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13.3.6 The measurements may be made either in DDM or μA deflection current at the measurement points. For standardisation these results shall be converted into localiser full sector width, i.e. the theoretical angle between the points at which 0.155 DDM would occur (1310).
13.3.7 The airport's ILS maintenance instructions shall show the method of calculating the width angle from the ground measurements (1311).
13.4 Localiser Off Course Clearance
Off course clearance is measured by flight inspection and as such there is not a requirement to measure off course clearance on the ground. Operators may wish to establish a test point in the far field to assist in checking the localiser performance before requesting a flight inspection after engineering work (2020).
13.5 Field Test Equipment
In the event of an accident or incident an airport should do all that is reasonable to ascertain that the ILS is operating correctly. For this reason all aerodromes shall have equipment suitable for making field measurements available within 12 hours (2021).
13.6 Glidepath Measurements
13.6.1 Glidepath field measurements are not mandatory but would be of great help in proving equipment stability. It is recommended that monthly field checks are made on null reference and sideband reference glidepaths (1280).
13.7 Field Test Points
13.7.1 Points at which field measurements are made shall be clearly and permanently marked. These marks shall not present a hazard to aircraft (1463) and shall be immune to disturbance by such operations as grass cutting and snow clearance (1464).
14 Critical Areas
14.1 Localiser and Glidepath critical areas shall be clearly marked and identified. The marking shall be visible day and night (1465) and shall help ensure that no person or vehicle may enter the areas without the permission of air traffic control (1466).
14.2 Where fencing is used to mark the critical areas, the operator shall ensure the ILS continues to operate in accordance with the requirements of ILS 02 Flight Inspection requirements (1467).
14.3 Details of the Localiser and Glidepath critical areas shall be included in the unit MATS part 2 or MAFIS, together with any appropriate procedures (2022).
15 Sensitive Areas
15.1 Localiser and Glidepath sensitive areas shall be set in relation to the aircraft type that causes the greatest dynamic bends to the course structure, whilst operating at the aerodrome during Low Visibility Procedures. (2334).
15.2 Details of the Localiser and Glidepath sensitive areas shall be included in the unit MATS part 2 or MAFIS, together with any appropriate procedures (2024).
15.3 When defining the Sensitive Area the operator shall be cognisant of any static bends (2335).
16 Computer Simulation
16.1 Where computer simulation is used to define an ILS sensitive area, or to support a case for a system remaining operational during construction work, the following are required:
a) Proof that the version of software being used is the latest issue, OR recent written confirmation from the software manufacturer that the version being used has no known safety related problems (1469);
b) Proof that the person making the simulation has received formal training in the use of the simulation programme (1470);
c) Evidence to support that the model is suitable for the intended simulation (2025); and
d) Evidence to support the correlation of the modeling tool with far field measurement (2026).
16.2 Due to the difficulty of simulating lattice structures such as cranes, SRG may require confirmatory flight and/or ground inspections during construction work.
17 Use of Second Hand Equipment
17.1 Second hand equipment may be installed subject to the following conditions: a) The equipment shall be examined by the manufacturer's quality representative or
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CAP 670 Air Traffic Services Safety Requirements 2(46)
