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4.3  The two flight inspection results should be similar and both show a fall in the fly-up at
0.32 and a lower glidepath angle.
4.4  If the de-phasing is done using a calibrated phaser, or by inserting fixed adaptors or extension cables in the aerial fields, it is possible to avoid further flying of the phase alarms. The amount of phase change used for the tests is not critical, but a value of approximately 40° gives an easily measurable change.
4.5  When the phasing has been adjusted and verified by this method, the remaining parts of the flight inspection may be completed. Further flight inspection of the phase alarms will not be required.
5  Adjustment and Verification of Monitoring
5.1  The monitor may now be adjusted until its response to de-phasing is symmetrical. The same phaser settings or extension links that were used in section 4 must be used for these tests.
5.2  The monitor response will be adjusted by its phasing controls in the case of an integral monitor, or by its physical position in the case of a field monitor.
5.3  The final setting of the monitor must be such that identical changes are seen for advance or retard of the transmitting aerial signals.
5.4  It will be known that the phase link or calibrated phaser setting gives a certain fall in fly-up signals and glidepath angle. This test will also give a monitor change as measured in 5.3.
5.5  By applying a suitable scaling factor, it will be possible to calculate whether the system monitors would reach alarm before transmissions were outside specification. The only adjustment then required would be a change in sensitivity which could be verified by ground equipment tests.
ILS 02 ILS Flight Inspection Requirements

1  Introduction
1.1  Article 205 (5) of the Air Navigation Order permits the UK CAA to include a condition on an article 205 approval requiring that the equipment be flight checked by an approved person.
1.2  The purpose of this document is to ensure that a system, when flight inspected, is operating within defined limits.
2  Scope
This document defines the:
.
Flight inspection interval;

.
Limits to be applied to all parameters measured; and

.
Types of inspection.

3  Safety Objective
The equipment shall provide a complete, identified, accurate and uncorrupted source of guidance information to aircraft.
4  Flight Inspection Interval
4.1  For ILS facilities, the prescribed interval between successive inspections is 180 days (2147).
5  Tolerances
5.1  A tolerance of +20 days is applicable to the prescribed intervals. Operators shall strive to ensure that flight inspection takes place as closely as possible to the prescribed intervals. If the previous inspection lasted more than one day, the interval shall be calculated from the date when the inspection started (1254).
5.2  Flight inspections may be made up to 7 days earlier than the due date without affecting the due date for the next inspection (1257). If an inspection is made more than 7 days before the due date, the date of subsequent inspections shall be advanced (1258).
6  Delays due to Adverse Weather
6.1  Occasionally, prolonged periods of adverse weather may prevent an inspection being completed within the permitted tolerance. If this occurs, the system may continue in operation for a further 25 days provided that a reduced flight inspection has been made within the permitted tolerance interval (1264).
6.1.1  Reduced inspection requirements:
Localiser: part orbit ± 35° at approximately 6 nautical miles for both transmitters (1265).
Glidepath: Level slice starting at the edge of the DOC, at the height normally used for such a flight on the facility, for both transmitters (1266).
7  Supplementary Flight Inspections
　
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本文鏈接地址：CAP 670 Air Traffic Services Safety Requirements 2(34)