| Number | Title | Date | Abstract |
| 43-87TM | Guidance for Siting the MLS Azimuth Antenna within an Approach Lighting System | October 1987 | This paper contains draft Annex 10 criteria for siting the MLS azimuth antenna within an approach lighting system. |
| 44-87TM | Presentation of Guidelines for the Collocated Siting of MLS and ILS Equipment | October 1987 | A set of guidelines and factors to be considered when collocating MLS equipment with the ILS is presented. |
| 65-88TM | MLS Azimuth and Elevation Volumes of Protection To Be Used in Conjunction with Operational and Obstacle Clearance Requirements in Refining MLS Critical Area Definitions | August 1988 | This paper presents simulation data used in conjunction with the MLS critical area error budgets proposed by ICAO to develop azimuth and elevation volumes of protection. These volumes of protection define the region which if penetrated by an aircraft could result in unacceptable derogation of the MLS guidance signals. |
| 90-88TM | Areas of Protection Derived for an Offset Azimuth Antenna Which Supports a Computed Centerline Approach | August 1988 | Preliminary areas of protection are presented for the case of an offset antenna and a computed centerline (CCL) approach. The criteria are based on the need for line-of-sight (LOS) between the antenna and the receiver along with an area of protection spanning two beamwidths on either side of the LOS. |
| 91-88TM | Validation Results Obtained to Date on MLS Critical and Sensitive Areas | August 1988 | Extensive computer modeling has been performed by Ohio University to investigate the effects of ground based aircraft near MLS antennas. The results of this work are error contours which describe the areas about the MLS antennas where parked aircraft will derogate the guidance signals. The results of these error contours have been generalized and are presented. |
| 96-88TM | Presentation of Flight Data Collected at Standiford Field, Louisville, Kentucky to Measure the Effects of an Interfering Boeing B-747 on the MLS Azimuth and Elevation Signals | October 1988 | This paper presents flight data collected at Standiford Field, Louisville, Kentucky, to assess the effects of an interfering B-747 on the MLS azimuth and elevation signals. The field measurements used a 2.0 degree beamwidth azimuth antenna and 1.5 degree beamwidth elevation antenna sited to provide service for Runway 11. The results of this activity are azimuth and elevation structure run data for various interfering aircraft locations. This data is presented in path following error and control motion noise plots. |
| 4-89TM | Preliminary Information on MLS Azimuth Critical Areas for Advanced Approach Profiles | April 1989 | Simulation data are presented which give MLS azimuth signal errors caused by interfering Boeing B-747 and B-727 aircraft. This data characterizes error trends for several antenna-to-interferer distances. Also, preliminary azimuth critical areas, for off-centerline approach profiles and a normally sited azimuth antenna, are presented. Approach profile minimum heights necessary to limit the MLS azimuth critical area to 1500 feet or less are estimated. These preliminary results are derived from simplified simulations with the intent to identify the areas on the airport surface where a more detailed modeling effort should be concentrated. |
| 13-89TM | Summary of Preliminary Information on MLS Azimuth Critical Areas for Advanced Approach Profiles | April 1989 | Preliminary azimuth critical areas, for off-centerline approach profiles and a normally sited azimuth antenna, are presented. Approach profile minimum heights necessary to limit the MLS azimuth critical area to 1500 feet or less are estimated. These preliminary results are derived from simplified simulations with the intent to identify the areas on the airport surface where a more detailed modeling effort should be concentrated. |
| 97-88TM | Analysis of Simulation Data and Flight Data Collected at Standiford Field, Louisville, Kentucky, to Investigate the Effects of an Interfering Boeing B-747 on the MLS Azimuth and Elevation Signals | October 1988 Revised May 1989 | This paper presents the analysis of simulation and flight data collected at Standiford Field, Louisville, Kentucky, to assess the effects of an interfering B-747 on the MLS azimuth and elevation signals. This research involved a 2.0 degree beamwidth azimuth antenna and 1.5 degree beamwidth elevation antenna sited to provide service for Runway 11. This simulation and field data are presented in path following error plots. |
| 6-89TM | Results Obtained to Date on MLS Critical and Sensitive Areas Revised | May 1989 | Extensive computer modeling has been performed by Ohio University to investigate the effect on the MLS signal quality of ground based aircraft near MLS antennas. The results of this work are error contours which describe the regions near the MLS antennas where parked or taxiing aircraft will degrade the guidance signals. These error contours, then, have been generalized,and the resulting volumes of protection are presented for critical review. |
