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the CMN dependence upon ground antenna beamwidth and sample rate.
2.6.2 System power budget
2.6.2.1 The system power budget is presented in Table G-1. The power density specified in Chapter 3, 3.11.4.10.1, is
related to the signal power specified in Table G-1 at the aircraft antenna by the relation:
23/11/06 ATT G-6
Attachment G Annex 10 — Aeronautical Communications
Power into isotropic antenna (dBm) =
Power density (dBW/m2) – 5.5
2.6.2.2 The angle function measurement assumes a 26-kHz beam envelope filter bandwidth. The video (SNR) given in
2.6.1 is related to the intermediate frequency (IF) SNR by:
SNR (Video) = SNR (IF) +
10 log IF noise bandwidth
Video noise bandwidth
+ ⎡⎢⎣ ⎤⎥⎦
2.6.2.3 The DPSK preamble function analysis assumes: 1) a carrier reconstruction phase lock loop airborne receiver
implementation; and 2) that the receiver preamble decoder rejects all preambles which do not satisfy the Barker code or fail
the preamble parity check.
2.6.2.4 Items a) through e) in Table G-1 are functions of the aircraft position or weather, and thus have been assumed
to be random events. That is, they will simultaneously reach their worst-case values only on rare occasions. Therefore, these
losses are viewed as random variables and are root-sum-squared to obtain the loss component.
2.6.2.5 To support autoland operations, power densities higher than those specified for the approach azimuth angle
signals in Chapter 3, 3.11.4.10.1 are required at the lower coverage limit above the runway surface to limit the CMN to 0.04
degree. Normally, this additional power density will exist as a natural consequence of using the same transmitter to provide
the scanning beam and DPSK signals and considering other power margins such as the available aircraft antenna gain,
propagation losses, coverage losses at wide angles and rain losses which can be, at least partially, discounted in the runway
region (see Table G-1).
2.6.3 Airborne power budget
2.6.3.1 Table G-2 provides an example of an airborne power budget used in developing the power density standards.
2.7 Data applications
2.7.1 Basic data. The basic data defined in Chapter 3, 3.11.4.8.2.1 are provided to enable airborne receivers to process
scanning beam information for various ground equipment configurations and to adjust outputs so they are meaningful to the
pilot or airborne system. Data functions are also used to provide additional information (e.g. station identification and
equipment status) to the pilot or airborne system.
2.7.2 Auxiliary data
2.7.2.1 The auxiliary data defined in Chapter 3, 3.11.4.8.3.1 and 3.11.4.8.3.2 are provided to digitally uplink the
following types of information:
a) Data describing ground equipment siting geometry. These are transmitted in words A1-A4 and in some of the words
B40-B54.
b) Data to support MLS/RNAV operations. These are transmitted in words B1-B39.
c) Operational information data. These are transmitted in words B55-B64.
ATT G-7 23/11/06
Annex 10 — Aeronautical Communications Volume I
2.7.2.2 The rates of transmission of auxiliary data words are based on the following criteria:
a) Data that are required to be decoded within six seconds upon entering the MLS coverage volume should be
transmitted with a maximum time between transmissions of 1 second (see 7.3.3.1.1).
b) Data that are required for an intended operation but are not required to be decoded within six seconds should be
transmitted with a maximum time between transmissions of 2 seconds. This rate will allow the generation of a
warning upon loss of data within 6 seconds.
c) Operational information data should be transmitted with a maximum time between transmissions of 10 seconds.
This will allow the generation of a warning upon loss of data within 30 seconds.
2.7.3 Application of MLS/RNAV data words B1 through B39
2.7.3.1 The data contained in auxiliary data words B1-B39 are designed to allow MLS/RNAV operations to be
supported utilizing only the data contained within the MLS data words. In order to support computed centre line approaches
to both the primary and secondary runways, curved approaches and departures, and missed approaches, these data include
information on procedure type (approach or departure), procedure name, runway and way-points.
2.7.3.2 The data transmitted by approach azimuth and back azimuth are segregated. This means, for example, that
each will have a separate cyclic redundancy check (CRC) and be decoded independently by the airborne equipment. Data
for a given MLS/RNAV procedure are transmitted in the coverage where the procedure begins. Normally this means that
approach and missed approach data would be transmitted by approach azimuth and departure data would be transmitted by
　
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