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adequate guidance for manual and/or automatic operations along the runway in low visibility conditions. With regard to
Category I performance in the approach phase, this course structure is based on the desire to restrict aircraft deviations, due to
course bends (95 per cent probability basis) at the 30 m (100 ft) height, to lateral displacement of less than 10 m (30 ft). With
regard to Categories II and III performance in the approach phase, this course structure is based on the desire to restrict
aircraft deviations due to course bends (95 per cent probability basis) in the region between ILS Point B and the ILS
reference datum (Category II facilities) or Point D (Category III facilities), to less than 2 degrees of roll and pitch attitude and
to lateral displacement of less than 5 m (15 ft).
Note 1.— Course bends are unacceptable when they preclude an aircraft under normal conditions from reaching the
decision height in a stable attitude and at a position, within acceptable limits of displacement from the course line, from
which a safe landing can be effected. Automatic and semi-automatic coupling is affected to a greater degree than manual
coupling by the presence of bends. Excessive control activity after the aircraft has settled on an approach may preclude it
from satisfactorily completing an approach or landing. Additionally, when automatic coupling is used, there may be an
operational requirement to continue the approach below the decision height. Aircraft guidance can be satisfied if the
specification for course structure in Chapter 3, 3.1.3.4, is met.
Note 2.— Bends or other irregularities that are not acceptable will normally be ascertained by flight tests in stable air
conditions requiring precision flight check techniques.
2.1.5 ILS glide path bends. Bends should be evaluated in terms of the ILS glide path structure specified in Chapter 3,
3.1.5.4. With regard to Category I performance, this glide path structure is based on the desire to restrict aircraft deviations
due to glide path bends (95 per cent probability basis) at the 30 m (100 ft) height, to vertical displacements of less than 3 m
(10 ft). With regard to Categories II and III performance, this glide path structure is based on the desire to restrict aircraft
deviations due to path bends (95 per cent probability basis) at the 15 m (50 ft) height, to less than 2 degrees of roll and pitch
attitude and to vertical displacements of less than 1.2 m (4 ft).
Note 1.— Path bends are unacceptable when they preclude an aircraft under normal conditions from reaching the
decision height in a stable attitude and at a position, within acceptable limits of displacement from the ILS glide path, from
which a safe landing can be effected. Automatic and semi-automatic coupling is affected to a greater degree than manual
coupling by the presence of bends. Additionally, when automatic coupling is used, there may be an operational requirement
to continue the approach below the decision height. Aircraft guidance can be satisfied if the specification for ILS glide path
structure in Chapter 3, 3.1.4.4, is met.
Note 2.— Bends or other irregularities that are not acceptable will normally be ascertained by precision flight tests,
supplemented as necessary by special ground measurements.
2.1.6 Application of localizer course/glide path bend amplitude Standard. In applying the specification for localizer
course structure (Chapter 3, 3.1.3.4) and ILS glide path structure (Chapter 3, 3.1.5.4), the following criteria should be
employed:
— Figure C-1 shows the relationship between the maximum (95 per cent probability) localizer course/glide path bend
amplitudes and distances from the runway threshold that have been specified for Categories II and III performance.
— If the bend amplitudes are to be evaluated in any region of the approach, the flight recordings, corrected for aircraft
angular position error, should be analysed for a time interval of plus or minus 20 seconds about the midpoint of the
region to be evaluated. The foregoing is based on an aircraft ground speed of 195 km/h (105 knots) plus or minus
9 km/h (5 knots).
23/11/06 ATT C-4
Attachment C Annex 10 — Aeronautical Communications
μ A
To range limit
Maximum allowance
2 Standard deviation bend amplitude
(microamperes)
30
25
20
15
10
5
0
ILS Points A B C
T
D E
Stop
end of
runway
600 m
(2 000 ft)
900 m
(3 000 ft)
1 050 m
(3 500 ft)
7.4 km (4 NM)
Runway
Category III only
Localizer course
criterion
Glide path criterion
Figure C-1. Categories II and III localizer course and glide path maximum bend amplitude criteria
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