Tel.: +1 (514) , ext Ref.: AN 7/ /26 9 April 2009

Transcription

1 International Civil Aviation Organization Organisation de l aviation civile internationale Organización de Aviación Civil Internacional Международная организация гражданской авиации Tel.: +1 (514) , ext Ref.: AN 7/ /26 9 April 2009 Subject: Adoption of Amendment 84 to Annex 10 Action Required: a) Notify any disapproval before 20 July 2009; b) Notify any differences and compliance before 19 October 2009 Sir/Madam, 1. I have the honour to inform you that Amendment 84 to the International Standards and Recommended Practices, Aeronautical Telecommunications (Annex 10 to the Convention on International Civil Aviation) was adopted by the Council at the seventh meeting of its 186th Session on 6 March Copies of the Amendment and the Resolution of Adoption are available as attachments to the electronic version of this State letter on the ICAO-NET ( 2. When adopting the amendment, the Council prescribed 20 July 2009 as the date on which it will become effective, except for any part concerning which a majority of Contracting States have registered their disapproval before that date. In addition, the Council resolved that Amendment 84, to the extent it becomes effective, will become applicable on 19 November Amendment 84, which affects Volume I of Annex 10, arises from the work undertaken in the Navigation Systems Panel (NSP) Working Group of the Whole and the Secretariat. 4. The subjects of the amendment are shown in the amendment to the Forewords of Annex 10, Volumes I, II, III, IV and V, a copy of which is at Attachment A. The objectives of the amendment are to: a) update and reorganize the material on general provisions for radio navigation aids; 999 University Street Montréal, Quebec Canada H3C 5H7 Tel.: Fax: icaohq@icao.int

2 - 2 - b) amend obsolete provisions for the instrument landing system (ILS); c) amend obsolete provisions for the very high frequency (VHF) omnidirectional radio range (VOR); d) delete material on testing of non-directional beacons (NDB), which duplicates existing guidance contained in Doc 8071, Manual on Testing of Radio Navigation Aids; e) reflect the results of the review of the distance monitoring equipment (DME) issues identified in Recommendations 6/14 and 6/15 of the Eleventh Air Navigation Conference; f) update the DME accuracy Standard in light of actual avionics performance, and clarify and simplify existing material; and g) address potential safety issues related to microwave landing system (MLS) Category III certification. 5. In accordance with the decision of the 26th Session of the Assembly, I would like to bring to your attention the Organization s long-standing practice of providing documentation to States upon request. In this regard, I wish to refer you to the ICAO-NET website ( where you can access all relevant documentation. The practice of dispatching printed copies of such documentation has now been discontinued. 6. In conformity with the Resolution of Adoption, may I request: a) that before 20 July 2009 you inform me if there is any part of the adopted SARPs amendments in Amendment 84, concerning which your Government wishes to register disapproval, using the form in Attachment B for this purpose. Please note that only statements of disapproval need be registered and if you do not reply it will be assumed that you do not disapprove of the amendment. Moreover, the documents referred to herein provide guidance on technical methodologies for means of compliance with the Standards but are not intended to represent the exclusive methods for compliance; b) that before 19 October 2009 you inform me of the following, using the form in Attachment C for this purpose: 1) any differences that will exist on 19 November 2009 between the national regulations or practices of your Government and the provisions of the whole of Annex 10, as amended by all amendments up to and including Amendment 84, and thereafter of any further differences that may arise; and 2) the date or dates by which your Government will have complied with the provisions of the whole of Annex 10, as amended by all amendments up to and including Amendment With reference to the request in paragraph 6 a) above, it should be noted that a registration of disapproval of Amendment 84 or any part of it in accordance with Article 90 of the Convention does not constitute a notification of differences under Article 38 of the Convention. To

3 - 3 - comply with the latter provision, a separate statement is necessary if any differences do exist, as requested in paragraph 6 b) 1). It is recalled in this respect that International Standards in Annexes have a conditional binding force, to the extent that the State or States concerned have not notified any difference thereto under Article 38 of the Convention. 8. Guidance on the determination and reporting of differences is given in the Note on the Notification of Differences in Attachment D. 9. Please note that a detailed repetition of previously notified differences, if they continue to apply, may be avoided by stating the current validity of such differences. 10. I would appreciate it if you would also send a copy of your notifications, referred to in paragraph 6 b) above, to the ICAO Regional Director accredited to your Government. 11. As soon as practicable after the amendment becomes effective, on 20 July 2009, replacement pages incorporating Amendment 84 will be forwarded to you. 12. Accept, Sir/Madam, the assurances of my highest consideration. Enclosures: A Amendment to the Forewords of Annex 10, Volumes I, II, III, IV and V B Form on notification of disapproval of all or part of Amendment 84 to Annex 10 C Form on notification of compliance with or differences from Annex 10 D Note on the Notification of Differences Taïeb Chérif Secretary General

