AIRPORTS AUTHORITY OF INDIA

CBT/A TRAINING COURSE MATERIAL- NAVIGATION AID

(DME – MOPIENS 320/310)

CHAPTER :01

INTRODUCTION TO DME

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(DME – MOPIENS 320/310)

1.1 Navigation:

Navigation is the ‘ART’ of determining the position of an aircraft over earth’s surface and
guiding its progress from one place to another.

To accomplish this ‘ART’ some sort of aids are required by the pilots. In the early days, voyages
were accomplished by the navigators through the knowledge of terrain or movements of sun,
stars and winds. As the time progressed, some instruments such as Compass, Chronometer and
theodolite came on the scene.

In the twentieth century, electronics also entered in the aviation field, direction finders and other
navigational aids enabled the navigators to obtain fixes using electronics aids only.

Radio Navigation:

This method is based on the use of Radio Transmitter, Radio Receiver and propagation of
electromagnetic waves to find navigational parameters such as direction, distance etc., required
to find the position of the aircraft. The Radio Navigational aids provide information to the pilot
regarding the position of his/her aircraft in azimuth and/or elevation at any instant of time.
Radio communication and navigational aids also provide useful information to Air Traffic
Control Officers for effective control of air traffic.

CATEGORIZATION OF RADIO NAVIGATIONAL AIDS:

Radio navigational aids can be classified in different ways. The classification helps in identifying
the usefulness of a given facility. All navigational aids, which provide guidance by using Radio
waves, are called Non-visual aids.

According to service range, the radio navigational aids are broadly classified into three categories:

a. Long range
b. Medium range
c. Short range

a. Long Range navigational aids:

Some of the Aids operating worldwide in this category are OMEGA and Long Range Aid to
Navigation (LORAN). They operate in Very Low Frequency (VLF) and Low Frequency (LF)

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bands of frequency spectrum, i.e. 10 KHz, 50 – 100 KHz and 100 – 200 KHz respectively to
give very long ranges of the order of 7000 Kms and 700 Kms respectively. They are based
on hyperbolic system of navigation. Airports Authority of India (AAI) does not provide these
aids, although aircraft equipped with corresponding receiving equipment can use these facilities
while flying over Indian air space.

b. Medium Range navigational aids:

NDB (Non Directional Beacon) falls in this category. It operates in the LF/MF band of frequency
spectrum with a nominal range of 150 – 250 nautical miles (NM), and even up to 350 NM over
high seas.

c. Short Range navigational aids:

Some of the important and widely used short-range aids are: VHF DF, VOR, DME, ILS and
RADARS. These aids operate in and above VHF bands and hence the coverage is dependent
upon line-of-sight phenomenon.

According to use and Frequency, the radio navigational aids are broadly classified into short
range and medium range as tabulated below.

Short Range Aids:

NAME OF SYSTEM FREQUENCY BAND POWER RANG

THE (IN E (NM)
EQUIPMENT WATTS)
NDB Locator 200 – 450 KHz <50 45

VOR Terminal VOR 108 – 112 MHz 13 25

Localizer ILS 108 – 112 MHz 10 25

Glide Path ILS 328 – 336 MHz 10 10

DME ILS - DME 960 – 1215 MHz 100 25

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Medium Range Aids:

NAME OF SYSTEM FREQUENCY BAND POWE RANG

THE R (IN E (NM)
EQUIPMENT WATTS
NDB Homing & En- 200 – 450 KHz 500
) & 150 &
route >1KW >250
VHF D/F Homing 118 – 136 MHz -- 150

VOR Homing & En- 112 – 118 MHz 100 200

route
DME Homing & En- 960 – 1215 MHz 1KW 200
route

Inter relationship in terms of Frequency, Power, Range and System

1.2 Navigation Fix:

DME's use as a navigation aid is based on the principles of Rho-Theta Navigation System.

The Rho-Theta Navigation System is based on the Polar coordinate system of azimuth and
distance as shown in figure 1.1.

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Figure 1.1 Rho-Theta Navigation Systems

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The Very High Frequency Omni Range (VOR) and DME constitute the basic components
of the Rho-Theta Navigation System. While the VOR provides azimuth information (Theta)
to the pilot, the DME provides the distance information (Rho) so that the pilot receives a
continuous navigational fix relative to a known ground location.

The DME equipment on the aircraft is very simple to use, the pilot having only to tune the
equipment to the appropriate frequency and read the display once the DME has locked on
to the ground transponder. The frequency control for the DME receiver is normally derived
from the VOR/Localizer receiver, the DME channels being paired (refer ICAO Annex.Vol-1)
with the VHF frequencies used by the VOR/Localizer equipment.

Because the distance measurement taken by the aircraft DME receiver is from Air-to- Ground,
DME records Slant Ranges which are greater than the actual distance between the ground facility
and the ground position of the aircraft. The difference between the slant and actual range is
dependent on the relationship of the aircraft height and distance from the ground equipment.
Unless the aircraft is 5000 feet or more, close to the ground transponder, then the discrepancy
is small and can, for all practical purposes, be ignored.

1.3 History of DME

As early as 1946 many organizations in the West took an active part in the development of DME
system. The Combined Research Group (CRG) at the Naval Research Laboratory (NRL)
designed the first experimental L band DME in 1946.

The L band, between 960 MHz and 1215 MHz was chosen for DME operation mainly because:

a. Nearly all other lower frequency bands were occupied.

b. Better frequency stability compared to the next higher frequencies in the
Microwave band.
c. Less reflection and attenuation than that experienced in the higher Frequencies in the
microwave band.
d. More uniform omni directional radiation pattern for a given antenna height than that
possible at higher frequencies in the microwave band

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1.4 Purposes and use of DME

Purpose of DME installation

Distance Measuring Equipment is a vital navigational Aid, which provides a pilot with
visual information regarding his position (distance) relative to the ground based DME
station. The facility even though possible to locate independently, normally it is collocated
with either VOR or ILS. The DME can be used with terminal VOR and holding VOR
also. DME can be used with the ILS in an Airport; normally it is collocated with the Glide path
component of ILS.

Association of DME with VOR

Associated VOR and DME facilities shall be co-located in accordance with the
following:

a. Coaxial co-location: the VOR and DME antennas are located on the same
vertical axis; or
b. Offset co-location:

• 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);

• For purposes other than those indicated above, the separation of the VOR and DME
antennas does not exceed 600 m (2,000 ft).

Association of DME with ILS

Associated ILS and DME facilities shall be co-located in accordance with the following:

a. When DME is used as an alternative to ILS marker beacons, the DME should be located
on the airport so that the zero range indication will be a point near the runway.

b. In order to reduce the triangulation error, the DME should be sited to ensure a
small angle (less than 20 degrees) between the approach path and the direction to the
DME at the points where the distance information is required.

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c. The use of DME as an alternative to the middle marker beacon assumes a DME system
accuracy of 0.37 km (0.2 NM) or better and a resolution of the airborne indication such
as to allow this accuracy to be attained.

