F9DXER
Well-Known Member
While doing OJT with a new hire, we came across this NOTAM for KLCH
!LCH 04/084 (KLCH A0263/16) LCH NAV ILS RWY 15 FACILITY PERFORMANCE CLASSIFICATION CODE CHANGED TO 1B 1604292229-PERM
I had never heard of a Classification Code for an ILS setup. So I had to look into further and with the help of our training department this is what was discovered and passed on to me
----------
As we become more performance based equipped, the FAA has realized a need to classify those performances. Hope this explanation is sufficient. FAA Order 6750.24E
---------
One can also look in the "Manual of All-Weather Operations", 3rd edition 2013, ICAO Doc 9365
The following is taken from the ICAO Document, it has tables and graphs that I couldn't paste here.
If anyone wants a copy I have it as a PDF document
----------
The ILS facility classification system provides a more comprehensive method of describing ILS performance than the
simple CAT I/II/III classification. An example of an ILS facility classification is “III/E/4”. ILS facility classification is
described in Annex 10, Volume 1. A facility’s “class” of performance is defined by using three characters as follows:
a) The first group of characters (I or II or III) indicates conformance to the facility performance category
standards contained in Annex 10, Volume I. This character indicates if the ground equipment meets a
facility performance Category I, II or III.
b) The second group of a single character defines the ILS point (Figure C-1) to which the localizer
conforms to the facility performance Category II/III course structure tolerances. These classifications
indicate ILS conformance to a physical location on the approach or runway as follows:
1) A: 7.5 km (4 NM) before the threshold;
2) B: 1 050 m (3 500 ft) before the threshold (CAT I decision point);
3) C: Glide path altitude of 100 ft HATh (CAT II decision point);
4) T: Threshold;
5) D: 900 m (3 000 ft) beyond the threshold (facility performance category III requirement only);
6) E: 600 m (2 000 ft) before the runway end (facility performance category III requirement only).
c) The third group of a single character indicates the level of integrity and continuity of service. It is
generally accepted, irrespective of the operational objective, that the average rate of a fatal accident
during landing due to failures or shortcomings in the whole system, comprising the ground equipment,
the aircraft and the pilot, should not exceed 1 × 10–7. This criterion is frequently referred to as the
global risk factor. In Category III operations, this objective should be inherent in the whole system. In
this context it is of the utmost importance to endeavour to achieve the highest level of integrity and
continuity of service of the ground equipment. Integrity is needed to ensure that an aircraft on
approach will have a low probability of receiving false guidance; continuity of service is needed to
ensure that an aircraft in the final stages of approach will have a low probability of being deprived of a
guidance signal. Integrity and continuity of service requirements are defined in
Annex 10, Volume I,
Chapter 3, 3.1.3.12, for the localizer and Chapter 3, 3.1.5.8, for the glide path.
!LCH 04/084 (KLCH A0263/16) LCH NAV ILS RWY 15 FACILITY PERFORMANCE CLASSIFICATION CODE CHANGED TO 1B 1604292229-PERM
I had never heard of a Classification Code for an ILS setup. So I had to look into further and with the help of our training department this is what was discovered and passed on to me
----------
As we become more performance based equipped, the FAA has realized a need to classify those performances. Hope this explanation is sufficient. FAA Order 6750.24E
---------
One can also look in the "Manual of All-Weather Operations", 3rd edition 2013, ICAO Doc 9365
The following is taken from the ICAO Document, it has tables and graphs that I couldn't paste here.
If anyone wants a copy I have it as a PDF document
----------
The ILS facility classification system provides a more comprehensive method of describing ILS performance than the
simple CAT I/II/III classification. An example of an ILS facility classification is “III/E/4”. ILS facility classification is
described in Annex 10, Volume 1. A facility’s “class” of performance is defined by using three characters as follows:
a) The first group of characters (I or II or III) indicates conformance to the facility performance category
standards contained in Annex 10, Volume I. This character indicates if the ground equipment meets a
facility performance Category I, II or III.
b) The second group of a single character defines the ILS point (Figure C-1) to which the localizer
conforms to the facility performance Category II/III course structure tolerances. These classifications
indicate ILS conformance to a physical location on the approach or runway as follows:
1) A: 7.5 km (4 NM) before the threshold;
2) B: 1 050 m (3 500 ft) before the threshold (CAT I decision point);
3) C: Glide path altitude of 100 ft HATh (CAT II decision point);
4) T: Threshold;
5) D: 900 m (3 000 ft) beyond the threshold (facility performance category III requirement only);
6) E: 600 m (2 000 ft) before the runway end (facility performance category III requirement only).
c) The third group of a single character indicates the level of integrity and continuity of service. It is
generally accepted, irrespective of the operational objective, that the average rate of a fatal accident
during landing due to failures or shortcomings in the whole system, comprising the ground equipment,
the aircraft and the pilot, should not exceed 1 × 10–7. This criterion is frequently referred to as the
global risk factor. In Category III operations, this objective should be inherent in the whole system. In
this context it is of the utmost importance to endeavour to achieve the highest level of integrity and
continuity of service of the ground equipment. Integrity is needed to ensure that an aircraft on
approach will have a low probability of receiving false guidance; continuity of service is needed to
ensure that an aircraft in the final stages of approach will have a low probability of being deprived of a
guidance signal. Integrity and continuity of service requirements are defined in
Annex 10, Volume I,
Chapter 3, 3.1.3.12, for the localizer and Chapter 3, 3.1.5.8, for the glide path.
