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110.95 330.65
111.10 331.70
111.15 331.55
111.30 332.30
111.35 332.15
111.50 332.9
111.55 332.75
111.70 333.5
111.75 333.35
111.90 331.1
111.95 330.95
ENR 4.1−8 AIP
15 MAR 07 United States of America
Nineteenth Edition Federal Aviation Administration
10. ILS Minimums
10.1The lowest authorized ILS minimums, with all
required ground and airborne systems components
operative, are:
10.1.1Category I.Decision Height (DH) 200 feet
and Runway Visual Range (RVR) 2,400 feet (with
touchdown zone and centerline lighting, RVR
1,800feet).
10.1.2Category II.DH 100 feet and RVR
1,200feet.
10.1.3Category IIIa.No DH or DH below 100 feet
and RVR not less than 700 feet.
10.1.4Category IIIb.No DH or DH below 50 feet
and RVR less than 700 feet but not less than 150 feet.
10.1.5Category IIIc.No DH or no RVR limitation.
NOTE−
Special authorization and equipment are required for
Category II and III.
11. Inoperative ILS Components
11.1Inoperative Localizer.When the localizer
fails, an ILS approach is not authorized.
11.2Inoperative Glide Slope.When the glide
slope fails, the ILS reverts to a nonprecision localizer
approach.
REFERENCE−
See the Inoperative Component Table in the U.S. Government Terminal
Procedures Publication (TPP) for adjustments to minimums due to
inoperative airborne or ground system equipment.
12. ILS Course Distortion
12.1All pilots should be aware that disturbance to
ILS localizer/glide slope courses may occur when
surface vehicles/aircraft are operated near the
localizer/glide slope antennas. Most ILS installations
are subject to signal interference by either surface
vehicles, aircraft, or both. ILS CRITICAL AREAS"
are established near each localizer and glide slope
antenna.
12.2Air traffic control issues control instructions to
avoid interfering operations within ILS critical areas
at controlled airports during the hours the airport
traffic control tower is in operation as follows:
12.2.1Weather Conditions.At or above 800 feet
and/or visibility 2 miles.
12.2.1.1No critical area protection action is
provided.
12.2.1.2If an aircraft advises the TOWER that an
AUTOLAND"/COUPLED" approach will be
conducted, an advisory will be promptly issued if a
vehicle/aircraft will be in or over a critical area when
the arriving aircraft is inside the ILS middle marker.
EXAMPLE−
Glide slope signal not protected.
12.2.2Weather Conditions.Less than ceiling
800feet and/or visibility 2 miles.
12.2.2.1Glide Slope Critical Area.Vehicles/aircraft
are not authorized in the area when an arriving
aircraft is between the ILS final approach fix and the
airport unless the aircraft has reported the airport in
sight and is circling or side stepping to land on other
than the ILS runway.
12.2.2.2Localizer Critical Area.Except for aircraft
that land, exit a runway, depart or miss approach,
vehicles and aircraft are not authorized in or over the
critical area when an arriving aircraft is between the
ILS final approach fix and the airport. Additionally,
when the ceiling is less than 200 feet and/or the
visibility is RVR 2,000 or less, vehicle/aircraft
operations in or over the area are not authorized when
an arriving aircraft is inside the ILS middle marker.
12.3Aircraft holding below 5000 feet between the
outer marker and the airport may cause localizer
signal variations for aircraft conducting the ILS
approach. Accordingly, such holding is not authorized
when weather or visibility conditions are less
than ceiling 800 feet and/or visibility 2 miles.
12.4Pilots are cautioned that vehicular traffic not
subject to control by ATC may cause momentary
deviation to ILS course/glide slope signals. Also,
critical areas" are not protected at uncontrolled
airports or at airports with an operating control tower
when weather/visibility conditions are above those
requiring protective measures. Aircraft conducting
coupled" or autoland" operations should be
especially alert in monitoring automatic flight control
systems. (See FIG ENR 4.1−2.)
NOTE−
Unless otherwise coordinated through flight standards,
ILS signals to Category 1 runways are not flight inspected
below 100 feet AGL. Guidance signal anomalies may be
encountered below this altitude.
AIP ENR 4.1−9
United States of America 15 MAR 07
Federal Aviation Administration Nineteenth Edition
　
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