曝光台 注意防骗
网曝天猫店富美金盛家居专营店坑蒙拐骗欺诈消费者
12.3 Modulation recordings shall be made available on request (1399).
12.4 When measurements show that the interference level exceeds limits, the appropriate SRG engineering inspector must be advised immediately (1400).
12.5 Evidence of the required routine measurements must be available when requested by an SRG engineering inspector (1401).
INTENTIONALLY LEFT BLANK
ILS 10 General Requirements for ILS
Part 1 Preliminary Material
1 Introduction
1.1 The ILS provides precision guidance signals to aircraft in the last stages of approach and landing. For this purpose the equipment needs a high level of integrity, accuracy and reliability. Other auxiliary equipment is used to support the main equipment.
1.2 Instrument Landing Systems are classified as Category I, Category II or Category III, in ascending order of accuracy, integrity and reliability.
1.3 Full definitions of these categories may be found in ICAO Annex 10, Volume 1, Chapter 3.1.1.
2 Scope
2.1 This document sets out the minimum requirements for all categories of ILS service.
2.2 The scope of this document relates only to the performance of the ILS facility. The overall category of a runway is dependant on many other factors.
Part 2 Requirements
3 Safety Objective
The equipment shall provide a complete, identified, accurate and uncorrupted source of guidance information to aircraft, with levels of integrity and continuity of service which are consistent with the category of service provided.
4 SARPs Compliance
4.1 In addition to the requirements below, Instrument Landing Systems shall comply with the Standards and Recommended practices (SARPs) in ICAO Annex 10, Volume 1, Chapter 2 General Provisions for Radio Navigation Aids, and Chapter 3, Section 3.1 Specification for ILS (1998).
NOTE: Where the UK has differences filed to SARPs, these will be published in Supplements to the Annexes and in the UK AIP.
5 Integrity and Continuity of Service
5.1 The ILS shall meet the ICAO Annex 10 Volume 1 Standards and Recommended Practices (SARPs) for Integrity and Continuity of Service found in Chapter 3.1 (1999).
NOTE: A method of putting an ILS with an established Mean Time Between Outages (MTBO) into service can be found in Annex 1.
5.2 Maintenance shall be prescribed in accordance with the Integrity Analysis (2330).
6 Serviceability Indicators
6.1 Flight Information Service Officers and/or Air Traffic Controllers directly responsible for ILS operations shall be provided with information on the operational status of radio navigation services essential for approach, landing and take-off at the aerodrome(s) with which they are concerned, on a timely basis consistent with the use of the service(s) involved (2278).
6.2 Where status information is reliant upon a visual status indicator, then an audible alarm should be provided which indicates that the visual indicator has changed state (2279).
6.3 Failure of Status Communications
6.3.1 Permitting a status communications failure to shut down the ILS without a warning could unnecessarily remove the ILS signal when the aircraft is in a critical phase of the approach.
6.3.2 Failure of status communication between the ILS equipment and the remote status indicators shall cause an immediate alarm at the remote indicators (2002).
6.3.2.1 For Category II and III systems, failure of the status communication shall not cause an immediate ILS close-down (2003).
6.3.2.2 For Category I systems, it is acceptable to consider status communication failure as part of the Continuity of Service assessment (2004).
6.3.3 Following failure of the status communications, only aircraft on final ILS approach shall be permitted to complete the approach (2005). The ILS shall then be withdrawn from service in accordance with a documented procedure (1430).
中国航空网 www.aero.cn
航空翻译 www.aviation.cn
本文链接地址：
CAP 670 Air Traffic Services Safety Requirements 2(43)
