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X 2 750 m (9 000 ft) 2 750 m (9 000 ft) 300 m (1 000 ft)
Y 90 m ( 300 ft) 210 m ( 700 ft) 60 m ( 200 ft)
aperture
Sensitive area (X, Y)
Category I
Category II
Category III
Runway
300 m (1 000 ft)
Figure C-3A. Typical localizer critical and sensitive areas
dimension variations for a 3 000 m (10 000 ft) runway
ATT C-9 23/11/06
Annex 10 — Aeronautical Communications Volume I
23/11/06 ATT C-10
Figure C-3B. Typical glide path critical and
sensitive areas dimension variations
Glide path antenna
30 m
(100 ft) 45°
Y
X
Taxiway
250 m (800 ft)
Critical area
Sensitive area
Runway Direction of approach
B-747 B-727 small & medium*
X 915 m (3 000 ft) 730 m (2 400 ft) 250 m (800 ft)
Y 60 m ( 200 ft) 30 m ( 100 ft) 30 m (100 ft)
* Small and medium aircraft here are considered as those having both a length less than 18 m
(60 ft) and a height less than 6 m (20 ft).
Example 1 Example 2 Example 3
Aircraft type
Category I
Note.— In some cases the sensitive areas may be extended beyond the opposite side of the runway.
Category II/III X 975 m (3 200 ft) 825 m (2 700 ft) 250 m (800 ft)
Y 90 m ( 300 ft) 60 m ( 200 ft) 30 m (100 ft)
Attachment C Annex 10 — Aeronautical Communications
Category II sensitive area boundary
(Not to scale)
C II sensitive area boundary
C I sensitive area
Localizer critical area
ategory
ategory
Glide path antenna
290 m Category I sensitive area
(950 ft)
Runway
centre line
Localizer
critical area
Localizer
antenna array
Category II holding points
ILS localizer critical and sensitive areas
for 6 element (16 m (52 ft)) log periodic dipole
localizer antenna (semi-directional)
Figure C-4A. Example of critical and sensitive area
application at specific sites with B-747 aircraft interference
ATT C-11 23/11/06
Annex 10 — Aeronautical Communications Volume I
Category III ILS localizer and glide path critical and sensitive areas
for 24 element (50 m (164 ft)) localizer antenna (directional)
glide path antenna capture effect
10’
300 m (1 000 ft) or the near end
of runway, whichever is greater
60 m (200 ft)
60 m (200 ft)
Localizer
critical area
Localizer
antenna array Glide path antenna
capture effect
Glide path
critical area
300 m
(1 000 ft)
Localizer sensitive area boundary
6°
6°
137 m (450 ft)
137 m (450 ft)
Glide path
sensitive area
boundary
Runway threshold
53 m (175 ft)
600 m (2 000 ft)
Localizer sensitive area boundary
Glide path sensitive area boundary
Localizer/glide path critical areas
Runway
Figure C-4B. Example of critical and sensitive area application
at specific sites with B-747 aircraft interference
23/11/06 ATT C-12
Attachment C Annex 10 — Aeronautical Communications
b) where an ILS has been installed and found satisfactory, computers and simulation techniques can be employed to
predict the probable extent of ILS disturbance which may arise as a result of proposed new construction. Wherever
possible, the results of such computer-aided simulation should be validated by direct comparison with actual flight
measurements of the results of new construction; and
c) taking into account the maximum allowable multipath degradation of the signal due to aircraft on the ground, the
corresponding minimum sensitive area limits can be determined. Models have been used to determine the critical
and sensitive areas in Figures C-3A, C-3B, C-4A and C-4B, by taking into account the maximum allowable
multipath degradation of ILS signals due to aircraft on the ground. The factors that affect the size and shape of the
critical and sensitive areas include: aircraft types likely to cause interference, antenna aperture and type (log periodic
dipole/dipole, etc.), type of clearance signals (single/dual frequency), category of operations proposed, runway
length, and static bends caused by existing structures. Such use of models should involve their validation, which
includes spot check comparison of computed results with actual field demonstration data on parked aircraft
interference to the ILS signal.
2.1.10.5 Control of critical areas and the designation of sensitive areas on the airport proper may still not be sufficient
to protect an ILS from multipath effects caused by large, fixed ground structures. This is particularly significant when
considering the size of new buildings being erected for larger new aircraft and other purposes. Structures outside the
　
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