8. Flight Inspection of Instrument Flight Procedures 8-3
Circling area Fixes/holding patterns
8.3.9 The flight inspector should verify that the 8.3.13 Controlling obstacles should be verified to
depicted circling manoeuvring areas are safe for each ensure the adequacy of minimum holding altitude (MHA).
category of aircraft and that the controlling obstacle is
correctly identified.
Air-ground communications
Terminal segments 8.3.14 Air-ground communications with the

appropriate controlling facility should be evaluated for
8.3.10 Controlling obstacles in terminal segments satisfactory performance at the minimum initial approach
should be confirmed visually by in-flight or ground fix altitude and at the missed approach altitude. In those
observation. If unable to confirm that the controlling cases where air traffic control operations require continu-
obstacle, as identified by the procedure specialist, is the ous communications throughout the approach, flight
highest obstruction in the segment, the flight inspector inspection should evaluate availability of that coverage.
should list the location, type, and approximate elevation of
the obstacles to be provided to the procedure specialist for
technical evaluation. Conduct obstacle evaluations in Area navigation (RNAV)
VMC only. The flight inspector should be responsible for
ensuring that instrument flight procedures are oper- 8.3.15 Procedures based upon RNAV (GNSS or FMS)
ationally safe in all areas of design, criteria application and should be evaluated by flight inspection for conformance
flyability. to safe and sound operational practices. In addition to the
above applicable requirements, flight inspection of these
procedures should evaluate the following:
Instrument approach procedure (IAP) 8.3.16 Waypoint accuracy. The waypoints depicted on
the procedure should be verified as properly labeled and
8.3.11 An IAP intended for publication should be correct. The fix displacement areas should be evaluated
evaluated in flight. The final approach template should be and determined to be accurate.
evaluated to identify/verify the controlling obstruction.
The final approach segment should be flown at an altitude 8.3.17 Bearing accuracy. Where applicable, the
30 m (100 ft) below the proposed minimum descent bearing, as depicted on the instrument approach pro-
altitude. Approaches with precision vertical guidance cedure, should be evaluated for accuracy.
should be evaluated according to the proposed decision or
missed approach altitude. Discrepancies or inaccurate data 8.3.18 Distance accuracy. Distances should be verified
should be provided to the procedure specialist for action for accuracy from the automated flight inspection system
prior to commissioning the procedure. where applicable, or by using ground reference positions
when conducting manual flight inspection operations.
When utilizing an automated system, the software
database information should be validated in the interest of
Minimum en-route altitude (MEA) distance accuracy.
and change-over points (COPs)
8.3.12 MEAs are computed and published in

accordance with policies and procedures in effect with Additional requirements
each State. MEAs and COPs should be predicated on
minimum obstruction clearance altitude (MOCA), mini-
mum reception altitude (MRA), airspace, or communi- General
cation requirements. If more than one of these altitudes are
procedurally applicable, the highest altitude determined 8.3.19 The inspection pilot should review and evaluate
through a flight inspection should become the minimum each segment of the procedure for conformance with safe
operational altitude. operational practices as applicable to the following areas:
a) Procedure safety. The procedure should be cockpit workload and human limitations. The flight
evaluated to ensure compliance with safe operating inspector should consider whether or not an instrument
practices, simplicity of the depiction, and a reason- approach procedure is operationally safe and flyable for a
able level of flight crew workload associated with minimally qualified solo pilot, flying an aircraft with basic
programming and flying the required manoeuvres. IFR instrumentation in instrument meteorological con-
ditions, using standard navigation charting. The flight
b) Runway marking, lighting and communications. inspector should apply the principles of Human Factors
The flight inspector should evaluate these airport when certifying an original or amended procedure by
facilities to assure their suitability in supporting considering the following characteristics.
the procedure. Lack of suitability in any of these
areas supports denying the procedure.
8.4.3 Complexity. The procedure should be as simple
as possible to avoid imposing an excessive workload.
Airport lighting evaluations
8.4.4 Presentation. The flight inspector should confirm
8.3.20 New flight procedures. For new instrument
that the procedure presentation conforms to requirements.
approach procedures at airports with no prior IFR service,
a night flight inspection should be conducted to determine
the adequacy of airport lighting systems prior to
authorizing night minima.
8.3.21 Approach/landing light system inspection. Air- 8.5 TOLERANCES
port light systems should be evaluated during the hours of
darkness. The evaluation should determine that the light Distance and bearing accuracies should be in accordance
system displays the correct lighting patterns, that they with the specific chapters of this document, depending on
operate in accordance with operational design/capabilities the type of navigation source upon which the instrument
and that local area lighting patterns do not distract, procedure has been developed. The navigation aid and the
confuse or incorrectly identify the runway environment. procedure should consistently deliver the aircraft to a point
within the depicted fix displacement area, as applicable.
8.4 ANALYSIS
General 8.6 ADJUSTMENTS
8.4.1 The flight inspection should determine that the The flight inspection crew should support the facility
procedure is flyable and safe. When a new procedure is maintenance technicians efforts by supplying all available
found to be unsatisfactory, the flight inspector should data collected on the facility and provide flight inspection
coordinate with the instrument flight procedure specialist support where possible. Requests for ground based
to resolve identified problem areas and determine the equipment adjustments should be specific.
necessary changes. When a published procedure is found
unsatisfactory, the flight inspector should initiate action to
advertise the deficiency through a NOTAM publication
and advise the procedure specialist.
8.7 REPORTS
Human Factors Once all checks have been made, and input has been
received from all flight crew members, the flight inspector
8.4.2 The criteria used to develop instrument flight should complete the flight inspection report to document
procedures include factors associated with minimizing that the procedure has been checked.
Rec. ITU-R IS.1140 1
RECOMMENDATION ITU-R IS.1140
TEST PROCEDURES FOR MEASURING AERONAUTICAL RECEIVER CHARACTERISTICS

USED FOR DETERMINING COMPATIBILITY BETWEEN THE SOUND-BROADCASTING
SERVICE IN THE BAND OF ABOUT 87-108 MHz AND THE AERONAUTICAL
SERVICES IN THE BAND 108-118 MHz
(Question ITU-R 201/2)
(1995)
Rec. ITU-R IS.1140
The ITU Radiocommunication Assembly,
considering
a) that, in order to ensure the efficiency of spectrum utilization, there is a need to assess the compatibility
between the sound-broadcasting service in the band of about 87-108 MHz and the aeronautical radionavigation services
in the band 108-118 MHz;
b) that International Civil Aviation Organization (ICAO) Annex 10 (see Definitions in Annex 1, Appendix 2)
does not specify the receiver interference immunity characteristics necessary to fully assess this compatibility;
c) that the test procedures given in Annex 1 were used in the development of interference assessment criteria,
appropriate to the ICAO Annex 10, 1998 receivers, as contained in Recommendation ITU-R IS.1009;
d) that in order to refine the interference assessment criteria contained in Recommendation ITU-R IS.1009
additional tests are required on aeronautical radionavigation receivers designed to meet the ICAO Annex 10 interference
immunity criteria;
e) that there is a need for standardized test procedures,
recommends
1 that the test procedures given in Annex 1 should be used to determine the characteristics of typical aircraft
instrument landing system (ILS) localizer “and very high frequency omni-directional radio range (VOR)” receivers with
respect to compatibility with the sound-broadcasting service in the band of about 87-108 MHz;
2 that the results of tests performed according to the procedures given in Annex 1 be used to refine compatibility
assessment criteria as may be appropriate. (see Recommendation ITU-R IS.1009.)
ANNEX 1
Test procedures
CONTENTS
1 Background and introduction
2 Interference mechanisms
3 Signal characteristics
4 Test set-up
5 Measurement techniques
Appendix 1 – Test equipment
Appendix 2 – Definitions
2 Rec. ITU-R IS.1140

1.1 In the past, difficulties were experienced when making direct comparisons of test results submitted by different
administrations because of various interpretations of definitions and test criteria. For example, depending on a particular
interpretation, this resulted in the use of:
– a minimum localizer signal level of –86 dBm or –89 dBm;
– a localizer course deflection current (see Note 1) of 7.5 µA or 9 µA;
– a standard localizer deviation signal of 0.093 DDM (see Note 1) or 90 µA;
– an FM pre-emphasis of 50 µs or 75 µs;
– a maximum FM signal deviation of ± 75 kHz peak, ± 32 kHz quasi-peak or ± 32 kHz peak;
– ITU-R coloured noise and pink noise sources with and without a stereo modulator.
NOTE 1 – Definitions are given in Annex 1, Appendix 2.
In addition, many test reports were limited to the use of minimum VOR/localizer signal levels and band-edge
frequencies of 108.1 MHz for the localizer and 108.2 MHz for the VOR receiver.
1.2 ICAO has specified in its Annex 10, Part I (§ 3.1.4 for ILS localizer and § 3.3.8 for VOR) that:
– as from 1 January 1995, all new installations of ILS localizer and VOR receiving systems shall meet new
interference immunity performance standards;
– as from 1 January 1998, all ILS localizer and VOR receiving systems shall meet new interference immunity
performance standards.
The formula specified for the Type B1 interference 2-signal case is as follows:
2 N1 + N2 + 3 [24 – 20 log (max(0.4; 108.1 – f1)) / 0.4] > 0
where:
f1 : broadcasting frequency (MHz) closest to 108.1 MHz
N1, N2 : broadcasting signal levels (dBm) at the input to the aeronautical receiver for broadcasting frequencies f1
and f2, respectively
f2 : broadcasting frequency (MHz) furthest from 108.1 MHz.
However, difficulties in frequency planning and implementation were experienced in the application of this formula
because:
– it does not address Type B1 interference, 3-signal intermodulation cases;
– it makes reference to the frequency 108.1 MHz rather than the actual ILS localizer and VOR systems;
– it does not take into account differences between ILS localizer and VOR systems;
– it does not contain a correction factor to account for improvement in immunity resulting from increases in wanted
signal levels.
The Type B2 interference criteria specified in ICAO Annex 10 also does not contain a correction factor to account for
improvement in immunity resulting from increases in wanted signal levels. ICAO Annex 10 does not specify any type
A1 or A2 interference criteria.
1.3 The 1998 receiver immunity standards contained in ICAO Annex 10 were used in minimum operational
performance standards (MOPS) developed by RTCA Inc. in Region 2 and its counterpart, EUROCAE, in Region 1. In
particular, the applicable RTCA documents are:
RTCA/DO-195: Minimum Operational Performance Standards for Airborne ILS Localizer Receiving Equipment
Operating Within the Radio Frequency Range of 108-112 MHz (1986);
RTCA/DO-196: Minimum Operational Performance Standards for Airborne VOR Receiving Equipment Operating
Within the Radio Frequency Range of 108-117.95 MHz (1986).
These MOPS, however, address only receiver immunity aspects for Type B2 interference (see § 2.2.3) and for the
2-signal Type B1 interference case (see § 2.2.2), for a limited set of test frequencies and signal levels.
1.4 The development of realistic compatibility assessment criteria and techniques requires that the immunity
characteristics be explored for the full range of localizer frequencies (i.e. 108.10-111.95 MHz), VOR frequencies (i.e.
108.05-117.95 MHz), FM broadcasting frequencies and signal levels.
1.5 This Recommendation specifies test procedures for determining the interference immunity characteristics of
ICAO Annex 10 1998 ILS localizer and VOR receivers with respect to Type A1, A2, B1, and B2 interference from
broadcasting stations. These test procedures were developed by Radiocommunication Task Group 2/1 studying
aeronautical/broadcasting compatibility and were used in the bench testing of the ICAO Annex 10 1998 receivers at the
Federal Aviation Administration (FAA) Technical Center, Atlantic City, New Jersey, United States of America in 1993-
94 and subsequent cross-check tests conducted by other organizations.
2 Interference mechanisms
2.1 Type A interference
2.1.1 Introduction
Type A interference is caused by unwanted emissions into the aeronautical band from one or more broadcasting
transmitters.
2.1.2 Type A1 interference
A single transmitter may generate spurious emissions or several broadcasting transmitters may intermodulate to produce
components in the aeronautical frequency bands; this is termed Type A1 interference.
A broadcasting signal may include non-negligible components in the aeronautical bands; this interference mechanism,
which is termed Type A2 interference, will in practice arise only from broadcasting transmitters having frequencies near
108 MHz and will only interfere with ILS localizer/VOR services with frequencies near 108 MHz.
2.2 Type B interference
2.2.1 Introduction
Type B interference is that generated in an aeronautical receiver resulting from broadcasting transmissions on
frequencies outside the aeronautical band.
2.2.2 Type B1 interference
Intermodulation may be generated in an aeronautical receiver as a result of the receiver being driven into non-linearity
by broadcasting signals outside the aeronautical band; this is termed Type B1 interference. In order for this type of
interference to occur, at least two broadcasting signals need to be present and they must have a frequency relationship
which, in a non-linear process, can produce an intermodulation product within the wanted RF channel in use by the
aeronautical receiver. One of the broadcasting signals must be of sufficient amplitude to drive the receiver into regions
of non linearity but interference may then be produced even though the other signal(s) may be of significantly lower
amplitude.
Only third-order intermodulation products are considered; they take the form of:
fintermod : 2 f1 – f2 two-signal case or
fintermod : = f1 + f2 – f3 three-signal case
where:
f1, f2, f3 : broadcasting frequencies (MHz) with f1 ≥ f2 > f3
fintermod : intermodulation product frequency (MHz)
Desensitization may occur when the RF section of an aeronautical receiver is subjected to overload by one or more
broadcasting transmissions; this is termed Type B2 interference.
Other internal receiver mechanisms, such as spurious responses, may be incorrectly identified as B2 interference. These
responses can be identified by the extremely frequency-sensitive nature of the interference when tested in the
unmodulated RF mode.
3 Signal characteristics
3.1 ILS signal characteristics

The localizer portion of an ILS signal operates in the frequency range 108-111.975 MHz. The radiation from the
localizer antenna system produces a composite field pattern which is amplitude modulated by a 90 Hz and a 150 Hz
tone. The radiation field pattern produces a course sector with one tone predominating on one side of the course and the
other tone predominating on the opposite side.
3.2 VOR signal characteristics

The VOR operates in the frequency range 108-117.950 MHz and radiates a radio-frequency carrier with which are
associated two separate 30 Hz modulations. One of these modulations, called the reference phase, is such that its phase is
independent of the azimuth of the point of observation. The other modulation, called the variable phase, is such that its
phase at the point of observation differs from that of the reference phase by an angle equal to the bearing of the point of
the observation with respect to the VOR.
3.3 FM broadcasting signal characteristics

FM broadcasting stations operate in the frequency range 87-108 MHz. These stations radiate a frequency modulated
signal with, either:
– ± 32 kHz quasi-peak deviation with 50 µs pre-emphasis of the baseband signal; or
– ± 75 kHz peak deviation with 75 µs pre-emphasis of the baseband signal.
Noise modulation in accordance with Recommendation ITU-R BS.559 is used to simulate an FM broadcast audio signal.
4 Test set-up
4.1 Overview of test set-up

A suitable test set-up (including important equipment characteristics) is shown in Figs. 1a, 1b and 1c.
This test should preferably utilize a semi-automated test set-up consisting of a computer for test execution, test
equipment control, and data collection. The main computer should adjust both the desired and undesired signal generator
outputs and provide the interface to the receiver under test to record the course deflection current and flag voltage.
Digital receiver testing may require the use of an additional computer to interface with the ARINC 429 bus.
FIGURE 1 a
Hewlett-Packard
ITU-R ITU-R ITU-R
interface bus Main
noise noise noise
computer
source * source ** source **
F1 F2 F3
Stereo
RS-232
generator
Note 1 RF signal RF signal RF signal

generator generator *** generator ***
Note 2 RF amplifier RF amplifier RF amplifier
Note 3 Combiner No. 1
Note 1
Noise floor, F = – 136 dBc/Hz
Maximum RF, M = + 8.0 dBm
Noise level, N = – 128 dBm/Hz
Note 2
Gain = 22 dB M = + 30 dBm
Noise figure = 7.0 dB N = – 99 dBm/Hz
Maximum output = + 30 dBm
Reverse isolation = 55 dB
Note 3
Insertion loss = 5 dB M = + 2 5 dBm
Isolation ≥ 20.0 dB N = – 104 dBm/Hz
* Modulation off for B2 tests