The main purposes of DME installations are summarized as follows:

• As a supplement to a VOR to provide more precise navigation service in localities where

there is:
o High air traffic density
o Proximity of routes
• As an alternative to marker beacons with an ILS. When DME is used as an
alternative to ILS marker beacons, the DME should be located on the Airport so that the
zero range indication will be a point near the runway.
• As a component of the MLS

Use Of DME Installation

The important applications of DME are:

• Provide continuous navigation fix (in conjunction with VOR);

• Permit the use of multiple routes on common system of airways to resolve traffic;
• Permit distance separation instead of time separation between aircraft occupying the same
altitude facilitating reduced separation thereby increasing the aircraft handling capacity;
• Expedite the radar identification of aircraft; and
• Provide DME distance in lieu of fan marker beacons and radio range intersections in
connection with instrument approaches and holding operations respectively.

1.5 Models of DME in use:

Various models of DME are being used in AAI. The facility is collocated with either VOR or
ILS. AWA GCEL DME, ASI DME, THALES DME and the recently introduce MOPIENS (MARU
310/320); these makes are currently in use at various installations of AAI.

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CHAPTER :02

DME CONCEPT

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2.1 Principles of operation of DME

The operating principle of DME systems is based on the Radar principle i.e., the time required
for a radio pulse signal to travel to a given point and return. In fact it is Secondary Radar.

2.1.1 Principles of Secondary Radar

In Secondary Radar system the targets' active participation is necessary for its detection as against
Primary Radars where the targets role is passive.

Secondary Radar system basically consists of two principle components namely the
‘Interrogator’, which is ground, based and the ‘Transponder’, which is carried on the targets.
Each of these components consists of a set of one pulse transmitter and one receiver. The
Interrogator radiates pulses which when received by a corresponding transponder on a
target will initiate a reply from that transponder. These replies are received by the interrogator
to extract information about the targets.

2.1.2 Simplified Block Diagram Of DME System

DME is Secondary Radar with the location of the Transponder and Interrogator reversed.
Figure 2.1 shows the basic block diagram of DME system and figure 2.2 shows the elements of a
DME system.

Referring to figure 2.2, the airborne transmitter repeatedly initiates a process of sending out very
short, very widely spaced interrogation pulses. These are picked up by the ground transponder
receiver whose output triggers the associated transmitter into sending out reply pulses on a
different channel. The airborne receiver receives these replies. Timing circuits automatically
measure the round-trip travel time, or interval between interrogation and reply pulses, and
convert this time into electrical signals, which operate the distance indicator.

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IDENT
CODE

Rx

1
DUPLEXER TIMING

Tx DISTANCE

INDICA
TOR
(NM

DUPLEXER

Tx Rx

DECOD
E

TRANSPONDE
R

Figure 2.1 Basic Block Diagram of DME System

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5
DISTANCE
INDICATION

TIME MEASUREMENT

TIMING
CIRCUITS
AIRBORNE
INTROGATOR

TRANSMITTER RECEIVER

INTERROGATION
PULSES
AIR-GROUND GROUND-AIR
CHANNEL CHANNEL

REPLY PULSES
RECEIVER TRANSMITTER

2
GROUND
AUTOMATIC TRIGGERING
TRANSPONDER
(BEACON)

Figure 2.2 Elements of DME System

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2.1.3 Modes of Operation

There are two modes of aircraft interrogations. These are called Search and Track.

The Search mode is automatically established whenever the airborne equipment is tuned to a new
DME ground Transponder, or if for some reason, a major interruption in the replies occurs.

When the aircraft's transmitter is in Search mode, it transmits interrogations at a higher rate
(about 150 interrogations per second). When the aircraft receives at least 65% replies to its
interrogations Lock-on will be established and the transmitter changes to the Track mode of
operation. This process may take up to 30 seconds. Only when this is achieved, the cockpit readout
of the DME range is turned on.

In the Track mode the aircraft's interrogation rate reduces considerably (about 30 interrogations
per second). The reduced interrogation rate of transmission in the track mode will allow more
aircraft to use the DME station.

While in Track mode, if the signal is lost momentarily, the equipment enters Memory State.
There are two types of memory states. They are called Velocity Memory and Static or Position
Memory states. During the Velocity Memory state, the distance display continues to get
updated at the same rate as it was prior to the time of signal loss. In the Static Memory state, the
position display is held stationary at the same reading as it was prior to the time of signal loss. If
the signal is not restored within about 10 seconds, the equipment goes into Search mode of
operation again.

2.2 System Timing

2.2.1 Timing Diagram

The airborne equipment measures the elapsed time between the transmission of the
interrogation pulse and the receipt of the reply pulse and converts time into a distance
indication. The system-timing diagram shown in figure 2.3 can easily explain this measurement.

Timing starts at the range circuits of the airborne equipment with the starting of the interrogation
pulse. After a time delay t, depending on the distance between the aircraft and the ground
equipment, the interrogation pulse is received at the antenna of the ground Transponder. The
interrogation pulse is detected and after a fixed time delay, the reply pulse is generated. After time
delay t, the reply pulse reaches the airborne equipment. The distance between the aircraft and the
ground Transponder is thus determined by measuring the total time elapsed between initial
transmission of the interrogation pulse and the reception of the corresponding reply pulse minus
the time delay.

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Figure 2.3 DME System Timing

2.2.2 Range Calculation

The range, in nautical miles, between the aircraft and the transponder is obtained by the simple
formula:

Total time (μsec) - time delay (μsec)

Range = ------------------------------------------------
12.36

The denominator 12.36 μsec is the time taken by the pulse to travel 1 nautical mile to and fro. This
time is also called Radar Mile.

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2.3 Characteristic feature Of DME

Following are the characteristic features of the DME systems.

2.3.1 DME Channels for ‘X’ & ‘Y’

DME frequency range:

Allotted 960 MHz to 1215 MHz

Critically used 962 MHz to 1213 MHz

Although the frequency band allocated for DME is 960 MHz - 1215 MHz, the lowest DME operating
frequency is 962 MHz and the highest operating frequency is 1213 MHz leaving 2 MHz on either
side of the band. This resultant band of 962 MHz -1213 MHz is divided into 126 one-MHz channels
for interrogation, and 126 one-MHz channels for transponder replies with the interrogation
frequency and reply frequency always differing by 63 MHz.

i.e. Channel frequency spacing: 1 MHz between Rx channels and

1 MHz between Tx channels

Rx – Tx Frequency separation: 63 MHz on all operating channels

The number of channels available is doubled by the use of X and Y channels which define specific
pulse separation for the interrogator and reply pulses. The pulse separation for X channels is 12
microseconds for both interrogation and reply pulses. For Y channels, the pulse separation is 36
microseconds for interrogation pulses and 30 microseconds for reply pulses.

The airborne interrogator operates in the frequency band 1025 MHz - 1150 MHz. The frequency
of operation of the X channel ground transponder is 63 MHz lower than the corresponding
airborne interrogator frequency for the first 63 channels and for the next 63 channels; it is higher
by 63 MHz. The frequency of operation of the Y channel ground transponder is 63 MHz higher
than the corresponding airborne interrogator frequency for the first 63 channels and for the next 63
channels; it is lower by 63 MHz.

