AC 00-31A

Appendix 1

ALTITUDE (AGL) IN HUNDREDS OF METERS 10

85.5 dBW FIGURE 10, CARDION DME SIGNAL STRENGTH IN SPACE - SHORT RANGE DISTANCE FROM THE DESIRED STATION IN km .5 dBW DISTANCE FROM THE DESIRED STATION IN mi STRENGTH IN SPACE SW) Transmitter Power 1s (Ground) m Antenna Gain al strangen E SIGN

•

ALTITUDE (AOL) IN THOUSANDS OF FEET Page 13

Appendix 1

ILTITUDE (AGL) IN HUNDREDS OF METERS FIGURE 11, CARDION DME SIGNAL STRENGTH IN SPACE - SHORT RANGE DISTANCE FROM THE DESIRED STATION IN MO DISTANCE FROM THE DESIRED STATION IN mi И8P g 15 ALTITUDE LAGLI IN THOUSANDS OF FEET МОТЕ: ТЫ Page 14

Appendix 1

ALTITUDE (AGL) IN HUNDREDS OF METERS FIGURE 12, MONTEK DME SIGNAL STRENGTH IN SPACE - SHORT RANGE DISTANCE FROM THE DESIRED STATION IN HM 25 CE FROM THE DESIRED STATION IN • 20 GNAL STRENGTH IN SPACK W) Transmitter Power beses (Ground) em Antenne Gain • 1213 MH

ITUDE (AGLI IN THOUSANDS OF FEET Page 15

9/20/82 AC 00-31A Appendix 1

ALTITUDE (AGLI IN HUNDREDS OF METERS Ш/М8Р S16- FIGURE 13. MONTEK DME SIGNAL STRENGTH IN SPACE - SHORT RANGE DISTANCE FROM THE DESIRED STATION IN km 25 DISTANCE FROM THE DESIRED STATION IN Mi 40 4/м8 Sg маР ALTITUDE :AGLI IN THOUSANDS OF FEET Page 16

Appendix 2 APPENDIX 2. SYSTEM ACCURACY.

SYSTEM ACCURACY. The accuracies described and quantified below represent the normal error budget for a VOR/DME/TACAN system that includes bavic ament that des alt indice errors caused by excessive foultipath.

Margin for pilot induced flight technical error is also included. The error terms* are defined as follows.

BEARING ERROR COMPONENT DEFINITION.

a. Radial Signal Error (Eg). Radial signal error is the difference between the nominal magnetic bearing to a point of measurement trom ine ground component and the bearing indicated by the ground component signal at the same point. The radial signal error is associated with the ground component and nominal signal path errors but excludes other error factors. It is made up of the folloking.

(1) certain constant elements such as course displacement errors and most site and terrain effect errors which may be considered as fixed for long periods of time.

(2) certain random variable errors which can be expected to vary about the essentially constant value.

b. Airborne Component Error (Ea). Airborne component error is that error attributable to the inability of the airborne equipment to translate correctly the bearing information contained in the radial signal. This element embraces all factors in the airborne component which introduce errors in the information presented to the pilot. (Errors resulting from the use of compass information in some VOR and TACAN displays are not included.) c. Instrumentation Error (Ei). This component consists of the rumentation frog selector f ! imitation of the omni-bearing selector (OBS) units due to the resolution of the device and the inherent error of translating the pilot input to the avionic comparator. This comparator derives the difference between the actual radial computed and the selected radial which the pilot requires. This difference is normally displayed on a course deviation indicator (CDI) whose errors are considered a part of (Ea).

d. Flight Technical Error (Ef). Flight technical error refers to the accuracy with which the pilot controls the aircraft as measured by his success in causing the indicated aircraft position to match the indicated command for desired position. It does not include procedural blunders.

*Note: Quantitative values assume 95 percentile distribution.

Par 1 Page 1

AC 00-31A Appendix 2 9/20/82

e. Aggregate Error (Es). Aggregate error is the difference between the magnetic bearing to a point of measurement from the ground component and the bearing indicated by airborne components. This is the error in the information presented to the pilot (exclusive of any errors resulting from use of compass information). It takes into account not only the ground component and propagation path errors but also the error contributed by the airborne component and its instrumentation. The entire radial signal error, both fixed and variable, is used.

ERROR COMBINATION. Since the errors above, when considered on a total system basis (not any individual radials or components) are independent ' aricbles, they may be combined by the root-sum-square (RSS) method to calculate aggregate system error (Es) when the same probability is given to each element. For purposes of this standard, each element is considered to have 95 percent probability.

a. kadlal Signal trror (Eg). in practice, based on a significant number of accumulated data points, the radial signal error value (Eg) has been

b. Airborne Component Error (Ea). This component is strictly limited to those errors attributable to the avionics. In other words, this value excludes that which is due to the auto-couple of navigation deviation signals to aircraft controls and other output devices such as the omni-bearing selector (OBS), either in the manual or auto-couple mode. This value (Ea) has been estimated to be approximately +3.0 degrees and may vary as to the quality of the avionics. This distribution is considered normal both from a capability standpoint between manufacturers and a quality standpoint by any one manufacturer. Recent avionics have shown the capability to reduce this error.

c. Instrumentation Error (El). This represents the remainder of the avionics error that is excluded from paragraph 3.b of this Appendix.. This error is approximately +2.0 degrees when a manual analog OBS is utilized.

