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monitor system to include provision to generate a pre-alarm warning signal to the designated control point when the
monitored parameters reach a limit equal to a value on the order of 75 per cent of the monitor alarm limit.
11.3.7 Protection of the integrity of the signal-in-space against degradation, which can arise from extraneous
electromagnetic interference falling within the MLS frequency band or from reradiation of MLS signals, must be considered.
11.3.8 A field monitor can provide additional protection by providing a warning against exceeding path following error
limits due to physical movement of the MLS antenna or by protecting against faults in the integral monitor.
11.3.9 In general, monitoring equipment design is based on the principle of continuously monitoring the radiated
signals-in-space at specific points within the coverage volume to ensure their compliance with the Standards specified at
Chapter 3, 3.11.5.2.3 and 3.11.5.3.3. Although such monitoring provides to some extent an indication that the signal-in-space
at all other points in the coverage volume is similarly within tolerance, this is largely inferred. It is essential therefore to carry
out rigorous inspections at periodic intervals to ensure the integrity of the signal-in-space throughout the coverage volume.
11.3.10 An equipment arrangement similar to that at 11.3.2, but with no transmitter redundancy, and the application of
the guidance outlined in 11.3.5, 11.3.6, 11.3.7, 11.3.8, and 11.3.9, would normally be expected to achieve the objectives for
integrity and continuity of service for level 2.
12. Classification of MLS approach azimuth, elevation and DME ground facilities
12.1 The classification system as described in the following paragraphs, is intended to identify in a concise way
essential information to be used by instrument procedure designers, operators and air traffic services regarding the
performance of a particular MLS installation. The information is to be published in the aeronautical information publication
(AIP).
12.2 The information concerning MLS facility performance should comprise:
a) the limits of the azimuth proportional guidance sector;
b) the vertical guidance limit;
c) the availability of the guidance signal along the runway; and
d) the reliability of the guidance signal (azimuth, elevation and DME).
23/11/06 ATT G-34
Attachment G Annex 10 — Aeronautical Communications
12.3 The classification system, containing information of a particular MLS facility, is defined using the following
formats:
a) Azimuth proportional guidance sector limits. This field identifies for a particular MLS the azimuth proportional
guidance sector limits as defined in basic data word 1. Two values separated by a colon (XX:YY) indicate the sector
limits as seen from the approach direction; the first value being the sector limit left of the zero degree azimuth and
the second value being the sector limit right of the zero degree azimuth.
b) Vertical guidance limit. This field, located directly after the azimuth limit (format: XX:YY/ZZ m (or XX:YY/ ZZ
ft)), represents the minimum height (in metres or feet) above threshold on the final approach segment along the
minimum glide path (MGP) to which the system conforms to the signal characteristics specified in Chapter 3, 3.11.
c) Runway guidance. The character D or E (as defined in Section 1 of Attachment G) represents the point to which the
azimuth guidance along the runway conforms to the signal characteristics specified in Chapter 3, 3.11 (format:
XX:YY/ZZ/E). If the guidance signal along the runway does not conform to the above-mentioned characteristics,
then a dash (—) is used in the format.
d) Reliability of the guidance signal. The character 1, 2, 3 or 4 indicates the level of integrity and continuity of service of
the guidance signal (Table G-15). The character A, which is placed after the Level 3 or 4 designation, indicates that
the elevation and DME/P objectives are equivalent to the azimuth objectives in accordance with Note 6 of Table G-15
(format: XX:YY/ZZ/E/4).
Note 1.— Where DME is not required for the intended MLS operations, there is no need to include DME/P reliability in
MLS classification.
Note 2.— Where an improved elevation and/or DME/P reliability is required according to Note 6 of Table G-15 for the
intended MLS/RNAV operations, the improved elevation and/or DME/P reliability is to be included in the MLS classification.
12.3.1 Any degradation of the signal below Annex 10 Standards, or below previously published performance, should
be promulgated by the appropriate authority (Chapter 2, 2.1.2 and Section 10 above).
12.4 Table G-15 gives continuity of service and integrity objectives for MLS basic and MLS/RNAV operations.
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