2.3.2 Twin Pulse (Pulse Pair) Technique

In the present international system of specification for DME, the interrogation pulse and the reply
pulse is actually a twin pulse (pulse pair). There is a fixed, pre-arranged spacing between the
components of the twin. Most DME receivers, ground and airborne, are followed by
discriminators or twin pulse decoders, which are adjusted so as to pass only pulse pairs of the
prescribed spacing. Isolated single pulses, or pulse pairs with some other spacing will not pass the
decoder.

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The purposes of the twin pulse technique are:

o To increase the average power radiated; and

o To make the system less susceptible to errors or interference caused by false
signals.

By using twin pulse technique, the DME operating channels can be increased. This is done by
establishing new operating channels by using differently spaced twins to define a number of
channels on each radio frequency.

2.3.3. Characteristics of Gaussian Pulse

A waveform similar to Gaussian in shape is used for the DME pulses. Because of its shape there is
less side-band energy radiated therefore, less interference with other DME’s operating on
adjacent channels. The true Gaussian waveform is a symmetrical bell-shaped statistical curve.
However it is possible to create a facsimile of the Gaussian curve by squaring the amplitude at
each point in time of a sine wave. The resultant will be a co-sine squared waveform, which will be
in close approximation of a Gaussian waveform as shown in figure 2.4.

Figure. 2.4 pulse shape

The other reason for selecting Gaussian pulse shape for the DME pulses is due to the fact that the
Noise also has a Gaussian wave shape. Noise has been an essential ingredient in most of the DME’s
to generate Squitters.

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Figure: 2.5 DME Pulse

2.3.4 Specified Characteristics of pseudo Gaussian pulse pair:

i. Partial rise time
The time as measured between the 5 and 30 per cent amplitude points on the leading edge of the
pulse envelop, i.e. between points h and a (i.e. Tpr) on figure 2.4

ii. Pulse rise time

The time as measured between the 10 and 90 per cent amplitude points on the leading edge of
the pulse envelope,( i.e. Tr ) between points h and c.

iii. Pulse Width

The time interval between the 50 per cent amplitude point on leading and trailing edge of the pulse
envelop,( i.e. Td ) between points b and f.

iv. Pulse decay time

The time as measured between the 90 and 10 per cent amplitude points on the trailing edge of
the pulse envelop, i.e. between points e and i.

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v. Pulse Separation
The time interval between pulses of a pair, as measured from the 50 per cent amplitude point
on leading of the first pulse to the same point on the succeeding pulse.

Amplitude

0.5A

Pulse spacing t

Figure: 2.6 pulse pair

vi. Virtual Origin

The point at which the straight line through the 30 percent and 5 percent amplitude points on the
pulse leading edge intersects the 0 percent amplitude axis (fig 2.5).

2.3.5 PULSE JITTERING

Since all aircraft using the ground DME Transponder operate on the same pair of receiving and
transmitting frequencies, all replies of the Transponder to all aircraft interrogations are received by
all these aircraft. It is therefore necessary for each aircraft to select those replies, which result from its
own interrogations. This is done as follows:

Transmission of aircraft interrogation pulse pairs is continuous, and, in turn, aircraft reception
of the ground Transponder replies is also continuous. Transmission of the aircraft interrogation
pulse pairs is semi-random; that is, the number of pulse pairs per second (PRF) transmitted by
a particular aircraft remains fairly constant, but the intervals between pulse pairs vary. The
variation in time spacing of the pulse pairs is unique to each aircraft, and permits the aircraft
to select the replies to its particular interrogations. The aircraft receiver continuously compares
the time spacing pattern of the reply pulse pairs with the time-spacing pattern of interrogation
pulse pairs. Only those pulse pairs, which lie in matching patterns, are processed to extract the
range information.

The variation in time spacing of the pulse pairs of the aircraft interrogation is termed as

Pulse Jittering.

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2.3.6 Powers & Duty Cycle

2.3.6.1 PEAK PULSE POWER

It is the maximum value of power reached during the pulse, excluding the spikes.

2.3.6.2 AVERAGE POWER

The value obtained when the peak power is averaged over the time interval of the pulses.

2.3.6.3 Duty Cycle

The time anything is working per unit of time. Duty
ratio = Average power / Peak pulse Power

2.3.6.4 EIRP
Equivalent Isotropically Radiated Power; the product of the power supplied to the
Antenna and the Antenna gain in a given direction relative to an isotropic antenna.

2.3.6.5 Squitter

Airborne DME receivers require a minimum number of random pulses to ensure its correct
operation by providing appropriate AGC signal. However, unless sufficient interrogating aircraft
are present, the airborne receiver may not receive the required minimum pulse rate. To
ensure this requirement, the DME transponder will generate extra pulses in a random fashion at
a minimum pulse rate of 700 Hz (for GCEL DME it is 945 Hz). These extra random pulse-pairs are
called Squitter.

At the time when no aircraft is interrogating, only the squitter is being transmitted, at an average
rate equal to the minimum pulse rate. However, as the number of authentic aircraft
interrogations increase, the squitter rate is reduced, and becomes zero when the aircraft
interrogation rate reaches the minimum pulse rate or above.

(Older versions DME equipments operated with a constant duty cycle of 2700 pulse-pairs per
second (2800 in later versions), done mainly to regularly activate high power transmitters using
Klystrons for example to increase the mean time before failures (MTBF). Newer version of DME
use upto 5400 pps.

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2.3.7 Minimum and Maximum Reply Rate

As the pulse rate of the interrogations increases, a limit is reached above which the
Transponder will not allow any further interrogations to be serviced. This limit is reached at a reply
rate of about 2800 Hz, above which the transponder would become overloaded. To avoid
overloading, the Transponder detects the high rate of replies and causes the receiver automatic
gain control to limit the receiver sensitivity until the weaker, more distant, aircraft are excluded
from the transponder detection, thus lowering the Transponder loading. Should the system reply
rate still exceed the 2800 limit, video output pulses are randomly suppressed to limit the maximum
reply rate to 2800 Hz.

Because of this limitation, in heavy traffic the aircraft may not receive 100 percent replies to their
interrogations. In DME system operation it is assumed that on an average 95 percent of aircraft
interrogating a ground transponder at any given time will be in the track mode and 5 percent
will be in search mode. So for 100 aircraft the total interrogation rate of the ground transponder will
be:

(30 pps X 95 aircraft) + (150 pps X 5 aircraft) = 3600 interrogations per second.

As the maximum reply rate of the transponder is limited to 2800 pulse pairs per second, the ratio
of replies to interrogations is 78 percent. However, the airborne DME receiver is designed to operate
safely with a reply ratio as low as 70 percent. Hence providing a safe margin of operation.

In the extreme case, when 100 aircraft are using the DME and the ground equipment fails, all aircraft
will be in the search mode and will produce a total of 15000 (100 X 150) interrogations per
second. When the ground transponder returns to normal service, its receiver gain will drop
until only the 2800 strongest interrogations are serviced. This means that replies will be provided
to the seventeen or so aircraft, which are likely to be nearest to the ground transponder. Once
these aircraft enter the track mode, their interrogations will drop from 150 to 30 pulse pairs per
second, thus gradually relieving the ground transponder of about 2100 interrogations and allowing
it to increase its sensitivity and reply to more distant aircraft.