** Used for B1 offset only
*** Signal off for A1, A2 and B1 tests
D01
F1 > F2 > F3
FIGURE 1b
From combiner No. 1
Hewlett-Packard
interface bus
Navigation
generator
Band-reject filter RS-232
(See § 4.2) Note 1
Band-reject filter
(See § 4.2) Note 2
18.0 dB
attenuator
Band-reject filter
(See § 4.2) Note 3
50 Ω load
Combiner No. 2 Note 4
Note 1
Tuned-cavity filter M = + 24.5 dBm
Insertion loss = 0.5 dB N = – 122.5 dBm/Hz
Rejection = 18 dB
3 dB bandwidth = 0.2 MHz
Note 2
Tuned-cavity filter M = + 24 dBm
Insertion loss = 0.5 dB N ≤ – 140.0 dBm/Hz
Rejection = 18 dB
Note 3
Tuned-cavity filter M = + 23.5 dBm
Insertion loss = 0.5 dB N ≤ – 140.0 dBm/Hz
Rejection = 18 dB
Note 4
Insertion loss = 5.0 dB M = + 18.5 dBm
Isolation = 20 dB N ≤ – 140.0 dBm/Hz
D02
FIGURE 1b/IS.1140...[D02] = pleine page

FIGURE 1c
From combiner No. 2
6.0 dB
Note 1
attenuator
RS-232
Digital unit Analogue unit

under test under test
ARINC 429
test set
ARINC 429
to digital interface
MS-DOS Analogue-to-digital
personal computer converter
Note 1
Insertion loss = 6.0 dB M = + 12.5 dBm
N ≤ – 140.0 dBm/Hz D03
FIGURE 1c/IS.1140...[D03] = pleine page
4.2 Test set-up description
4.2.1 The ITU-R noise source for the stereo signal is composed of a white noise generator, a
Recommendation ITU-R BS.559 noise filter, and a 50 or 75 µs pre-emphasis filter.
4.2.2 In either case, the noise signal, S1, should be fed to the stereo generator with the left channel signal level in
phase with, but 6 dB greater than, the right channel. It is then modulated to give an FM stereo signal. This stereo signal
(f1) should be used in the A1, A2, and B1 tests (see Fig. 1a).
4.2.3 Frequencies f2 and f3 are used only during B1 testing. During the B1 coincident tests, f2 and f3 are
unmodulated. For the B1 offset test, both f2 and f3 are monaural signals from the ITU-R noise source described above.
The frequency modulation function is performed by the RF signal generators.
4.2.4 The B2 tests should use an unmodulated RF signal f1.
4.2.5 The high signal levels required by the ICAO future immunity criteria receivers necessitate additional
amplification which should be provided by RF amplifiers. A maximum signal level of at least + 15 dBm at the receiver’s
input should be used during these tests.
4.2.6 The three band-reject filters should be tuned to the desired frequency in order to reject any desired frequency
component or RF noise that may be produced in the FM signal circuitry. The filters should produce a rejection of at least
54 dB.
These filters should not be used in the A1 tests. They may be left in the circuit to maintain an impedance match between
the FM signal circuitry and the receiver if they are detuned several MHz away from the aeronautical frequency. A plot of
the filter characteristics is shown in Fig. 2.
NOTE 1 – Practical limitations of existing test equipment require the use of band-reject filters for the A2 tests to reduce
the noise floor of the signal generator and spurious emissions on the aeronautical frequency to the –140 dBm/Hz level
specified in this Recommendation. Unfortunately, the filters have the side-effect of attenuating some FM modulation
components of the simulated broadcast signal. It may be possible to obtain a more realistic simulation by using an actual
FM broadcast transmitter, a high-powered crystal oscillator, or a signal generator with a noise floor comparable to that of
an FM transmitter. The cause of the difficulties in the A2 tests needs further investigation.
FIGURE 2
Plots of typical filter response and typical FM spectrum
– 10
– 20
– 30
Signal level (dBm)
– 40
B A
– 50
– 60
– 70
– 80
– 90
107.6 107.7 107.8 107.9 108 108.1 108.2 108.3 108.4 108.5 108.6
Frequency (MHz)
Centre frequency = 108.1 MHz

Span = 1.000 MHz
Reference level = 10.0 dBm
Scale = 10 dB/division
Attenuation = 20 dB
Resolution bandwidth = 3.00 kHz
Video bandwidth = 3.00 kHz
Sweep time = 333.4 ms
Curves A : filter response

B : typical FM spectrum D04
FIGURE 2/IS.1140...[D04] = 3 CM
4.2.7 The navigation signal generator which produces the localizer and VOR signals is isolated from the FM signals
by at least 18 dB. This prevents the high level FM signals from entering the navigation generator and producing
intermodulation products there.
4.2.8 The combined FM and navigation signals should be connected to the navigation receiver’s input through a
6 dB attenuator which provides impedance matching between the test set up and the receiver.
4.2.9 The output of the analogue navigation receiver should be recorded by the data collection computer through an
analogue-to-digital (A/D) converter.
4.2.10 For the digital receiver, the ARINC 429 data should be fed to an ARINC 429 test set. The ARINC 429 data
should be converted to digital data in the IBM-PC compatible computer. The main computer should be used to run the
test program and collect data.
4.2.11 RTCA DO-195 and its EUROCAE equivalent recommends a statistical method for determining the maximum
on-course errors of ILS localizer receivers based on a 95% probability and limits centring error to 5% of the standard
deflection. Receiver compatibility is analysed using a similar technique. Five per cent of the standard localizer deflection
is given by (0.05 × 0.093 DDM) or 4.5 µΑ (0.00465 DDM) and a 95% probability may be achieved by utilizing plus or
minus two standard deviations, 2σ, of the normal distribution. An equivalent deflection of 4.5 µA for the VOR is 0.3°
change in bearing indication.
4.2.12 The measurements are conducted by collecting a number of output-deflection samples (from the ARINC-429
bus for digital receivers and through an analogue-to-digital converter for analogue receivers) and then computing the
mean and standard deviation of the data. The standard deviation for the baseline case (no interfering signals) is
multiplied by two to get the baseline 2σ value and 4.5 µΑ (0.00465 DDM) is added to the baseline 2σ value to get an
upper limit for the 2σ value with interfering signals present. The interference threshold is defined as the point where the
2σ value exceeds the upper limit.
4.2.13 The sampling rate for analogue receivers should be one sample every 50 ms in order to maintain consistency
with the ARINC-429 specifications for digital receivers. A minimum of 50 samples must be taken in order to assure
good statistical computational accuracy but more importantly to assure that data are evaluated over a time interval
sufficient to mitigate the correlation effect of the very narrow post-detection receiver bandwidth (on the order of 1 Hz)
on random noise.
4.2.14 This method of measuring receiver compatibility may be approximated by a change in the course-deflection
current of 7.5 µA (0.00775 DDM) lasting for more than 200 ms in any 2-s window (the technique used for earlier
measurements) provided the receiver is operating at least 10 dB above its sensitivity limit.
4.3 Test precautions
4.3.1 The test set-up must have a noise floor at the receiver input no greater than –140 dBm/Hz in order to avoid
contamination of the data.
4.3.2 The band reject filters used must not significantly attenuate sidebands of the FM signal, which will cause
undesirable amplitude modulation of the input signal(s).
4.3.3 Sufficient isolation must be provided between signal generators to assure that no significant intermodulation
components are generated within the generators.
4.3.4 When simulating ILS and VOR signals, equipment specifically designed for that purpose should be used.
4.3.5 Precautions should be taken to prevent test receivers from over-heating.
4.3.6 The set-up of the FM test signal waveforms is critical to Type A1, A2, and B1 interference frequency off-set
testing; because of the steep slopes of these signals at the off-set frequencies, small changes in bandwidth produce large
changes in amplitude. Since the waveform shape is so critical that even an extremely careful setup of the equipment does
not guarantee that the spectrum analyser waveforms will match, a visual matchup of plotted waveforms should be
conducted to ensure compatibility with previous measurements. Adjustments to the waveforms should be made by
varying the audio level to the generator, not by adjusting the deviation control.
4.3.7 Unlike the “avalanche” effect in Type B1 interference testing, the Type A1 interference effect is a “soft”
interference effect; interference effects in some cases may tend to fluctuate over a 10-15 s sampling period. These longer
sampling periods may be used if needed to obtain repeatable results.
4.3.8 To help insure that test results are comparable to previously gathered data, the test set-up and procedures may
be confirmed by conducting spot tests on a receiver previously tested in the Atlantic City test, if available.
4.3.9 It is important to note that other internal receiver mechanisms, such as spurious responses, may be incorrectly
identified as B2 interference. Spurious responses detected during the B2 tests should not be reported as a B2 test result.
Assessment criteria for spurious responses have not been established.
4.3.10 Modulation of the FM signal with coloured noise is not favoured in tests for the no localizer signal case as
coloured noise may not give reliable test results. Further investigation is required to determine the validity of using
ITU-R coloured noise modulation for testing of the no wanted signal case.
4.4 Test equipment
A list of the test equipment used during the 1993/1994 tests in Atlantic City is given in Appendix 1. Other test
equipment may be used, but care should be taken with regard to the precautions identified in § 4.3.
5 Measurement techniques
5.1 FM test conditions
5.1.1 Simulated programme material: Coloured noise in accordance with Recommendations ITU-R BS.559
and ITU-R BS.641.
5.1.2 Mode: stereophonic
The modulating signal is applied in phase to the left and right channel with a 6 dB difference in level between channels.
5.1.3 Deviation: ± 32 kHz quasi-peak in accordance with Recommendation ITU-R BS.641.
NOTE 1 – Previous tests carried out in Region 1 have used ± 32 kHz quasi-peak deviation while tests carried out in
Region 2 have used ± 75 kHz peak deviation. The use of ± 32 kHz quasi-peak deviation in accordance with ITU-R
Recommendations is reflected in this test procedure.
5.1.4 Pre-emphasis:
– Region 1 and parts of Region 3: 50 µs
– Region 2: 75 µs
Spot check using 75 µs with ± 75 kHz peak deviation. If results vary significantly with those using 50 µs with ± 32 kHz
quasi-peak deviation, testing should be duplicated using 75 µs/± 75 kHz.
5.1.5 Waveforms: It is essential that FM test signals used for testing have the correct waveforms. Figures 3a and 3b
are a sample representation of the required waveforms for ± 32 kHz quasi-peak deviation/50 µs pre-emphasis and
± 96 kHz quasi-peak deviation/50 µs pre-emphasis. Figures 4a and 4b are a sample representation of the required
waveform for 75 kHz peak deviation/75 µs pre-emphasis and 225 kHz peak deviation/75 µs pre-emphasis.
5.1.6 Signal level(s): Initially introduced at a low level (i.e. at least 10 dB below the expected threshold) and
increased until the interference threshold is reached. Near the interference threshold, the signal level is changed in
1 dB steps.
FIGURE 3a
Plots of FM spectrum using ± 32 kHz quasi-peak deviation/50 µ s pre-emphasis
0
– 10
– 20
– 30
Signal level (dBm)
A
– 40 B
C
– 50
– 60
– 70
– 80
Attenuation = 20 dB
– 90
107.4 107.5 107.6 107.7 107.8 107.9 108 108.1 108.2 108.3 108.4
Average = 50 sweeps
Frequency (MHz) Resolution bandwidth = 3.00 kHz
FIGURE 3b Span = 1.000 MHz
Sweep time = 333.4 ms
Plots of FM spectrum using ± 96 kHz quasi-peak deviation/50 µ s pre-emphasis Curves A : carrier reference
0 B : average
C : peak
– 10
– 20
A
– 30
B
Signal level (dBm)
C
– 40
– 50
– 60
– 70
– 80
– 90
107.4 107.5 107.6 107.7 107.8 107.9 108 108.1 108.2 108.3 108.4
Frequency (MHz)
D05
FIGURE 3a, 3b/IS.1140...[D05] = 3 CM

FIGURE 4a
Plots of FM spectrum using ± 75 kHz peak deviation/75 µ s pre-emphasis
0
– 10
– 20
– 30
Signal level (dBm)
A
– 40
B
C
– 50
– 60
– 70
– 80
– 90 Attenuation = 20 dB
107.4 107.5 107.6 107.7 107.8 107.9 108 108.1 108.2 108.3 108.4 Average = 50 sweeps
Frequency (MHz)
Resolution bandwidth = 3.00 kHz
FIGURE 4b Span = 1.000 MHz
Plots of FM spectrum using ± 225 kHz peak deviation/75 µ s pre-emphasis Sweep time = 333.4 ms
Curves A : carrier reference
0 B : average
C : peak
– 10
– 20
A
– 30 B
Signal level (dBm)
C
– 40
– 50
– 60
– 70
– 80
– 90
107.4 107.5 107.6 107.7 107.8 107.9 108 108.1 108.2 108.3 108.4
Frequency (MHz) D06
FIGURE 4a, 4b/IS.1140...[D06] = 3 CM

5.1.7 Frequency: As required for specific test.

NOTE 1 – RTCA/DO-195 specifies frequency modulation of the highest FM frequency in an intermodulation product
with pink noise or ITU-R coloured noise and a peak frequency deviation of ± 75 kHz. A stereo modulator is not used.
5.2 Test results

The ICAO Annex 10 1998 receivers under test may or may not have in-band selectivity. Therefore, wanted signal
frequencies have been selected at band-edge and mid-band in order to examine possible differences in results. However,
data need not be taken at all specified test combinations if obvious data trends are detected.
5.3 ILS localizer receiver test procedures
5.3.1 Interference thresholds
5.3.1.1 With a localizer signal

– An increase in the 2σ (two standard deviations from the mean) value of the course-deflection current of at least
0.00465 DDM (4.5 µA) over the baseline 2σ value measured with no interfering signal present;
– the appearance of the warning flag for 1 s, whichever comes first.
5.3.1.2 With no localizer signal

– Warning flag out of view for more than 1 s.
– This test is only carried out to verify correct receiver flag operation in accordance with RTCA/DO-195 MOPS.
5.3.1.3 Localizer test conditions

a) Course deflection: 0.093 DDM (spot check at 0 DDM).
b) Signal level: –98, –86, –70, and –55 dBm, and the no localizer signal case.
c) Frequency: as required for specific test.
NOTE 1 – The ICAO and RTCA/DO-195 reference signal level is –86 dBm. The reference level derived in § 3.4 of
Annex 1 of Recommendation ITU-R IS.1009 is –98 dBm. Results for this level are valid only if FM signal interference
is sufficiently above the noise threshold to comprise the primary cause of failure.
5.3.2 Particulars for Type A1 transmitter interference test

a) Method of defining protection criteria: The protection ratio (dB) at a specified f is equal to the localizer signal level
(dBm) minus the lowest level of unwanted signal (dBm) required to cause interference.
b) Frequencies:
Case No. floc f
1 108.10 108.10 + ∆ f
2 110.10 110.10 + ∆ f
3 111.95 111.95 + ∆ f
where:
floc : localizer frequency (MHz)
f: unwanted signal frequency (MHz)
∆f: frequency difference between the localizer signal and the FM signal (i.e. the intermodulation product)
0, ± 0.05, ± 0.10, ± 0.15, ± 0.20 and ± 0.30 MHz
c) Maximum Deviation of FM signals:
– for ∆ f = 0, deviation = ± 32 kHz quasi-peak;
– for all other ∆ f, deviation = ± 96 kHz quasi-peak.
NOTE 1 – The unwanted signal is a simulated intermodulation product (i.e. a spurious emission).
– Spot check at ∆ f = 0 using 75 µs with ± 75 kHz peak deviation. If results vary significantly from those using 50 µs
with ± 32 kHz quasi-peak deviation, testing should be duplicated using 75 µs with ± 75 kHz peak deviation.
– Spot check at ∆ f = ± 200 kHz using 75 µs with ± 225 kHz peak deviation. If results vary significantly from those
using 50 µs with ± 96 kHz quasi-peak deviation, testing should be duplicated using 75 µs with ± 225 kHz peak
deviation.
– The maximum deviation of ± 32 kHz quasi-peak will likely maximize interference effects when the unwanted signal
frequency equals the wanted signal frequency.
– Maximum deviation of ± 96 kHz quasi-peak, is used to simulate the maximum bandwidth of a third order
intermodulation product (i.e. 3 × ± 32 kHz), and will therefore tend to maximize interference effects when the
unwanted signal frequency is off-set from the wanted signal frequency.
– The spectrum of an actual Type A1 signal will be complex depending upon the modulation of the contributing
signals.
5.3.3 Particulars for Type A2 interference test
a) Method of defining protection criteria: The protection ratio (dB) at a specified f is equal to the localizer signal level
(dBm) minus the lowest level of FM signal (dBm) required to cause interference.
b) Localizer frequency: 108.10 and 108.15 MHz.
c) FM frequency: 107.9 and 107.8 MHz.
NOTE 1 – Data are taken with the unwanted signal modulated and then unmodulated. If the protection ratios are the
same, then the unwanted signal is causing Type B2 interference; if the protection ratios with the modulation are higher,
then the sideband energy from the unwanted signal is being received in the receiver passband, causing Type A2
interference. Testing should be stopped when the FM signal level is greater than or equal to +15 dBm.
5.3.4 Particulars for Type B1 interference test
5.3.4.1 Intermodulation product coincident with localizer frequency
a) Method of defining protection criteria: Minimum FM equi-signal level (dBm) required to cause interference at ∆ f 3:
∆ f 3 (MHz)3 = (floc – f1)2 (floc – f2) 2-signal case
= (floc – f1) (floc – f2) (floc – f3) 3-signal case
where
floc : localizer frequency (MHz)
f1, f2, f3 : FM frequencies (MHz) and f1 > f2 > f3.
b) Localizer frequency: 108.1, 109.1, 110.1, and 111.9 MHz.
c) FM frequencies:
– as per Table 1 for 2-signal case: 2 f1 – f2 = floc
– as per Table 2 for 3-signal case: f1 + f2 – f3 = floc
NOTE 1 – Only f1 needs to be modulated when the calculated intermodulation product is coincident with desired
localizer frequency.
TABLE 1
List of intermodulation products on localizer frequencies

for the two-signal case
Frequencies
(MHz)
∆f3
f1 f2 floc
107.9 107.7 108.1 0.01

107.5 106.9 0.43
106.5 104.9 8.19
103.5 98.9 194.70
98.1 88.1 2 000.00
107.9 106.7 109.1 3.45