4 ATTACHMENT A to State letter AN 7/ /26 AMENDMENT TO THE FOREWORDS OF ANNEX 10 AERONAUTICAL TELECOMMUNICATIONS, VOLUMES I, II, III, IV AND V VOLUME I (Sixth Edition) Add the following at the end of Table A: Amendment Source(s) Subject 84 Navigation Systems Panel (NSP) a) update and reorganize the material on general provisions for radio navigation aids; b) amend obsolete or ambiguous provisions for the instrument landing system (ILS); c) amend obsolete or ambiguous provisions for the very high frequency (VHF) omnidirectional radio range (VOR); d) delete material on testing of non-directional beacons (NDB), which duplicates existing guidance contained in Doc 8071, Manual on Testing of Radio Navigation Aids; e) reflect the results of the review of the distance monitoring equipment (DME) issues identified in Recommendations 6/14 and 6/15 of the Eleventh Air Navigation Conference; f) update the accuracy Standard in light of actual avionics performance, and clarify and simplify existing material; and g) address potential safety issues identified in the course of microwave landing system (MLS) Category III certification. Adopted/Approved Effective Applicable 6 March July November 2009

5 A-2 VOLUME II (Sixth Edition) Add the following at the end of Table A: Amendment Source(s) Subject Adopted/Approved Effective Applicable 84 No change Add the following at the end of Table A: VOLUME III (Second Edition) Amendment Source(s) Subject Adopted/Approved Effective Applicable 84 No change VOLUME IV (Fourth Edition) Add the following at the end of Table A: Amendment Source(s) Subject Adopted/Approved Effective Applicable 84 No change

6 A-3 VOLUME V (Second Edition) Add the following at the end of Table A: Amendment Source(s) Subject Adopted/Approved Effective Applicable 84 No change

7 ATTACHMENT B to State letter AN 7/ /26 NOTIFICATION OF DISAPPROVAL OF ALL OR PART OF AMENDMENT 84 TO ANNEX 10 To: The Secretary General International Civil Aviation Organization 999 University Street Montreal, Quebec Canada H3C 5H7 (State) Amendment 84 to Annex 10: hereby wishes to disapprove the following parts of Signature Date NOTES 1) If you wish to disapprove all or part of Amendment 84 to Annex 10, please dispatch this notification of disapproval to reach ICAO Headquarters by 20 July If it has not been received by that date it will be assumed that you do not disapprove of the amendment. If you approve of all parts of Amendment 84, it is not necessary to return this notification of disapproval. 2) This notification should not be considered a notification of compliance with or differences from Annex 10. Separate notifications on this are necessary. (See Attachment C.) 3) Please use extra sheets as required.

8 ATTACHMENT C to State letter AN 7/ /26 NOTIFICATION OF COMPLIANCE WITH OR DIFFERENCES FROM ANNEX 10 (including all amendments up to and including Amendment 84) To: The Secretary General International Civil Aviation Organization 999 University Street Montreal, Quebec Canada H3C 5H7 1. No differences will exist on between the national regulations and/or practices of (State) and the provisions of Annex 10, including all amendments up to and including Amendment The following differences will exist on between the regulations and/or practices of (State) and the provisions of Annex 10, including Amendment 84. (Please see Note 3) below.) a) Annex Provision (Please give exact paragraph reference) b) Difference Category (Please indicate A, B, or C) c) Details of Difference d) Remarks (Please describe the difference clearly and concisely) (Please indicate reasons for the difference) (Please use extra sheets as required)

9 C-2 3. By the dates indicated below, (State) will have complied with the provisions of Annex 10, including all amendments up to and including Amendment 84 for which differences have been notified in 2 above. a) Annex Provision b) Date c) Comments (Please give exact paragraph reference) (Please use extra sheets as required) Signature Date NOTES 1) If paragraph 1 above is applicable to you, please complete paragraph 1 and return this form to ICAO Headquarters. If paragraph 2 is applicable to you, please complete paragraphs 2 and 3 and return the form to ICAO Headquarters. 2) Please dispatch the form to reach ICAO Headquarters by 19 October ) A detailed repetition of previously notified differences, if they continue to apply, may be avoided by stating the current validity of such differences. 4) Guidance on the notification of differences from Annex 10 is provided in the Note on the Notification of Differences at Attachment D. 5) Please send a copy of this notification to the ICAO Regional Director accredited to your Government.