2.3.8 Transponder Identification

The need for transmitting Identification Message on a DME is to associate it with its paired facility.
This is essential because the pilot should know that he has selected the right DME associated with a
particular VOR or ILS that he is using.

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Each operational DME is identified by a 3 or 4 character long Morse code message, which is
transmitted at regular intervals. During this time, the squitter and reply pulses are replaced by
regularly placed pulses at 1350 pulse pairs per second. These pulses activate a 1350 Hz tuned
circuit in the aircraft receiver producing an audio signal. Each identification code (ident) is unique
and identifies a specific DME site.

Frequently, DME is co-located with VOR or ILS equipment and for this reason the DME may
derive the identification code from the co-located facility. In such cases, any failure of the external
ident generator should cause the DME to internally generate and transmit the ident in place of the
failed unit.

2.3.9 System Delay

In the ground Transponder, the time delay of a received aircraft interrogation pulse pair to the
corresponding reply pulse pair is adjusted to exactly 50 microseconds. This is done to facilitate the
aircraft receiver to deduct a constant time delay from the total time elapsed between interrogation
and reply while calculating the slant range distance.

2.3.10 Echo Suppression (LDES & SDES)

The normal slant range for a normal DME operating at optimum efficiency is about 200 NM.
However, the terrain surrounding the installations may seriously degrade this maximum range. A
major contributing factor to distance accuracy degradation is the effect of echoes on the interrogation
pulses arriving at the Transponder. Figure 2.7 shows the generation of echoes.

Because of siting problems, the interrogations from aircraft may be reflected by obstructions
and arrive at the DME station delayed in time from the direct interrogations. Therefore it is possible
for the aircraft to lock on to the replies from these echoes and provide the aircraft with erroneous
distance information.

There are two types of echoes that may cause interference. They are short distance and long
distance echoes.

a. Short Distance Echoes

This type of echo is defined as an echo that occurs within 12 μsec of the interrogations. This is
caused by an obstruction behind and within close proximity to the DME station (see figure 2.7).

b. Long Distance Echoes

This echo is defined as any echo occurring 60 μsec after the valid interrogations. This is caused
by an obstruction normally appearing between the DME station and the aircraft (see figure 2.7).

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Echo suppression is employed to eliminate the effect of echoes. The Short Distance Echo
Suppression (SDES) is used to eliminate echoes with short delays and Long Distance Echo
Suppression (LDES) is used to eliminate echoes with long delays

Figure 2.7 Echo Generation Diagram

2.3.11 Priority of reply pulses

There are three modulating inputs to the transponder transmitter. The encoder section of the
transponder attaches priority to these signals. The order of priority is as given below:

a. Identification Pulses
b. Reply Pulses
c. Squitter

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2.3.12 Transponder Receiver Dead Time

In order to avoid oscillations of the transponder, and also to some extent eliminate the effects of
echo pulses, the receiver is suppressed during the process of transmission and immediately after
a transmitted pulse. This period of receiver suppression is typically 60 μsec and is called the
Dead Time of the receiver. It is to be noted that the transponder does not reply to interrogation
pulses received during this time. The total time lost is typically 20 percent, and this means that
aircraft may only receive replies to 80 percent of their interrogation pulses, even when well within
range of the ground transponder.

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2.4 DME Terminologies

There are three types of DME installations as defined in ICAO Annex 10.

DME/N:

DME, primarily serving operational needs of en-route or Terminal Control Area (TMA)
navigation, where the "N" stands for narrow spectrum characteristics.

DME/P:

The distance measuring element of the MLS, where the "P" stands for precise distance
measurement. The spectrum characteristics are those of DME/N.

DME/W:

DME, primarily serving operational needs of en-route or TMA navigation, where "W" stands
for wide spectrum characteristics.

The high power DME used in co-location with VOR and the low power DME used with the
ILS belongs to the DME/N type. Hence this handout discusses the specifications for DME/N
type only.

DUPLEXER:

A device, which, by using the transmitted pulse, automatically switches the antenna from,
receives to transmit at the proper time.

EIRP:

Equivalent Isotropically radiated power, the product of the power supplied to the antenna
and the antenna gain in a given direction relative to an isotropic antenna.

HIGH LEVEL Interrogation:

Interrogations produced by the monitor at greatly increased amplitude, which are used to inspect
the DME station system delay parameters.

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LOW LEVEL Interrogation:

Interrogations produced by the monitor at a greatly reduced amplitude which are used to check
the DME reply efficiency parameter. They simulate long distance aircraft.

Key Down Time:

The time during which a dot or dash of a Morse character is being transmitted.

LOCK ON:

The instant the aircraft begins to track the DME station continuously.

Mode W, X, Y, Z:

A method of coding the DME transmissions by time spacing pulses of a pulse pair, so that
each frequency can be used more than once.

PRF:

Pulse Repetition Frequency; the number of pulse pairs per second.

Reply Efficiency:

The ratio of replies transmitted by the transponder to the total of received valid
interrogations.

When considering the transponder reply efficiency value, account is to be taken of the DME
dead time and of the loading introduced by the monitoring function.

System Efficiency:

The ratio of valid replies processed by the interrogator to the total of its own interrogations.
System efficiency is the combined effect of down link garble (down link garble occurs when
valid interrogations at the ground transponder are interfered with by coincident interrogations
from other A/c and results in loss of signals or error in time of arrival measurement), ground
transponder dead time, uplink garble (this is due to ground to air loading), and interrogator signal
processor efficiency. These statistically independent components efficiency combined together
yield the system efficiency.

Transmission Rate:

The average number of pulse pairs transmitted from the transponder per second.

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CHAPTER :03

Doc 8071
(GROUND AND FLIGHT TESTING OF DME)

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CHAPTER:04

DME ANTENNA
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4.1 Biconical, Discone Antennas

4.1.1 Infinite and Finite Biconical Antennas

An infinite Biconical antenna acts as a guide for a travelling outgoing spherical wave
in the same way that a uniform transmission line acts as a guide for a travelling
plane wave. The two situations are compared in the figure below. They both have
constant characteristic impedance Zk and since they are infinite the input impedance
Zi == Zk. These values are purely resistive

Figure: Biconical antenna

so the input resistance

Ri, = Zi - Zk ……. (3.13)

For the infinite Biconical antenna

Ri = 120 ln cot (θ/4) …….. (3.14)

Where θ = cone angle

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The solid line in the figure below shows the variation of the input resistance Ri, as a function of
cone angle θ. If the lower cone is replaced by a large ground plane resistance is ½ the value
given by (Eq. 3.14) as shown by the dashed line. Note that a single cone of 90° angle has an input
resistance of about 50 ohms.

The input impedance Zi, is given by

Figure: Characteristic resistance Rk of infinite Biconical and single cone

antennas. Since the antenna is infinitely long,

the input resistance Ri = Zi - Zk.