104.5 99.9 194.70
107.9 105.7 110.1 21.29

105.5 100.9 194.70
100.1 90.1 2 000.00
107.9 103.9 111.9 128.00

105.3 98.7 575.00
101.9 91.9 2 000.00
TABLE 2
List of intermodulation products on localizer frequencies

for the three-signal case
Frequencies
(MHz)
∆f3
f1 f2 f3 floc
107.9 107.5 107.3 108.1 0.09

107.5 106.5 105.9 2.11
107.1 105.5 104.5 9.36
106.5 104.5 102.9 29.95
104.5 100.5 96.9 306.40
101.5 95.3 88.7 1 639.00
107.9 107.5 106.3 109.1 5.37

106.5 103.5 100.9 119.40
107.9 107.5 105.3 110.1 27.45

107.9 105.3 103.1 73.92
107.5 104.5 101.9 119.40
106.5 102.5 98.9 306.40
104.5 98.5 92.9 1 117.00
99.5 98.7 88.1 2 658.00
107.9 107.5 103.5 111.9 147.80

107.5 105.5 101.1 304.10
105.5 101.5 95.1 1 118.00
101.5 100.3 89.9 2 654.00
5.3.4.2 Intermodulation product off-set from localizer frequency

a) Method of defining protection criteria: Minimum FM equi-signal level (dBm) required to cause interference.
However, for an offset frequency f, the criterion as specified is the difference between the equi-signal levels
required at f and those required when ∆ f = 0 (i.e., the non-offset case).
b) Frequencies:
– For a 2-signal receiver intermodulation product of the form: 2 f1 – f2 = floc
Case 1: 2(105.5) – (102.9 + ∆ f) = 108.10 MHz
where ∆ f 3 = 35.15 at ∆ f = 0
Case 2: 2(107.5) – (104.9 + ∆ f) = 110.10 MHz
where ∆ f 3 = 35.15 at ∆ f = 0
Case 3: 2(107.9) – (103.9 + ∆ f) = 111.90 MHz
where ∆ f 3 = 128.00 at ∆ f = 0.
– For a 3-signal receiver intermodulation product of the form f1 + f2 – f3 = floc
Case 1: 106.5 + 104.5 – (102.9 + ∆ f) = 108.10 MHz
where ∆ f 3 = 29.95 at ∆ f = 0
Case 2: 107.9 + 107.5 – (105.3 + ∆ f) = 110.10 MHz
where ∆ f 3 = 27.45 at ∆ f = 0
Case 3: 107.9 + 107.5 – (103.5 + ∆ f) = 111.90 MHz
where ∆ f 3 = 147.80 at ∆ f = 0
where: ∆ f = 0, ± 0.05, ± 0.10, ± 0.15, ± 0.20 and ± 0.30 MHz.
NOTE 1 – To maximize the interference effect of an off-set intermodulation product, the bandwidth of the
intermodulation product must be maximized by modulating all FM signals.
NOTE 2 – FM signals f2 and f3 should be modulated by ITU-R noise sources (see § 4.2) fed directly into the modulation
inputs of the FM signal generator (i.e. simulating a monophonic signal).
NOTE 3 – In Cases 2 and 3 of the three-signal offset intermodulation interference, care should be taken when
interpreting the test results for ± 0.3/0.2 MHz offset because a two-signal offset intermodulation interference with a
± 0.1/0.2 MHz offset occurs simultaneously. Different frequencies should be selected to avoid this problem in future
testing.

a) Method of defining protection criteria: lowest FM signal level (dBm) required to cause interference.
b) Localizer frequency: 108.1, 109.1, 110.1 and 111.9 MHz.
c) FM Frequency 107.9, 107.8, 107.7, 107.5, 107.3, 107.0, 106.0, 105.0, 104.0, 102.0, 100.0, 98.0, 93.0 and
88.0 MHz. Measurements will be discontinued for frequencies lower than that where the measured immunity level
is greater than +15 dBm.
NOTE 1 – For distinction between Type A2 and Type B2 interference effects when using frequencies near 108 MHz,
see Note 1 to § 5.3.3 c).
5.4 VOR receiver test procedures
5.4.1 Interference thresholds
5.4.1.1 With a VOR signal

– An increase in the 2σ (two standard deviations from the mean) value of the course deflection current of at
least 4.5 µA (0.3°) change in bearing indication over the baseline 2σ value measured with no interfering signal
present;
– the appearance of the warning flag for 1 s, whichever comes first.
NOTE 1 – For the interference threshold based on a change of the bearing indication, RTCA/DO-196 specifies a 0.5°
change in bearing indication for the Type B2 test and a 1.0° change in bearing indication for the Type B1 test.
5.4.1.2 With no VOR signal

– Warning flag out of view for more than 1 s.
– This test is only carried out to verify correct receiver flag operation in accordance with RTCA/DO-196 MOPS.
5.4.1.3 VOR test conditions

a) Bearing indication: centring signal for an on-course indication of 000.
b) Signal level: –93, –79, –63 and –48 dBm and the no VOR signal case.
c) Frequency: as required for specific test.
NOTE 1 – RTCA/DO-196 tests the no wanted signal case in the Type B1/B2 interference tests.
NOTE 2 – The ICAO and RTCA/DO-196 reference signal level is –79 dBm. The reference level derived in § 3.4 of
Annex 1 of Recommendation ITU-R IS.1009 is –91 dBm. Results for this level are valid only if FM signal interference
is sufficiently above the noise threshold to comprise the primary cause of failure.
5.4.2 Particulars for Type A1 transmitter interference test

a) Method of defining protection criteria: the protection ratio (dB) at a specified f is equal to the VOR signal level
(dBm) minus the lowest level of FM signal (dBm) required to cause interference.
b) Frequencies :
Case No. fVOR f
1 108.20 108.20 + ∆ f
2 112.00 112.00 + ∆ f
3 117.95 117.95 + ∆ f
where:
fVOR : VOR frequency (MHz)
f: unwanted signal frequency (MHz)
∆f: frequency difference between the wanted signal and the unwanted signal (i.e. the intermodulation
product). 0, ± 0.05, ± 0.10, ± 0.15, ± 0.20 and ± 0.30 MHz.
c) Deviation of unwanted signals: See § 5.3.2 c) for test conditions and comments.
5.4.3 Particulars for Type A2 interference test

a) Method of defining protection criteria: The protection ratio (dB) at a specified f is equal to the VOR signal level
(dBm) minus the lowest level of FM signal (dBm) required to cause interference. This test should be performed
once with the modulation on and off at the interference point to determine if A2 or B2 is the cause.
b) VOR frequency: 108.05 and 108.2 MHz.
c) FM frequency: 107.9 and 107.8 MHz.
NOTE 1 – See Note 1 to § 5.3.3 c).
NOTE 2 – The A2 test may be omitted for the test condition where the VOR frequency is 108.2 MHz and the FM
frequency is 107.8 MHz.
5.4.4.1 Intermodulation product coincident with VOR frequency
a) Method of defining protection criteria: Minimum FM equi-signal level (dBm) required to cause interference at ∆ f 3,
∆ f 3 (MHz)3 = (fVOR – f1)2 (fVOR – f2) 2-signal case
= (fVOR – f1) (fVOR – f2) (fVOR – f3) 3-signal case
where:
fVOR : VOR frequency (MHz)
f1, f2, f3 : FM frequencies (MHz) and f1 > f2 > f3.
b) VOR frequencies: 108.2, 109.0, 110.0, 112.0, 115.0, 117.9 MHz.
c) FM frequencies:
– as per Table 3 for 2-signal case: 2 f1 – f2 = fVOR
– as per Table for 3-signal case: f1 + f2 – f3 = fVOR.
NOTE 1 – Only f1 needs to be modulated when the calculated intermodulation product is coincident with desired VOR
frequency.
NOTE 2 – The test precautions in § 4.3.10 also apply to the VOR receiver.
TABLE 3
List of intermodulation products on VOR frequencies

for the two-signal case
Frequencies
(MHz)
∆f3
f1 f2 fVOR
107.9 107.6 108.2 0.05

107.5 106.8 0.68
106.5 104.8 9.82
103.7 99.2 182.30
101.7 95.2 549.30
98.3 88.4 1 941.00
107.5 106.0 109.0 6.75

104.5 100.0 182.30
107.9 105.8 110.0 18.52

105.1 101.0 182.30
107.9 103.8 112.0 137.80

105.5 99.0 549.30
102.1 92.2 1 941.00
107.9 100.8 115.0 715.80

102.1 89.2 4 293.00
107.9 97.9 117.9 2 000.00

104.5 91.1 4 812.00
TABLE 4
List of intermodulation products on VOR frequencies
for the three-signal case
Frequencies
(MHz
∆f3
f1 f2 f3 fVOR
107.9 107.7 107.4 108.2 0.12

107.7 106.9 106.4 1.17
106.5 105.3 103.6 22.67
103.5 99.3 94.6 568.90
99.5 97.5 88.8 1 806.00
107.5 106.3 104.8 109.0 17.01

104.5 100.3 95.8 516.80
107.9 107.5 103.4 112.0 158.70

107.5 103.3 98.8 516.80
103.5 99.5 91.0 2 231.00
107.9 107.5 100.4 115.0 777.50

102.1 101.1 88.2 4 806.00
107.9 107.5 97.5 117.9 2 122.00

103.5 102.7 88.3 6 479.00
5.4.4.2 Intermodulation product off-set from VOR frequency

a) Method of defining protection criteria: Minimum FM equi-signal level (dBm) required to cause interference.
However, for an offset frequency f, the criterion as specified is the difference between the equi-signal levels
required at f and those required when ∆ f = 0 (i.e., the non-offset case).
b) Frequencies:
– For a 2-signal receiver intermodulation product of the form: f1 – f2 = fVOR
Case 1: 2(105.7) – (103.2 + ∆ f) = 108.20 MHz
where ∆ f 3 = 31.25 at ∆ f = 0
Case 2: 2(107.9) – (103.8 + ∆ f) = 112.00 MHz
where ∆ f 3 = 137.90 at ∆ f = 0
Case 3: 2(107.9) – (97.9 + ∆ f) = 117.90 MHz
where ∆ f 3 = 2 000.00 at ∆ f = 0
– For a 3-signal receiver intermodulation product of the form: f1 + f2 – f3 = fVOR
Case 1: 106.5 + 105.30 – (103.6 + ∆ f) = 108.20 MHz
where ∆ f 3 = 22.67 at ∆ f = 0
Case 2: 107.9 + 107.50 – (103.4 + ∆ f) = 112.00 MHz
where ∆ f 3 = 158.70 at ∆ f = 0
Case 3: 107.9 + 107.50 – (97.5 + ∆ f) = 117.90 MHz
where ∆ f 3 = 2 122.00 at ∆ f = 0
where ∆ f = 0, ± 0.05, ± 0.10, ± 0.15, ± 0.20 and ± 0.30 MHz.
NOTE 1 – To maximize the interference effect of an off-set intermodulation product, the bandwidth of the
intermodulation product must be maximized by modulating all FM signals.
NOTE 2 – FM signals f2 and f3 should be modulated by ITU-R noise sources (see § 4.2) fed directly into the modulation
inputs of the FM signal generator (i.e. simulating a monophonic signal).
NOTE 3 – In Cases 2 and 3 of the three-signal offset intermodulation interference, care should be taken when
interpreting the test results for ± 0.3/0.2 MHz offset because a two-signal offset intermodulation interference with a
± 01/0.2 MHz offset occurs simultaneously. Different frequencies should be selected to avoid this problem in future
testing.
a) Method of defining protection criteria: Lowest FM signal level (dBm) required to cause interference.
b) VOR frequency: 108.2, 110.0, 112.0, 115.0 and 117.9 MHz.
c) FM frequency: 107.9, 107.8, 107.7, 107.5, 107.3, 107.0, 106.0, 105.0, 104.0, 100.0, 98.0, 93.0 and 88.0 MHz.
Measurements will be discontinued for frequencies lower than that where the measured immunity level is greater
than + 15 dBm.
NOTE 1 – Data are taken with the FM signal unmodulated, but spot checked using modulation.
NOTE 2 – Note 1 to 5.3.3 c) for localizer receivers to VOR receivers.
APPENDIX 1
TO ANNEX 1
Test equipment
The following test equipment shown in Table 5 is suitable for the test set-up shown in Figs. 1a, 1b, and 1c.
TABLE 5
Equipment Note Equipment used in

Atlantic City tests
ITU-R noise source consisting of:

white noise Heath AD-1309
source Rhode and Schwarz
ITU-R BS.559 filter SUF2Z4
FM stereo generator with 50 and 75 µ Marcom 203

pre-emphasis filters
RF signal generator Maximum output > 8 dBm Hewlett Packard (HP)

Noise level < 128 dBm/Hz 8657B
RF amplifier The gain and noise figure of the amplifier Mini circuits ZHL-1-50P3
must permit an output level of 30 dBm with a
noise level ≤ –99 dBm/Hz. With an output of
8 dBm from the signal generator, this may be
achieved with an amplifier gain of 22 dB and a
noise figure 7 dB.
Maximum output ≥ 30 dBm
Reverse isolation ≥ 35 dB
Combiner Insertion loss ≤ 5 dB Eagle HPC300

Isolation ≥ 20 dB
Navigation signal generator Collins 479S-6A
Band reject filter Insertion loss ≤ 0.5 dB Sinclair FR20107 1

Rejection ≥ 18 dB
18.0 dB attenuator Hewlett Packard 355C4 and

Hewlett Packard 355D
50 Ω load
6.0 dB attenuator Mini circuits NAT-6
Test set conforming to ARINC 429
Digital interface conforming to ARINC 429
IBM-compatible personal computer (used to

control and interface with digital receiver
under test)
Analogue-to-digital converter RLC SBX-C186EB

SBX-AIN-32
Computer used to control test set-up and Hewlett Packard 9000/236

record measured results
APPENDIX 2
TO ANNEX 1
Definitions
Course deflection current

The output of the receiver which is fed to the pilots indicator and to the autopilot. For the ILS localizer receiver, it
provides left/right guidance proportional to the DDM of the 90 Hz and 150 Hz signals for a given angular displacement
from runway centerline. For a VOR receiver, it provides a left/right guidance proportional to the phase difference of
two 30 Hz signals.
DDM (Difference in Depth of Modulation)

The depth of modulation is the ratio of the amplitude of the modulation of the 90 Hz or 150 Hz signal to the carrier
amplitude. The DDM is the modulation depth of the stronger signal minus the modulation depth of the weaker signal.
ICAO Annex 10
“International Standards, Recommended Practices and Procedures for Air Navigation Services: Aeronautical
Telecommunications, Annex 10 to the Convention on International Civil Aviation, Volume I”, International Civil
Aviation Organization (Montreal, 1985).
Instrument Landing System

A radionavigation system specified in ICAO Annex 10 and agreed internationally as the current standard precision
approach and landing aid for aircraft.
ILS localizer
The component of an ILS localizer which provides guidance in the horizontal plane. The transmitter with its associated
antenna system produces a composite field pattern amplitude modulated with 90 Hz and 150 Hz. The radiation field
pattern is such that when an observer faces the localizer from the approach end of the runway, the depth of modulation
of the radio carrier due to the 150 Hz tone predominates on the right-hand side and that due to the 90 Hz tone
predominates on the left hand side. The DDM is zero on the centreline of the runway and the extended runway
centreline.
VHF omnidirectional range (VOR)