10 ATTACHMENT D to State letter AN 7/ /26 NOTE ON THE NOTIFICATION OF DIFFERENCES TO ANNEX 10 AND FORM OF NOTIFICATION (Prepared and issued in accordance with instructions of the Council) 1. Introduction 1.1 The Assembly and the Council, when reviewing the notification of differences by States in compliance with Article 38 of the Convention, have repeatedly noted that the state of such reporting is not entirely satisfactory. 1.2 With a view to achieving a more comprehensive coverage, this note is issued to facilitate the determination and reporting of such differences and to state the primary purpose of such reporting. 1.3 The primary purpose of reporting of differences is to promote safety and efficiency in air navigation by ensuring that governmental and other agencies, including operators and service providers, concerned with international civil aviation are made aware of all national regulations and practices in so far as they differ from those prescribed in the ICAO Standards. 1.4 Contracting States are, therefore, requested to give particular attention to the notification before 19 October 2009 of differences with respect to Standards in Annex 10. The Council has also urged Contracting States to extend the above considerations to Recommended Practices. 1.5 Contracting States are asked to note further that it is necessary to make an explicit statement of intent to comply where such intent exists, or where such is not the intent, of the difference or differences that will exist. This statement should be made not only to the latest amendment but to the whole Annex, including the amendment. 1.6 If previous notifications have been made in respect of this Annex, detailed repetition may be avoided, if appropriate, by stating the current validity of the earlier notification. States are requested to provide updates of the differences previously notified after each amendment, as appropriate, until the difference no longer exists. 2. Notification of differences to Annex 10 including Amendment Past experience has indicated that the reporting of differences to Annex 10 has in some instances been too extensive since some appear merely to be a different manner of expressing the same intent. 2.2 Guidance to Contracting States in the reporting of differences to Annex 10 can only be given in very general terms. Where the national regulations of States call for compliance with procedures that are not identical but essentially similar to those contained in the Annex, no difference should be reported since the details of the procedures existing are the subject of notification through the medium of aeronautical information publications. Although differences to Recommended Practices are not notifiable under Article 38 of the Convention, Contracting States are urged to notify the Organization of the differences between their national regulations and practices and any corresponding Recommended Practices contained in an Annex. States should categorize each difference notified on the basis of whether the corresponding national regulation is:

11 D-2 a) More exacting or exceeds the ICAO Standard or Recommended Practice (SARP) (Category A). This category applies when the national regulation is more demanding than the corresponding SARP, or imposes an obligation within the scope of the Annex which is not covered by a SARP. This is of particular importance where a State requires a higher standard which affects the operation of aircraft of other Contracting States in and above its territory; b) Different in character or other means of compliance (Category B) *. This category applies when the national regulation is different in character from the corresponding ICAO SARP, or when the national regulation differs in principle, type or system from the corresponding SARP, without necessarily imposing an additional obligation; and c) Less protective or partially implemented/not implemented (Category C). This category applies when the national regulation is less protective than the corresponding SARP; or when no national regulation has been promulgated to address the corresponding SARP, in whole or in part. 2.3 When a Contracting State deems an ICAO Standard concerning aircraft, operations, equipment, personnel, or air navigation facilities or services to be not applicable to the existing aviation activities of the State, notification of a difference is not required. For example, a Contracting State that is not a State of Design or Manufacture and that does not have any national regulations on the subject, would not be required to notify differences to Annex 8 provisions related to the design and construction of an aircraft. 2.4 For States that have already fully reported differences from Annex 10 or have reported that no differences exist, the reporting of any further differences occasioned by the amendment should be relatively straightforward; however, attention is called to paragraph 1.5 wherein it is indicated that this statement should be made not only to the latest amendment but to the whole Annex, including the amendment. 3. Form of notification of differences 3.1 Differences should be notified in the following form: a) Reference: The number of the paragraph or subparagraph in Annex 10 as amended which contains the Standard or Recommended Practice to which the difference relates; b) Category: Indicate the category of the difference as A, B or C in accordance with paragraph 2.2 above; c) Description of the difference: Clearly and concisely describe the difference and its effect; d) Remarks: Under Remarks indicate reasons for the difference and intentions including any planned date for implementation. * The expression different in character or other means of compliance in b) would be applied to a national regulation which achieves, by other means, the same objective as that of the corresponding ICAO SARPs and so cannot be classified under a) or c).

12 D The differences notified will be recorded in a Supplement to the Annex, normally in the terms used by the Contracting State when making the notification. In the interest of making the Supplement as useful as possible, please make statements as clear and concise as possible and confine remarks to essential points. Comments on implementation, in accordance with paragraph 4 b) 2) of the Resolution of Adoption, should not be combined with those concerning differences. The provision of extracts from national regulations cannot be considered as sufficient to satisfy the obligation to notify differences. General comments that do not relate to specific differences will not be published in Supplements. END

13 AMENDMENT No. 84 TO THE INTERNATIONAL STANDARDS AND RECOMMENDED PRACTICES AERONAUTICAL TELECOMMUNICATIONS ANNEX 10 TO THE CONVENTION ON INTERNATIONAL CIVIL AVIATION VOLUME I (RADIO NAVIGATION AIDS) The amendment to Annex 10, Volume I, contained in this document was adopted by the Council of ICAO on 6 March Such parts of this amendment as have not been disapproved by more than half of the total number of Contracting States on or before 20 July 2009 will become effective on that date and will become applicable on 19 November 2009 as specified in the Resolution of Adoption. (State letter AN 7/ /26 refers.) MARCH 2009 INTERNATIONAL CIVIL AVIATION ORGANIZATION

