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6.3.4  If the ILS is configured to close-down the system after a delay following status communications failure, the delay must be long enough for the actions in 6.2.3 to be completed (2006).
6.3.5  In the event of a status communication failure, a suitably trained technician may be stationed at the ILS building(s) with a suitable means of communication to ATC (2007). The equipment should then operate in local control, supervised by the system monitors (1624). The monitors shall not be overridden or inhibited (1625). ATC must be advised without delay of any change in status of the ILS (2210).
6.3.6  A reciprocal ILS shall not be put into service until the system with faulty status communications is positively disabled and cannot accidentally radiate (2008).
7  Category and Status Unit
7.1  In addition to the normal remote control and other indications, Category III facilities shall be fitted with a unit that accepts signals from the ILS equipment, its monitors and the runway direction switch, to automatically provide ATC with indications of the operational category of the ILS (1436).
NOTE:  The precise method of calculation used by the Category and Status Unit will depend on the ILS equipment from which it derives its inputs. The display category will need to be supported by the integrity and Continuation of Service assessment.
7.2  The unit shall have an integrity as determined by hazard analysis (1437).
7.3  Any change of calculated category shall cause an audible alarm to ATC (1439).
7.4  The unit shall have provision to limit the maximum category output to the display (1440).
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 (2280).
7.6  If a Far Field Monitor alarm or ILS pre-alarm causes a category fall, then the category may be automatically upgraded as long as no other alarms are present (2281).
7.7  The unit shall only automatically upgrade the category at initial ILS equipment switch-on or runway change (1443).
8  Interlocking
8.1  Where systems are installed at opposite ends of the same runway they shall be interlocked so that only one system may radiate at one time (1445).
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 (1446).
8.3  The interlocking system shall fail-safe (1447). 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 (1448).
8.4  The interlocking shall be considered as part of the integrity and CoS assessment (2009).
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 (1450). The non-operational transmitter shall radiate into a dummy load and its critical parameters shall be monitored (1451).
9.2  Other categories should have standby equipment with automatic changeover (1452).
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 (1453). In the event of a mains power failure, this shall be capable of sustaining the normal ILS operation for a minimum of 20 minutes (1454).
10.2  Recommendation: Category I facilities should have standby batteries (1455).
10.3  The Air Traffic Service Provider shall have a procedure for managing the withdrawal and return of the ILS 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 (2010).
　
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