A short range (up to approximately 370 km or 200 nautical miles) aid to navigation which provides a continuous and
automatic presentation of bearing information from a known ground location.
Rec. ITU-R IS.1009-1 1
RECOMMENDATION ITU-R IS.1009-1
COMPATIBILITY BETWEEN THE SOUND-BROADCASTING SERVICE

IN THE BAND OF ABOUT 87-108 MHz AND THE
AERONAUTICAL SERVICES IN THE BAND 108-137 MHz
(Question ITU-R 1/12)
(1993-1995)
Rec. ITU-R IS.1009-1
The ITU Radiocommunication Assembly,
considering
a) that, in order to improve the efficiency of spectrum utilization, there is a need to refine the criteria used when
assessing compatibility between the sound-broadcasting service in the band of about 87-108 MHz and the aeronautical
services in the band 108-137 MHz;
b) that there is a need for a compatibility analysis method for identifying potential incompatibilities associated
with a large broadcasting assignment plan;
c) that there is a need for a detailed, case-by-case compatibility analysis method to investigate potential
incompatibility cases identified by a large scale analysis or for individual assessment of proposed broadcasting or
aeronautical assignments;
d) that there is a need to continue the refinement of the compatibility criteria and assessment methods,
recognizing
that coordination has been effected since 1984 by other criteria and/or methods,
recommends
1 that the criteria given in Annex 1 be used for compatibility calculations;
2 that the method given in Annex 2 be used for predicting potential incompatibilities associated with a large
broadcasting assignment plan;
3 that the techniques in Annex 3 be used for detailed, case-by-case compatibility calculations concerning
potential interference cases identified by the method given in Annex 2 or concerning individual assessment of proposed
assignments to broadcasting or aeronautical stations;
4 additionally, that results of practical verification of predicted compatibility situations as well as other relevant
information may be used for coordination and to effect further refinement of the compatibility criteria, assessment
method and techniques given in Annexes 1, 2 and 3 respectively.
Note from the Director – A list of selected documents that may be useful in studies of compatibility between the
aeronautical radionavigation and radiocommunication services and the sound-broadcasting service is given below:
1 ITU conference documents
Regional Administrative Conference for FM Sound Broadcasting in the VHF Band (Region 1 and Certain
Countries Concerned in Region 3). First Session (Geneva 1982): Report to the Second Session of the
Conference (Geneva, 1982).
Final Acts of the Regional Administrative Conference for the Planning of VHF Sound Broadcasting (Region 1
and Part of Region 3) (Geneva, 1984).
2 Ex-CCIR documents (Düsseldorf, 1990)
Report 929-2 – Compatibility between the broadcasting service in the band of about 87-108 MHz and the
aeronautical services in the band of 108-137 MHz.
Report 1198 – Compatibility between the broadcasting service in the band 87.5-108 MHz and aeronautical
services in the band 108-137 MHz.
Report 927-2 – General considerations relative to harmful interference from the viewpoint of the aeronautical
mobile services and the aeronautical radionavigation service.
2 Rec. ITU-R IS.1009-1
NOTE 1 – Reports 929-2 and 1198 represent the culmination of work from:
– Interim Working Party 8/12 (Annapolis, 1983)
– Interim Working Party 10/8 (Paris, 1983)
– Joint Interim Working Party 8-10/1, First Meeting (Geneva, 1984)
– Joint Interim Working Party 8-10/1, Second Meeting (Rio de Janeiro, 1987)
– Joint Interim Working Party 8-10/1, Third Meeting (Helsinki, 1988)
and are contained in the following publication of the ex-CCIR (Düsseldorf, 1990):
– Compatibility between the broadcasting service in the band of about 87-108 MHz and aeronautical services
in the band 108-137 MHz.
3 International Civil Aviation Organization (ICAO) documents
[ICAO, 1985] International standards, recommended practices and procedures for air navigation services:
aeronautical telecommunications. Annex 10 to the Convention on International Civil Aviation, Vol. I.
International Civil Aviation Organization, Montreal, Canada.
[ICAO, 1992] Handbook for evaluation of electromagnetic compatibility (EMC) between ILS and FM
broadcasting stations using flight tests. International Civil Aviation Organization, Montreal, Canada.
4 Other documents
AUGSTMAN, E. and VOWLES, S. [1986] Frequency response characteristics of aircraft VOR/localizer

antennas in the band 88-118 MHz. TP-7942E, Transport Canada, Ottawa, Ontario, Canada.
DONG, J.G. and SAWTELLE, E.M. [1977] Interference in communications and navigation avionics from
commercial FM stations. FAA Report No. RD-78-35. Federal Aviation Administration, Washington, DC, USA.
[FAA, 1992] User’s manual and technical reference for the airspace analysis mathematical model. Version 4.1.
Federal Aviation Administration, Washington, DC, USA.
HARDING, S.J. [1989] Aeronautical receiver immunity to high level signals from FM broadcast transmitters.
CAA Paper 89012. Civil Aviation Authority, London, UK.
HUNT, K., DOEVEN, J. and FINNIE, J. [September, 1993] LEGBAC: Church House to Malaga via Aviemore.
Telecomm. J., Vol. 60, No. IX.
[RTCA, 1981] FM broadcast interference related to airborne ILS, VOR and VHF communications. Document
No. RTCA/DO-176. Radio Technical Commission for Aeronautics, Washington, DC, USA.
[RTCA, 1985] Minimum operational performance standards for airborne radio communications receiving
equipment operating within the radio frequency range of 117.975-137.000 MHz. Document
No. RTCA/DO-186. Radio Technical Commission for Aeronautics, Washington, DC, USA.
[RTCA, 1986a] Minimum operational performance standards for airborne ILS localizer receiving equipment
operating within the radio frequency range of 108-112 MHz. Document No. RTCA/DO-195. Radio Technical
Commission for Aeronautics, Washington, DC, USA.
[RTCA, 1986b] Minimum operational performance standards for airborne VOR receiving equipment operating
within the frequency range of 108-117.95 MHz. Document No. RTCA/DO-196. Radio Technical Commission
for Aeronautics, Washington, DC, USA.
ANNEX 1
Interference mechanisms, system parameters

and compatibility assessment criteria
CONTENTS
Page
1 Background and introduction ......................................................................................................................... 3
2 Types of interference mechanisms ................................................................................................................. 3
3 Compatibility assessment parameters............................................................................................................. 4
4 Compatibility assessment criteria................................................................................................................... 9
Appendix 1 – ILS localizer/VOR coverage and minimum field strengths (Extracted from ICAO Annex 10) ....... 16

Frequency modulation (FM) broadcasting service* interference to instrument landing system (ILS) localizer, VHF
omnidirectional radio range (VOR) and VHF communications (COM) equipment** is a widely recognized problem
among users of aviation facilities. In air/ground communication receivers, this interference problem ranges from
distracting background audio to distorted and garbled reception of air traffic control signals. In airborne ILS localizer
and VOR receivers, the interference problem ranges from distracting background audio to errors in course deviation and
flag operation. The interference to these navigation receivers is thought to be the more serious problem, as an error in
course deviation, especially during the critical approach and landing phase, is not as readily evident to the pilot as the
disruption of communications.
Interference to aircraft receivers varies with the make and model of the navigation and communication receiver. There is
an increasing probability of harmful interference due to the growing need for additional aeronautical and broadcasting
frequency assignments.
This Annex describes:
– interference mechanisms;
– system parameters of the aeronautical radionavigation and radiocommunication systems affected;
– system parameters of the FM broadcasting stations;
– compatibility assessment criteria for Montreal receivers (see definitions in Annex 4);
– compatibility assessment criteria for ICAO, Annex 10, 1998 receivers derived from the measurement procedures of
Recommendation ITU-R IS.1140.
2 Types of interference mechanisms

In general, from an ILS localizer and VOR receiver point of view, FM broadcasting transmission modulation can be
regarded as noise. However, the frequencies 90 Hz and 150 Hz are specific, vulnerable frequencies for ILS localizer, and
the frequencies 30 Hz and 9 960 Hz are specific, vulnerable frequencies for VOR because these frequencies provide
critical guidance for the systems concerned and are therefore sensitive to interference.
_______________
Notes from the Director:
* For a description of the characteristics of FM broadcasting stations, attention is drawn to Report ITU-R BS.1198.
** For a description of the ILS localizer, VOR and VHF communications systems, attention is drawn to Report ITU-R M.927.
2.1 Type A interference
2.1.1 Introduction
Type A interference is caused by unwanted emissions into the aeronautical band from one or more broadcasting
transmitters.
A single transmitter may generate spurious emissions or several broadcasting transmitters may intermodulate to produce
components in the aeronautical frequency bands; this is termed Type A1 interference.
A broadcasting signal may include non-negligible components in the aeronautical bands; this interference mechanism,
which is termed Type A2 interference, will in practice arise only from broadcasting transmitters having frequencies near
108 MHz and will only interfere with ILS localizer/VOR services with frequencies near 108 MHz.
2.2 Type B interference
2.2.1 Introduction
Type B interference is that generated in an aeronautical receiver resulting from broadcasting transmissions on
frequencies outside the aeronautical band.
Intermodulation may be generated in an aeronautical receiver as a result of the receiver being driven into non-linearity
by broadcasting signals outside the aeronautical band; this is termed Type B1 interference. In order for this type of
interference to occur, at least two broadcasting signals need to be present and they must have a frequency relationship
which, in a non-linear process, can produce an intermodulation product within the wanted RF channel in use by the
aeronautical receiver. One of the broadcasting signals must be of sufficient amplitude to drive the receiver into regions
of non-linearity but interference may then be produced even though the other signal(s) may be of significantly lower
amplitude.
Only third-order intermodulation products are considered; they take the form of:
fintermod = 2 f1 – f2 two-signal case or

fintermod = f1 + f2 – f3 three-signal case
where:
fintermod : intermodulation product frequency (MHz).
f1, f2, f3 : broadcasting frequencies (MHz) with f1 ≥ f2 > f3.
Desensitization may occur when the RF section of an aeronautical receiver is subjected to overload by one or more
broadcasting transmissions; this is termed Type B2 interference.
3 Compatibility assessment parameters
3.1 Introduction
This section identifies the parameters of ILS localizer, VOR and COM aeronautical transmitters and receivers relevant
for a compatibility assessment.
3.2 Characteristics of aeronautical systems
3.2.1 ILS localizer
3.2.1.1 Designated operational coverage (see Note 1)
Figure 1 illustrates a typical designated operational coverage (DOC) for an ILS localizer front course based on ICAO
Annex 10 (see Note 1). The DOC may also have back course coverage. Some administrations also use the ILS localizer
as an auxiliary approach guidance system and the DOC may not be aligned with a runway.
NOTE 1 – See definitions in Annex 4.
FIGURE 1
Typical ILS localizer front course DOC
150 Hz predominates
Front course line and extended
runway centre line
)
7 NM 3°-6°
( 1
km 10°
.5 35°
31 DDM = 0.155
DDM = 0
DDM = 0.155
35° 10°
ILS localizer antenna
90 Hz predominates
Runway threshold
Runway
46.3 km (25 NM)
15.5 km (8.4 NM)
7° 1 900 m
(6 250 ft)
2°
305 m (1 000 ft)
ILS localizer 8.7 km

(4.7 NM)
Antenna system
Runway touchdown point
Note 1 – All elevations shown are with respect to ILS localizer site elevation.
Note 2 – Not drawn to scale.
D01
FIGURE 1/1009 [D01] = 18 CM

3.2.1.2 Field strength
The minimum field strength to be protected throughout the ILS localizer front course DOC (see § 3.1.3.3 of Appendix 1)
is 32 dB(µV/m) (40 µV/m). If service is provided in the ILS localizer back course coverage, the field strength to be
protected is also 32 dB(µV/m). In certain areas of the ILS localizer DOC, ICAO Annex 10 (see Note 1) requires a higher
field strength to be provided in order to increase the received signal-to-noise ratio, thereby increasing system integrity.
This is the case within the ILS localizer front course sector (see Note 2) from a range of 18.5 km (10 NM) up to runway
touchdown point (see Note 2) where signals of 39-46 dB(µV/m) are required depending upon the Facility Performance
Category (I, II, III) of the ILS involved (see § 3.1.3.3 of Appendix 1).
NOTE 1 – The relevant part of ICAO Annex 10 is reproduced in Appendix 1.
3.2.1.3 Frequencies
ILS localizer frequencies lie in the band 108-112 MHz. The 40 available channels occur as follows: 108.10, 108.15,
108.30, 108.35 MHz etc. to 111.70, 111.75, 111.90 and 111.95 MHz.
3.2.1.4 Polarization
The ILS localizer signal is horizontally polarized.
3.2.2 VOR
3.2.2.1 Designated operational coverage
The DOC of a VOR can vary from one installation to another; for example, a terminal VOR may have a 74 km (40 NM)
radius, and an enroute VOR may have a 370 km (200 NM) radius. Details can be obtained from the appropriate national
Aeronautical Information Publication (see definitions in Annex 4) (AIP).
The minimum field strength to be protected throughout the DOC (see § 3.3.4.2 of Appendix 1) is 39 dB(µV/m)
(90 µV/m). The nominal values of the effective radiated power, e.r.p., to achieve this field strength are given in Fig. 2.
3.2.2.3 Frequencies
In the band 108-112 MHz, VOR frequencies are located between ILS localizer frequencies and occur as follows: 108.05,
108.20, 108.25, 108.40, 108.45 MHz etc. to 111.60, 111.65, 111.80 and 111.85 MHz. VOR frequencies occupy channels
spaced at 50 kHz intervals in the band 112-118 MHz and occur as follows: 112.00, 112.05 ... 117.95 MHz.
The VOR signal is horizontally polarized.
3.2.3 COM
3.2.3.1 Designated operational coverage
The DOC of a COM facility can vary from one installation to another (from 9.3 km (5 NM) radius to 370 km (200 NM)
radius). Details can be obtained from the Provider State (see definitions in Annex 4).
ICAO Annex 10 does not specify a minimum field strength provided by a ground-based COM transmitter, but in
§ 4.6.1.2 of Part I, it states that on a high percentage of occasions, the e.r.p. should be such as to provide a field strength
of at least 38 dB(µV/m) (75 µV/m) within the DOC of the facility.
3.2.3.3 Frequencies
COM frequencies occupy channels spaced at 25 kHz intervals in the band 118-137 MHz and occur as follows: 118 000,
118 025 ... 136 975 MHz.
FIGURE 2
VOR coverage distance/height as a function of e.r.p.
m
(feet)
18 000
(60 000)
Height above VOR antenna system 23 dBW
15 000
(50 000)
12 000 11 dBW 17 dBW

(40 000)
9 000
(30 000)
6 000
(20 000)
3 000
(10 000)
0
0 25 50 75 100 125 150 175 200 225 NM
0 (46) (93) (139) (185) (232) (278) (324) (371) (416) (km)
Slant range distance from VOR antenna system
Note 1 – Nominal VOR effective radiated power required to provide 39 dB(µV/m) field
strength (–107 dB(W/m2) power density) at various slant ranges/heights with a typical
antenna array located 4.9 m (16 ft) above ground. These curves are based on extensive
experience of a number of facilities and indicate the nominal effective radiated power to
assure the specified power density on a high percentage of occasions taking into account
propagation and typical ground/aircraft installation characteristics.
Source: ICAO Annex 10, Attachment C to Part I, Fig. C-13. D02
FIGURE 2/1009...[D02] = 14 CM
The COM signal is vertically polarized.
3.3 Characteristics of FM broadcasting stations
3.3.1 Maximum effective radiated power
The most accurate available value of maximum e.r.p. should be used for compatibility calculations.
3.3.2 Horizontal radiation pattern
The most accurate available information for horizontal radiation pattern (h.r.p.) should be used for compatibility
calculations.
3.3.3 Vertical radiation pattern
The most accurate available information for vertical radiation pattern (v.r.p.) should be used for compatibility
calculations.
3.3.4 Spurious emission suppression
In the North American experience, it has not generally been necessary to require the suppression of spurious emissions
by more than 80 dB. Considering special circumstances within Region 1 and some areas of Region 3, the values given in
Table 1, for spurious emission suppression in the aeronautical band 108-137 MHz, are recommended for the case of
radiated intermodulation products from co-sited broadcasting transmitters.
TABLE 1
Maximum e.r.p. Suppression relative to maximum e.r.p.

