曝光台 注意防骗
网曝天猫店富美金盛家居专营店坑蒙拐骗欺诈消费者
6 s 1 – 8 × 10–6
in any 15 s
0.99 to
0.99999
NOTES.—
1. The 95th percentile values for GNSS position errors are those required for the intended operation at the lowest height above threshold (HAT), if
applicable. Detailed requirements are specified in Appendix B and guidance material is given in Attachment D, 3.2.
2. The definition of the integrity requirement includes an alert limit against which the requirement can be assessed. These alert limits are:
A range of vertical limits for Category I precision approach relates to the range of vertical accuracy requirements.
Typical operation Horizontal alert limit Vertical alert limit
En-route (oceanic/continental
low density)
7.4 km
(4 NM)
N/A
En-route (continental) 3.7 km
(2 NM)
N/A
En-route,
Terminal
1.85 km
(1 NM)
N/A
NPA 556 m
(0.3 NM)
N/A
APV-I 40 m
(130 ft)
50 m
(164 ft)
APV- II 40.0 m
(130 ft)
20.0 m
(66 ft)
Category I precision approach 40.0 m
(130 ft)
15.0 m to 10.0 m
(50 ft to 33 ft)
3. The accuracy and time-to-alert requirements include the nominal performance of a fault-free receiver.
4. Ranges of values are given for the continuity requirement for en-route, terminal, initial approach, NPA and departure operations, as this requirement is
dependent upon several factors including the intended operation, traffic density, complexity of airspace and availability of alternative navigation aids.
The lower value given is the minimum requirement for areas with low traffic density and airspace complexity. The higher value given is appropriate
for areas with high traffic density and airspace complexity (see Attachment D, 3.4).
5. A range of values is given for the availability requirements as these requirements are dependent upon the operational need which is based upon several
factors including the frequency of operations, weather environments, the size and duration of the outages, availability of alternate navigation aids,
Chapter 3 Annex 10 — Aeronautical Communications
3-71 23/11/06
radar coverage, traffic density and reversionary operational procedures. The lower values given are the minimum availabilities for which a system is
considered to be practical but are not adequate to replace non-GNSS navigation aids. For en-route navigation, the higher values given are adequate for
GNSS to be the only navigation aid provided in an area. For approach and departure, the higher values given are based upon the availability
requirements at airports with a large amount of traffic assuming that operations to or from multiple runways are affected but reversionary operational
procedures ensure the safety of the operation (see Attachment D, 3.5).
6. This requirement is more stringent than the accuracy needed for the associated RNP types, but it is well within the accuracy performance achievable
by GNSS.
7. A range of values is specified for Category I precision approach. The 4.0 m (13 feet) requirement is based upon ILS specifications and represents a
conservative derivation from these specifications (see Attachment D, 3.2.7).
8. GNSS performance requirements for Category II and III precision approach operations are under review and will be included at a later date.
9. The terms APV-I and APV-II refer to two levels of GNSS approach and landing operations with vertical guidance (APV) and these terms are not
necessarily intended to be used operationally.
Table 3.7.3.5-1. GBAS broadcast power transmitted in adjacent channels
Channel Relative power Maximum power
1st adjacent –40 dBc 12 dBm
2nd adjacent –65 dBc –13 dBm
4th adjacent –74 dBc –22 dBm
8th adjacent –88.5 dBc –36.5 dBm
16th adjacent –101.5 dBc –49.5 dBm
32nd adjacent –105 dBc –53 dBm
64th adjacent –113 dBc –61 dBm
76th adjacent and beyond –115 dBc –63 dBm
NOTES.—
1. The maximum power applies if the authorized transmitter power exceeds 150 W.
2. The relationship is linear between single adjacent points designated by the adjacent
channels identified above.
Annex 10 — Aeronautical Communications Volume I
23/11/06 3-72
Table 3.7.3.5-2. GBAS broadcast unwanted emissions
Frequency
Relative unwanted
emission level
(Note 2)
Maximum unwanted
emission level
(Note 1)
9 kHz to 150 kHz –93 dBc
(Note 3)
–55 dBm/1 kHz
(Note 3)
150 kHz to 30 MHz –103 dBc
(Note 3)
–55 dBm/10 kHz
(Note 3)
30 MHz to 106.125 MHz –115 dBc –57 dBm/100 kHz
106.425 MHz –113 dBc –55 dBm/100 kHz
中国航空网 www.aero.cn
航空翻译 www.aviation.cn
本文链接地址：
附件10--航空电信an10_v1_6ed上(58)
