Dme Concept

September 2010

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bykgkckn ,Òkjr
Civil Aviation Training College
ALLAHABAD,INDIA

INDEX
Chapter Name Page. No.
1) INTRODUCTION 1
2) DME CONCEPTS 7
3) DME Terminologies 21
4) ICAO SPECIFICATIONS FOR DME 23
5) MONITOR AND CONTROL 37

Chapter 1 INTRODUCTION
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) 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
ukxj foekuu izf’k{k.k dkyst bykgkckn Page 1 of 42

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 dependant 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 THE SYSTEM FREQUENCY BAND POWER RANGE

EQUIPMENT (IN WATTS) (NM)
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
Medium Range Aids:
NAME OF THE SYSTEM FREQUENCY BAND POWER RANGE

EQUIPMENT (IN WATTS) (NM)
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.
Figure 1.1 Rho-Theta Navigation Systems

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 with the VHF frequencies used by the
VOR/Localiser 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 organisations 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.
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 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.
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 summarised as follows:
• For operational reasons
• As a complement 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; these makes
are currently in use at various installations of AAI.

Chapter 2 DME Concepts
DME CONCEPTS
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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Page 7 of 41
IDENT CODE
Rx
REPLY
DUPLEXER TIMING
1
CIRCUIT
DISTANCE
Tx INDICATOR
(NM)
INTEROGATOR (AIRBORNE)
INTERROGATION
ANTENNA
DUPLEXER
Tx Rx
DECODER
DELAY,
ENCODER
IDENT
TRANSPONDER
Figure 2.1 Basic Block Diagram of DME System

Page 8 of 41
DISTANCE INDICATION
TIME MEASUREMENT
4
TIMING
CIRCUITS
AIRBORNE
INTROGATOR
TRANSMITTER RECEIVER
INTERROGATION
PULSES
AIR-GROUND GROUND-AIR
CHANNEL CHANNEL
REPLY PULSES
3
RECEIVER TRANSMITTER
GROUND 2
TRANSPONDER AUTOMATIC TRIGGERING
(BEACON)
Figure 2.2 Elements of DME System
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

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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.
2.1 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
2.3.1 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.
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

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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 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.
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.

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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.
Pulse envelope
c e
A
o.9A
Voltage amplitude (A)
b f
o.5A
a g
o.3A
h i
o.1A
0.05A
Time
Tr Tpr Td
Fig. 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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0.3A
h
0.05A
0 Partial Time
rise time
Virtual origin
Fig 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 3.4
ii. Pulse rise time
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 trailing edge of the pulse envelop, i.e. between points e and i.

Page 14 of 41
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
Fig 3.6 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

Page 15 of 41
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.
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.
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

Page 16 of 41
regularly activate high power transmitters using Klystrons for example to

increase the mean time before failures (MTBF)).
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 gain of the receiver until the weaker, more
distant, aircraft are excluded from the transponder, 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.
Each operational DME is identified by a 2- or 3- character long Morse code

message, which is transmitted at regular intervals. During this time, the

Page 17 of 41
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).

Page 18 of 41
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

Page 19 of 41
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.

Page 20 of 41
Chapter 3 DME Terminologies
DME Terminologies (What, Why & How)

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 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.
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.
Page 22 of 42

Chapter 3 DME Terminologies
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 Repition 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.
Page 23 of 42

Chapter 4 ICAO SPECIFICATION
ICAO SPECIFICATIONS FOR DME
To ensure safety, regularity and efficiency of international civil aviation

operations, international standardisation is essential in all matters affecting
them such as the operation of aircraft, aircraft airworthiness and the
numerous facilities and services required in their support such as
aerodromes, telecommunications, navigational aids, air traffic services etc.
A common understanding among the countries of the world on these
matters is absolutely necessary.
To achieve the highest practicable degree of uniformity whenever this will