With the infinite Biconical antenna as an introduction, let us now consider the practical case
of a Biconical antenna of finite radius r (Fig. below). When the outgoing spherical wave
reaches a radius r part of the energy is reflected, resulting in energy storage. The remaining
energy is radiated, with more radiated perpendicular to the axis than close to the cones as
suggested in figure below.
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Figure: Finite Biconical antenna enclosed in hypothetical sphere where energy

flowing near the cone is reflected but with energy escaping perpendicular to the
axis in the equatorial region.

where

r = cone length, m

β = 2 /λ.

Zk = 120 In cot (θ/4)

Zm = Rm + jXm

The Rm and Xm values are given by Schellkunoff for thin cones (0 < 5°)]

Measured values of the VSWR for large cone angles over a 2 to 1 bandwidth are

Cone angle VSWR

200
<5
400
<3
600
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4.1.1 Transponder Antenna

There are number of requirements for the transponder antenna of the DME. Since the same
antenna is used for receiving the interrogations from the aircraft and for transmitting the
replies, the antenna must operate over the range 960 - 1215 MHz. The antenna has a
Characteristic impedance of 50 ohm. The VSWR should not be more than
1.5 or so.
The antenna must be vertically polarized and must have a uniform gain for all azimuth
angles. Antenna gain at the maximum power point of vertical pattern should not be less than
6 dB at all azimuths. In the vertical plane, the antenna must have a sharp pattern. A gain of
the order of 8 dB is desired. It is also desired that the vertical pattern be pointed upward
from the horizontal between 2° to 5 ° to minimize the reflections from nearby objects on the
ground.
The DME antenna contains 9 or 8 bi-conical elements vertically stacked inside a waterproof
laminated fiberglass Radom. Each element is constructed from the nickel- plated Aluminum
and held on a metallic support tube by fiberglass spacers. The antenna is vertically polarized
producing an Omni-directional pattern. The vertical pattern has a 6° wide lobe with many
minor lobes. The up tilting is accomplished by a difference phase between the dipole
exciting currents. It is done to minimize the reflections from the nearby objects at the
ground level and as well as to provide a concentration of the radiation where the majority
of the aircrafts using the facility will be located. Suppression of minor lobes in the vertical
pattern is accomplished by feeding unequal amount of power to the dipoles of central
array. The necessity of feeding unequal power and in different phase requires special
coaxial feed system for the proper power distribution and impedance match between the
feed line and the antenna.

The antenna provides approximately 8-dB gain and no radiation below 4°. A matching device
is used for matching purpose and power division to provide appropriate power to the
individual antenna.

Vertical Field Pattern: The DME antenna is Omni directional in the horizontal plane. The
vertical pattern is obtained with an array of dipoles in a vertical stack. The principal lobe has
an upward tilt of 5 degrees.

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Minor
lobes 0
6
0
6

0
4 4
0

Figure.4.1: Radiation Pattern of DME Antenna

3.1.1 Types of DME Transponder Antenna

DME Transponder antennas are Broadband antenna in UHF Band; most suitable Antenna
for this application is bi-conical antenna. Stacking and feeding of bi-Conical antenna is
carried out to meet the required radiation pattern as per ICAO SARPS.

Based on the Directivity DME Transponder antennas are classified as:-

• Omni directional Antenna Used with En-route or Terminal VOR station, the
ground DME drives an Omni-Directional antenna.

• Sectoral(Uni-directional) Antenna Used with an ILS as an airport aid, the DME

may drive either a unidirectional or an Omni-directional antenna.

DME Transponder Antennas used in AAI are either 9 or 8 element stacked bi-conical
Antenna

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Figure.4.2: DME Transponder Antenna having 8 Bi-conical Elements (MARU)

Antenna Specification ( 8 Element assembly )

Sl No. Antenna Parameter Antenna Specification

1 Type Omni Directional
2 Circularity + 1dB max on Horizon
3 Frequency Range 960 To 1215 Mhz
4 Array 8 Radiator assembly (77.8” Tall)
5 Polarization Vertically Polarized
6 Gain, Main Beam 8 dB/iso, minimum
7 Gain, Horizon 6 dB/iso, minimum
8 Main Beam Elevation Location Between 2 and 5 above horizon
9 Slope (Vicinity Of Horizon) 0.44dB/Degree, 0.5 V/Degree
10 Power Handling Capability Upto 10 Kw peak RF power at 3% duty cycle
11 Impedance 50 Ohm nominal
12 VSWR Not greater than 2:1(960-1215 Mhz) measured at
end of low loss cable not exceeding 5 feet in
Length.

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RADIATING ELEMENT

2 4

Equal Power Divider Input

(1) = P Output 2 = P/3
DIVIDER
Output 3 =
P/3 Output
MONITOR 4 = P/3

MONITOR

TRANSMISSION

Figure.4.3: DME Transponder Antenna having 9 Bi conical Elements (MARU)

Antenna Specification ( 9 Element assembly )

• Frequency range : 960 MHz to 1215 MHz;
• RF : 5 kWp modulated and transmission cycle not greater than
5%.
• Polarization : vertical
• Input impedance : 50 Ω unbalanced;
• VSWR : (voltage standing wave ratio) stationary wave, measured
on Antenna input, less than 1.8 and 20 dB decoupling
between The antenna and its probes (±3 dB);
• Gain : not less than 9 dB, in the direction of maximum radiation
Of main lobe and at average point of horizontal lobe,
whereas The gain in the horizontal plane (0°) is at least 6.2
dB with Respect to an isotropic source;

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Figure.4.4: Antenna Horizontal Radiation Pattern (Sample)

Figure.4.5: Antenna Vertical Radiation Pattern (Sample)

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4.2 Airborne Antenna

It consists of a vertical element having an electrical length of a half wave to give it broad
band characteristics. The projecting end is loaded so that the physical length of the antenna is
appreciably less than a half wave. The antenna- terminates in a quarter wave matching
transformer used to transform the impedance to 50 Ω which is suitable for matching a standard
transmission line. The antenna element is housed in a plastic casing. As the antenna length is
very small, it is installed on the belly of fuselages. The antenna is subject to shadowing by the
aircraft structure. If the aircraft position is such that, its wings lies between the antenna and
the transponder, the signals get lost completely. To overcome this difficulty, the aircraft is
equipped with a memory circuit, so that it does not go to search mode unless the signal
is lost for more than 10 seconds. Also sometimes two aerials are used with the switching
facility to have uninterrupted service. In such case the antennas are mounted above and
below the fuselages. Normally belly antenna is connected to the interrogator.

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CHAPTER: 05

SITING CRITERIA FOR DME

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5.1 Introduction:-

5.1.1 The DME operates in the 960 MHz to 1215 Mhz band to enable a properly
equipped aircraft to determine its slant range to the DME site by measurement of
the travel time of pulse modulated radio waves.
5.2 Siting Requirements

5.2.1 Site

The basic requirements in siting a DME beacon are to ensure adequate coverage and
to avoid the possibility of interference to the correct operation of the aid. Sites
selected in open country should have hills, mountains, large buildings, etc. at the
smallest angle of elevation as practicable.

5.2.2 In mountainous terrain, the site should be located on the highest hill or
mountain within the tolerance area. See also Section 4.2.3 Antenna Height for
restrictions governing antenna height above large expanses of level ground or
water.

