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3.2 ILS-related considerations
a) There is a risk that ILS Category II or III operations cannot be safely sustained at specific locations;
Annex 10 — Aeronautical Communications Volume I
b) Annex 10, Volume I, Chapter 3, 3.1.4 contains interference immunity performance standards for ILS receivers;
c) expansion of ILS is limited by channel availability (40 channels);
d) many aging ILS ground installations will need to be replaced; and
e) in most areas of the world, ILS can be maintained in the foreseeable future.
3.3 MLS-related considerations
a) MLS Category I is operational;
b) Category II capable ground equipment is certified. Ground and airborne Category IIIB equipment certification is in
progress and is scheduled to be completed in the 2004-2005 time frame; and
c) MLS implementation is planned at specific locations to improve runway utilization in low visibility conditions.
3.4 GNSS-related considerations
a) Standards and Recommended Practices (SARPs) are in place for GNSS with augmentation to support APV and
Category I precision approach;
b) SARPs for ground-based regional augmentation system (GRAS) for APV operations are under development;
c) GNSS with satellite-based augmentation system (SBAS) for APV operations is operational in some regions of the
world;
d) GNSS with ground-based augmentation system (GBAS) for Category I precision approach operations is expected to
be operational by 2006;
e) it is not expected that an internationally accepted GNSS with augmentation as required may be available for
Category II and III operations before the 2010-2015 time frame;
f) technical and operational issues associated with GNSS approach, landing and departure operations must be solved in
a timely manner; and
g) institutional issues associated with GNSS approach, landing and departure operations must be solved in a timely
manner.
3.5 Multi-modal airborne approach and landing capability considerations
To enable this strategy, a multi-modal airborne approach and landing capability is necessary and is expected to be available.
3.6 Other considerations
a) There is an increasing demand for Category II and III operations;
b) GNSS can potentially offer unique operational benefits for low-visibility operations, including new procedures,
flexible siting requirements and provision of airport surface guidance;
23/11/06 ATT B-2
Attachment B Annex 10 — Aeronautical Communications
c) only the three standard systems (ILS, MLS and GNSS with augmentation as required) are considered to play a major
role in supporting all weather operations. The use of head-up displays in conjunction with enhanced and/or synthetic
vision systems may provide operational benefits;
d) a consequence of the global strategy is that there will not be a rapid transition from ILS to new systems such as
GNSS or MLS. It is therefore essential for the implementation of the strategy that the radio frequency spectrum used
by all of these systems be adequately protected;
e) to the extent practical, a transition directly from ILS to GNSS is preferable. In some States, however, it may not be
possible to make this transition without losing the current level of Category II or III operations;
f) as long as some users of a given runway continue to rely on ILS, the potential operational benefits resulting from the
introduction of new landing systems may be limited by the constraints of mixed-system operations;
g) APV operations may be conducted using GNSS with augmentation as required or barometric vertical guidance, and
GNSS with ABAS or DME/DME RNAV lateral guidance; and
h) APV operations provide enhanced safety and generally lower operational minima as compared to non-precision
approaches.
4. Strategy
Based on the considerations above, the need to consult aircraft operators and international organizations, and to ensure safety,
efficiency and cost-effectiveness of the proposed solutions, the global strategy is to:
a) continue ILS operations to the highest level of service as long as operationally acceptable and economically
beneficial so as to ensure that airport access is not denied to aircraft solely equipped with ILS;
b) implement MLS where operationally required and economically beneficial;
c) implement GNSS with augmentation (i.e. ABAS, SBAS, GBAS) as required for APV and Category I operations
where operationally required and economically beneficial, while ensuring that the issues associated with ionospheric
propagation in the equatorial regions are duly addressed and resolved;
d) promote the development and use of a multi-modal airborne approach and landing capability;
e) promote the use of APV operations, particularly those using GNSS vertical guidance, to enhance safety and
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