facilitate and improve air safety, efficiency and regularity, the ICAO
Council adopts International Standards and Recommended Practices
(SARPS) and approves procedures for the safety, regularity and efficiency
of air navigation. The necessary standardisation has been achieved by the
ICAO primarily through the creation, adoption and amendment, by the
ICAO Council, as Annexes to the Convention on International Civil
Aviation known as SARPS. The standard is a specification the uniform
application of which is necessary for the safety or regularity of
international civil air navigation while the recommended practices are
agreed to be desirable but not essential. Annex 10 specifies the SARPS in
respect of Aeronautical Telecommunications. The specifications for UHF
Distance Measuring Equipment (DME) as specified in Annex 10, Volume I,
Chapter 3, Section 5 are discussed in this handout.
4.1 GENERAL SPECIFICATIONS OF DME SYSTEM
Following are the general specifications for DME.
a. The DME system shall provide for continuous and accurate indication
in the cockpit of the slant range of an equipped aircraft from an
equipped ground reference point.
b. The system shall comprise two basic components, one fitted in the
aircraft, the other installed on the ground. The aircraft component shall
be referred to as the interrogator and the ground component as the
transponder.
c. In operation, interrogators shall interrogate transponders, which shall,

in turn, transmit to the interrogator replies synchronized with the
interrogations, thus providing means for accurate measurement of
distance.
d. DME function can be combined with an ILS, MLS or VOR for the
purpose of constituting a single facility.

Page 24 of 42
4.2 Standards for Associating DME with other NAVAIDS
As already stated DME function can be combined with an ILS, MLS or

VOR. How ever, the DME can be considered to be associated with
another NAVAID facility only when both the facilities are:
Operated on a standard frequency pairing;
Co-located within the limits prescribed for associated facilities; and
Complying with the identification provision.
4.3 DME SYSTEM CHARACTERISTICS
This section describes the DME system characteristics in respect of

Performance, Radio frequencies, Polarisation, Channelling, Interrogation
pulse repetition frequency, Aircraft handling capacity of the system and
Transponder identification.
4.4 Performance
a. Range
The system shall provide a means of measurement of slant range distance

from an aircraft to a selected transponder to the limit of coverage
prescribed by the operational requirements for the selected transponder.
(e.g. - Low/High Power with ILS/VOR respectively)
b. Coverage
When associated with a VOR, DME/N coverage shall be at least that of the
VOR to the extent practicable.
When associated with an ILS, DME/N coverage shall be at least that of the
respective ILS azimuth angle guidance coverage sectors.
c. Accuracy
System Accuracy.
The accuracy standards specified herein shall be met on a 95% probability

basis.
Note: The total system limits include errors from all causes such as those
from airborne equipment, ground equipment, propagation and random
pulse interference effects.

Page 25 of 42
DME/N accuracy.
For DMEs installed after 1989, at distances of from zero to 370 km (200
NM) from the transponder, dependent upon the particular service
application, the total system error, excluding reading error, should be not
greater than ±370 m (0.2 NM) or ±0.25% of distance measured,
whichever is the greater, at least 95 percent of the time.
Note: This system accuracy is predicated upon the achievement of an

airborne interrogator error contribution of not more than ±310m (0.17 NM).
4.5 Radio frequencies and polarisation
The system shall operate with Vertical Polarisation in the frequency band
960 MHz to 1215 MHz. The interrogation and reply frequencies shall be
assigned with 1 MHz spacing between channels.
4.6 Channelling
DME operating channels shall be formed by pairing interrogation and

reply frequencies and by pulse coding on the paired frequencies.
4.7 Interrogation pulse repetition frequency
The interrogator average pulse repetition frequency (PRF) shall not

exceed 30 pairs of pulses per second, based on the assumption that at
least 95% of the time is occupied for tracking.
If it is desired to decrease the time of search, the PRF may be increased

during search but shall not exceed 150 pairs of pulses per second.
When, after a time period of 30 seconds, tracking has not been

established the pulse pair repetition frequency shall not exceed 30 pulse
pairs per second thereafter.
4.8 Aircraft handling capacity of the System
The aircraft handling capacity of transponders in an area shall be

adequate for the peak traffic of the area or 100 aircraft, whichever is the
lesser.
Recommendation - Where the peak traffic in an area exceeds 100

aircraft the transponder should be capable of handling that peak traffic.
4.9 Transponder identification
All transponders shall transmit an identification signal in one of the

following forms as required:

Page 26 of 42
And "independent" identification consisting of coded (International