| 25-89TM | Evaluation of Aircraft Dimensions to Determine If Two Classes of Aircraft Are Adequate to Define the Critical Areas | May 1989 | Computer simulations and flight measurement validation have established volumes of protection that will be used for the determination of the MLS critical areas. Two types of aircraft, the B-747 representing the wide-body aircraft and the B-727 representing the standard aircraft, have been used to determine these protection volumes. This paper compares the aircraft dimensions which directly influence critical area requirements. A review of this material should determine if additional aircraft classes need to be considered in the critical areas analysis work. |
| 18-90TM | Development of Microwave Landing Systems (MLS) Elevation Antenna Critical Area Requirements: An Analysis of Errors Caused by Parked and Taxiing Aircraft | September 1989 | In this report, generalized areas are defined where interfering ground aircraft can cause errors exceeding budget allocations. Simulation data, presented as error contour plots, are the major basis for the development of the generalized areas. The study involved elevation antennas with beamwidths of 1.0 and 1.5 degrees and, modeled a Boeing B-747 and a B-727 as the interfering aircraft. Also, site dependent considerations are identified which may permit the reduction of these areas at some location. This report was originally presented to the All Weather Operations Panel, Working Group A, as AWOP-WG/A-WP/234 (Amsterdam). |
| 21-90TM | MLS Critical Areas: Azimuth Requirements for Basic Approach Profiles | November 1989 | Refinements to the azimuth critical and sensitive area definitions for basic procedures are presented. This paper was presented to the All Weather Operations Panel, Working Group A, as WP/183 (Amsterdam). |
| 22-90TM | MLS Critical Areas: Azimuth Requirements for Computed-Centerline Approach Profiles | November 1989 | Azimuth critical and sensitive area definitions required to support the computed-centerline procedure are presented. This paper was originally presented to the All Weather Operations Panel as AWOP-WG/A-WP/185. |
| 45-90TM | MLS Critical Areas: Azimuth Requirements for Computed-Centerline Approach Profiles | November 1989 | Azimuth critical and sensitive area definitions required to support the computed-centerline procedure are presented. This Technical Memorandum was prepared to report on work in progress. Ref: AWOP-WP/501, AWOP-WG/A-WP/98, /133, /138, /139, /179 |
| 46-90TM | MLS Critical Areas: Azimuth Requirements for Advanced Approach Profiles | November 1989 | Revised minimum heights, for off-centerline approach profiles and a normally sited azimuth antenna, are presented. The revised minimum heights resulted from relaxing the error criteria used in a previous study. |
| 23-89TM | Discussion of Azimuth Critical Area Requirements for Rotated Azimuth Approach Profiles | May 1989 Revised April 1990 | Simulations have been performed to investigate azimuth critical area requirements related to the rotated azimuth procedure. The simulation results are presented as error contour plots. Analysis of the data verifies that the size and shape of the azimuth volume of protection are not affected by angular rotation of the approach profile. Furthermore, the azimuth volume of protection for the rotated azimuth procedure can be obtained by angular rotation of the azimuth volume of protection for the standard straight-in approach procedure. Note: This technical memorandum was originally published as AWOP-WG/A-WP/139. Since that publishing, additional data have become available and are included in this technical memorandum. |
| 91-20TM | Development of Guidance Material for Determining Azimuth Critical and Sensitive Areas for the Computed Centre Line Procedure Development of Guidance Material for Determining Azimuth Critical and Sensitive Areas for the Computed Centre Line Procedure | June 1991 June 1991 | This paper presents a refined version of the methodology presented at Amsterdam for determining the azimuth critical and sensitive areas needed for the computed centre line procedure. The methodology is successfully verified with simulation data and shown to be conservative. Subsequently, a simplified approach based on that methodology is presented and shown to provide reasonable estimates of the critical and sensitive areas needed to protect the computed centre line procedure. |
| 92-73TM | MLS Azimuth and Elevation Volumes of Protection | October 1992 | This paper presents simulation data used in conjunction with the MLS critical area error budgets proposed by ICAO to develop azimuth and elevation volumes of protection. These volumes of protection define the region which, if penetrated by an aircraft, could result in unacceptable derogation of the MLS guidance signals. Results of work to validate the simulation data with actual flight data are also presented. |
| 92-74TM | MLS Critical Area Criteria Development and Refinement | October 1992 | This paper presents information regarding the development of critical area criteria for MLS Azimuth and Elevation equipment. The refinement of criteria for centerline approaches is based on simulations with more realistic aircraft silhouettes in the MLS Mathematical Model. Also, criteria are presented for curved, segmented and computed-centerline approaches. |
