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sufficient power density for signal acquisition on a single scan basis. The power required for DPSK transmissions may be
such that no economies are realized in the ground equipment transmitters by using the higher data rate (see Table G-1).*
2.3.3.2 However, with respect to the CMN performance, the full benefit of the increased data rate can be realized. For
example, at the minimum signal levels shown in Table G-2, the azimuth CMN can be reduced from 0.10 degree to 0.06
degree for the 1-degree and the 2-degree beamwidth antennas.
2.3.4 Clearance
2.3.4.1 Where used, clearance pulses are transmitted adjacent to the scanning beam signals at the edges of proportional
guidance sector as shown in the timing diagram in Figure G-7. The proportional guidance sector boundary is established at
one beamwidth inside the scan start/stop angles, such that the transition between scanning beam and clearance signals occurs
outside the proportional guidance sector. Examples of composite waveforms which may occur during transition are shown in
Figure G-8.
2.3.4.2 When clearance guidance is provided in conjunction with a narrow beamwidth (e.g. one degree) scanning
antenna, the scanning beam antenna is to radiate for 15 microseconds while stationary at the scan start/stop angles.
2.3.4.3 At some locations it may be difficult to satisfy the amplitude criteria of Chapter 3, 3.11.6.2.5.2, because of
clearance signal reflections. At these locations the scan sector may be extended.
2.3.4.4 Care is to be taken with respect to the fly-right/fly-left clearance convention change when approaching azimuth
stations in an opposite direction (e.g. approach towards the back azimuth antenna).
2.3.5 Approach azimuth monitoring. The intention of monitoring is to guarantee the guidance integrity appropriate for
the promulgated approach procedure. It is not intended that all azimuth angles be monitored independently, but that at least
one approach azimuth, normally aligned with the extended runway centre line, be monitored and that adequate means be
provided to ensure that the performance and integrity of the other azimuth angles are maintained.
2.3.6 Lower coverage limit determination. When the threshold is not in line of sight of the approach azimuth antenna,
the height of the lower limit of the approach azimuth coverage in the runway region is determined by simulation and/or field
measurements. The lower limit of the azimuth coverage to be published is the height above the runway surface that satisfies
the accuracy requirements in Chapter 3, 3.11.4.9.4 as determined by field measurements.
2.3.6.1 If operations require coverage below the coverage limits obtainable from 2.3.6, the azimuth antenna can be
offset from the runway centre line and moved toward the runway threshold to cover the touchdown region. The airborne
installation must use the azimuth guidance, precision distance and siting coordinates of the ground equipment to compute
the centre line approach.
2.3.6.2 The landing minima obtainable from a computed centre line approach are, among other things, a function of the
combined reliability and integrity of the MLS approach azimuth, DME/P transponder and airborne equipment.
2.4 Elevation guidance functions
2.4.1 Scanning conventions. Figure G-9 shows the approach elevation scanning conventions.
* All tables are located at the end of the Attachment.
Attachment G Annex 10 — Aeronautical Communications
2.4.2 Coverage requirements. Figures G-10A and G-10B illustrate the elevation requirements specified in Chapter 3,
3.11.5.3.2.
2.4.3 Elevation monitoring. The intention of monitoring is to guarantee the guidance integrity appropriate for the
promulgated approach procedure. It is not intended that all elevation angles be monitored independently, but that at least one,
normally the minimum glide path, be monitored, and that adequate means be provided to ensure that the performance and
integrity of the other elevation angles are maintained.
2.5 Accuracy
2.5.1 General
2.5.1.1 System accuracy is specified in Chapter 3, in terms of the path following error (PFE), path following noise
(PFN), and control motion noise (CMN). These parameters are intended to describe the interaction of the angle guidance
signal with the aircraft in terms which can be directly related to aircraft guidance errors and the flight control system design.
2.5.1.2 The system PFE is the difference between the airborne receiver angle measurement and the true position angle
of the aircraft. The guidance signal is distorted by ground and airborne equipment errors and errors due to propagation effects.
To assess the suitability of the signal-in-space for aircraft guidance, these errors are viewed in the pertinent frequency region.
The PFE includes the mean course error and the PFN.
　
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