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(During bench testing of the receiver, in this first adjacent channel case, the undesired signal is varied over the
frequency range of the combined ground station (plus or minus 17 kHz) and receiver frequency tolerance.);
ATT C-19 23/11/06
Annex 10 — Aeronautical Communications Volume I
c) an undesired glide path signal, 300 kHz or further removed from the desired signal, exceeds the desired signal by up
to 40 dB.
Note 1.— It is recognized that not all receivers currently meet requirement b); however, all future equipment shall be
designed to meet this requirement.
Note 2.— In some States, a smaller ground station tolerance is used.
2.2.17 Localizer and glide path receiver effect from vertical polarization
2.2.17.1 Over the localizer and glide path frequency bands, respectively, the reception of vertically polarized signals
from the forward direction with respect to the localizer and glide path antenna should be at least 10 dB below the reception of
horizontally polarized signals from the same direction.
2.2.18 Localizer and glide path receiver spurious response
2.2.18.1 The response (indicator deflection) of the localizer receiver to a 150 Hz 30 per cent modulated RF signal at
110 MHz should be greater than the response to a similarly modulated but 60 dB greater amplitude RF signal varied over
90 kHz to 107.8 MHz and 112.2 MHz to 1 500 MHz. The response of the glide path receiver to a 150 Hz 30 per cent
modulated RF signal at 332.0 MHz should be greater than the response to a similarly modulated but 60 dB greater amplitude
RF signal varied over 90 kHz to 329.0 MHz and 335.3 MHz to 1 500 MHz.
2.3 Malfunctioning alarm in ILS airborne equipment
2.3.1 Ideally, a receiver alarm system such as a visual mechanical flag should warn a pilot of any unacceptable
malfunctioning conditions which might arise within either the ground or airborne equipments. The extent to which such an
ideal may be satisfied is specified below.
2.3.2 The alarm system is actuated by the sum of two modulation depths and, therefore, the removal of the ILS course
modulation components from the radiated carrier should result in the actuation of the alarm.
2.3.3 The alarm system should indicate to the pilot and to any other airborne system which may be utilizing the
localizer and glide path data, the existence of any of the following conditions:
a) the absence of any RF signal as well as the absence of simultaneous 90 Hz and 150 Hz modulation;
b) the percentage modulation of either the 90 Hz or 150 Hz signal reduction to zero with the other maintained at its
normal 20 per cent and 40 per cent modulation respectively for the localizer and glide path;
Note.— It is expected that the localizer alarm occur when either the 90 Hz or 150 Hz modulation is reduced to 10 per
cent with the other maintained at its normal 20 per cent. It is expected that the glide path alarm occur when either the 90 Hz
or 150 Hz modulation is reduced to 20 per cent with the other maintained at its normal 40 per cent.
c) the receiver off-course indication 50 per cent or less of that specified when setting the receiver audio gain
adjustment (see 2.2.2 and 2.2.10).
2.3.3.1 The alarm indication should be easily discernible and visible under all normal flight deck conditions. If a flag is
used, it should be as large as practicable commensurate with the display.
23/11/06 ATT C-20
Attachment C Annex 10 — Aeronautical Communications
2.4 Guidance for the siting, elevation, adjustment
and coverage of glide path equipment
2.4.1 The ILS reference datum and the ILS glide path angle setting are the primary factors influencing the longitudinal
location of the ILS glide path equipment with respect to the threshold.
2.4.2 The lateral placement of the glide path antenna system with respect to the runway centre line is normally not less
than 120 m (400 ft). In deciding the lateral placement of the glide path antenna, account should be taken of the appropriate
provisions of Annex 14 with regard to obstacle clearance surfaces and objects on strips for runways.
2.4.3 In selecting the ILS glide path antenna location and glide path angle, the aim should be to place the ILS
reference datum as close as possible to the appropriate nominal value. The actual selection of the ILS glide path antenna
location and glide path angle are governed by a number of factors, including:
a) acceptable rates of descent and/or approach speeds for the type of operations envisaged at the particular aerodrome;
b) the position of obstacles in the final approach area, the aerodrome sector and the missed approach area, and the
resulting obstacle clearance limits;
c) technical siting problems.
2.4.4 The selection of the antenna location and the angle, and the resulting ILS reference datum height, will also be
　
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