5.3 Obstructions

5.3.1 The distant obstacle horizon should preferably not extend above an elevation
angle of 0.5° when viewed from near ground level at the proposed location of the
DME.

5.3.2 Outside a distance of 10 m from the DME, small buildings, trees, power and
telephone lines, and fences can be tolerated provided they do not project above a
height of approximately 1 m below the bottom of the DME antenna.

5.3.3 Large obstructions such as multi storey buildings, steel bridges, gasometers,
etc. are potential sources of interference to correct operation. For new installations
it is preferable to keep at least 1.5 km clear of these types of structures.

5.3.4 For existing DME facilities the Systems Engineer should be advised of
proposals for erection of new structures of this nature within 1.5 km of the site.

5.4 Antenna Height

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5.4.1 On a clear open site, an antenna height of 6 m is recommended provided

that this clears local obstructions.

5.4.2 On obstructed sites e.g., hill tops, the antennas should be raised to provide
clear UHF coverage in all directions. In this case the height of the antenna relative
to any large expanse of level ground or water should be less than 20 m otherwise
deep minima will be produced in the field strength pattern with consequent
degradation of service.

5.5 Collocation of DME with VOR

5.5.1 When collocating a DME with a VOR the requirements of ICAO document
“International Standards, Recommended Practices and Procedures for Air
Navigation Services” - Annex 10, shall be adopted. The determination as to
whether a Navigation Aid is Terminal or Enroute shall be carried out by the
procedure designer.

5.5.2 Terminal Aids

a) Coaxial collocation: the VOR and DME antennas are located on the same
vertical axis; or

b) offset collocation: for those facilities used in the 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
shall not exceed 30 m except that, at Doppler VOR facilities, the antennas may
be separated by more than 30 m, but not in excess of 80 m.

5.5.3 Enroute Aids

a) Coaxial collocation: the VOR and DME antennas are located on the same vertical
axis; or

b) Offset collocation: the separation of the VOR and DME antennas shall not exceed
600 m.

5.6 Vehicular Movements

No restrictions.

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5.7 Services

Overhead construction is permissible to the DME site provided the obstruction

requirements of Section 4.2.2 Obstructions are met. Low voltage power only is
to be brought to the site; high voltage lines must be kept clear to the distance
specified in Section 4.2.7 Electrical Interference.

5.8 Electrical Interference

Overhead high voltage lines and substations may cause degradation in coverage
due to the physical structures themselves, and also due to electrical noise. For
this reason it is preferable that these structures should be kept clear of the site
by at least the following distances:
2 kV to 22 kV: 350m

above 22 kV: 900m

5.9 Restricted Area

No special requirements.

5.10 Maintenance of the Site

No special requirements exist for DME sites in open country. At mountain top sites,
trees should not be allowed to grow to a height exceeding that of the mast or tower
supporting the DME antenna.

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CHAPTER: 06

FLIGHT INSPECTION OF DME

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6. DME Flight Inspection

All DME Checks are carried out in conjunction with checks on their associated facilities (VOR &
ILS) .

6.1 Parameters Checks Results and Tolerances:

6.1.1 Identification: The identification code should be clear and correct through out the area
of coverage. The ID Code frequency should be 1350 Hz. The ID should be properly
synchronized with that of the associated facility.

6.1.2 Distance accuracy: The indicated Slant range distance must be within the limits

6.1.3 Coverage: The area of coverage of the DME will be at least that of its associated facility
(VOR & ILS)

6.1.4 Signal Strength (AGC): The signal strength must be at least –82 dBm throughout the
area of coverage.

6.1.5 Squitter Rate: The normal squitter rate should be 2700 90 pps. On certain type
facilities, rates as low as 700 pps are normal.

6.1.6 False replies : No false replies should be present which could result in false locks-ons.
Within the area of coverage. This may occur at any location especially in the presence
of vertical nulls.

6.2 Ground Adjustments:

When the measured distance is out of tolerance, then the system delay of both Transmitters is
to be adjusted by the ground personnel. System delay is to be increased to reduce the range error
and vice versa.

Tolerances:

For Terminal (ILS) DME : 75 meters

Enroute (VOR) DME : 150
meters

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ANNEXURE: 01

DGCA CARs

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1. Introduction

Directorate General of Civil Aviation is an attached office of the Ministry of Civil Aviation. The
Directorate General of Civil Aviation is the regulatory body in the field of Civil Aviation
primarily dealing with safety issues. It is responsible for regulation of air transport services
to/from/within India and for enforcement of civil air regulations, air safety and airworthiness
standards. It also co-ordinates all regulatory functions with International Civil Aviation
Organisation.

The regulations are in the forms of the Aircraft Act, 1934, the Aircraft Rules, the Civil Aviation
Requirements, the Aeronautical Information Circulars. The Advisory and guidance material is
in the form of circulars.

2. CIVIL AVIATION REQUIREMENTS (CAR)

For CNS facilities the regulations are stipulated for standards and practices popularly
known as CAR.

In Section 9 (Air Space & Air Traffic Management), Series D (Part i to vi) it has specified the
various standards and recommended practices to be adhered for different CNS facilities.

3. DGCA CAR Section 9 – Air Space and Air Traffic Management Series

D: NAVIGATION, LANDING AND COMMUNICATION AIDS

Part I: Requirements for maintenance/ inspections of communication/ Navigation, landing

and other equipments installed at airports and enroute.

Part II: Aeronautical Telecommunications – Radio Navigation Aids

Part III: Aeronautical Telecommunications – Communication Procedures

Part IV: Aeronautical Telecommunications – Digital Data Communication and Voice

Communication System

Part V: Aeronautical Telecommunications – Secondary Surveillance Radar

Part VI: Aeronautical Telecommunications – Aeronautical Radio Frequency Spectrum Utilization

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GOVERNMENT OF INDIA

OFFICE OF DIRECTOR GENERAL OF CIVIL AVIATION

TECHNICAL CENTRE, OPP SAFDARJANG AIRPORT, NEW
DELHI

CIVIL AVIATION REQUIREMENTS

SECTION 9 – AIR SPACE AND AIR
TRAFFIC MANAGEMENT SERIES 'D',
PART I
th
ISSUE II, 8 January 2010 EFFECTIVE: FORTHWITH

F. No. 9/38/2009-IR

Subject: Requirements of Maintenance/ inspection of Communication, Navigation,

Landing and other equipment installed at Airports and en-route.

i. APPLICABILITY:

This part of the Civil Aviation Requirements lays down the requirements of
maintenance, inspection or Communications, Navigation, Landing and other
equipment installed at airports and enroute and used for aircraft operations.
These equipment may be owned and operated by Airports Authority of
India, Meteorological Department or any other agency.

This CAR is issued under Section 5A of the Aircraft Act 1934 and Rule 133A
of the Aircraft Rules 1937 for compliance by all concerned agencies.

This CAR is issued in supersession of CAR Section 4 Series X Part I, Issue

I dated 4th February 1994.