14 AMENDMENT 84 TO THE INTERNATIONAL STANDARDS AND RECOMMENDED PRACTICES AERONAUTICAL TELECOMMUNICATIONS RESOLUTION OF ADOPTION The Council Acting in accordance with the Convention on International Civil Aviation, and particularly with the provisions of Articles 37, 54 and 90 thereof, 1. Hereby adopts on 6 March 2009 Amendment 84 to the International Standards and Recommended Practices contained in the document entitled International Standards and Recommended Practices, Aeronautical Telecommunications which for convenience is designated Annex 10 to the Convention; 2. Prescribes 20 July 2009 as the date upon which the said amendment shall become effective, except for any part thereof in respect of which a majority of the Contracting States have registered their disapproval with the Council before that date; 3. Resolves that the said amendment or such parts thereof as have become effective shall become applicable on 19 November 2009; 4. Requests the Secretary General: a) to notify each Contracting State immediately of the above action and immediately after 20 July 2009 of those parts of the amendment which have become effective; b) to request each Contracting State: 1) to notify the Organization (in accordance with the obligation imposed by Article 38 of the Convention) of the differences that will exist on 19 November 2009 between its national regulations or practices and the provisions of the Standards in the Annex as hereby amended, such notification to be made before 19 October 2009, and thereafter to notify the Organization of any further differences that arise; 2) to notify the Organization before 19 October 2009 of the date or dates by which it will have complied with the provisions of the Standards in the Annex as hereby amended; c) to invite each Contracting State to notify additionally any differences between its own practices and those established by the Recommended Practices, when the notification of such differences is important for the safety of air navigation, following the procedure specified in subparagraph b) above with respect to differences from Standards.

15 2 NOTES ON THE PRESENTATION OF THE AMENDMENT TO ANNEX 10, VOLUME I The text of the amendment is arranged to show deleted text with a line through it and new text highlighted with grey shading, as shown below: 1. Text to be deleted is shown with a line through it. text to be deleted 2. New text to be inserted is highlighted with grey shading. new text to be inserted 3. Text to be deleted is shown with a line through it followed by the replacement text which is highlighted with grey shading. new text to replace existing text

16 3 TEXT OF AMENDMENT 84 TO THE INTERNATIONAL STANDARDS AND RECOMMENDED PRACTICES ANNEX 10 AERONAUTICAL TELECOMMUNICATIONS VOLUME I (RADIO NAVIGATION AIDS) CHAPTER 1. DEFINITIONS Navigation specification. A set of aircraft and flight crew requirements needed to support performance-based navigation operations within a defined airspace. There are two kinds of navigation specifications: Required navigation performance (RNP) specification. A navigation specification based on area navigation that includes the requirement for performance monitoring and alerting, designated by the prefix RNP, e.g. RNP 4, RNP APCH. Area navigation (RNAV) specification. A navigation specification based on area navigation that does not include the requirement for performance monitoring and alerting, designated by the prefix RNAV, e.g. RNAV 5, RNAV 1. Note.1 The Performance-based Navigation (PBN) Manual (Doc 9613), Volume II, contains detailed guidance on navigation specifications. Note 2. The term RNP as previously defined as a statement of the navigation performance, necessary for operation within a defined airspace, has been removed from this Annex as the concept of RNP has been overtaken by the concept of PBN. The term RNP in this Annex is now solely used in context of navigation specifications that require performance monitoring and alerting, e.g. RNP 4 refers to the aircraft and operating requirements, including a 4 NM lateral performance with on-board performance monitoring and alerting that are detailed in the PBN Manual (Doc 9613).

17 4 CHAPTER 2. GENERAL PROVISIONS FOR RADIO NAVIGATION AIDS 2.1 Standard radio navigation aidsaids to approach, landing and departure The standard non-visualradio navigation aids to precision approach and landing shall be: a) the instrument landing system (ILS) conforming to the Standards contained in Chapter 3, 3.1; b) the microwave landing system (MLS) conforming to the Standards contained in Chapter 3, 3.11; and c) the global navigation satellite system (GNSS) conforming to the Standards contained in Chapter 3, 3.7.; d) the VHF omnidirectional radio range (VOR) conforming to the Standards contained in Chapter 3, 3.3; e) the non-directional beacon (NDB) conforming to the Standards contained in Chapter 3, 3.4; f) the distance measuring equipment (DME) conforming to the Standards contained in Chapter 3, 3.5; and g) the en-route VHF marker beacon conforming to the Standards contained in Chapter 3, 3.6. Note 1. The term non-visual aid to precision approach and landing is to be applied when referring to the foregoing systems specified in Chapter 3. Note 2. It is intended that, wherever an ILS has been installed conforming to the Standards in Chapter 3, 3.1, no change in, or addition to, those Standards will require the replacement of such equipment before 1 January Note 3. It is intended that wherever an MLS has been installed conforming to the Standards in Chapter 3, 3.11, no change in, or addition to, those Standards will require the replacement of such equipment before 31 December Note 4. It is intended that wherever a GNSS has been installed conforming to the Standards in Chapter 3, 3.7, no change in, or addition to, those Standards will require the replacement of such equipment before the dates indicated in 2.4. Note 5. The locations at which non-visual aids are required are normally established on the basis of regional air navigation agreements. Note 61. Since visual reference is essential for the final stages of approach and landing, the installation of a non-visual radio navigation aid does not obviate the need for visual aids to approach and landing in conditions of low visibility. Note 7. Non-visual aids to approach and landing can also be used to support departure It shall be permissible to replace a non-visual aid with an alternative non-visual aid on the basis of