(dBW) (dB)
≥ 48 85
30 76
< 30 46 + maximum e.r.p. (dBW)
NOTE 1 – Linear interpolation is used between maximum e.r.p. values of 30 and

48 dBW.
3.3.5 Frequencies
The bands of operation may be found in the Radio Regulations. In Region 1 and certain parts of Region 3, the band is
87.5-108 MHz, with channels every 100 kHz (87.6, 87.7 ... 107.9 MHz). In Region 2, the band is 88-108 MHz, with
channels every 200 kHz (88.1, 88.3 ... 107.9 MHz).
3.3.6 Polarization
The polarization of an FM signal may be horizontal, vertical or mixed.
3.3.7 Free space field strength calculation for broadcasting signals

The free space field strength is to be determined according to the following formula:
E = 76.9 + P – 20 log d + H + V (1)
where:
E : field strength (dB(µV/m)) of the broadcasting signal
P : maximum e.r.p. (dBW) of broadcasting station
d : slant path distance (km) (see definition in Annex 4)
H : h.r.p. correction (dB)
V : v.r.p. correction (dB).
In the case of a broadcasting station with mixed polarization, the maximum e.r.p. to be used is the larger of the
horizontal and vertical components. However, where both the horizontal and vertical components have equal values, the
maximum e.r.p. to be used is obtained by adding 1 dB to the value of the horizontal component.
3.4 Receiver input power

Assuming an aircraft antenna radiation pattern with no directivity, the field strengths of the broadcasting signal and of
the aeronautical signal are to be converted to power at the input to an aeronautical receiver according to the following
formulas:
a) for a broadcasting signal in the band 87.5-108.0 MHz:
N = E – 118 – Ls – L( f ) – La (2)
where:
N: broadcasting signal level (dBm) at the input to the aeronautical receiver
E: field strength (dB(µV/m)) of the broadcasting signal
Ls : signal splitter loss of 3.5 dB
L(f) : antenna system frequency-dependent loss at broadcasting frequency f (MHz) of 1.2 dB per MHz below
108 MHz
La : antenna system fixed loss of 9 dB.
b) for an aeronautical signal and a Type A1 signal in the band 108-118 MHz:
Na = Ea – 118 – Ls – La (3)
where:
Na : signal level (dBm) at the input to the aeronautical receiver
Ea : field strength (dB(µV/m)) of the aeronautical or Type A1 signal.
Figure 3 illustrates how the ILS localizer minimum field strength of 32 dB(µV/m) is converted to –98 dBm at the
receiver input of a typical aircraft receiver installation using formula (3).
FIGURE 3
Conversion of the ILS localizer minimum field strength
to a signal level at the input to an aeronautical receiver
ILS localizer minimum field

strength = 32 dB(µV/m)
Lossless
isotropic Receiver 1
antenna
Frequency dependent
Antenna system loss (for FM broad- Signal splitter loss
fixed loss, casting signals only), L s = 3.5 dB
L a = 9 dB L(f)
Receiver 2
ILS localizer
signal level
–86 dBm –95 dBm –95 dBm –98.5 dBm –98 dBm
Note 1 – Typical aircraft installation includes a signal splitter to feed two aeronautical receivers.
Note 2 – The frequency dependent loss L(f), is equal to 0 for aeronautical frequencies and therefore does not
appear in formula (3). D03
FIGURE 3/1009...[D03] = 11.5 CM
4 Compatibility assessment criteria
4.1 Standard interference thresholds
An interference threshold is the minimum power level of an interfering signal that causes an unacceptable degradation in
receiver performance. In bench measurements and flight tests of ILS localizer and VOR receivers, it has been found that:
– the interference threshold based on a change in course deflection current (see definitions in Annex 4) is usually
exceeded before the flag comes into view;
– a 1 to 3 dB increase in the interfering signal levels beyond the interference threshold levels will cause a gross
change in course deflection current or cause the flag to appear.
Using simulated broadcasting signals, the interference thresholds in § 4.1.1 to 4.1.3 were used for the purpose of
standardizing bench measurements for Type A and Type B interference and were chosen to be reasonable represen-
tations of typical operational situations.
10 Rec. ITU-R IS.1009-1
4.1.1 ILS localizer

The interference thresholds for a wanted signal with a difference in depth of modulation (see definitions in Annex 4)
(DDM) of 0.093 are:
– a change in the course deflection current of 7.5 µA (see Note 1), or
– the appearance of the flag, whichever occurs first.
4.1.2 VOR
The interference thresholds with a wanted signal present are:
– a change of the bearing indication by 0.5° which corresponds to 7.5 µA (see Note 1) course deflection current, or
– a change in the audio voltage level by 3 dB, or
– the appearance of the flag for more than 1 s.
NOTE 1 – For measurement of course deflection current, see § 4.2 of Annex 1 to Recommendation ITU-R IS.1140.
4.1.3 COM
The interference thresholds for airborne COM receivers are as follows:
– with a wanted signal present, the interference threshold is a reduction to 6 dB in the (audio signal plus noise)-to-
noise ratio (S + N)/N, or
– with no wanted signal present, the interference should not operate the squelch.
4.2 Interference assessment criteria – Montreal ILS localizer and VOR receivers (see definitions in
Annex 4)
Table 2 gives the values of the protection ratio to be used. Type A1 interference need not be considered for frequency
differences greater than 200 kHz.
TABLE 2
Frequency difference between wanted signal

and spurious emission Protection ratio
(kHz) (dB)
0 14
50 7
100 –4
150 –19
200 –38

Table 3 gives the values of the protection ratio to be used. Type A2 interference need not be considered for frequency
differences greater than 300 kHz.
4.2.3.1 Compatibility assessment formulas

Taking account of tested ILS localizer and VOR receivers exhibiting poor immunity to Type B1 interference, the
following formulas should be used to assess potential incompatibilities.
NOTE 1 – A potential incompatibility (see definitions in Annex 4) is identified when the relevant formula is satisfied.
Rec. ITU-R IS.1009-1 11
a) Two-signal case: Montreal receiver
2 { N1 – 28 log {max (1.0; fA – f1)}} +
N2 – 28 log {max (1.0; fA – f2)} + K – Lc > 0 (4)

b) Three-signal case: Montreal receiver
N1 – 28 log {max (1.0; fA – f1)} +
N2 – 28 log {max (1.0; fA – f2)} +
N3 – 28 log {max (1.0; fA – f3)} + K + 6 – Lc > 0 (5)

where:
N1, N2, N3 : broadcasting signal levels (dBm) at the input to the aeronautical receiver for broadcasting
frequencies f1, f2 and f3 respectively
fA : aeronautical frequency (MHz)
f1, f2, f3 : broadcasting frequencies (MHz) f1 ≥ f2 > f3
K = 140 for ILS localizer and
K = 133 for VOR
Lc : correction factor (dB) to account for changes in the ILS localizer or VOR signal levels
(see § 4.2.3.3).
TABLE 3
Frequency difference between wanted Protection ratio

signal and broadcasting signal (dB)
(kHz)
150 –41
200 –50
250 –59
300 –68
4.2.3.2 Frequency offset correction

Before applying formulas (4) and (5), a correction from Table 4 is applied to each signal level as follows:
N (corrected) = N – correction term

Type B1 interference need not be considered for frequency differences greater than 200 kHz.
TABLE 4
Frequency difference between wanted signal Correction term

and intermodulation product (dB)
(kHz)
0 0
50 2
100 8
150 16
200 26
12 Rec. ITU-R IS.1009-1
4.2.3.3 Correction factor to account for changes in Type B1 interference immunity resulting from changes in
wanted signal levels
The following correction factor may be applied for ILS localizer and VOR, two and three-signal cases:
Lc = NA – Nref (6)
where:
Lc : correction factor (dB) to account for changes in the wanted signal level
NA : wanted signal level (dBm) at the input to the aeronautical receiver
Nref : reference level (dBm) of the wanted signal at the input to the aeronautical receiver for the Type B1
interference immunity formula
= –89 dBm for ILS localizer and
= –82 dBm for VOR.
4.2.3.4 Trigger and cut-off values (see definitions in Annex 4)
Lc – K
Trigger value (dBm) = 3 + 28 log {max (1.0; fA – f )} dBm (7)
max (0. 4; 108. 1 – f )

Cut-off value (dBm) = – 66 + 20 log dBm (8)
0. 4
where:
Lc : correction factor (dB) taking into account the change in wanted signal level (see § 4.2.3.3)
K = 146 for ILS localizer and 139 for VOR 3-signal cases and
K = 140 for ILS localizer and 133 for VOR 2-signal cases.
fA : aeronautical frequency (MHz)
f: broadcasting frequency (MHz)
Experience has shown that the use of lower cut-off values merely associates additional intermodulation products with
each trigger value, but at lower levels of potential interference.
For an assessment of Type B2 interference, the following empirical formula may be used to determine the maximum
level of a broadcasting signal at the input to the airborne ILS localizer or VOR receiver to avoid potential interference:
max (0. 4; fA – f )
Nmax = – 20 + 20 log (9)
0. 4
where:
Nmax : maximum level (dBm) of the broadcasting signal at the input to the aeronautical receiver
fA : aeronautical frequency (MHz).
For some combinations of frequency and wanted signal level, formula (9) assumes more stringent receiver immunity
criteria than those of the ICAO Annex 10 1998 receiver as given in formula (13). To take into account of both Montreal
and ICAO Annex 10 1998 receiver immunity characteristics, both formula (9) and formula (13) should be applied and
the lower value of Nmax should be used.
No correction factor to account for improvement in immunity resulting from increases in wanted signal levels is applied
in the above formula due to insufficient test data.
Rec. ITU-R IS.1009-1 13
4.3 Interference assessment criteria – ICAO Annex 10 1998 ILS localizer and VOR receivers
4.3.1 Type A1 interference (see Note 1)
As for Montreal receivers, § 4.2.1.
4.3.2 Type A2 interference (see Note 1)
As for Montreal receivers, § 4.2.2.

NOTE 1 – Further A1 and A2 measurements need to be made before possible modifications to § 4.3.1 and 4.3.2 of this
Recommendation can be considered.
4.3.3.1 Compatibility assessment formulas
The following formulae should be used to assess potential incompatibilities.

a) Two-signal case
 max (0. 4; 108. 1 – f1) 

2  N1 – 20 log  +
 0. 4 
max (0. 4; 108. 1 – f2)

N2 – 20 log + K – Lc + S > 0 (10)
0. 4
where:
N1, N2 : broadcasting signal levels (dBm) at the input to the aeronautical receiver for broadcasting frequencies f1
and f2 respectively
f1, f2 : broadcasting frequencies (MHz) f1 > f2
K = 78 for ILS localizer and VOR

Lc : correction factor (dB) to account for changes in wanted signal levels (see § 4.3.3.3)
S: 3 dB margin to take into account of the fact that the ICAO Annex 10 1998 receiver immunity criteria
equations do not provide comprehensive compatibility assessment formulae.
b) Three-signal case
max (0. 4; 108. 1 – f1)

N1 – 20 log +
0. 4
max (0. 4; 108. 1 – f2)

N2 – 20 log +
0. 4
max (0. 4; 108. 1 – f3)

N3 – 20 log + K + 6 – Lc + S > 0 (11)
0. 4
where:
f1, f2, f3 : broadcasting frequencies (MHz) f1 ≥ f2, > f3
N1, N2, N3 : broadcasting signal levels (dBm) at the input to the aeronautical receiver for broadcasting frequencies
f1, f2 and f3 respectively
K = 78 for ILS localizer and VOR
Lc : correction factor (dB) to account for changes in wanted signals, (see § 4.3.3.3)
14 Rec. ITU-R IS.1009-1
4.3.3.2 Frequency offset correction
Before applying formulae (10) and (11), a correction from Table 5 is applied to each signal as follows:
N (corrected) = N – correction term
Type B1 interference need not be considered for frequency differences greater than 150 kHz; in such cases, signal levels
would be so high that type B2 interference would occur.
TABLE 5
Frequency difference between wanted signal Correction term

and intermodulation product (dB)
(kHz)
0 0
50 2
100 5
150 11
4.3.3.3 Correction factor to account for changes in immunity resulting from changes in wanted signal levels
The correction factor, Lc, described in § 4.2.3.3 for Montreal receivers but with Nref = –86 dBm for ILS localizer and
−79 dBm for VOR, is to be used.
4.3.3.4 Trigger and cut-off values (see definitions in Annex 4)
Lc – K – S max (0. 4; 108. 1 – f )

Trigger value (dBm) = + 20 log dBm (12)
3 0. 4
where:
Lc : correction factor (dB) (see § 4.3.3.3)
K = 78 for ILS localizer and VOR for 2-signal cases and
K = 84 for ILS localizer and VOR for 3-signal cases

The cut-off value is the same as for Montreal receivers described in equation (8).
4.3.4 Type B2 Interference
For an assessment of type B2 interference, the following empirical formula may be used to determine the maximum level
of a broadcasting signal at the input to the airborne ILS localizer or VOR receiver to avoid potential interference:
Nmax = min 15; – 10 + 20 log + Lc – S 

max (0. 4; 108. 1 – f )
(13)
 0. 4 
where:
Nmax : maximum level (dBm) of the broadcasting signal at the input to the aeronautical receiver
Rec. ITU-R IS.1009-1 15
equations do not provide comprehensive compatibility assessment formulae
Lc: correction factor (dB) to account for changes in the wanted signal level. Lc = max(0; 0.5(NA – Nref)).
NA : wanted signal level (dBm) at the input to the aeronautical receiver
Nref : reference level (dBm) of the wanted signal at the input to the aeronautical receiver for the type B2
interference immunity formula
= –86 dBm for ILS localizer
= –79 dBm for VOR.
4.4 Interference assessment criteria – ICAO Annex 10 1998 COM receivers

Type A1 and Type B1 intermodulation interference to COM receivers cannot be caused to COM frequencies above
128.5 MHz. Type A2 interference cannot be caused to any COM service frequency. There were little data available on
aircraft COM antenna characteristics which could be used to develop a formula to convert field strength to receiver input
power.
4.4.1 Compatibility assessment formulas

ICAO has specified in its Annex 10, Part I (§ 4.7.3) that:
– after 1 January 1995, all new installations of COM receiving systems shall meet new interference immunity
performance standards;
– after 1 January 1998, all COM receiving systems shall meet new interference immunity performance standards.
4.4.1.1 Type B1 interference

ICAO Annex 10 states that the COM receiving system “shall provide satisfactory performance in the presence of
two signal, third-order intermodulation products caused by VHF FM broadcast signals having levels at the receiver input
of –5 dBm”.

ICAO Annex 10 states that the COM receiving system “shall not be desensitized in the presence of VHF FM broadcast
signals having levels at the receiver input of –5 dBm”.
16 Rec. ITU-R IS.1009-1
APPENDIX 1
TO ANNEX 1
ILS localizer/VOR coverage and minimum field strengths
Extract from: “International Standards, Recommended Practices and Procedures for Air Navigation Services:
Aeronautical Telecommunications, Annex 10 to the Convention on International Civil Aviation, Volume I”,
International Civil Aviation Organization, Montreal, 1985.
The following extract pertains to the ILS localizer:
“3.1.3.3 Coverage 3.1.3.3.2.1 For Facility Performance Category I

localizers, the minimum field strength on the ILS glide
3.1.3.3.1 The localizer shall provide signals path and within the localizer course sector from a
sufficient to allow satisfactory operation of a typical distance of 18.5 km (10 NM) to a height of 60 m
aircraft installation within the localizer and glide path (200 ft) above the horizontal plane containing the
coverage sectors. The localizer coverage sector shall threshold shall be not less than 90 µV/m
extend from the centre of the localizer antenna system (_107 dBW/m2).
to distances of:
46.3 km (25 NM) within ± 10° from the front

course line;
3.1.3.3.2.2 For Facility Performance Category II
31.5 km (17 NM) between 10° and 35° from the localizers, the minimum field strength on the ILS glide
front course line; path and within the localizer course sector shall be not
less than 100 µV/m (–106 dBW/m2) at a distance of
18.5 km (10 NM) outside of ± 35° if coverage is 18.5 km (10 NM) increasing to not less than 200 µV/m
provided; (–100 dBW/m2) at a height of 15 m (50 ft) above the
horizontal plane containing the threshold.
except that, where topographical features dictate or
operational requirements permit, the limits may be
reduced to 33.3 km (18 NM) within the ± 10° sector
and 18.5 km (10 NM) within the remainder of the
coverage when alternative navigational facilities 3.1.3.3.2.3 For Facility Performance Category III
provide satisfactory coverage within the intermediate localizers, the minimum field strength on the ILS glide
approach area. The localizer signals shall be receivable path and within the localizer course sector shall be not
at the distances specified at and above a height of less than 100 µV/m (–106 dBW/m2) at a distance of
600 m (2 000 ft) above the elevation of the threshold, 18.5 km (10 NM), increasing to not less than 200 µV/m
or 300 m (1 000 ft) above the elevation of the highest (–100 dBW/m2) at 6 m (20 ft) above the horizontal
point within the intermediate and final approach areas, plane containing the threshold. From this point to a
whichever is the higher. Such signals shall be further point 4 m (12 ft) above the runway centre line,
receivable to the distances specified, up to a surface and 300 m (1 000 ft) from the threshold in the direction
extending outward from the localizer antenna and of the localizer, and thereafter at a height of 4 m (12 ft)
inclined at 7° above the horizontal. along the length of the runway in the direction of the
localizer, the field strength shall be not less than
100 µV/m (–106 dBW/m2).
3.1.3.3.2 In all parts of the coverage volume
specified in 3.1.3.3.1 above, other than as specified Note. – The field strengths given in 3.1.3.3.2.2 and
in 3.1.3.3.2.1, 3.1.3.3.2.2 and 3.1.3.3.2.3 below, the 3.1.3.3.2.3 above are necessary to provide the
field strength shall be not less than 40 µV/m signal-to-noise ratio required for improved integrity.
(−114 dBW/m2).
Note. – This minimum field strength is required to 3.1.3.3.3 Recommendation. – Above 7°, the
permit satisfactory operational usage of ILS localizer signals should be reduced to as low a value as
facilities. practicable.
Rec. ITU-R IS.1009-1 17
Note 1. – The requirements in 3.1.3.3.1, 3.1.3.3.4 When coverage is achieved by a

