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Glide slope signal not protected.
12.2.2 Weather Conditions. Less than ceiling 800 feet and/or visibility 2 miles.
12.2.2.1 Glide Slope Critical Area. Vehicles/air-craft are not authorized in the area when an arriving aircraft is between the ILS final approach fix and the airport unless the aircraft has reported the airport in sight and is circling or side stepping to land on other than the ILS runway.
12.2.2.2 Localizer Critical Area. Except for air-craft that land, exit a runway, depart or miss approach, vehicles and aircraft are not authorized in or over the critical area when an arriving aircraft is between the ILS final approach fix and the airport. Additionally, when the ceiling is less than 200 feet and/or the visibility is RVR 2,000 or less, vehicle/aircraft operations in or over the area are not authorized when an arriving aircraft is inside the ILS middle marker.
12.3 Aircraft holding below 5000 feet between the outer marker and the airport may cause localizer signal variations for aircraft conducting the ILS approach. Accordingly, such holding is not autho-rized when weather or visibility conditions are less than ceiling 800 feet and/or visibility 2 miles.
12.4 Pilots are cautioned that vehicular traffic not subject to control by ATC may cause momentary deviation to ILS course/glide slope signals. Also, “critical areas” are not protected at uncontrolled

airports or at airports with an operating control tower NOTE. when weather/visibility conditions are above those Unless otherwise coordinated through flight standards, ILS signals to Category 1 runways are not flight inspected
requiring protective measures. Aircraft conducting
below 100 feet AGL. Guidance signal anomalies may be
“coupled” or “autoland” operations should be
encountered below this altitude.
especially alert in monitoring automatic flight control systems. (See FIG ENR 4.1.2.)

FIG ENR 4.1.2
FAA Instrument Landing Systems

Federal Aviation Administration Twentieth Edition
13. Continuous Power Facilities
13.1 In order to ensure that a basic ATC system remains in operation despite an area wide or catastrophic commercial power failure, key equip-ment and certain airports have been designated to provide a network of facilities whose operational capability can be utilized independent of any commercial power supply.
13.2 In addition to those facilities comprising the basic ATC system, the following approach and lighting aids have been included in this program for a selected runway:
13.2.1 ILS (Localizer, Glide Slope, Compass Locator, Inner, Middle and Outer Markers).
13.2.2 Wind Measuring Capability.
13.2.3 Approach Light System (ALS) or Short ALS (SALS).
13.2.4 Ceiling Measuring Capability.
13.2.5 Touchdown Zone Lighting (TDZL).
13.2.6 Centerline Lighting (CL).
13.2.7 Runway Visual Range (RVR).
13.2.8 High Intensity Runway Lighting (HIRL).
13.2.9 Taxiway Lighting.
13.2.10 Apron Light (Perimeter Only).
TBL ENR 4.1.3

Continuous Power Airports 
Airport/Ident  Runway No. 
Albuquerque (ABQ)  08 
Andrews AFB (ADW)  1L 
Atlanta (ATL)  9R 
Baltimore (BWI)  10 
Bismarck (BIS)  31 
Boise (BOI)  10R 
Boston (BOS)  4R 
Charlotte (CLT)  36L 
Chicago (ORD)  14R 
Cincinnati (CVG)  36 
Cleveland (CLE)  5R 
Dallas/Fort Worth (DFW)  17L 
Denver (DEN)  35R 
Des Moines (DSM)  30R 

13.3 The above have been designated “Continuous Power Airports,” and have independent back up capability for the equipment installed.
Continuous Power Airports 
Airport/Ident  Runway No. 
Detroit (DTW)  3L 
El Paso (ELP)  22 
Great Falls (GTF)  03 
Houston (IAH)  08 
Indianapolis (IND)  4L 
Jacksonville (JAX)  07 
Kansas City (MCI)  19 
Los Angeles (LAX)  24R 
Memphis (MEM)  36L 
Miami (MIA)  9L 
Milwaukee (MKE)  01 
Minneapolis (MSP)  29L 
Nashville (BNA)  2L 
Newark (EWR)  4R 
New Orleans (MSY)  10 
New York (JFK)  4R 
New York (LGA)  22 
Oklahoma City (OKC)  35R 
Omaha (OMA)  14 
Ontario, California (ONT)  26R 
Philadelphia (PHL)  9R 
Phoenix (PHX)  08R 
Pittsburgh (PIT)  10L 
Reno (RNO)  16 
Salt Lake City (SLC)  34L 
San Antonio (SAT)  12R 
San Diego (SAN)  09 
　
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