18 5 regional air navigation agreement Recommendation. The agreements indicated in should provide at least a five-year notice.. Note 2. It is intended that introduction and application of non-visual radio navigation aids to support precision approach and landing will be in accordance with the strategy shown at Attachment B When a non-visual aid is to be provided, its performance shall correspond at least to the category of precision approach runway to be served. Note 13. Categories of precision approach and landing operations are classified in Annex 6, Part I, Chapter 1. Note 24. Information on operational objectives associated with ILS facility performance categories is given in Attachment C, 2.1 and Note 35. Information on operational objectives associated with MLS facility performance is given in Attachment G, Section Differences in non-visual radio navigation aids in any respect from the Standards of Chapter 3 shall be published in an Aeronautical Information Publication (AIP) Non-visual aids that do not conform: a) to the Standards in Chapter 3, , and a) shall not be described by the term ILS; b) to the Standards in Chapter 3, shall not be described by the term MLS Wherever there is installed a non-visual radio navigation aid that is neither an ILS nor an MLS, but which may be used in whole or in part with aircraft equipment designed for use with the ILS or MLS, full details of parts that may be so used shall be published in an Aeronautical Information Publication (AIP). Note. This provision is to establish a requirement for promulgation of relevant information rather than to authorize such installations GNSS-specific provisions Editorial Note. Paragraphs , and contain text relocated without changes (other than paragraph numbering) from existing paragraphs 2.4.2, and It shall be permissible to terminate a GNSS satellite service provided by one of its elements (Chapter 3, 3.7.2) on the basis of at least a six-year advance notice by a service provider Recommendation. A State that approves GNSS-based operations should ensure that GNSS data relevant to those operations are recorded.

19 6 Note 1. These recorded data are primarily intended for use in accident and incident investigations. They may also support periodic confirmation that accuracy, integrity, continuity and availability are maintained within the limits required for the operations approved. Note 2. Guidance material on the recording of GNSS parameters is contained in Attachment D, Recommendation. Recordings should be retained for a period of at least fourteen days. When the recordings are pertinent to accident and incident investigations, they should be retained for longer periods until it is evident that they will no longer be required Precision approach radar Recommendation. A precision approach radar (PAR) system, where installed and operated as a radio navigation aid together with conforming to the Standards contained in Chapter 3, 3.2 and equipment for two-way communication with aircraft, together with and facilities for the efficient coordination of these elements with air traffic control, shall conform to the Standards contained in Chapter 3, 3.2. should be installed and operated as a supplement to a non-visual aid wherever: a) air traffic control will be materially assisted by such installation in the landing of aircraft intending to use a non-visual aid; and b) the accuracy or expedition of final approaches or the facilitation of approaches by aircraft not equipped to use a non-visual aid will be materially aided by such installation. Note Recommendation. Only the The precision approach radar (PAR) element of the precision approach radar system conforming to the Standards contained in Chapter 3, 3.2.3, together with the equipment and facilities prescribed in should may be installed and operated without the surveillance radar element (SRE), when it is determined that the surveillance radar element (SRE), associated with the precision approach radar system, is not necessary to meet the requirements of air traffic control for the handling of aircraft intending to use a non-visual radio navigation aid. Note. The SRE is not considered, in any circumstances, a satisfactory alternative to the precision approach radar system. Note Recommendation. Although SRE is not considered, in any circumstances, a satisfactory alternative to the precision approach radar system, an SRE conforming to the Standards contained in Chapter 3, and equipment for two-way communication with aircraft should the SRE may be installed and operated without the PAR for: a) the assistance of air traffic control in handling aircraft intending to use a non-visual radio navigation aid, or for ; b) surveillance radar approaches and departures Recommendation. When a radio navigation aid is provided to support precision approach and landing, it A non-visual aid should be supplemented, as necessary, by a source or sources of guidance information which, when used in conjunction with appropriate procedures, will provide effective guidance to, and efficient coupling (manual or automatic) with, the desired reference path.

20 7 Note. VOR, NDB, DME, GNSS and aircraft navigation systems The following sources of guidance have been used for such purposes:. a) a suitably located VHF omnidirectional radio range (VOR) conforming to the specifications in Chapter 3, 3.3 or equivalent; b) a locator or locators conforming with the specifications in Chapter 3, 3.4 or a suitably located nondirectional radio beacon (NDB); c) a suitably located UHF distance measuring equipment (DME) conforming to the specifications in Chapter 3, 3.5 and providing continuous distance information during the approach and missed approach phase of flight. 2.2 Short-distance aids In localities and along routes where conditions of traffic density and low visibility necessitate a ground-based short-distance radio aid to navigation for the efficient exercise of air traffic control, or where such short-distance aid is required for the safe and efficient conduct of aircraft operations, the standard aid shall be the VHF omnidirectional radio range (VOR) of the continuous wave phase comparison type conforming to the Standards contained in Chapter 3, 3.3. Note 1. It is not intended that short-distance radio aids to navigation provided in accordance with should be required primarily to perform the function of a long-distance navigation aid. Note 2. It is intended that, wherever a VOR conforming to the Standard in has been installed, no change in, or addition to, that Standard will require the replacement of such equipment before 1 January Recommendation. Means should be provided for the pre-flight checking of VOR airborne equipment at aerodromes regularly used by international air traffic. Note. Guidance material on the pre-flight checking of VOR airborne equipment is contained in Attachment E At localities where for operational reasons, or because of air traffic control reasons such as air traffic density or proximity of routes, there is a need for a more precise navigation service than that provided by VOR, distance measuring equipment (DME) (conforming to the Standards in Chapter 3, 3.5) shall be installed and maintained in operation as a complement to VOR DME/N equipment first installed after 1 January 1989 shall also conform to the Standards in Chapter 3, 3.5 denoted by. Note. It is intended that, wherever a DME conforming to the Standard in has been installed, no change in, or addition to, that Standard will require the replacement of such equipment before 1 January 2010.

