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9 km (5 NM)
±85 m (±279 ft)
±127 m (±417 ft)
±34 m (±111 ft)
±34 m (±111 ft)
Marker replacement
— outer marker
— middle marker
9 km (5 NM)
1 060 m (0.57 NM)
±800 m (±2 625 ft)
±400 m (±1 312 ft)
not applicable
not applicable
30 m decision height determination (100 ft)
(7.3.2.1.5)
— 3° glide path (CTOL)
— 6° glide path (STOL)
556 m (0.3 NM)
556 m (0.3 NM)
±30 m (±100 ft)
±15 m (±50 ft)
not applicable
not applicable
Flare initiation over uneven terrain
(7.3.2.1.6)
— 3° glide path (CTOL)
— 6° glide path (STOL)
0
0
±30 m (±100 ft)
±12 m (±40 ft)
±18 m (±60 ft)
±12 m (±40 ft)
Sensitivity modifications (7.3.2.1.7)
(autopilot gain scheduling)
37 km (20 NM) to 0
±250 m (±820 ft)
not applicable
Flare manoeuvre with MLS flare elevation
(7.3.2.1.8)
— CTOL
— STOL
0
0
±30 m (±100 ft)
±12 m (±40 ft)
±12 m (±40 ft)
±12 m (±40 ft)
Long flare alert (7.3.2.1.9) Runway region ±30 m (±100 ft) not applicable
CTOL high speed roll-out/turnoffs (7.3.2.1.10) Runway region ±12 m (±40 ft) ±30 m (±100 ft)
Departure climb and missed approach 0 to 9 km (5 NM) ±100 m (±328 ft) ±68 m (±223 ft)
VTOL approaches (7.3.2.1.11) 925 m (0.5 NM) to 0 ±12 m (±40 ft) ±12 m (±40 ft)
Coordinate translations (7.3.2.1.12) — ±12 m to ±30 m
(±40 ft to ±100 ft)
±12 m (±40 ft)
23/11/06 ATT C-76
Attachment C Annex 10 — Aeronautical Communications
7.3.2.1.8 It is intended that this specification applies when vertical guidance and sink rate for automatic landing are
derived from the MLS flare elevation and the DME/P.
Note.— Although the standard has been developed to provide for MLS flare elevation function, this function is not
implemented and is not intended for future implementation.
7.3.2.1.9 It indicates to the pilot if the aircraft is landing beyond the touchdown region.
7.3.2.1.10 The roll-out accuracy requirement reflects system growth potential. In this application the roll-out PFE
would be dictated by the possible need to optimize roll-out deceleration and turnoff so as to decrease runway utilization time.
7.3.2.1.11 It is intended to assure the pilot that the aircraft is over the landing pad before descending.
7.3.2.1.12 It may be desirable to translate the MLS coordinates from one origin to another when the antennas are not
installed in accordance with Chapter 3, 3.11.5.2.6 or 3.11.5.3.5. The figures in the table are typical of a VTOL application;
actual values will depend on the geometry of the installation.
7.3.3 DME/P error budgets
Example error budgets for DME/P accuracy standards 1 and 2 are shown in Table C-6. If the specified error components
are not individually exceeded in practice, it can be expected that the overall system performance, as specified in 3.5.3.1.3.4,
will be achieved. A garbling contribution to the system error is computed by taking the root sum square (RSS) of the errors
obtained in the specified down-link environment with those obtained in the specified up-link environment and removing, on
an RSS basis, the error obtained in a non-garbling environment.
Table C-6. Example of DME/P error budget
FA mode Standard 1 FA mode Standard 2 IA mode
Error source Error component
PFE
m (ft)
CMN
m (ft)
PFE
m (ft)
CMN
m (ft)
PFE
m (ft)
CMN
m (ft)
Instrumentation Transponder
Interrogator
±10 (±33)
±15 (±50)
±8 (±26)
±10 (±33)
±5 (±16)
±7 (±23)
±5 (±16)
±7 (±23)
±15 (±50)
±30 (±100)
±10 (±33)
±15 (±50)
Site related Down-link specular multipath
Up-link specular multipath
Non-specular (diffuse) multipath
Garble
±10 (±33)
±10 (±33)
±3 (±10)
±6 (±20)
±8 (±26)
±8 (±26)
±3 (±10)
±6 (±20)
±3 (±10)
±3 (±10)
　
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