Digital OBS devices and auto-couple would decrease this error significantly.

This latter configuration is not addressed in this analysis, but could represent a considerable improvement to the total error budget, if implemented.

d. Flight Technical Error (Ef). As defined in paragraph 2.0 of this Appendix, the value which is attributable to this error component is +2.3 degrees. Although this error may not be completely independent of other errors, independence is assumed in this analysis. Empirical data indicates that this value may be pessimistic.

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Appendix 2

e. System Use Error (Es). Airways, routes, and terminal area procedures in the United States are designed on the basis of a system use accuracy of +4.5 degress (95 percent probability). The system use error value is derived as follows:

Radial Signal Error (Eg):

Airborne Component Error (Ea):

Instrumentation Setting Error (Ei):

Flight Technical Error (Ef):

+1.4 degrees (95% probability) +3.0 degrees (95% probability) +2.0 degrees (95% probability)

2.3 degrees (95% probability) System Use Error = (Eg2 + Ea? + Ei? + Ef2) 1/2 = (1.42 +3.02 +2.02 +2.32) 1/2 = (1.96 + 9.00 + 4.00 + 5.29) 1/2 = (20.25)1/2 = + 4.5 degree (95% probability) 4 . DISTANCE ERROR. Refer to paragraph 187 of this standard.

Par 3 Page 3

Appendix 3 APPENDIX 3

VOR-DME-TACAN CHANNEL FREQUENCIES AND PAIRING

VHF DME - TACAN Chan. Freq. Interr. Freq. Reply Fred.

Chan. No. MHz MHz MHz 1x 1025 962 1025 1088 2x 102:5 963 2Y 1026 1089 ЗУ 1027 964 1027 1090 1028 965 1028 1091 1029 966 1029 1092 1030 967 1030 1093 1031 968 1031 1094 1032 969 1032 1095 9x 1033 970 9Y 1033 1096 10X 1034 971 OY 1034 1097 71x 1035 972 11Y 1035 1098 12x 1036 973 12Y 1036 1099 13Х 1037 974 1037 1100 1038 975 1038 1101 1039 976 1039 1102 1040 977 1040 1103 Page 1

Appendix 3 VOR-OME-TACAN CHANNEL FREQUENCIES AND PAIRING-Continued

VHF DME -TACAN Chan. Freq. Interr. Freq. Reply Freq.

Chan. No. MHz MHz MHz 17Х* 108.00 VOR 1041 978 17Y* 108.05 VOR 1041 1104 18×* 108.10 ILS 1042 979 18Y 108.15 ILS 1042 1105 19x 108.20 VOR 1043 980 19Y 108.25 VOR 1043 1106 20x 108.30 ILS 1044 981 20Y 108.35 ILS 1044 1107 21x 108.40 VOR 1045 982 21Y 108.45 VOR 1045 1108 22x 108.50 ILS 1046 983 22Y 108.55 ILS 1046 1109 23X 108.60 VOR 1047 984 23Y 108.65 VOR 1047 1110 24x 108.70 ILS 1048 985 24Y 108.75 ILS 1048 25x 108.80 VOR 1049 986 25Y 108.85 VOR 1049 1112 26x 108.90 ILS 1050 987 26Y 108.95 ILS 1050 1113 27x 109.00 VOR 1051 988 27Y 109.05 VOR 1051 1114 28x 109.10 ILS 1052 989 28Y 109.15 ILS 1052 1115 29X 109.20 VOR 1053 990 29Y 109.25 VOR 1053 116 30х 109.30 ILS 1054 991 30Y 109.35 ILS 1054 1117 31Х 109.40 VOR 1055 992 31Y 109.45 VOR 1055 1118 32х 109.50 ILS 1056 993 32Y 109.55 ILS 1056 33Х 109.60 VOR 1057 994 3ЗY 109.65 VOR 1057 1120 * The frequencies associated with Channels 17X, 17Y and 18X are test frequencies. Assignments may be made to VOR test signals (VOTS), ramp testers, radiating test generators, and other test facilities.. This has and DME-TACAN assignments should not be made on these channels.

been coordinated with the FCC. See 47 CFR Section 87.521 (d); FCC Rules and Regulations, Part 87, paragraph 87.521 (d).

Paye 2

Appendix 3 VOR-DME-TACAN CHANNEL FREQUENCIES AND PAIRING-Continued

VHF OME -TACAN Chan. Freq. Interr. Freq. Repiy Freq.