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ii. SCOPE:

The requirements stipulated in this Civil Aviation Requirement will apply to all
Communication, Navigation and landing facilities including the following:

1. Visual Landing Aids-VASI/PAPI etc.,

2. Approach lighting
3. Non-Directional Beacon
4. VHF Direction Finding System
5. Locator Beacon
6. Instrument landing System
7. Microwave landing System
8. VOR/ T-VOR Doppler VOR
9. Distance Measuring System
10. Communication Facilities like VHF and HF Radio Telephone,
AFTN, Satellite based Voice and Data Communication System,
Direct Speech Circuits, VHF Data Links etc.
11. Airport Surveillance Radar
12. Air Route Surveillance Radar
13. SSR and MSSR
14. Airport Surface Detection Equipment
15. Computer based ATC - ADS etc
16. Airport Recorder and Replay System
17. Differential GPS system and connected equipment
18. RVR Measuring equipment
19. Meteorological equipment

iii. MAINTENANCE:

3.1 Maintenance Schedule

The operator shall prepare maintenance schedules for periodic preventive

maintenance, including testing, functional checks and serviceability of the
equipment. These maintenance schedules shall be prepared in accordance with
the guidelines provided by the manufacturers of the equipment. The schedules
should also indicate the level of officer who can carry out the check/ inspection
and the periodicity of the schedules A copy each of these schedules should be
submitted to the DGCA. DGCA may introduce additional checks if required.

3.2 Test Equipment

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The operator shall ensure that all tools/ test equipment are available for carrying
out the maintenance/checks of the facility and also adequate spares to ensure
continued serviceability of the facility.

3.3 Calibration of Test Equipment

The operator shall ensure that all the test equipment used for maintenance and
periodical checks of the facilities are kept properly calibrated and certified by
recognized standards institutions

3.4 Maintenance Records

All records of daily and periodical maintenance schedules (preventive as well

as corrective) shall be preserved for a period of not less than two years.
However, DGCA may direct preservation of such schedules for longer periods,
if required.

3.5 Defect and Rectification Register:

The operator shall maintain a Register giving details of all the defects and
rectification actions taken, duly signed by the officer in charge of the facility.

3.6 Maintenance Personnel:

All personnel entrusted with the maintenance/checks of a facility should have

undergone necessary training. They should undergo periodical on the-job
checks at least once in a year and refresher course at least once in three years.

3.7 Responsibility of Officer in Charge.

The officer in charge of the facility shall be responsible for continued,

maintenance and safe operation of facility.

iv. STATUS OF EQUIPMENT AFTER AN ACCIDENT/INCIDENT:

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In case an aircraft is involved In an accident while making use of a facility, the

concerned unit of the facility shall be withdrawn and flight inspected
immediately. The unit shall not be declared operational till checked and tested
thoroughly and its performance IS found satisfactory. The standby unit of the
facility shall be utilized during this period In case of an incident, DGCA may
require the concerned unit of the facility to be withdrawn for checking.

4.1 In respect of a facility that is or might have been involved in an air accident/
incident, operational status data shall be recorded for both main and standby
equipment of the facility.

4.2 In order to ensure that operational data of a facility is not misinterpreted the
operator shall ensure that the data entries are complete, clear, concise, accurate
and correctly timed.

v. SELF INSPECTION:

The operator shall draw a programme for periodically inspecting and checking
the functioning of the facility. The operator shall ensure that the functional and
calibration checks of the facility required as per the ICAO Norms are carried out
and proper records of the same are maintained The operator, should ensure that
the facility IS used for operations only when It is fit for operation

vi. INSPECTION BY DGCA:

Any officer designated/nominated by the Director General of Civil Aviation shall

be empowered to inspect at any time any facility to check. The serviceability
and maintenance records and procedures.

vii. CERTIFICATION:

Any new equipment or system procured and installed, by the operator for
providing facility as listed above, shall be declared operational only after it is
found lit for operation on satisfactory completion of the necessary
inspection/checks and calibration from air and ground as required and after
obtaining concurrence of the DGCA for the same.

viii. LOGISTIC SUPPORT:

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In order to ensure that the maintenance of a facility is not delayed for lack of
spares. The stock of spare units, modules, PCBs and components etc. shall be
maintained at the site of facility or at a place from where the required spares
can be transported to the site without any avoidable delay. The storage facility
shall be subject to inspection at any time by an officer designated by DGCA for
this purpose,

ix. MONITORING OF SERVICEABILITY STATUS:

The performance of the equipment should be monitored regularly. The

operator shall prepare a quarterly report on Mean Time Between Failures (MTBF)
of a facility and the same shall be made available to DGCA. If an equipment
becomes unserviceable for more than one week, the same should be reported
to DGCA along with the details of the defect and proposed rectification action.

(Dr. Nasim Zaidi)

Director General of Civil Aviation

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ANNEXURE: 02

CNS MANUAL AND CIRCULARS

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1. Purpose of CNS Manuals

To Establish CNS procedure and to provide information and instructions pertaining to CNS
facilities, which are essential for the provision of safe and efficient Air traffic service by
AAI.

CNS In-charge of the station will ensure that the process, procedure and instructions pertaining
to CNS facilities contained in these manuals are strictly complied by all concerned.

2 There are 8 Volumes of CNS Manuals

Volume 1 – Deals with Maintenance of CNS Facilities. Volume 2 –

Deals with Communication Procedure.

Volume 3 – Deals with Siting Criteria for CNS Facilities. Volume 4

– Deals with Flight Inspection of CNS Facilities.

Volume 5 – Deals with Lightening, Surge Protection and Earthing of CNS equipments. Volume 6
– Deals with Technical Specification of CNS facilities.

Volume 7 – Deals with Maintenances Schedule of CNS facilities.

Volume 8 – Document management Manual.

These manuals basically reiterates the subjects covered under DGCA’s CAR (Civil Aviation
requirements).

Also, the basic inputs for these manuals are from ICAO Annex-10.

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File No. AAI/NS/ILS/General/04 Date: 7/01/2008

CNS CIRCULAR No. 01of 2008

Sub: Maintenance of Navigational Aids Site

In order to prevent unacceptable interference to ILS and other navigational Aids signals, areas
around antenna shall be protected as per provisions of ICAO Annex 10 Vol I.

For the above purposes following guidelines shall be followed for maintenance of Critical
and Sensitive Area of Instrument Landing System, restricted area around VOR (As defined
in Annexure1) DME, NDB and Marker beacons and Area around DGPS/LT point used for
flight calibration by FIU at the airports.

1. Localizer and glide path:

1.1. The height of grass is not to exceed 150mm in the critical area of ILS.
1.2. During ILS operation access of personnel and vehicle and performance of
maintenance activities in the critical area of ILS shall be done as per following
procedure.
Y Access control to critical and sensitive area of ILS operating as CAT-II and CAT- III
will be as per promulgated provisions of Low Visibility Procedure (LVP) of the
airport in the absence of such procedure access to the area shall be done with prior
coordination with ATC tower.

Y Maintenance activities like grass mowing maintenance of airport lighting etc in the
critical area of ILS shall be carried out in coordination with CNS personnel. During
watch hours of ILS operation, CNS personnel shall have prior coordination with ATC
for execution of work.