3.1.3.3.2.1, 3.1.3.3.2.2 and 3.1.3.3.2.3 above are based localizer using two radio frequency carriers, one carrier
on the assumption that the aircraft is heading directly providing a radiation field pattern in the front course
toward the facility. sector and the other providing a radiation field pattern
Note 2. – Guidance material on significant outside that sector, the ratio of the two carrier signal
airborne receiver parameters is given in 2.2.2 and strengths in space within the front course sector to the
2.2.4 of Attachment C to Part I. coverage limits specified at 3.1.3.3.1 above shall not be
less than 10 dB.”
The following extract pertains to the VOR:
“3.3.3. – Polarization and pattern accuracy for all elevation angles between 0 and 40°, measured
from the centre of the VOR antenna system, shall be
3.3.3.1 The emission from the VOR shall be within ± 2°.
horizontally polarized. The vertically polarized
component of the radiation shall be as small as
3.3.4. – Coverage
possible.
Note. – It is not possible at present to state 3.3.4.1 The VOR shall provide signals such as to
quantitatively the maximum permissible magnitude of permit satisfactory operation of a typical aircraft
the vertically polarized component of the radiation installation at the levels and distances required for
from the VOR. (Information is provided in the Manual operational reasons, and up to an elevation angle
on Testing of Radio Navigation Aids (Doc 8071) as to of 40°.
flight checks that can be carried out to determine the
effects of vertical polarization on the bearing 3.3.4.2 Recommendation. – The field strength or
accuracy.) power density in space of VOR signals required to
permit satisfactory operation of a typical aircraft
3.3.3.2 The accuracy of the bearing information installation at the minimum service level at the
conveyed by the horizontally polarized radiation from maximum specified service radius should be 90 µV/m
the VOR at a distance of approximately 4 wavelengths or –107 dBW/m2.”
ANNEX 2
General assessment method
CONTENTS
Page
1 Introduction .................................................................................................................................................... 17
2 Location and height of ILS and VOR test points ........................................................................................... 18
3 Application of general assessment method .................................................................................................... 21
4 Broadcasting station antenna corrections ....................................................................................................... 25
Appendix 1 – Location of test points with maximum interference potential. An explanation of the GAM............. 27
Appendix 2 – Considerations regarding maximum field strength and interference potential ................................. 28
Appendix 3 – Prediction of ILS field strength using two-ray geometry ................................................................. 30
1 Introduction
The purpose of this Annex is to provide an assessment method for the analysis of compatibility between stations of the
aeronautical radionavigation services and stations in a large broadcasting assignment plan. The techniques given in
Annex 3 may be used to carry out a more detailed analysis, or to verify the results obtained from an analysis.
18 Rec. ITU-R IS.1009-1
1.1 Philosophy of the general assessment method
The central objective of the General Assessment Method (GAM) is to calculate all significant potential incompatibilities
within an aeronautical volume at a number of defined calculation points or test points (see Note 1). For a particular set of
broadcasting and aeronautical frequency combinations, the maximum potential incompatibility associated with a
particular aeronautical service is identified in the form of a protection margin.
An extension of the compatibility assessment method contained in the Geneva Agreement, 1984, is needed because of
subsequent refinement of the compatibility criteria and identification of the need for a more thorough assessment
method. In addition, because of the need to identify and examine potential incompatibilities associated with a large
assignment plan, it is necessary to develop an assessment method suitable for automated implementation in an efficient
manner.
The GAM is based upon the need to protect the aeronautical radionavigation service at specified minimum separation
distances (see Note 1) from broadcasting station antennas, depending on the aeronautical service (ILS or VOR) (see
Note 1) and the particular use made of that service.
1.2 ILS localizer
When assessing compatibility with an ILS localizer the GAM is based on a number of fixed test points, supplemented by
an additional test point for each broadcasting station within the Designated Operational Coverage (DOC) (see definitions
in Annex 4) of the ILS.
1.3 VOR
The DOCs employed in the VOR service are large and consequently there is likely to be a large number of broadcasting
stations located within each VOR DOC. The GAM assesses compatibility with VOR by generating a test point above
each broadcasting station inside the DOC and taking account of broadcasting stations outside the DOC.
2 Location and height of ILS and VOR test points
2.1 ILS test points
2.1.1 Fixed test points
For each of the fixed test points shown in Fig. 4, the minimum height, distance from the localizer site and the bearing
relative to the extended runway centre line are given in Table 6.
The fixed test points A, E, F, G and H have minimum heights (see also § 3.2.1) of 0, 0, 150, 300 and 450 m,
respectively, above the ILS localizer site elevation. These values represent a glide path with a slope of 3°. All other fixed
test points have minimum heights of 600 m.
2.1.2 Test points related to broadcasting stations
If the broadcasting station is within the shaded zone in Fig. 4:
– an additional test point is generated having the geographic coordinates of the broadcasting station and the same
height as the broadcasting antenna.
If the broadcasting station is within or below the ILS DOC but outside the shaded zone in Fig. 4, an additional test point
is generated having the geographic coordinates of the broadcasting station. The minimum height of the test point is the
greater of:
– 600 m above the ILS localizer site; or
– 150 m above the broadcasting antenna.

Rec. ITU-R IS.1009-1 19
FIGURE 4
Fixed test point locations within ILS DOC
B
Extended runway
centre line
X7 X8 X9
X0 X1 X2 X3 X4 X5 X6
E F G H I J K L M D
A
Y0 Y1 Y2 Y3 Y4 Y5 Y6
ILS localizer site
Y7
Y8 Y9
Note 1 – The shaded zone extends 12 km from the ILS localizer site and is within ± 7.5° of the extended runway centre
line. D04
FIGURE 4/1009...[D04] = 15 CM
TABLE 6
Points on or above the extended runway Points off the extended runway centre line
centre line (all at height of 600 m)
Bearing relative to
Distance Minimum height Distance
Identification Identification the runway centre line
(km) (m) (km) (degrees)
A 0 0 B, C 31.5 –35, 35
E 3 0 X0, Y0 7.7 –35, 35
F 6 150 X1, Y1 12.9 –25.5, 25.5
G 9 300 X2, Y2 18.8 –17.2, 17.2
H 12 450 X3, Y3 24.9 –12.9, 12.9
I 15 600 X4, Y4 31.5 –10, 10
J 21.25 600 X5, Y5 37.3 –8.6, 8.6
K 27.5 600 X6, Y6 43.5 –7.3, 7.3
L 33.75 600 X7, Y7 18.5 –35, 35
M 40 600 X8, Y8 24.0 –27.6, 27.6
D 46.3 600 X9, Y9 29.6 –22.1, 22.1
20 Rec. ITU-R IS.1009-1
2.2 VOR test points
2.2.1 Test points related to broadcasting stations that are inside the DOC
A test point is located at the geographic coordinates of the broadcasting station, at a minimum height which is the
greatest of:
– 600 m above local terrain (approximated as 600 m above the site height of the broadcasting station), or
– 300 m above the antenna of the broadcasting station, or
– the height derived from Fig. 5 to which is added the height of the VOR site.
FIGURE 5
Distance versus test point height above VOR site
15 000
14 000
13 000
12 000
11 000
10 000
9 000
Height (m)
8 000
7 000
6 000
5 000
4 000
3 000
2 000
1 000
0
80 100 120 140 160 180 200 220 240 260 280 300 320 340 360 380 km
50 60 70 80 90 100 110 120 130 140 150 160 170 180 190 200 NM
Distance
Note 1 – This curve is derived from ICAO documentation (see § 3.2.2.2 of Annex 1). D05
FIGURE 5/1009...[D05] = 18.5 CM

Rec. ITU-R IS.1009-1 21
2.2.2 Test points related to broadcasting stations that are outside the DOC
Broadcasting stations which are outside the DOC but no more than 3 km from the boundary of the DOC are treated as in
§ 2.2.1. For stations more than 3 km outside the DOC, but within the distance limits specified in § 3.1.2, a test point is
generated at the nearest point on the boundary of the DOC, and at a minimum height which is the greatest of:
– 600 m above mean sea level, or
– the broadcasting antenna height above mean sea level, or
– the height derived from Fig. 5 to which is added the height of the VOR site.
Test points on the boundary of the DOC which are separated by less than 250 m are regarded as co-located.
2.2.3 Additional test points
Additional test points within the DOC may be specified to cover a particular use of a VOR, for instance where it is used
as a landing aid, or where a service is required at an elevation angle of less than 0° (see also § 3.2.3.2).
3 Application of general assessment method
3.1 General
The compatibility criteria are contained in Annex 1.
3.1.1 Test point selection
Test points are selected in accordance with the criteria set out in § 2.
3.1.2 Broadcasting stations to be included in the analysis at a test point
Broadcasting stations are included in the analysis at a test point:

– if there is a line-of-sight path (see definitions in Annex 4) from the broadcasting antenna to the test point and if the
calculated signal level is greater than the B1 cut-off value (§ 4.2.3.4 of Annex 1);
– if the free-space field strength (§ 3.3.7 of Annex 1) is at least the value which can cause Type A1 or A2 or B2
incompatibility (§ 4.2 and 4.3 of Annex 1) subject to a maximum separation distance of 125 km in the A1 and
B2 cases.
3.1.3 Compatibility calculations
In order to assess the compatibility of the set of broadcasting stations which meet the conditions of § 3.1.2 at any
selected test point (see § 3.1.1), it is necessary to:
– calculate the free-space field strength (§ 3.3.7 of Annex 1) from each of the broadcasting stations at the test point
taking account of the slant path distance (see definitions in Annex 4), the maximum e.r.p. and the antenna
characteristics (see § 4);
– calculate the ILS or VOR signal level (see § 3.2.2.3 and 3.2.3.2);
– calculate the input power to an aeronautical receiver using § 3.4 of Annex 1.
Taking into account the frequency and type (ILS or VOR) of the aeronautical service and the information obtained
above, the compatibility for each type of interference may be assessed as in § 3.1.3.1 to 3.1.3.4.
3.1.3.1 Type A1 interference
The frequencies of the two and three component intermodulation products which can be generated by any sub-set of co-
sited broadcasting stations are calculated. Any product for which the frequency falls within 200 kHz of the aeronautical
frequency is examined further to determine if its field strength is sufficient to cause Type A1 interference, taking account
of the criteria in § 4.2.1 of Annex 1.
To assess A1 compatibility with ICAO Annex 10 1998 aeronautical receivers, the criteria in § 4.3.1 of Annex 1 should
be used.
22 Rec. ITU-R IS.1009-1
3.1.3.2 Type A2 interference
Each of the broadcasting stations (identified as in § 3.1.2) is examined to determine if its frequency falls within 300 kHz
of the aeronautical frequency and, if so, if its field strength is sufficient to cause Type A2 interference, taking account of
the criteria in § 4.2.2 of Annex 1.
To assess A2 compatibility with ICAO Annex 10 1998 aeronautical receivers, the criteria in § 4.3.2 of Annex 1 should
be used.
The frequencies of the two and three component intermodulation products which can be generated by any sub-set of
broadcasting stations (identified as in § 3.1.2) which contains at least one component reaching the trigger value (see
§ 4.2.3.4 of Annex 1) and for which all components are above the cut-off value (see definitions in Annex 4) (see
§ 4.2.3.4 of Annex 1) at the input to the aeronautical receiver are calculated. Any product whose frequency falls within
200 kHz of the aeronautical frequency is examined further to determine if the sum (dBm) of the powers at the input to
the aeronautical receiver (see § 3.4 of Annex 1) is sufficient to cause Type B1 interference, taking account of the criteria
in § 4.2.3 of Annex 1.
To assess B1 compatibility with ICAO Annex 10 1998 aeronautical receivers, the criteria in § 4.3.3 of Annex 1 should
be used.
Each of the broadcasting stations (identified as in § 3.1.2) is examined to determine if its power at the input to the
aeronautical receiver (see § 3.4 of Annex 1) (see Note 1) is sufficient to cause Type B2 interference, taking account of
the criteria in § 4.2.4 of Annex 1.
To assess B2 compatibility with ICAO Annex 10 1998 aeronautical receivers, the criteria in § 4.3.4 of Annex 1 should
be used.
NOTE 1 – The term “equivalent input power” is used to mean “the power at the input of an aeronautical receiver after
taking into account any frequency dependent terms”.
3.2 Special considerations regarding compatibility assessments
3.2.1 Test point heights greater than the minimum values
To ensure that all potential Type B1 interference situations are considered, additional calculations for greater test point
heights should be carried out, subject to the test point height not exceeding:
– the maximum height of the DOC, or
– the maximum height at which the trigger value can be achieved.
A more detailed explanation of this matter and the reasons for its restriction to Type B1 interference are given in § 7 of
Appendix 1.
3.2.2 ILS
3.2.2.1 Fixed test points
The slant path distance between the broadcasting antenna and a test point is used in field-strength calculations. However,
this is subject to the following minimum value:
– 150 m if the broadcasting station is within the shaded zone in Fig. 4, or
– 300 m if the broadcasting station is not within the shaded zone in Fig. 4.
3.2.2.2 Test points related to broadcasting stations
If the broadcasting station is within the shaded zone in Fig. 4:

– additional calculations are made for a horizontal separation distance of 150 m, using the maximum value of the
e.r.p. and the height specified in § 2.1.2.
Rec. ITU-R IS.1009-1 23
If the broadcasting station is within or below the ILS DOC but outside the shaded zone in Fig. 4:
– additional calculations are made for a test point location above the broadcasting station for the height specified in
§ 2.1.2. The relevant maximum vertical radiation pattern correction derived from § 4.4 is applied.
3.2.2.3 Calculation of ILS field strength
If sufficient information about the ILS installation is known, the two-ray method in § 3.2.2.3.1 may be used.
If the required information is not available, the ILS interpolation method given in § 3.2.2.3.2 may be used.
3.2.2.3.1 Two-ray method
Appendix 3 provides the details of a method which may be used to obtain an accurate prediction of the ILS field
strength. To use this method some detailed information about the ILS installation must be known and the required
information is listed in Appendix 3. At test points A and E (see Table 6), the minimum field strength, 32 dB(µV/m) (see
§ 3.2.1.2 of Annex 1), is used.
3.2.2.3.2 ILS interpolation method
The following linear interpolation method can be used for heights greater than 60 m above the ILS localizer site.
From the centre of the localizer antenna system to a distance (see Note 1) of 18.5 km, and for angles no more than ± 10°
from the front course line, the field strength is 39 dB(µV/m).
NOTE 1 – Within § 3.2.2.3.2, the distances used are calculated in the horizontal plane through the ILS localizer site.
From the centre of the localizer antenna system to a distance of 31.5 km and for angles greater than 10° but no more than
35° each side of the front course line (see Fig. 1), the ILS field strength, EILS, is given by:
d
EILS = 39 – 4. 5 dB(µV/m) (14)
where:
d : distance (km) from the ILS localizer site to the test point.
From a distance of 18.5 km to a distance of 46.3 km, and for angles no more than ± 10° from the front course line,
the ILS field strength, EILS, is given by:
d – 18. 5
EILS = 39 – 4 dB(µV/m) (15)
For heights below 60 m, the minimum field strength, 32 dB(µV/m), is used.
The values for ILS localizer field strength used in this interpolation method are the minimum values specified in ICAO
Annex 10 (see also Appendix 1 to Annex 1) and since variations below these minima are not permitted, there is no
requirement for a safety margin.
3.2.3 VOR
3.2.3.1 Additional test points
The slant path distance between the antenna of the broadcasting station and any additional test point (see § 2.2.3) is used
in field-strength calculations. However, this is subject to a minimum value of 300 m.
24 Rec. ITU-R IS.1009-1
3.2.3.2 Calculation of VOR field strength at test points
For test points with elevation angles greater than 0° and less than 2.5°, the following formula is applicable for
installations where the VOR transmitting antenna is no more than 7 m above ground level:
EVOR = EMIN + max (20 log (θ DMX / DTP); 0) (16)
where:
EMIN : ICAO minimum field strength (39 dB(µV/m))
DMX : specified range of VOR (km) in the direction of the test point
DTP : slant path distance (km) from VOR transmitter site to test point
θ: elevation angle (degrees) of the test point with respect to the VOR antenna, given by:
 1 000 D 
θ = tan–1  HTP – HVOR – (DTP / 4.1)2
 /  TP