21 8 2.3 Radio beacons Non-directional radio beacons (NDB) An NDB conforming to the Standards in Chapter 3, 3.4 shall be installed and maintained in operation at a locality where an NDB, in conjunction with direction-finding equipment in the aircraft, fulfils the operational requirement for a radio aid to navigation En-route VHF marker beacons (75 MHz) Recommendation. Where a VHF marker beacon is required to mark a position on any air route, a fan marker beacon conforming to the Standard contained in Chapter 3, 3.6 should be installed and maintained in operation. Note. This recommendation does not preclude the use of fan marker beacons at points other than on an air route as, for example, an aid to descent under IFR conditions Recommendation. Where a VHF marker beacon is required to mark the position of a radio navigation aid giving directional or track guidance, a Z marker conforming to the Standard in Chapter 3, 3.6 should be installed and maintained in operation. 2.4 Global navigation satellite system (GNSS) A standard aid to navigation shall be the global navigation satellite system (GNSS) conforming to the Standards contained in Chapter 3, 3.7. Note 1. It is intended that any change in, or addition to, Standards in Chapter 3, 3.7 that will require the replacement of GNSS equipment can become applicable on the basis of a six-year advance notice. Note 2. GNSS is expected to support all phases of flight and aerodrome surface operations, however, present SARPs provide for en-route, terminal and approach and landing operations down to Category I precision approach. Editorial Note. The following GNSS provisions have been moved without changes to paragraphs , and It shall be permissible to terminate a GNSS satellite service provided by one of its elements (Chapter 3, 3.7.2) on the basis of at least a six-year advance notice by a service provider Recording and retention of GNSS data Recommendation. A State that approves GNSS-based operations should ensure that GNSS data relevant to those operations are recorded.

22 9 Note 1. These recorded data are primarily intended for use in accident and incident investigations. They may also support periodic confirmation that accuracy, integrity, continuity and availability are maintained within the limits required for the operations approved. Note 2. Guidance material on the recording of GNSS parameters is contained in Attachment D, Recommendation. Recordings should be retained for a period of at least fourteen days. When the recordings are pertinent to accident and incident investigations, they should be retained for longer periods until it is evident that they will no longer be required. 2.5 [Reserved] 2.6 Distance measuring aids Recommendation. If a distance measuring facility is installed and maintained in operation for any radio navigational purpose additional to that specified in 2.2.2, it should conform to the specification in Chapter 3, Ground and flight testing Radio navigation aids of the types covered by the specifications in Chapter 3 and available for use by aircraft engaged in international air navigation shall be the subject of periodic ground and flight tests. Note. Guidance on the ground and flight testing of ICAO standard facilities, including the periodicity of the testing, is contained in Attachment C and in the Manual on Testing of Radio Navigation Aids (Doc 8071) Provision of information on the operational status of radio navigation services Aerodrome control towers and units providing approach control service shall be provided with information on the operational status of radio navigation services essential for approach, landing and take-off at the aerodrome(s) with which they are concerned, on a timely basis consistent with the use of the service(s) involved Secondary power Power supply for radio navigation aids and communication systems Radio navigation aids and ground elements of communication systems of the types specified in Annex 10 shall be provided with suitable power supplies and means to ensure continuity of service appropriate to consistent with the use needs of the service(s) involved service provided. Note. Guidance material on this subject power supply switch-over is contained in Section 8 of Attachment C.

23 Human Factors considerations Recommendation. Human Factors principles should be observed in the design and certification of radio navigation aids. Note. Guidance material on Human Factors principles can be found in the Human Factors Training Manual (Doc 9683) and Circular 249 (Human Factors Digest No. 11 Human Factors in CNS/ATM Systems). CHAPTER 3. SPECIFICATIONS FOR RADIO NAVIGATION AIDS 3.1 Specification for ILS Displacement sensitivity The nominal displacement sensitivity within the half course sector at the ILS reference datum shall be the equivalent of DDM/m ( DDM/ft) at the ILS reference datum except that for Category I localizers, where the specified nominal displacement sensitivity cannot be met, the displacement sensitivity shall be adjusted as near as possible to that value. For Facility Performance Category I localizers on runway codes 1 and 2, the nominal displacement sensitivity shall be achieved at the ILS Point B. The maximum course sector angle shall not exceed 6 degrees Siting For Facility Performance Categories II and III Thethe localizer antenna system shall be located on the extension on the centre line of the runway at the stop end, and the equipment shall be adjusted so that the course lines will be in a vertical plane containing the centre line of the runway served. The antenna system shall have the minimum height necessary to satisfy the coverage requirements laid down in , and the distance from the stop end of the runway The antenna height and location shall be consistent with safe obstruction clearance practices For Facility Performance Category I, the localizer antenna system shall be located and adjusted as in , unless site constraints dictate that the antenna be offset from the centre line of the runway The offset localizer system shall be located and adjusted in accordance with the offset ILS provisions of the PANS-OPS (Doc 8168), Volume II, and the localizer standards shall be referenced to the associated fictitious threshold point.