Morse Code) identification pulses, which can be used with all
transponders;
An "associated" signal which can be used for transponders specifically

associated with a VHF navigation facility which itself transmits an
identification signal.
Both systems of identification shall use signals, which shall consist of the
transmission for an appropriate period of a series of paired pulses
transmitted at a repetition rate of 1,350 pulse pairs per second, and shall
temporarily replace all reply pulses that would normally occur at that time.
These pulses shall have similar characteristics to the other pulses of the
reply signals.
Reply pulses shall be transmitted between key down times.
The characteristics of the "independent" identification signal shall be as

follows:
o The identify signal shall consist of the transmission of the beacon code
in the form of dots and dashes (International Morse Code) of identity
pulses at least once every 40 seconds, at a rate of at least 6 words
per minute; and
o The identification code characteristic and letter rate for the DME
transponder shall conform to the following to ensure that the maximum
total key down time does not exceed 5 seconds per identification code
group. The dots shall be time duration of 0.1 second to 0.160 second.
The dashes shall be typically 3 times the duration of the dots. The
duration between dots and/or dashes shall be equal to that of one dot
±10%. the time duration between letters or numerals shall not be less
than three dots. The total period for transmission of an identification
code group shall not exceed 10 seconds.
Note: The tone identification signal is transmitted at a repetition rate of

1,350 pps. This frequency may be used directly in the airborne
equipment as an aural output for the pilot, or other
frequencies may be generated at the option of the
interrogator designer.
The characteristics of the "associated" signal shall be as follows:
When associated with a VHF facility, the identification shall be

transmitted in the form of dots and dashes (International Morse Code)
as described above and shall be synchronized with the VHF facility
identification code;

Page 27 of 42
Each 40-second interval shall be divided into four or more equal

periods, with the transponder identification transmitted during one
period only and the associated VHF facility identification, where these
are provided, transmitted during the remaining periods.
Identification Implementation
The "independent" identification code shall be employed wherever a

transponder is not specifically associated with a VHF navigational facility.
Wherever a transponder is specifically associated with a VHF navigational

facility, identification shall be provided by the "associated" code.
When voice communications are being radiated on an associated VHF

navigational facility, an “associated” signal from the transponder shall not
be suppressed.
4.10 DETAILED TECHNICAL CHARACTERISTICS OF

TRANSPONDER AND ASSOCIATED MONITOR.
4.10.1 Transmitter
a. Frequency of operation.
The transponder shall transmit on the reply frequency appropriate to the

assigned DME channel. This frequency is selected from the bands:
For the initial 63 channels
962 MHz - 1024 MHz for X - channels
1088 MHz - 1150 MHz for Y - channels
For the next 63 channels
1151 MHz - 1213 MHz for X - channels
1025 MHz - 1087 MHz for Y – channels
b. Frequency stability.
The radio frequency of operation shall not vary more than ±0.002% from
the assigned frequency.

Page 28 of 42
c. Pulse shape.
A waveform similar to Gaussian in shape in time domain is used for the

DME pulses. Because of its shape there is less sideband energy radiated
therefore less interference with other DMEs operating on adjacent
channels. The true Gaussian waveform is a symmetrical bell-shaped
statistical curve by squaring the amplitude at each point in time of a sine
wave. The resultant will be a cosine-squared waveform, which will be in
close approximation of a Gaussian waveform as shown in fig 4.1
Pulse envelope
d
c e
A
o.9A
b f
o.5A
o.3A
a g
h
o.1A
0.05A
o
Time
Figure 4.1 Pulse Shape
Figure 4.1 shows the Pulse Shape. The following shall apply to all radiated pulses
Pulse rise time shall not exceed 3 microseconds.
Pulse duration/width shall be 3.5 microseconds ±0.5 microsecond.
Pulse decay time shall nominally be 2.5 microseconds but shall not
exceed 3.5 microseconds.

Page 29 of 42
The instantaneous amplitude of the pulse shall not, at any instant

Between the point of the leading edge, which is, 95% of maximum
amplitude and the point of the trailing edge which is 95% of the
maximum amplitude, fall below a value which is 95% of the maximum
voltage amplitude of the pulse.
i
0.3A
h
0.05A
0 Partial Time
rise time
Virtual origin
Fig 4.2 DME Pulse
Note1: The time "during the pulse" encompasses the total interval from the
beginning of pulse transmission to its end. For practical reasons this interval
may be measured between the 5% points on the leading and trailing edges of
the pulse envelope.
Note2: The power contained in the frequency band specified above is the
average power during the pulse. Average power in a given frequency band is
the energy contained in this frequency band divided by the time of pulse
transmission according to Note 1.
d. Pulse spacing
The spacing of the constituent pulses of transmitted pulse pairs shall be as

given below:

