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50 kHz, the protection of the ILS system requir
4 Use of the figures given in 3.5.3 or other figures appropriate to other service distances and altitudes implies
ion of the basic assumptions made in this sub
a
of eparation distances is required in areas of frequency congestion, this may be determined for each facility from appropriate
propagation curves.
3.5.5 Protection of the ILS system from VOR interference is necessary where a VOR facility is located near an ILS
approach path. In su
e se ration will be dependent upon the ratio of the VOR and ILS field densities, and the characteristics of the airborne
installation.
function should be such as
a
3.6.2 Accuracy. The error contribution of the airborne installation should not exceed plus or minus 3 degrees with a 95
per cent probability.
Note 1.— The assessment of the error contribution of the receiver will need to take account of:
23/11/06 ATT C-50
Attachment C Annex 10 — Aeronautical Communications
2) variation in signal level and carrier frequency of the ground VOR facility;
3) the effects of unwanted VOR and ILS signals.
Note 2.— The airborne VOR installation is not considered to include any special elements which may be provided for the
rocessi ich may introduce errors of their own (e.g. radio magnetic indicator
MI).).
ght arise within either the ground or airborne equipments. The extent to which such an ideal might be satisfied is
ecified below.
s of the VOR bearing component signal and, therefore, the removal of these elements from the radiated
arrier results in the appearance of the flags. Since the VOR ground monitor interrupts the bearing components when any
bsequent gain following the receiver’s second detector. Thus, if with a correctly adjusted airborne receiver the flag
just out of view when receiving a VOR signal conforming to the modulation characteristics specified in Chapter 3, 3.3.5,
iver susceptibility to VOR and localizer signals
3.6.4.1 The receiver design should provide correct operation in the following environment:
a) the desired signal exceeds an undesired co-channel signal by 20 dB or more;
b) an undesired signal, 50 kHz removed from the desired signal, exceeds the desired signal by up to 34 dB (during
ed signal is varied over the frequency
range of the combined ground station (plus or minus 9 kHz) and receiver frequency tolerance);
c)
d) an undesired signal, 150 kHz or further removed from the desired signal, exceeds the desired signal by up to 50 dB.
Note 1.— It is recognized that not all receivers currently meet requirement b); however, all future equipments are
esi d
.6. HF FM broadcast signals
3.6.5.1 With reference to the Note of 3.3.8, Chapter 3, the immunity performance defined there must be measured
ence of, and under
andard conditions for the input wanted signal. This is necessary to ensure that the testing of receiving equipment on the
en
p ng of VOR information in the aircraft and wh
(R
3.6.3 Flag alarm operation. Ideally, the flag alarm should warn a pilot of any unacceptable malfunctioning conditions
which mi
sp
3.6.3.1 The flag alarm movement is actuated by the sum of two currents which are derived from the 30 Hz and
9 960 Hz element
c
unacceptable condition prevails on the ground, there will be an immediate indication within an aircraft when the system is
unusable.
3.6.3.2 The flag alarm movement current is also dependent upon the AGC characteristics of the airborne equipment
and any su
is
the flags will again become visible in the event of a decrease in the receiver’s overall gain characteristics.
Note.— Certain types of receivers employ warning indications other than mechanical flags to perform the functions
described here.
3.6.4 VOR rece
bench testing of the receiver, in this first adjacent channel case, the undesir
an undesired signal, 100 kHz removed from the desired signal, exceeds the desired signal by up to 46 dB;
d gne to meet this requirement.
Note 2.— In some States, a smaller ground station tolerance is used.
3 5 Immunity performance of VOR receiving systems to interference from V
against an agreed measure of degradation of the receiving system’s normal performance, and in the pres
st
b ch can be performed to a repeatable set of conditions and results and to facilitate their subsequent approval. Tests have
ATT C-51 23/11/06
Annex 10 — Aeronautical Communications Volume I
shown that FM interference signals may affect both course guidance and flag current, and their effects vary depending on the
DDM of the wanted signal which is applied. Additional information can be found in ITU Recommendation ITU-R IS.1140,
　
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