(17)
where:
HTP : test point height (m) above sea level
HVOR : VOR antenna height (m) above sea level.
For elevation angles which exceed the value of 2.5°, the field strength is calculated using the elevation angle of 2.5°.
For installations where the VOR transmitting antenna is more than 7 m above ground level, or where there is a require-
ment for a service at elevation angles of less than 0°, the minimum value of VOR field strength (39 dB(µV/m)) is to be
used for all test points.
The method described above is an interpolation method based on a minimum field strength value and therefore there is
no requirement for a safety margin.
3.2.4 Calculation of Type A1 potential interference
Spurious emissions, except radiated intermodulation products, should, as a general measure, be kept at such a low level
that there will be no incompatibility to be considered further in the compatibility analysis. Hence A1 calculations are
made only for the case of radiated intermodulation products from co-sited broadcasting stations.
Because the e.r.p. of the intermodulation product may not be known, the Type A1 interference margin is calculated
indirectly by taking account of the unwanted field-strength value at a test point for each of the transmissions from co-
sited broadcasting stations, together with the relevant A1 suppression value for each of these transmitters.
The Type A1 interference margin is calculated as:
IM = max ((Ei – Si); ...; (EN – SN)) + PR – Ew (18)
where:
IM : A1 interference margin (dB)
N: number of intermodulation components (N = 2 or 3)
Ei : unwanted field strength (dB(µV/m)) of broadcasting transmission i at the test point
Si : A1 suppression (dB) of broadcasting transmitter i
PR : protection ratio (dB) appropriate for frequency difference between the intermodulation product and the
aeronautical frequencies (see Table 2)
Ew : field strength (dB(µV/m)) of the aeronautical signal at the test point (at least 32 dB(µV/m) for ILS and
39 dB(µV/m) for VOR).
In a case where the A1 suppression value for a broadcasting transmitter is known, this value should be used when
calculating compatibility.
Rec. ITU-R IS.1009-1 25
3.2.5 Calculation of Type B1 potential interference
To ensure that worst-case B1 results are obtained for broadcasting stations which are sited close to one another, any
broadcasting station within 3 km of a test point is regarded as being beneath that test point (see also Appendix 1).
3.2.6 Calculation of Type B2 potential interference
In the calculation of Type B2 potential interference, no allowance for the level of the aeronautical signal is made and
thus the minimum values of 32 and 39 dB(µV/m) for ILS and VOR respectively are used.
3.2.7 Multiple interference
In principle, the combined effect of multiple sources of potential interference to an aeronautical service at a given test
point should be taken into account. However, within the GAM:
– the use of a free-space calculation method normally provides an over-estimate of any broadcasting field strength;
– the use of the calculation methods given in § 3.2.2.3 and 3.2.3.2, for ILS localizer and VOR, respectively, normally
provides an under-estimate of any aeronautical field strength.
Therefore, it is not considered necessary to take multiple interference into account in the GAM.
However, in the case of A1 compatibility calculations, when the frequency difference between the wanted signal and the
spurious emission is either 0 or 50 kHz, the protection ratio should be increased by 3 dB to provide a safety margin.
4 Broadcasting station antenna corrections
4.1 General
Account is taken of the directional properties of broadcasting station transmitting antennas when calculating field-
strength values (§ 3.3.7 of Annex 1).
4.2 Polarization discrimination
No account is taken of any polarization discrimination between broadcasting and aeronautical radionavigation
transmissions (except as indicated in § 3.3.7 of Annex 1).
4.3 Horizontal radiation pattern
For a broadcasting station which has a directional antenna, the horizontal radiation pattern (h.r.p.) data are specified at
10° intervals, starting from true north. The h.r.p. correction, H (dB), is given by:
H = (e.r.p. in the relevant direction) – (maximum e.r.p.) (19)
4.4 Vertical radiation pattern correction
Vertical radiation pattern (v.r.p.) corrections are applied only for elevation angles above the horizontal plane through the
broadcasting antenna.
Broadcasting antennas vary from a simple antenna such as a dipole, as often used at low power stations, to the more
complex multi-tiered antenna normally used at high power stations.
In a case where the actual antenna aperture is not known, Table 7 is used to relate the maximum e.r.p. to the vertical
aperture and is based upon a statistical analysis of operational practice.
The v.r.p. corrections described in § 4.4.1 and 4.4.2 apply to both horizontally and vertically polarized transmissions and
the limiting values quoted take account of the worst-case slant path.
26 Rec. ITU-R IS.1009-1
TABLE 7
Maximum e.r.p. Vertical aperture

(dBW) in wavelengths
e.r.p. ≥ 44 8
37 ≤ e.r.p. < 44 4
30 ≤ e.r.p. < 37 2
e.r.p. < 30 1
4.4.1 V.r.p. corrections for vertical apertures of two or more wavelengths

In order to model the envelope of the vertical radiation pattern of antennas with apertures of two or more wavelengths,
the v.r.p. correction, V (dB), is calculated by using the following formula:
V = – 20 log (π A sin θ) (20)
where:
A : vertical aperture (wavelengths)
θ : elevation angle (relative to the horizontal).
It should be noted that for small elevation angles this expression can produce positive values for V. In such cases, V is
set to 0 dB (i.e., no v.r.p. correction is applied).
For large elevation angles, V is limited to a value of –14 dB, that is, 0 ≥ V ≥ –14 dB.
Where the actual maximum v.r.p. correction is known, this should be used as the limiting value in place of –14 dB.
4.4.2 V.r.p. corrections for vertical apertures of less than two wavelengths
When using low gain antennas (those with vertical apertures of less than two wavelengths) the values in Table 8
characterize the envelope of the v.r.p.
For intermediate angles linear interpolation is used.
TABLE 8
Elevation angle v.r.p. correction

(degrees) (dB)
0 0
10 0
20 –1
30 –2
40 –4
50 –6
60 –8
70 –8
80 –8
90 –8
Rec. ITU-R IS.1009-1 27
4.4.3 V.r.p. corrections for spurious emissions in the band 108-118 MHz
The v.r.p. corrections given in § 4.4.1 and 4.4.2 are also applied to spurious emissions in the band 108 -118 MHz.
4.5 Combination of horizontal and vertical radiation patterns

The relevant values, in dB, of the h.r.p. and v.r.p. corrections are added arithmetically subject to a maximum combined
correction of –20 dB, or the maximum v.r.p. correction, whichever is larger. At elevation angles above 45°, no h.r.p.
corrections are made.
APPENDIX 1
TO ANNEX 2
Location of test points with maximum interference potential
An explanation of the GAM
This Appendix is a clarification of the inter-relationship between test point location and local maxima of interference
potential in relation to the GAM.
1 Aircraft at the same height as a broadcasting station antenna

Consider the situation of an aircraft flying near a broadcasting station. If the aircraft flies at the same height as the
broadcasting antenna, the maximum value of broadcasting field strength perceived by the aircraft will be at the point of
nearest approach. In the case of an omni directional broadcasting antenna, the points of maximum field strength lie on a
circle centred on the antenna.
2 Aircraft at a greater height than a broadcasting station antenna

If the aircraft flies at a constant altitude on a radial line towards and over the site of a broadcasting antenna, the point of
maximum field strength is vertically above the antenna (see Appendix 2 to Annex 2).
3 Relationship between vertical and horizontal separation distances

If the maximum value of v.r.p. correction for the broadcasting antenna is –14 dB, the maximum value of field strength
achieved for a vertical separation of y m is the same as that for a separation of 5y m in the horizontal plane through the
broadcasting antenna (where the v.r.p. correction is 0 dB).
4 Location of maximum interference potential

For A1, A2 and B2 calculations, the vertical separation and horizontal separation concepts are equivalent because the
broadcasting signals have a common source location. In the B1 case, the contributing sources are generally not co-sited
and the location of the maximum interference potential may not be immediately obvious if the horizontal separation
concept is used.
However, if the vertical separation concept is used, the point of maximum interference potential is above one or other of
the broadcasting antennas (see Appendix 2 to Annex 2).
Thus, a unique pair (or trio) of points has been defined for a worst-case calculation without having to rely on a very
large number of calculation points on some form of three-dimensional grid.
28 Rec. ITU-R IS.1009-1
5 Test points for VOR

In the GAM, this direct approach is used for VOR compatibility calculations and is extended by means of additional test
points situated at (or near) the DOC boundary to ensure that broadcasting stations outside the DOC are properly taken
into account.
6 Test points for ILS

In contrast to the VOR situation, relatively few broadcasting stations are situated inside or below an ILS DOC. In
consequence it is easier to demonstrate that compatibility has been fully evaluated by using a set of fixed test points to
supplement test points generated above or near any broadcasting stations inside the DOC.
Test points inside the shaded zone in Fig. 4 are chosen to permit assessment of compatibility from ground level upwards
and the test point heights chosen represent a glide path with a slope of 3°.
7 Effect of increased test point height

Calculations of 2 or 3 component Type B1 potential interference give worst-case results at the minimum test point height
for any given sub-set of broadcasting stations which are within line-of-sight of the test point. However, at greater test
point heights it is possible for additional broadcasting stations to become line-of-sight to the test point and further
calculations are needed to determine if these stations can contribute to a Type B1 potential interference. The maximum
value of any potential interference occurs at the minimum height for which all relevant broadcasting stations are within
line-of-sight of the test point. The greatest height which needs to be considered is the lower of:
– the maximum height of the DOC, or
– the maximum height at which the signal level from a broadcasting station achieves the trigger value.
APPENDIX 2
TO ANNEX 2
Considerations regarding maximum field strength and interference potential
1 Maximum field strength

Consider an aircraft flying on a path at constant altitude along a radial towards a broadcasting station with the aircraft
height greater than that of the broadcasting antenna (see Fig. 6).
In the following:
P : e.r.p. (dBW)
h : height difference (km)
d : slant path distance (km)
θ : elevation angle, relative to the horizontal at the broadcasting antenna
V : v.r.p. correction (dB).
At any point T, the field strength E (dB(µV/m)) (Note 1) is given by (see § 3.3.7 of Annex 1):
E = 76.9 + P – 20 log d + V (21)

NOTE 1 – For simplicity, it is assumed that there is no h.r.p. correction.
Rec. ITU-R IS.1009-1 29
The v.r.p. correction is modelled as –20 log (π A sin θ), where A is the vertical aperture of the antenna, in wavelengths,
subject to a maximum value of correction for high values of θ.
FIGURE 6
Aircraft path above a broadcasting antenna
T
Aircraft path
d h
Broadcasting
antenna
Ground level D06
FIGURE 6/1009...[D06] = 6.5 CM
1.1 At low values of θ (where V is between 0 and its maximum value),
E = 76.9 + P – 20 log d – 20 log (π A sin θ) (22)

but d = h / sin θ
therefore:
h π A sin θ
E = 76.9 + P – 20 log   = 76.9 + P – 20 log (h π A) (23)
 sin θ 
Thus the field-strength value is constant.
1.2 At larger values of θ (where V has reached its maximum value), that is near the broadcasting station (the zone
shown shaded in Fig. 6), the v.r.p. correction remains constant at its maximum value. Thus:
E = 76.9 + P – 20 log d + constant (24)
The maximum value of field strength is achieved when d reaches its minimum value (= h), directly above the
broadcasting antenna.
2 Maximum Type B1 interference potential

Consider an aircraft flying on a path at a constant altitude above the line joining two broadcasting antennas (see Fig. 7).
FIGURE 7
Aircraft path above two broadcasting antennas
Aircraft path
Broadcasting
antenna
Ground level D07

FIGURE 7/1009...[D07] = 6 CM
30 Rec. ITU-R IS.1009-1
Outside the shaded areas, the field-strength values are constant (as described in § 1.1), their sum is constant and
therefore the Type B1 interference potential is also constant.
Inside each shaded area, the field-strength value from the nearer transmitter increases to a local maximum directly above
its antenna (as described in § 1.2).
In the GAM, both local maxima are examined thus permitting the worst case to be identified.
Similar reasoning applies to the three station case.
APPENDIX 3
TO ANNEX 2
Prediction of ILS field strength using two-ray geometry
This model uses two-ray geometry over a smooth spherical earth. It is a requirement of this method that the ground in
the vicinity of the reflection point is a reasonable approximation to a smooth earth.
For an ILS localizer signal, the area in which the reflection takes place will be on (or very near to) the airport itself and
in this area the ground is likely to be substantially flat and thus a good approximation to the required conditions.
The elements needed to make the calculation are:

– maximum e.r.p. of the ILS localizer installation;
– slant path distance between the ILS localizer antenna and the test point;
– horizontal radiation pattern of the ILS localizer antenna;
– bearing of the test point;
– height of the ILS localizer antenna above ground level (a.g.l.);
– height of the ILS localizer site above mean sea level (a.m.s.l.);
– height of the test point a.m.s.l.
Because the maximum elevation angle which needs to be considered within any ILS DOC is 7° (see Fig. 1), there is no
need to include the vertical radiation pattern of the ILS localizer antenna in the calculation.
In the case of a path of less than a few hundred kilometres, it is a reasonable approximation to assume that the Earth may
be represented as a parabola with heights measured on the y-axis and distances on the x-axis (see Fig. 8).
Under these circumstances, the difference in path length, ∆ (m), between the direct path and that involving a reflection is
given by:
2 h1 h2 – hp – (D / 4.1)2
∆ = 1 000 D m (25)
where:
D : horizontal distance (km) from the ILS localizer site to the test point
h1 : ILS transmitting antenna height (m) above the reflecting plane
h2 : test point height (m) a.m.s.l.
hp : height of the reflection plane (m) a.m.s.l. (equal to the ILS localizer site height)
and reference should be made to Note 1 on Fig. 8.

Rec. ITU-R IS.1009-1 31
FIGURE 8
Two-ray geometry
Reflection point
d
h2
Tx
h1
hp
D X
Smooth spherical earth
Note 1 – The effect of the Earth's curvature in the region between the transmitter site and the
reflection point is neglected in this approximation.
Tx: ILS localizer transmitting antenna
T: test point
d: slant path distance (km)
X: curved earth height difference (m), (identified for information only);
X = (D/4.1) ²2 D08
FIGURE 8/1009...[D08] = 11 CM
At the reflection angles involved, the Earth has a reflection coefficient very close to –1 and the correction factor, C, due
to the summation of the two signal components is given by:
C = 10 log (2 – 2 cos (2π ∆ / λ)) (26)
where:
λ : wavelength (m), of the ILS signal.
The reflection zone is close to the transmitter site and if the latter is a few hundred metres from the end of the runway
then the reflection zone will be between these two points. Care must be taken when determining the height of the ILS
transmitting antenna above the reflection zone in the case where the ground is sloping. This means that an accurate
ground profile is required in order to obtain accurate field strength results. For greatest accuracy, the reflection plane
should be drawn through the ground slope in the reflection zone with the heights above the reflection plane recalculated
appropriately.
The predicted field strength, E (dB(µV/m)), is given by:
E = 76.9 + P – 20 log d + C + H (27)
where:
P : e.r.p. (dBW) of the ILS localizer installation
d : slant path distance (km)
C : correction (dB) given in equation (26)
H : h.r.p correction for the ILS localizer transmitting antenna in the direction of the test point.
An allowance of 8 dB is to be made to provide a safety margin, but the field strength value calculated as in § 3.2.2.3.2 is
taken as a lower limit.
The field strength, EILS (dB(µV/m)), to be used in compatibility calculations is thus:
EILS = max (E – 8; value from § 3.2.2.3.2) (28)

32 Rec. ITU-R IS.1009-1
ANNEX 3
Detailed compatibility assessment and practical verification
CONTENTS
Page
1 Introduction .................................................................................................................................................... 32
2 Matters requiring special attention ................................................................................................................. 32