Page 30 of 42
Channel X-12 microseconds
Channel Y-30 microseconds
Where X and Y are Channel Suffix. The tolerance on the pulse spacing shall
be ±0.25 microsecond.
Recommendation. The tolerance on the DME/N pulse spacing should be

±0.10 microsecond.
The pulse spacing shall be measured between the half voltage points on
the leading edges of the pulses.
e. Peak power output
The peak equivalent Isotropically radiated power shall not be less than that
required to ensure a peak pulse power density of minus 89 dBW/m2 under
all operational weather conditions at any point within coverage limits of the
facility.
Note: Although the Standard stated above implies improved

interrogator receiver sensitivity, it is intended that the power density of
minus 83 dBW/m2 be available at the maximum specified service
range and level.
The peak power of the constituent pulses of any pair of pulses shall not differ
by more than 1 dB.
Recommendation. The reply capability of the transmitter should be such

that the transponder should be capable of continuous operation at a
transmission rate of 2,700 ±90 pulse pairs per second (if 100 aircraft are to
be served)
The transmitter shall operate at a transmission rate, including randomly

distributed pulse pairs and distance reply pairs, of not less than 700 pulse
pairs per second except during identity.
The minimum transmission rate shall be as close as practicable to 700 pulse

pairs per second.
f. Spurious radiation
During intervals between transmission of individual pulses, the spurious

power received and measured in a receiver having the same characteristics
as a transponder receiver, but tuned to any DME interrogation or reply
frequency, shall be more than 80 dB below the peak pulse power received
and measured in the same receiver tuned to the reply frequency in use during
the transmission of the required pulses. This provision refers to all spurious
transmissions, including modulator and electrical interference.

Page 31 of 42
4.10.2 Receiver
a. Frequency of operation
The receiver centre frequency shall be the interrogation frequency appropriate

to the assigned DME operating channel.
b. Frequency Stability
The centre frequency of the receiver shall not vary more than ±0.002% from
the assigned frequency.
c. Transponder sensitivity
In the absence of all interrogation pulse pairs, with the exception of those
necessary to perform the sensitivity measurement, interrogation pulse pairs
with the correct spacing and nominal frequency shall trigger the transponder if
the peak power density at the transponder antenna is at least minus 103
dBw/m2 for DME/N.
The minimum power densities specified above shall cause the transponder to
reply with an efficiency of at least 70% for DME/N.
Dynamic range. The performance of the transponder shall be maintained

when the power density of the interrogation signal at the transponder antenna
has any value between the minimum specified in above up to a maximum of
minus 22 dBW/m2 when installed with ILS or MLS and minus 35 dBW/m2
when installed for other applications.
The transponder sensitivity level shall not vary by more than 1 dB for
transponder loadings between 0 and 90% of its maximum transmission rate.
When the spacing of an interrogator pulse pair varies from the nominal value
by up to ±1 microsecond, the receiver sensitivity shall not be reduced by more
than 1 dB.
d. Sensitivity reduction.
Recommendation. When transponder loading exceeds 90% of the maximum

transmission rate, the receiver sensitivity should be automatically reduced in
order to limit the transponder replies, so as to ensure that the maximum
permissible transmission rate is not exceeded. (The available range of
sensitivity reduction should be at least 50 dB.)
e. Noise
When the receiver is interrogated at the power densities specified above to

produce a transmission rate equal to 90% of the maximum, the noise
generated pulse pairs shall not exceed 5% of the maximum transmission
rate.

Page 32 of 42
f. Bandwidth
The minimum permissible bandwidth of the receiver shall be such that the
transponder sensitivity level shall not deteriorate by more than 3 dB when the
total receiver drift is added to an incoming interrogation frequency drift of ±100
kHz.
The receiver bandwidth shall be sufficient to allow compliance with the data
specified above when the input signal are those specified in Signals greater
than 900 kHz removed from the desired channel nominal frequency and
having power densities up to the values specified for DME/N shall not trigger
the transponder. Signals arriving at the intermediate frequency shall be
suppressed at least 80 dB. All other spurious response or signals within the
960 MHz to 1,215 MHz band and image frequencies shall be suppressed at
least 75 dB.
g. Recovery time
Within 8 microseconds of the reception of a signal between 0 dB and 60 dB

