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7.4 The unit shall have provision to limit the maximum category output to the display (2226).
7.5 If the calculated category falls, then the category must remain at the lower value until upgraded manually by an authorised person except as prescribed in paragraph 7.6 (2337).
7.6 If a Far Field Monitor alarm or MLS pre-alarm causes a category fall, then the category may be automatically upgraded as long as no other alarms are present (2338).
7.7 The unit shall only automatically upgrade the category at initial MLS equipment switch-on or runway change (2228).
8 Interlocking
8.1 Where systems are installed at opposite ends of the same runway strip they shall be interlocked so that only one system may radiate at one time (2229).
8.2 The interlocking system shall be such that the non-operational system cannot be switched on using either the remote or local control switches (2230).
8.3 The interlocking system shall fail-safe. If the communication link between the systems fails, it shall not be possible to make the non-operational system radiate using the local or remote front panel controls (2231).
8.4 The interlocking shall be considered as part of the integrity and CoS assessment (2232).
9 Provision of Standby Equipment
9.1 Category III systems shall have dual equipment so that the system is 'fail operational', regardless of proven MTBO (2339).
9.2 The non-operational transmitter shall have its critical parameters monitored (2340).
10 Standby Battery Power
10.1 Category II and III systems, including the remote control equipment, interlock and status displays, shall be provided with a standby battery power supply. In the event of a mains power failure, this shall be capable of sustaining the normal MLS operation for a minimum of 20 minutes (2235).
10.2 Recommendation: Category I facilities should have standby batteries (2236).
10.3 The Air Traffic Service Provider shall have a procedure for managing the withdrawal and return of the MLS from/to operational service when standby batteries are or have been in use. Consideration should be given to the designed battery capacity and the fact that discharged batteries may take a significant time to recharge to full capacity following a failure (2237).
11 Synchronisation
11.1 Failure of the synchronisation link between azimuth and elevation facilities shall cause immediate shut-down of the MLS (2238).
11.2 The synchronisation link shall be included in the calculations for the overall MTBO of the equipment (2239).
12 Critical Areas
12.1 Azimuth and Elevation critical areas shall be clearly marked and identified. The marking shall be visible day and night and shall help ensure that no person or vehicle may enter the areas without the permission of ATC (2240).
12.2 Where fencing is used to mark the critical areas, the operator shall ensure that the MLS continues to operate in accordance with the requirements of MLS02 Flight and Ground Inspection Requirements (2241).
12.3 Details of the critical areas shall be included in the unit MATS Part 2 or MAFIS, together with any appropriate procedures (2242).
12.4 Where MLS is co-located with ILS, the MLS critical area will normally be within the ILS critical area and hence need not be separately marked (2243).
13 Sensitive Areas
13.1 Azimuth and Elevation sensitive areas shall be defined (2244).
13.2 Details of the Azimuth and Elevation equipment sensitive areas shall be included in the unit MATS Part 2 or MAFIS, together with any appropriate procedures (2245).
NOTE: These areas will normally be defined by the system operator or manufacturer and endorsed by the CAA. This information is required for positioning of hold points, production of ATC instructions, etc.
14 Computer Simulation
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CAP 670 Air Traffic Services Safety Requirements 2(49)