24 Monitoring The automatic monitor system shall provide a warning to the designated control points and cause one of the following to occur, within the period specified in , if any of the conditions stated in persist: a) radiation to cease; b) removal of the navigation and identification components from the carrier;. c) reversion to a lower category in the case of Facility Performance Categories II and III localizers where the reversion requirement exists. Note. It is intended that the alternative of reversion offered in may be used only if: 1) the safety of the reversion procedure has been substantiated; and 2) the means of providing information to the pilot on the change of category has adequate integrity The conditions requiring initiation of monitor action shall be the following: d) in the case of localizers in which the basic functions are provided by the use of a single-frequency system, a reduction of power output to less than 50 per cent of normal, provided the localizer continues to meet the requirements of , and a level such that any of the requirements of , or are no longer satisfied, or to a level that is less than 50 per cent of the normal level (whichever occurs first); The total period referred to under shall not exceed under any circumstances: 10 seconds for Category I localizers; 5 seconds for Category II localizers; 2 seconds for Category III localizers. Note 1. The total time periods specified are never-to-be-exceeded limits and are intended to protect aircraft in the final stages of approach against prolonged or repeated periods of localizer guidance outside the monitor limits. For this reason, they include not only the initial period of outside tolerance operation but also the total of any or all periods of outside tolerance radiation including period(s) of zero radiation and time required to remove the navigation and identification components from the carrier, which might occur during action to restore service, for example, in the course of consecutive monitor functioning and consequent changeover(s) to localizer equipment or elements thereof. Note 2. From an operational point of view, the intention is that no guidance outside the monitor limits be

25 12 radiated after the time periods given, and that no further attempts be made to restore service until a period in the order of 20 seconds has elapsed Design and operation of the monitor system shall be consistent with the requirement that navigation guidance and identification will be removed and a warning provided at the designated remote control points in the event of failure of the monitor system itself. Note. Guidance material on the design and operation of monitor systems is given in Attachment C, Any erroneous navigation signals on the carrier occurring during removal of navigation and identification components in accordance with b) shall be suppressed within the total periods allowed in Note. To prevent hazardous fluctuations in the radiated signal, localizers employing mechanical modulation equipment may require suppression of navigation components during modulator rundown Interference immunity performance for ILS localizer receiving systems After 1 January 1998, Thethe ILS localizer receiving system shall provide adequate immunity to interference from two-signal, third-order intermodulation products caused by VHF FM broadcast signals having levels in accordance with the following: After 1 January 1998, Thethe ILS localizer receiving system shall not be desensitized in the presence of VHF FM broadcast signals having levels in accordance with the following table: Note 2. Guidance material on immunity criteria to be used for the performance quoted in and is contained in Attachment C, After 1 January 1995, all new installations of airborne ILS localizer receiving systems shall meet the provisions of and Recommendation. Airborne ILS localizer receiving systems meeting the immunity performance standards of and should be placed into operation at the earliest possible date UHF glide path equipment and associated monitor Note. θ is used in this paragraph to denote the nominal glide path angle.

26 General The radiation from the UHF glide path antenna system shall produce a composite field pattern which is amplitude modulated by a 90 Hz and a 150 Hz tone. The pattern shall be arranged to provide a straight line descent path in the vertical plane containing the centre line of the runway, with the 150 Hz tone predominating below the path and the 90 Hz tone predominating above the path to at least an angle equal to 1.75 θ Recommendation. The UHF glide path equipment should be capable of adjustment to produce a radiated glide path from 2 to 4 degrees with respect to the horizontal For Facility Performance Category III ILS glide paths, the angular displacement sensitivity shall be adjusted and maintained within plus or minus 15 per cent of the nominal value selected. Note. Guidance material on ILS glide path adjustment and maintenance values is given in Attachment C, Monitoring The automatic monitor system shall provide a warning to the designated control points and cause radiation to cease within the periods specified in if any of the following conditions persist: d) for Facility Performance Category I ILS glide paths, a change of the angle between the glide path and the line below the glide path (150 Hz predominating) at which a DDM of is realized by more than the greater of: i) plus or minus θ; or ii) an angle equivalent to a change of displacement sensitivity to a value differing by 25 per cent from the nominal value; The total period of radiation, including period(s) of zero radiation, outside the performance limits specified in a), b), c), d), e) and f) shall be as short as practicable, consistent with the need for avoiding interruptions of the navigation service provided by the ILS glide path General a) There shall be two marker beacons in each installation except as provided in A third marker beacon may be added whenever, in the opinion of the Competent Authority, an additional beacon is required because of operational procedures at a particular site.