Chan. No. MHz MHz MHz 34Х 109.70 ILS 1058 995 З4Y 109.75 ILS 1058 1121 35Х 109.80 VOR 1059 996 35Y 109.85 VOR 1059 1122

109.90 ILS 1060 997 36Y 109.95 ILS 1C50 1123 37х :10.00 VOR 106? 998 37Y 110.05 VOR 1061 1124 38Х 110.10 ILS 1062 999 38Y 110.15 ILS 1062 1125 39X 110.20 MOR 1063 1000 39Y 110.25 VOR 1063 1126 40Х 110.30 ILS 1064 1001 SOY 110.35 ILS 1064 1127 41Х 110.40 VOR 1065 1002 41Y 110.45 VOR 1065 1128 42X 110.50 ILS 1066 1003 42Y 110.55 ILS 1066 1129 43Х 110.60 VOR 1067 1004 4ЗY 110.65 VOR 1067 1130 14Х 110.70 ILS 1068 1005 44Y 110.75 ILS 1068 1131 45Х 110.80 VOR 1069 1006 45Y 110.85 VOR 1069 1132 46Х 110.90 ILS 1070 1007 46Y 110.95 ILS 1070 1133 47Х 111.00 VOR 1071 1008 47Y 111.05 VOR 1071 1134 48Х 111.10 ILS 1072 1009 48Y 111.15 ILS 1072 1135 49Х 111.20 VOR 1073 1010 49Y 111.25 VOR 1073 1136 50x .30 ILS 1074 1011 SCY 111.35 ILS 1074 1137 51X TI1.40 VOR 1075 1012 SlY 111.45 VOR 1075 1138 52x 111.50 ILS 1076 1013 52Y 111.55 ILS 1076 1139 Page 3

Appendix 3 VOR-DME-TACAN CHANNEL FREQUENCIES AND PAIRING-Continued

VHF DME-TACAN Chan_ Freq. Interr. freq. Reply Freq.

Chan. No. MHz MHz MHz 53X 111.60 VOR 1077 1014 53Y 111.65 VOR 1077 1140 54X :11.70 ILS 1078 1015 54Y 111.75 ILS 1078 1141 55X 111.80 VOR 1079 1016 55Y 111.85 VOR 1079 1142 56x 111.90 ILS 1080 1017 S6Y 111.95 ILS 1080 1143 57X 112.00 VOR 1081 1018 57Y 112.05 VOR 1081 1144 58X 112.10 VOR 1082 1019 58Y 112.15 VOR 1082 1145 59X 112.20 VOR 1083 1020 59Y 112.25 VOR 1083 1146 60x 1084 1021 60Y 1084 1147 61x 1085 1022 6lY 1085 1148 62X 1086 1023 62Y 1086 1149 63x 1087 1024 63Y 1087 1150 64X 1088 1151 64Y 1088 1025 65X 1089 1152 65Y 1089 1026 66x 1090 1153 65H 1090 1027 67X 1091 1154 67Y 1091 1028 68x 1092 1155 68Y 1092 1029 69x 1093 1156 69Y 1093 1030 70x 112.30 VOR 1094 1157 7OY 112.35 VOR 1094 1031

112.40 VOR 1095 1158 71Y 112.45 VOR 1095 1032 72x 112.50 VOR 1096 1159 72Y 112.55 VOR 1096 1033 Page 4

Appendix 3 VOR-DME-TACAN CHANNEL FREQUENCIES AND PAIRING-Continued

VHF DME - TACAN Chan. Freq. Interr. . Freq. Reply Freq Chan. No. MHZ MHZ MHZ 73X 112.60 VOR 1097 1160 73Y 112.65 VOR 1097 1034 74X 112.70 VOR 1098 1161 74Y 112.75 VOR 1098 1035 75X 112.80 VOR 1099 1162 75Y 112.85 VOR 1099 1036 76x 112.90 VOR 1100 1163 76Y 112.95 VOR 1100 1037 77X 113.00 VOR 1101 1164 77Y 113.05 VOR 1101 1038 78x 113.10 VOR 1102 1165 78Y 113.15 VOR 1102 1039 79x 113.20 VOR 1103 1166 79Y 113.25 VOR 1103 1040 80X 113.30 VOR 1104 1167 80 Y 113.35 VOR 1104 1041 8ìx 113.40 VOR 1105 1168 81Y 113,45 VOR 1105 1042 82x 113.50 VOR 1106 1169 82Y 113.55 VOR 1106 1043 83X 113.60 VOR 1107 1170 83Y 113.65 VOR 1107 1044 84x 113.70 VOR 1108 1171 84 Y 113.75 VOR 1108 1045 85X 113.80 VOR 1109 1172 85Y 113.85 VOR 1109 1046 86x 113.90 VOR 1110 1173 86Y 113.95 VOR 1110 1047 87x 114.00 VOR 1111 1174 87Y 114.05 VOR 1111 1048 88x 114.10 VOR 1112 1175 88Y 114.15 VOR 1112 1049 89x 114.20 VOR 1113 1176 89Y 114.25 VOR 1113 1050 90x 114.30 VOR 1114 1177 90Y 114.35 VOR 1114 1051 91x 114.40 VOR 1115 1178 91Y 114.45 VOR 1115 1052 92x 114.50 VOR 1116 1179 92Y 114.55 VOR 1116 1053 93X 114.60 VOR 7117 1180 93Y 114.65 VOR 1117 1054 Page 5