Y No metallic objects including vehicles shall be permitted to enter into critical area
of ILS. For operational reasons if entry of vehicle into critical area becomes necessary,
prior coordination will be done with CNS personnel. Before issuing permission
guideline contained above shall be kept in view.

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2. VOR
Site maintenance:

1. Grass and shrubs within 305m radius of the site must be mown or cut regularly so
that their heights do not exceed 600mm.
2. Grass cutting equipment is not to be parked within 305m radius of the VOR
building.
3. The vehicles used by airport maintenance staff are to be parked underneath the
counterpoised or beyond the radius of 305m

3. NDB , Marker Beacons And DME Facilities:-

The height of grass and other vegetation over the protected area (within 30mtrs of 100
watt NDB and 100mtrs for 500 watt NDB ) covering the Antenna Mast (s), the earth mat
buildings is not to exceed 600 mm.

4. DGPS/LT point maintenance:-

4.1. The DGPS point marked by FIU for flight inspection of Radio Navigational aids
shall be maintained by suitable marking for future flight inspection of the facilities
of the airport.
4.2. Grass and other vegetation at the site must be mown or cut regularly. The height of
grass and other vegetation around the point is not to exceed 100 mm.

5. Signage: - proper signage shall be provided to delineate the boundaries of critical and
sensitive areas of navigational aids Sign boards shall be made of non metallic material.

6. Water logging: - Actions shall be taken so to avoid water logging in critical and
sensitive area and around antenna systems of Nav-aids.

7. Foreign objects:-

Nav-aids sites viz ILS, VOR, DME and NDB shall be free from all foreign objects.

8. Construction of structures: - Construction of any structure in the vicinity of NAV aids

are to be controlled as per DARA circular 5/2005. Unauthorized constructions/
obstruction which is likely to affect the performance of NAVAIDS, is to be brought to the
notice of station in charge for immediate action.

9. No drainage/water pipe should be allowed to pass through the critical area of ILS, if this
is already existing necessary actions are to be taken so that water logging does not take
place in the area.

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10. Normally no electrical power line to be permitted to pass through critical area of ILS
and in the protected area in case of VOR, DME, NDB and Markers.

11. Civil work like new construction, excavation, digging and leveling is not allowed in
Critical and Sensitive Areas and around antenna system of ILS and in the protected area
as mentioned above for VOR, DME, NDB and Markers.

(V K Chaudhary)
Executive Director (CNS-OM)

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Annexure-A

1. Instrument landing system

The occurrence of interference to ILS signals is dependent on the total environment
around the ILS antennas and antenna characteristics. Any large reflecting objects
including the aircraft vehicle or fixed objects could potentially cause multi-path
interference to the ILS course and path structure affecting its performance. The
environment for the purpose of developing protective zoning criteria can be divided
into two types of area the critical area and sensitive area-

a) Critical area: - the critical area is an area of defined dimensions about the
localizer and glide path antennas where vehicles, including aircraft, are excluded
during all ILS operations. The critical area is protected because the presence of
vehicles and/or aircraft inside its boundaries will cause unacceptable disturbance
to the ILS signal in space.
b) Sensitive area: - The sensitive area is an area extending beyond the critical area
where the parking and/or movement of vehicles including aircraft is controlled to
prevent the possibility of unacceptable interference to the ILS signal during ILS
operations. The sensitive area is protected against interference caused by large
moving objects outside critical area but still normally within the airfield boundary.

1.1. Critical and Sensitive Area Dimension:- Depending of the type of ILS antenna
system, category of ILS operation and aircraft operation the critical and sensitive area
should be established and properly designated at an airport to protect ILS operation
from multi path effects. The typical dimensions as per ICAO ANNEX 10/VOL I/
attachment C and DARA circular 5/2005 are as given below.

1.2. LLZ Critical Area:- The area bounded by

i. A line 300meter in the direction of approaches from localizer antenna and
perpendicular to the runway.
ii. A line 60m from the centerline of localizer antenna on either side and
parallel to the runway.
iii. A line containing the centerline of localizer antenna and perpendicular to
the runway.
iv. Area within a circle of 75 meter radius with center at middle of antenna
system.

1.3. LLZ Sensitive Area: - The typical LLZ sensitive area for 12 and 14 elements
directional dual frequency LLZ antenna system which are used in AAI are as
given below for a 3000m runway.
The area bounded by:-

Category I ILS: - An area of 600M X 60M from center of LLZ array towards
approach end of runway.

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Category II ILS: - An area of 1220M X 90M from center of LLZ array towards
approach end of runway.

Category III ILS: - An area of 2750M X 90M from center of LLZ array towards
approach end runway.

1.4. GP Critical Area :- The area bounded by-

i. A line 300meter in the direction of approach from the glide path facility
and perpendicular to the runway.
ii. A line containing glide path antenna and perpendicular of runway
iii. Near edge of runway from glide path.
iv. A line 30 meter in the directions away from the antenna and parallel to it.

1.5. GP Sensitive Area :- the area bounded by-

a) For Category I ILS :-
i. A line 900 meter in the direction of approach from the glide path
facility and perpendicular to the runway.
ii. A line containing glide path antenna and perpendicular of runway
iii. Near edge of runway from glide path including runway towards
direction of approach.
iv. A line 300 meter in the directions away from the antenna and
parallel to it.

b) CATEGORY II/III ILS :-

i. A line976 meter in the direction of approach from the glide path
facility and perpendicular to the runway.
ii. A line containing glide path antenna and perpendicular of runway.
iii. Near edge of runway from glide path including runway towards
direction of approach.
iv. A line 300 meter in the directions away from the antenna and
parallel to it.
2. DVOR Restricted/Protected area :-
An area within a 305 meter radius from the centre of antenna of the facility.

3. NDB protected area :-

a) Self radiating mast -30 meter radius from the centre of the radiating mast of
the facility.
b) Cage/ T antennae – the area bounded by
1. 30 meter radius from each mast
2. Lines joining the locus of each circle made by above 1.

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 AIRPORTS AUTHORITY OF INDIA
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(DME – MOPIENS 320/310)

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 AIRPORTS AUTHORITY OF INDIA
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(DME – MOPIENS 320/310)

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 AIRPORTS AUTHORITY OF INDIA
CBT/A TRAINING COURSE MATERIAL- NAVIGATION AID
(DME – MOPIENS 320/310)

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 AIRPORTS AUTHORITY OF INDIA
CBT/A TRAINING COURSE MATERIAL- NAVIGATION AID
(DME – MOPIENS 320/310)

AAI/ANS/CNS/CATC/2023/CBTA-UT/NA/V1.0– DME (MOPIENS 320/310)-Module 1 Page |

 AIRPORTS AUTHORITY OF INDIA
CBT/A TRAINING COURSE MATERIAL- NAVIGATION AID
(DME – MOPIENS 320/310)

AAI/ANS/CNS/CATC/2023/CBTA-UT/NA/V1.0– DME (MOPIENS 320/310)-Module 1 Page |

 AIRPORTS AUTHORITY OF INDIA
CBT/A TRAINING COURSE MATERIAL- NAVIGATION AID
(DME – MOPIENS 320/310)

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