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6.1  Safety Objective
The purpose of the navigation aid flight inspection is to verify that all parameters of the navigation aid meet the requirements specified in Annex 10 to the Convention on Civil Aviation and any other specific requirements of the CAA. The equipment fitted in the aircraft must be capable of measuring all these parameters (1490).
6.2  The navigation aid measuring equipment shall not interfere with the operation or accuracy of the aircraft’s normal navigation and general avionics equipment (1491).
6.2.1  The flight inspection measurements shall be adequately protected against the prevailing EMC environment internal or external to the aircraft (1492). Abnormal interference effects shall be clearly identified on the inspection results (1493).
6.3  The inspection system shall have the facility for listening to the identity modulation of the navigation aid being inspected (1494).
6.4  Position Fixing and Tracking Equipment
The flight inspection system shall include equipment which can determine and record the aircraft’s position in space relative to a fixed reference point (1495). The uncertainty of measurement must be commensurate with the parameter being inspected (1496).
6.5  Recording Equipment
6.5.1  The flight inspection system shall include equipment which can record the measured parameters of the navigation aid being inspected (1497).
6.5.2  All recordings shall be marked so that they can be correlated with the aircraft’s position at the time of the measurement (1498).
6.5.2.1  Recommendation: Where possible the flight inspection should comply with the guidance and recommendations given in ICAO Doc 8071 Vol II (1499).
6.5.2.2  Recommendation: As far as is reasonably possible the flight inspection equipment, including associated aerials should be totally independent from the aircraft’s operational avionics fit (1500).
6.6  Aerials
6.6.1  The aerials shall be positioned in such a manner that they are not obscured from the signal during any normal inspection flight profiles (1501).
NOTE:  To achieve this may require the use of more than one measuring aerial for one particular function. If duplicated navigation aid measuring receivers are used they may use a common aerial.
6.6.2  The aerials to be used for tracked structure measurements shall be positioned with due regard to the tracking reference on the aircraft (1502). If the aerials and the reference are not in close proximity, this error must be addressed in the measurement uncertainty calculations and in setting the operational crosswind limit. Alternatively, the errors may be corrected using information from the aircraft’s attitude sensors and data concerning movement of the aerial’s phase centre (1503).
6.7  Spectrum Analyser
NOTE:  It is useful if a spectrum analyser is available for investigating equipment malfunctions and sources of interference. The analyser should have a method of image storage.
7  Measurement Uncertainty
7.1  Safety Objective
The measurement uncertainty for any parameter must be small compared with the operational limits for that parameter (1504).
7.2  The measurement uncertainty to 95% probability must be calculated for each of the parameters to be measured (1505). The method of calculation and any assumptions made must be clearly shown (1506).
7.3  Many measurements are a combination of receiver output and aircraft position. In these cases the figure required is the sum of all the errors involved in the measurement, including aircraft position.
7.4  Where several measurements are combined to produce a single result, these errors should be added by the RSS method (the square-root of the sum of the squares), to give the overall expected measurement uncertainty (1507).
NOTE:  For certain ILS system parameters, the maximum permitted measurement uncertainty depends on the category of the ILS being inspected.
　
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本文鏈接地址：CAP 670 Air Traffic Services Safety Requirements 2(57)