27 Specification for VHF omnidirectional radio range (VOR) The reference and variable phase modulations shall be in phase along the reference magnetic meridian through the station The ground station contribution to the error in accuracy of the bearing information conveyed by the horizontally polarized radiation from the VOR at a distance of approximately four wavelengths for all elevation angles between 0 and 40 degrees, measured from the centre of the VOR antenna system, shall be within plus or minus 2 degrees Coverage The VOR shall provide signals such as to permit satisfactory operation of a typical aircraft installation at the levels and distances required for operational reasons, and up to an elevation angle of 40 degrees Recommendation. The field strength or power density in space of VOR signals required to permit satisfactory operation of a typical aircraft installation at the minimum service level at the maximum specified service radius should be 90 microvolts per metre or minus 107 dbw/m 2. Note. Typical effective equivalent isotropically radiated powers (ERPsEIRPs) to achieve specified ranges are contained in 3.1 of Attachment C. The definition of EIRP is contained in Modulations of navigation signals The radio frequency carrier as observed at any point in space shall be amplitude modulated by two signals as follows: a) a subcarrier of Hz of constant amplitude, frequency modulated at 30 Hz and having a deviation ratio of 16 plus or minus 1 (i.e. 15 to 17): 1) for the conventional VOR, the 30 Hz component of this FM subcarrier is fixed without respect to azimuth and is termed the reference phase and shall have a deviation ratio of 16 plus or minus 1 (i.e. 15 to 17); 2) for the Doppler VOR, the phase of the 30 Hz component varies with azimuth and is termed the variable phase and shall have a deviation ratio of 16 plus or minus 1 (i.e. 15 to 17) when

28 15 observed at any angle of elevation up to 5 degrees, with a minimum deviation ratio of 11 when observed at any angle of elevation above 5 degrees and up to 40 degrees; The nominal depth of modulation of the radio frequency carrier due to the 30 Hz signal or the subcarrier of Hz shall be within the limits of 28 per cent and 32 per cent. Note. This requirement applies to the transmitted signal observed in the absence of multipath The depth of modulation of the radio frequency carrier due to the 30 Hz signal or Hz signals, as observed at any angle of elevation up to 5 degrees, shall be within the limits of 28 to to 35 per cent. The depth of modulation of the radio frequency carrier due to the Hz signal, as observed at any angle of elevation up to 5 degrees, shall be within the limits of 20 to 55 per cent on facilities without voice modulation, and within the limits of 20 to 35 per cent on facilities with voice modulation. Note. When modulation is measured during flight testing under strong dynamic multipath conditions, variations in the received modulation percentages are to be expected. Short-term variations beyond these values may be acceptable. Doc 8071 contains additional information on application of airborne modulation tolerances. Note. Guidance material on VOR appears in Section 3 of AttachmentAttachments C and E Interference immunity performance for VOR receiving systems After 1 January 1998, thethe VOR receiving system shall provide adequate immunity to interference from two signal, third-order intermodulation products caused by VHF FM broadcast signals having levels in accordance with the following: After 1 January 1998, thethe VOR receiving system shall not be desensitized in the presence of VHF FM broadcast signals having levels in accordance with the following table: After 1 January 1995, all new installations of airborne VOR receiving systems shall meet the provisions of and Recommendation. Airborne VOR receiving systems meeting the immunity performance standards of and should be placed into operation at the earliest possible date.

29 Specification for UHF distance measuring equipment (DME) Note 1. In the following section, provision is made for two types of DME facility: DME/N for general application as outlined in Chapter 2, 2.2.2, and DME/P as outlined in Note 2. In the following paragraphs, those denoted by are applicable to equipment first installed after 1 January 1989 (Chapter 2, ) Definitions Equivalent isotropically radiated power (e.i.r.p.eirp). The product of the power supplied to the antenna and the antenna gain in a given direction relative to an isotropic antenna (absolute or isotropic gain) General When a DME function is combined associated with either an ILS, MLS or VOR for the purpose of constituting a single facility, they shall be considered to be associated in a manner complying with Chapter 2, 2.2.2, only when: a) they shall be operated on a standard frequency pairing in accordance with ; b) they shall be collocated within the limits prescribed for associated facilities in ; and c) they shall complying comply with the identification provisions of Note. A single DME facility may be paired with both an ILS and MLS Collocation limits for a DME facility associated with an ILS, MLS or VOR facility Associated VOR and DME facilities shall be collocated in accordance with the following: a) coaxial collocation: the VOR and DME antennas are located on the same vertical axis; or b) offset collocation: 1) for those facilities used in terminal areas for approach purposes or other procedures where the highest position fixing accuracy of system capability is required, the separation of the VOR and DME antennas does not exceed 30 m (100 ft) except that, at Doppler VOR facilities, where DME service is provided by a separate facility, the antennas may be separated by more than 30 m (100 ft), but not in excess of 80 m (260 ft);