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6.4  When a DME is slave to a localiser, it shall key 1/4. If the localiser fails, the DME shall continue to key 1/4. i.e. the DME shall key itself at the correct rate for an independent DME (1334).
6.5  Regardless of which equipment is master or slave, a failure in one equipment shall neither leave the associated equipment without identity (1335) nor cause it to close down (1336).
7  Slave Monitor Information
NOTE 1:If the slave equipment fails, there is no requirement for the master equipment to alter its keying sequence.
NOTE 2:Certain types of ILS and DME equipment, when used as master, have the facility to accept an input from the slave’s status monitor. This signal can be used to alter the keying sequence of the master. If this facility exists, it may be used.
7.1  If this system is used, the master equipment shall automatically return to associated keying when the slave equipment is returned to service (1337).
8  Independent Operation
An ILS with no associated DME shall always key 4/4, i.e. the Morse code shall be repeated at regular intervals, not less than 6 times per minute (1338).
9  Use of Letter I Prefix
If the DME identity code has an 'I' prefix, the DME shall continue to radiate this prefix if the associated localiser fails (1339).
10  Equipment Out of Service
NOTE:  It is sometimes necessary to radiate signals from equipment which is not available for operational use. This can occur during commissioning tests or engineering investigations.
10.1  Whenever the equipment is not available for operational use, the identity keying shall be suppressed (1340).
NOTE 1:Radiation of continuous unkeyed tone is permitted.
NOTE 2:During commissioning and engineering flight inspections, the normal identity code may be radiated for short periods at the navaid inspector’s request.
10.2  The use of the code TST for extended periods of testing shall no longer be permitted (1341).
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ILS 08 ILS Radio Noise Monitoring
Part 1 Preliminary Material
Foreword
This document is produced and published by the Air Traffic Standards Division (Safety Regulation Group) of the UK Civil Aviation Authority. It identifies those specific engineering requirements that must be met to achieve approval for equipment, systems and organisations under the Air Navigation Order. This document is based upon those relevant and applicable ICAO standards and recommended practices. This document supersedes and replaces all earlier versions.
1 Introduction
Radio signals from extraneous sources may interfere with the guidance information of an ILS signal. The problem becomes more important for Cat II and Cat III systems, where a higher level of integrity is required than for Cat I.
Interference monitoring and data recording has been carried out on Cat II and Cat III airfields for many years, allowing trends in the background interference level to be analysed. For this trend analysis to remain valid, it is essential that new monitoring equipment is compatible with the previous system of measurement. For this reason, this document is highly prescriptive in certain areas.
At present, techniques for monitoring interference on an operational channel are only in the development phase. The existing system assumes that the interference is equally distributed throughout the localiser band. Hence all channels except the active ILS frequency are monitored.
Advanced equipment may be used which for example, can recognise interference on the operational channel or examine the complete frequency band with no gaps. However, the equipment shall also comply with all requirements in this document.
2 Scope
This requirement applies to all ILS localisers operated at Cat II or Cat III.
3 References
ICAO Annex 10
4 Definitions Symbols and Abbreviations
A 'general use' glossary of definitions and abbreviations can be found in the Glossary of CAP 670. There are no additional terms invoked by this requirement document.
　
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本文鏈接地址：CAP 670 Air Traffic Services Safety Requirements 2(40)