2.1 Prediction of broadcasting field strengths ........................................................................................ 32
2.2 Test point considerations .................................................................................................................. 33
2.3 Considerations for coordinated stations............................................................................................ 33
2.4 Consideration of operating stations .................................................................................................. 33
3 Multiple interference ...................................................................................................................................... 34
4 Detailed compatibility assessment ................................................................................................................. 34
5 Practical verification process ......................................................................................................................... 34
6 Summary ........................................................................................................................................................ 35
1 Introduction
The General Assessment Method (GAM) predicts more potential incompatibilities to the aeronautical radionavigation
service than may occur in practice. However, the results of correlation tests show that when measured data are used in a
compatibility analysis, the calculated results match closely with practical experience. Thus, the use of measured data will
improve the accuracy of a compatibility analysis.
As an extension to the GAM, a detailed, case-by-case analysis may be conducted using parameters derived from models
with increased degrees of accuracy. These models may be used individually or in combination. They approach practical
experience when the calculated values of individual parameters approximate more closely to measured values. The
advantage of this modelling approach is that it provides opportunities for an efficient compatibility analysis and that it
can provide accurate results, thus avoiding the need for extensive flight measurements and their associated practical
difficulties.
2 Matters requiring special attention
2.1 Prediction of broadcasting field strengths

In the GAM the prediction of broadcasting field strengths is based on free-space propagation. However, measurements
have shown that free-space propagation predictions may lead to a significant overestimation in a case where both the
transmitting and receiving antennas are at low heights (for example, less than 150 m) above the ground.
In general, it is not possible to perform calculations which are more realistic than those based on free-space propagation
because sufficient information is not readily available about the propagation path between the broadcasting station
antenna and the test point. In particular, information about the ground profile along this path is required. However,
where this information is available, for example from a terrain data bank, then more realistic field strength calculations
may be made. For the reasons given earlier, it is to be expected that the field strength values calculated by a more
detailed method, in particular for propagation paths with a restricted ground clearance, will be significantly lower than
the values given using free-space propagation only. Under those circumstances, more detailed field strength calculation
methods will result in a significant reduction in potential incompatibility.
Rec. ITU-R IS.1009-1 33
2.2 Test point considerations
When undertaking a detailed compatibility analysis for any test point at which the GAM has indicated a potential
incompatibility, care should be taken to check the validity of the test point in relation to the aeronautical service volume.
Because the GAM generates test points automatically, it is possible that some test points will coincide with locations
where, in accordance with published aeronautical documentation:
– aircraft are not able to fly because of natural or man-made obstructions;
– aircraft are not permitted to fly because of specific flight restrictions;
– pilots are advised not to use the aeronautical navigation facility because it is known to give unreliable results in a
particular area.
In addition, there can be circumstances where the test points generated by the GAM lie below and therefore outside the
service volume of a VOR. This is particularly likely to occur with lower power VOR installations.
2.3 Considerations for coordinated stations
A very large number of aeronautical and broadcasting stations have been coordinated between administrations using
compatibility criteria other than those contained in Annex 1. In particular, in Region 1 and certain countries in Region 3,
the Geneva 1984 criteria have been widely used for many years. Calculations made using the GAM with the B1 inter-
ference criteria for the Montreal receiver given in Annex 1 will show less potential interference than calculations made
using the Geneva 1984 criteria in most cases; however, there will be cases where more potential interference will be
calculated. The frequency ranges for aeronautical and broadcasting stations where more potential interference may be
calculated are shown shaded in Fig. 9. Because some worst-case assumptions are an inherent part of the GAM, it is to be
expected that in a large majority of the cases where the GAM indicates more potential interference, a more detailed
compatibility assessment, taking account of the proposals in this Annex, will show that in practice there will be no
reduction in compatibility. In particular, the use of realistic aeronautical and broadcasting field strengths, rather than
minimum or free-space values, respectively, will provide a significant reduction in calculated potential interference.
FIGURE 9
Spectrum chart for VHF/FM and ILS/VOR bands
88 104 108 109 118 MHz
D09
FIGURE 9/1009...[D09] = 4 CM
The frequency range within which the Montreal receiver may show more potential B1 interference than the GE84
receiver is shown shaded.
There may be cases where the more detailed analysis is not able to restore the compatibility to the values previously
calculated. If the incompatibilities are confirmed, for example by flight tests, the relevant administration(s) must take the
necessary steps to ensure compatibility.
2.4 Consideration of operating stations
Because the GAM is intended to calculate all significant potential incompatibilities within an aeronautical service
volume, a number of worst-case assumptions were included. There is thus likely to be an over-estimation of potential
interference and it may be found that the GAM indicates potential interference in situations where the relevant
aeronautical and broadcasting stations are all operating and no interference problem appears to exist in practice. Such
situations should be examined as they may provide useful information which will lead to an improvement of the
assessment method.
34 Rec. ITU-R IS.1009-1
3 Multiple interference
In a case where measured values, or reasonably accurate predictions of the wanted and unwanted field strengths are
available, account must be taken of multiple intermodulation products, for each interference mode. This may be done by
using the power sum of the individual interference margins, IM, at a given test point.
The total interference margin, IM (dB), is given by:
 N 
IM = 10 log 
 ∑ (IM / 10)
10 i

(29)
i = 1 
where:
N: number of individual interference margins
IMi : value of ith interference margin.
4 Detailed compatibility assessment

Tests have shown that as predicted values for data are replaced by measured values, the results of compatibility
calculations approach closer to those found in practice. When all data values in the analysis are replaced by measured
values, the results of compatibility calculations compare closely with the results from correlation flight tests.
Thus in a detailed, case-by-case compatibility assessment, the most accurate data values available should be used. In
particular, the accuracy of compatibility calculations will be improved by:
– replacing the predicted horizontal radiation pattern for a broadcasting antenna with the pattern measured for the
antenna as installed;
– replacing the predicted vertical radiation pattern for a broadcasting antenna (see Annex 2, § 4) with the pattern
measured for the antenna as installed;
– in the case of ILS, calculate the wanted signal level by the two-ray method of § 3.2.2.3.1 rather than by the
interpolation method of § 3.2.2.3.2;
– replacing the predicted horizontal radiation pattern for the ILS localizer transmitting antenna with the measured
pattern for the antenna as installed.
Further improvements to the accuracy of the compatibility calculations will be obtained by:
– replacing predicted levels of broadcasting signals with values measured during flight trials;
– replacing predicted levels of aeronautical signals with values measured during flight trials.
In the latter case, it has been found possible to measure ILS field strengths along the centre line of the runway and make
use of a predicted or measured horizontal radiation pattern for the ILS localizer antenna to obtain accurate values for
field strengths at locations off the extended runway centre line. This avoids the need to make extensive measurements
throughout the ILS DOC.
5 Practical verification process

Verification of the results of compatibility assessment calculations may be obtained by:
– measuring the levels of broadcasting signals at the input to an aeronautical receiver;
– measuring the level of an aeronautical signal at the input to its receiver;
– using an aeronautical receiver with characteristics which have been measured by bench tests, taking into account an
adequate range of broadcasting and aeronautical signal levels and frequencies and taking into account the difference
between these measured characteristics and those used in the theoretical calculations;
– using an aircraft receiving antenna with a radiation pattern and frequency response which have been measured and
taking into account the difference between these measured characteristics and those used in the theoretical
calculations.
Rec. ITU-R IS.1009-1 35
It is particularly important to use an aircraft receiving antenna with measured characteristics if it is desired to make an
accurate comparison between predicted field strength values for broadcasting stations and the levels of their signals at
the input to an aeronautical receiver.
6 Summary
Improved accuracy may be obtained from a compatibility assessment calculation by using more accurate data, for
example:
– measured broadcasting antenna horizontal radiation patterns;
– measured broadcasting antenna vertical radiation patterns;
– an improved prediction of the ILS field strength;
– a measured ILS localizer transmitting antenna horizontal radiation pattern.
Verification of a compatibility assessment calculation may be obtained by using:

– measured levels of broadcasting signals;
– measured levels of aeronautical signals;
– an aeronautical receiver with measured characteristics;
– an aircraft receiving antenna with measured radiation pattern and frequency response characteristics.
ANNEX 4
Definitions
Aeronautical Information Publication (AIP)

A document published by a Provider State describing, among other things, the characteristics and DOC of aeronautical
facilities.
Antenna corrections
These are the reductions in effective radiated power (e.r.p.) on specified azimuthal bearings and elevation angles relative
to the value of e.r.p. in the direction of maximum radiation. They are normally specified as horizontal and vertical
corrections in dB.
COM
A two-way (air-ground) radiocommunication system operating in the band 118-137 MHz.
Course deflection current

The output of the receiver which is fed to the pilot's indicator and to the autopilot. For the ILS localizer receiver, it
provides left/right guidance proportional to the DDM of the 90 Hz and 150 Hz signals for a given angular displacement
from runway centre line. For a VOR receiver, it provides left/right guidance proportional to the phase difference of two
30 Hz signals.
36 Rec. ITU-R IS.1009-1
Course line
It is the projection onto the horizontal plane of the path that an aircraft would fly while following an ILS localizer
receiver indicator showing zero course deflection (i.e. DDM = 0). For normal ILS approaches, the course line should be
identical to the extended runway centre line (see Fig. 1).
Course sector
A sector in the horizontal plane originating from the ILS localizer antenna, containing the course line and limited by the
full scale fly-left and full scale fly-right deflection of the ILS localizer receiver indicator. Full scale indicator deflection
is equivalent to ± 150 µA course deflection current (D DM = 0.155).
Cut-off value
The minimum power level of a broadcasting signal at the input to an aeronautical receiver to which this signal is
considered to form a potential source of Type B1 interference.
Designated Operational Coverage (DOC)

The volume inside which the aeronautical service operational requirements are met; this is the coverage volume
promulgated in aeronautical documents.
Difference in Depth of Modulation (DDM)

The depth of modulation is the ratio of the amplitude of the modulation of the 90 Hz or 150 Hz signal to the carrier
amplitude. The DDM is the modulation depth of the stronger signal minus the modulation depth of the weaker signal.
Distance and distance calculation

Where two locations are separated by more than 100 km, then the distance between them is calculated as the shorter
great-circle ground distance. For distances less than 100 km, the height of the broadcasting transmitter antenna and the
height of the test point are taken into account and if there is a line-of-sight path between them, the slant path distance is
calculated.
Effective Earth radius

An effective Earth radius of 4/3 times the true value is used for distance calculations.
Elevation angle
The angle relative to the horizontal between two locations (positive above horizontal), using the effective Earth radius
value defined above (see Fig. 6).
Flag
A visual warning device which is displayed in the pilot's indicator associated with an ILS localizer or VOR receiver,
indicating when the receiver is inoperative, not operating satisfactorily or when the signal level or the quality of the
received signal falls below acceptable values.
Front course sector

The course sector which encompasses the runway. The width of the front course sector is adjusted between 3° and 6°
(normally 5°) so that the distance between a full scale fly-left deflection and a full scale fly-right deflection of an ILS
localizer receiver indicator would equate to a width of approximately 210 m at the runway threshold (see Fig. 1).
Rec. ITU-R IS.1009-1 37
Future immunity aeronautical receivers
Receivers which at least meet the immunity to Type B interference as specified in ICAO Annex 10. As of
1 January 1998, all receivers in use shall be considered to have this degree of immunity. These receivers are also referred
to as 1998 ICAO Annex 10 receivers.
Glide path
The descent profile for a runway, normally 3°, provided by an ILS glide path transmitter and antenna system operating
in the band 329.3-335.0 MHz.
ICAO Annex 10
“International Standards, Recommended Practices and Procedures for Air Navigation Services: Aeronautical Telecom-
munications, Annex 10 to the Convention on International Civil Aviation, Volume I”, International Civil Aviation
Organization, Montreal, 1985.
Instrument Landing System (ILS)
A radionavigation system specified in ICAO Annex 10 and agreed internationally as the current standard precision
approach and landing aid for aircraft.
ILS localizer
The component of an ILS which provides guidance in the horizontal plane. The transmitter with its associated antenna
system produces a composite field pattern amplitude modulated with 90 Hz and 150 Hz. The radiation field pattern is
such that when an observer faces the localizer from the approach end of the runway, the depth of modulation of the radio
frequency carrier due to the 150 Hz tone predominates on the right-hand side and that due to the 90 Hz tone predomi-
nates on the left-hand side. The DDM is zero on the centre line of the runway and the extended runway centre line.
Line-of-sight
Unobstructed path between two locations using the effective Earth radius defined above.
Minimum separation distances
Minimum horizontal and vertical separation distances defining a zone around a broadcasting antenna within which
aircraft would not normally fly.
Montreal aeronautical receivers
An ILS localizer or VOR receiver whose characteristics are defined by the equations specified in § 4.2 of Annex 1.
(These characteristics were agreed at the 1992 meeting of Task Group 12/1 in Montreal.) The term encompasses
receivers previously termed “current immunity” and “poor immunity”.
Potential incompatibility
A potential incompatibility is considered to occur when the agreed protection criteria are not met at a test point.
38 Rec. ITU-R IS.1009-1
Provider state
The authority responsible for the provision of aeronautical services for a country or other specified area.
Runway threshold
The beginning of that portion of the runway usable for landing.
Runway touchdown point

A point on a runway defining the start of the surface where the aircraft wheels may make contact with the ground,
normally inset from the runway threshold.
Slant path distance

The shortest distance between two points above the Earth’s surface (e.g., between a broadcasting antenna and a test
point).
Test point
A point for which a compatibility calculation is made. It is completely described by the parameters of geographical
position and height.
Trigger value
The minimum value of a FM broadcasting signal which, when applied to the input of an aeronautical receiver, is capable
of initiating the generation of a third order intermodulation product of sufficient power to represent potential
interference.
VHF Omnidirectional Radio Range (VOR)

A short range (up to approximately 370 km or 200 nautical miles) aid to navigation which provides aircraft with a
continuous and automatic presentation of bearing information from a known ground location.

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Approved by the Secretary General

Fourth Edition — 2000

INTERNATIONAL CIVIL AVIATION ORGANIZATION

RECORD OF AMENDMENTS AND CORRIGENDA

No. Date Entered by No. Date Entered by

Volume I, Testing of Ground-based Radio Navigation The Secretary General

List of acronyms ..................................................... (vii) Chapter 3. Distance measuring equipment

Chapter 1. General ........................................... 1-1 3.1 Introduction ........................................... 3-1

Attachment 1. Flight inspection

Chapter 2. Very high frequency omni- Chapter 7. Precision approach radar

2.1 Introduction ........................................... 2-1 7.1 Introduction ........................................... 7-1

Chapter 8. Flight inspection of instrument 8.6 Adjustments........................................... 8-4

8.1 Introduction ........................................... 8-1 Appendix A –

ADF Automatic direction finder MHA Minimum holding altitude

1.1 INTRODUCTION production and individual site installations. System testing

1.4 GROUND VERSUS FLIGHT

1.4.2 Ground tests are usually more appropriate and

1.4.5 Where the small number of radio navigation aids

1.5.8 Commissioning: An extensive flight inspection

1.5.4 Initial proof of performance: A complete b) Priority 2: Periodic inspections, commissioning of

1.6 OPERATIONAL STATUS 1.8.3 A facility having an “unusable” status is normally

The responsibility for determining facility status rests with

1.10.2 Flight test/inspection may involve a coordinated

Flight inspection crew fixing equipment, which provide information already in

Human-machine interface aspects

Personnel training and qualification lifetime, or requiring regular maintenance or calibration

1.14.1 The use of a spectrum analyser on the flight

Determination Example of criteria for the extension of

f) that the facility is adequately safeguarded against

FLIGHT INSPECTION AIRCRAFT

1. GENERAL CHARACTERISTICS used in flight inspection systems and maintains a

c) sufficient range and endurance to complete a

i) suitable for future modifications or expansion of System block diagram

b) position-fixing system; in real-time as data is input and displayed, or post-

3. ANTENNAS 3.5 Flight test techniques capable of full azimuth or

does not include a computer for calculating the results. 6. REGULATORY

Figure I-1-1. Block diagram for flight inspection equipment

DOCUMENTATION AND DATA RECORDING

1. FLIGHT INSPECTION REPORTS 4. GROUND FACILITY DATA

2. FLIGHT INSPECTION Each flight inspection organization is responsible for

It is recommended that the initial performance of a

7. GROUND CALIBRATION Reports of the calibration results (including the specific

1. INTERFERENCE EFFECTS Ground-based

2.4 Annex 10, Volume I, Chapter 3, 3.1.4 and 3.3.8,

Land mobile transmitters

2.6 In-band interference can be caused by spurious Other ground-based

2.12 On-board aeronautical transmitters may cause in-

could seek input from the affected users and the

2.1 INTRODUCTION 2.2 GROUND TESTING

2.1.4 Both signals are in-phase at magnetic north. The

Rotation d) Without changing monitor adjustments, rotate

Note 2.— Course error is either plus or minus.

a) Place a field detector into the 0E positioner

Modulation 30 Hz modulation depth of the

∆t b) Measure and record the relative field intensity

c) Compute the modulation percentage by substi-

9 960 Hz subcarrier frequency 2.2.26 Speech effect on normal navigation function.

2.2.28 Repetition. The repetition rate can be established