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that may appear in the transition between clearance and scanning beam signals. A particular pulse envelope is dependent on
the receiver position, scanning antenna beamwidth, and the relative phase and amplitude ratios of the clearance and scanning
beam signals as shown in Figure G-8. The receiver is also required to process rapid changes of indicated angle of the order of
1.5 degrees (peak amplitude) when outside the proportional guidance limits.
7.3.5.4 In receivers with the capability to select or display azimuth angle guidance information greater than plus or
minus 10 degrees, the proportional coverage limits in basic data must be decoded and used to preclude use of erroneous
guidance.
7.4 Control and output
7.4.1 Approach azimuth and approach elevation deviation scale factor
7.4.1.1 Approach azimuth. When the approach azimuth deviation information is intended to have the same sensitivity
characteristics as ILS, it is a function of the “approach azimuth antenna to threshold distance”, as supplied by the basic data,
in accordance with the following table:
Approach azimuth
antenna to threshold Nominal
distance (ATT) course width
0 – 400 m ± 3.6 degrees
500 – 1 900 m ± 3.0 degrees
2 000 – 4 100 m ± arctan 105
ATT
⎛⎜
⎝ ⎠
⎞⎟
degrees
4 200 – 6 300 m ± 1.5 degrees
23/11/06 ATT G-26
Attachment G Annex 10 — Aeronautical Communications
7.4.1.2 Approach elevation. The deviation information is a continuous function of the manually or automatically
selected elevation angle (Θ) in accordance with the formula Θ/4 = half a nominal glide path width, so that glide path widths
are nominally in accordance with the following examples:
Selected Nominal glide
elevation angle path width
(degrees) (degrees)
3 ± 0.75
7.5 ± 1.875
Note.— These sensitivity characteristics are applicable to elevation angles up to 7.5 degrees.
7.4.2 Angle data output filter characteristics
7.4.2.1 Phase lags. To assure proper autopilot interface, the receiver output filter, for sinusoidal input frequencies, does
not include phase lags which exceed:
a) 4 degrees from 0.0 to 0.5 rad/s for the azimuth function; and
b) 6.5 degrees from 0.0 to 1.0 rad/s and 10 degrees at 1.5 rad/s for the elevation function.
7.4.3 Minimum glide path. When there is capability of selecting the approach elevation angle, a suitable warning is to
be issued if the selected angle is lower than the minimum glide path as provided in basic data word 2.
7.4.4 Status bits. A suitable warning is to be provided when the function status bits in acquired basic data indicate that
the respective function is not being radiated or is being radiated in test mode.
7.5 Use of back azimuth guidance for missed approaches and departures
7.5.1 Usable back azimuth angles
7.5.1.1 Flight test results indicated that back azimuth angles of up to ±30 degrees from the runway centre line can be
used for navigation guidance for missed approaches and departures. With appropriate interception techniques, larger angle
offsets might be acceptable up to the flyable limits of back azimuth coverage. Departure guidance can utilize the back
azimuth signal for centre line guidance throughout the take-off roll and initial departure. It is intended that a turn to intercept
the back azimuth is initiated at an operationally acceptable altitude, and the prescribed procedure is protected according to
appropriate obstacle clearance criteria.
7.5.2 Back azimuth deviation scale
7.5.2.1 The scaling of back azimuth deviations must be sufficient to support back azimuth departures and missed
approaches not aligned with the approach azimuth, as well as missed approach and departure tracks aligned with the approach
azimuth. Deviation scaling effects are most pronounced when manoeuvring to intercept a back azimuth. Very sensitive
scaling will cause lateral overshoots and limit flyability of the signal, whereas very insensitive scaling will result in the large
consumption of airspace. A nominal course width sensitivity of ±6 degrees provides for an acceptable interception of back
azimuth during missed approach and departure.
ATT G-27 23/11/06
Annex 10 — Aeronautical Communications Volume I
7.5.3 Approach azimuth to back azimuth switching
7.5.3.1 Following initiation of a missed approach using back azimuth guidance, the guidance must switch from
approach azimuth to back azimuth. The switching, either automatically or manually, from approach azimuth to back azimuth
guidance is intended to provide continuous flyable guidance throughout the missed approach sequence. Switching is not
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