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glide path pattern;
c) attention should be paid to other causes which may disturb the monitor sensing of the radiated signal, such as
icing and birds;
d) in a system where monitoring signals are used in a feedback loop to correct variations of the corresponding
equipment, special care should be taken that extraneous influence and changes in the monitor system itself do
not cause course or ILS glide path variations outside the specified limits without alarming the monitor.
6) One possible form of monitor is an integral monitor in which the contribution of each transmitting antenna element
to the far-field course signal is measured at the antenna system. Experience has shown that such monitoring systems,
properly designed, can give a close correlation between the monitor indication and the radiated signal in the far
field. This type of monitor, in certain circumstances, overcomes the problem outlined in 5) a), b) and c).
It will be realized that the DDM measured at any one point in space is a function of displacement sensitivity and the
position of the course line or ILS glide path. This should be taken into account in the design and operation of monitor
systems.
2.1.9 Radiation by ILS localizers not in operational use. Severe interference with operational ILS localizer signals has
been experienced in aircraft carrying out approaches to low levels at runways equipped with localizer facilities serving the
reciprocal direction to the approach. Interference in aircraft overflying this localizer antenna system is caused by cross
modulation due to signals radiated from the reciprocal approach localizer. Such interference, in the case of low level
operations, could seriously affect approach or landing, and may prejudice safety. Chapter 3, 3.1.2.7, 3.1.2.7.1 and 3.1.2.7.2
specify the conditions under which radiation by localizers not in operational use may be permitted.
2.1.10 ILS multipath interference due to large reflecting objects and movements on the ground
2.1.10.1 The occurrence of interference to ILS signals is dependent on the total environment around the ILS antennas,
and the antenna characteristics. Any large reflecting objects, including vehicles or fixed objects such as structures within the
radiated signal coverage, will potentially cause multipath interference to the ILS course and path structure. The location and
size of the reflecting fixed objects and structures in conjunction with the directional qualities of the antennas will determine
the static course or path structure quality whether Category I, II or III. Movable objects can degrade this structure to the
extent that it becomes unacceptable. The areas within which this degradable interference is possible need to be defined and
recognized. For the purposes of developing protective zoning criteria, these areas can be divided into two types, i.e. critical
areas and sensitive areas:
a) the ILS critical area is an area of defined dimensions about the localizer and glide path antennas where vehicles,
including aircraft, are excluded during all ILS operations. The critical area is protected because the presence of
vehicles and/or aircraft inside its boundaries will cause unacceptable disturbance to the ILS signal-in-space;
b) the ILS sensitive area is an area extending beyond the critical area where the parking and/or movement of vehicles,
including aircraft, is controlled to prevent the possibility of unacceptable interference to the ILS signal during ILS
operations. The sensitive area is protected against interference caused by large moving objects outside the critical
area but still normally within the airfield boundary.
ATT C-7 23/11/06
Annex 10 — Aeronautical Communications Volume I
Note 1.— The objective of defining critical and sensitive areas is to afford adequate protection to the ILS. The manner in
which the terminology is applied may vary between States. In some States, the term “critical area” is also used to describe
the area that is referred to herein as the sensitive area.
Note 2.— It is expected that at sites, where ILS and MLS are to be collocated, the MLS might be located within ILS
critical areas in accordance with guidance material in Attachment G, Section 4.1.
2.1.10.2 Typical examples of critical and sensitive areas that need to be protected are shown in Figures C-3A,
C-3B, C-4A and C-4B. To protect the critical area, it is necessary to normally prohibit all entry of vehicles and the
taxiing or parking of aircraft within this area during all ILS operations. The critical area determined for each localizer
and glide path should be clearly designated. Suitable signal devices may need to be provided at taxiways and roadways
which penetrate the critical area to restrict the entry of vehicles and aircraft. With respect to sensitive areas, it may be
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