6.3 Instrument Approach Procedures
Approach radials should be evaluated at a distance that includes the procedure turn, holding pattern and missed approach on commissioning inspections (1988). The approach radial should be flown 30 m (100 ft) below specified altitudes (1989). Commissioning inspections require two additional radials 5° either side of the approach radial to be flown and analysed with the same criteria as the approach radial (1990).
6.4 Holds Procedure as published in the AIP (1991).
6.5 Cross check radials Checked during radial inspection as required (1992).
6.6 Intersections
Adjacent facilities that provide intersections should be inspected to determine their capability to support the intersection. Minimum signal strength should exist for the radial(s) forming the intersection within 7.4 km (4 NM) or 4.5°, whichever is greater, each side of the geographical location of the intersection fix (1993).
7 Flight Inspection Interval
The prescribed interval between successive inspections is 1 year. This interval may be extended to 5 years if the Service Provider can demonstrate that the system is stable and that multipath interference does not affect the guidance signals (1994).
8 Flight Inspection Organisations
All VOR flight inspections shall be made by an organisation having CAA approval for VOR inspection under the Air Navigation Order (ANO) (2009).
9 Analysis of Flight Inspection Records
9.1 The Air Traffic Service Provider shall analyse the flight inspection report at the earliest opportunity for operational systems and prior to entering a facility into operational service, to ensure that the flight inspection requirements are met (2349).
9.2 The Air Traffic Service Provider shall address any deficiencies or non-compliance to ensure a safe service is provided (2350).
9.3 An Air Traffic Service Provider may delegate the task of analysing the flight inspection report to a third party specialist organisation. This may be the flight inspection organisation that provided the report. The responsibility for addressing any deficiencies identified remains with the Air Traffic Service Provider (2351).
9.4 The person who conducts the analysis shall be competent to do so (2352). NOTE: This may include training on a specific flight inspection report format.
INTENTIONALLY LEFT BLANK
NAV 04 Engineering Requirements for Conventional and Doppler VHF Omni-Directional Range (CVOR/DVOR) Beacons
Part 1 Preliminary Material
1 Introduction
Under the terms of Article 205 of the Air Navigation Order all VHF Omni-Directional Range Beacon (VOR) installations intended for use in the provision of an Air Traffic Service in the United Kingdom require approval by the CAA.
2 Scope
This document sets out the Engineering Requirements for all Conventional and Doppler VHF Omni-Directional Range Beacons (CVOR/DVOR) intended for use in the provision of an Air Traffic Service.
Part 2 Requirements
3 Safety Objective
The Beacon system does not radiate a signal which falls outside standard operating tolerances or provide false guidance over its Designated Operational Coverage area (DOC).
4 System Requirements
4.1 SARPs Compliance In addition to the requirements below, VOR beacon systems shall comply with the Standards and Recommended practices (SARPs) in ICAO Annex 10 Volume 1 Chapter 2 General Provisions for Radio Navigation Aids (1805) and Chapter 3 Section 3.3. Specification for VHF Omnidirectional Radio Range (VOR) (1806).
NOTE: Where the UK has differences filed to SARPs these will be published in Supplements to the annexes and in the UK AIP.
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(69)
