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34 COT Division, 1st Session-Final Report ____________________________________________________________ 4.2. Further development of secondary radar technique is required to provide improved recognition, to permit automatic height reporting, and to allow the Air Traffic Controller to select a display of any desirable height layer. This development is necessary before the compulsory installation of responders can be considered; it should therefore be pursued with vigour; 4.3. Interrogation and response frequencies should be agreed. Interrogation should be at the same frequency as the primary surveillance system. * 5. The Division wishes to draw attention to the fact that there are fundamental differences in policies with regard to methods of coding and frequency requirement for secondary radar, and recommends that an exchange of personnel be made and/or a joint committee be formed to ensure close liaison during development. APPENDIX A TO SECTION IV STANDARDIZATION OF PICAO INSTRUMENT LANDING SYSTEM 1.-Standard Instrument Landing System The PICAO Standard Instrument Landing System shall comprise the following elements: a) VHG runway localizer; b) UHF glide path transmitter; c) VHF markers. 2.-VHF Runway Localizer 2.1-EQUSIGNAL RUNWAY LOCALIZER 2.1.1. The VHF runway localizer shall operate in the band 108 to 112 Mc/s. inclusive and shall utilize horizontal polarization. 2.1.2. The equisignal type of runway localizer shall produce a course by the intersection of two radiated radio frequency field patterns. One of these patterns shall be modulated at a frequency of 150 cps, and the other at a frequency of 90 cps. The amplitudes of these modulations shall be equal along the intersection of the patterns. 2.1.3. When observed from the approach end of the runway, the radiation pattern carrying the 150 cycle modulation frequency shall be on the right hand side of the runway. 2.1.4. When measured on-course, the observed modulation depth of the carrier, due to the 90 cps and 150 cps audio frequencies, shall be approximately 60 per cent. 2.1.5. The runway localizer shall provide a simultaneous communication channel on the same carrier frequency used for the localizer function. The modulation depth on this communication channel shall not exceed 40 per cent. 2.1.6. A departure in azimuth of 1 1/2 degrees to either side of the on course position shall result in an amplitude ratio of the 90 cps and 150 cps modulation signals of not less than 6 db. or greater than 8 db. For departures in azimuth greater than 1 1/2 degrees, the ration shall be at least 6 db. 2.1.7. The runway localizer shall provide useable signals for all values of azimuth to a distance of at least 20 miles (32 km) at 2,000 feet (610 m) and to a distance of at least 30 miles (48 km) along the direction of the front course; furthermore, the localizer path shall be straight and free from false courses for a distance of at least 15 miles (24 km). 2.1.8. The runway localizer antenna system shall be located on the extension of the centre line of the runway at the stop end, so that the course will be in a vertical plane containing the centre line of the runway. The height of the antenna system shall be the maximum permitted by the local regulations pertaining to height of obstructions on or near airports. 2.1.9. The runway localizer shall be provided with a signal of identification. This identification signal shall in no way interfere with the basic localizer function. 2.1.10. Equipment for measurement of the electric field shall be used to provide suitable signals for the operation of an automatic monitoring system. 2.2 - PHASE-COMPARISON RUNWAY LOCALIZER 2.2.1. The phase-comparison type of runway localizer produces on- or off-course indications by the [margin note] CAA Mod. * 20% 90 20% 150 40% Voice 10% Ident. [margin note/]
Transcription Notes:
not sure is I added the margin note right