above minimum sensitivity level, the minimum sensitivity level of the
transponder to a desired signal shall be within 3 dB of the value obtained in
the absence of signals. This requirement shall be met with echo suppression
circuits, if any, rendered inoperative.
h. CW and echo suppression.
Recommendation. CW and echo suppression should be adequate for the

sites at which the transponders will be used.
Note: In this connection, echoes mean undesired signals caused by

multipath transmission (reflections, etc.).
Out-of-band spurious radiation. At all frequencies from 10 to 1,800 MHz,

but excluding the band of frequencies from 960 to 1,215 MHz, the spurious
output of the DME transponder transmitter shall not exceed minus 40 dBm in
any one kHz of receiver bandwidth.
i. Protection against interference.
Recommendation. Protection against interference outside the DME

frequency band should be adequate for the sites at which the transponders
will be used.
4.11 Decoding
The transponder shall include a decoding circuit such that only pairs of
received pulses having pulse duration and pulse spacings appropriate to
interrogator signals can trigger the transponder.

Page 33 of 42
The decoding circuit performance shall not be affected by signals arriving

before, between, or after, the constituent pulses of a pair of the correct
spacing.
Decoder rejection
An interrogation pulse pair with a spacing of ±2 micro seconds, or more,

from the nominal value and with any signal level up to the value specified
shall be rejected such that the transmission rate does not exceed the value
obtained when interrogations are absent.
4.12 Time delay
When a DME is associated only with a VHF facility, the time delay shall be the
interval from the half voltage point on the leading edge of the first constituent
pulse of the interrogation pair and the half voltage point on the leading edge of
the first constituent pulse of the reply transmission. This delay shall be 50
microseconds, when it is desired that aircraft interrogators are to indicate
distance from the transponder site.
Recommendation. For the DME/N the transponder time delay should be

capable of being set to an appropriate value between the nominal value of the
time delay minus 15 microseconds and the nominal value of the time delay, to
permit aircraft interrogators to indicate zero distance at a specific point remote
from the transponder site.
4.13 Accuracy
The transponder shall not contribute more than ±1 microsecond (150 m (500
ft)) to the over-all system error.
4.14 Efficiency
The transponder reply efficiency shall be at least 70% for DME/N at all values
of transponder loading up to the maximum loading and at the minimum
sensitivity level specified.
Note: 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.
4.15 Transponder receiver dead time
The transponder shall be rendered inoperative for a period normally not to

exceed 60 microseconds after a valid interrogation decode has occurred.
In extreme cases when the geographical site of the transponder is such as to

Page 34 of 42
produce undesirable reflection problems, the dead time may be increased but
only by the minimum amount necessary to allow the suppression of echoes
for DME/N.
4.16 Monitoring and control
Means shall be provided at each transponder site for the automatic monitoring
and control of the transponder in use.
Monitoring action
In the event that either
The transponder delay differs from the assigned value by 1 microsecond (150
m (500 ft)) or more;
OR
In the case of DME/N associated with a landing aid, the transponder delay
differs from the assigned value by 0.5 microsecond (75 m (250 ft)) or more.
Then the monitor shall cause the following action to take place:
A suitable indication shall be given at a control point;
The operating transponder shall be automatically switched off; and
The standby transponder, if provided, shall be automatically placed in

operation.
Recommendation 1. The monitor should cause the actions specified above

if the spacing between the first and second pulse of the transponder pulse
pair differs from the nominal value specified by 1 microsecond or more.
Recommendation 2. The monitor should also cause a suitable indication to

be given at a control point if any of the following conditions arise.
A fall of 3 dB or more in transponder transmitted power output;
A falls of 6 dB or more in minimum transponder receiver sensitivity

(provided that this is not due to the action of the receiver automatic gain
reduction circuits);
The spacing between the first and second pulse of the transponder reply
pulse pair differs from the normal value by 1 microsecond or more;
Variation of the transponder receiver and transmitter frequencies beyond

the control range of the reference circuits (if the operating frequencies are
not directly crystal controlled).

Page 35 of 42
Means shall be provided so that any of the conditions and malfunctioning

enumerated above which are monitored can persist for a certain period before
the monitor takes action. This period shall be as low as practicable, but shall
not exceed 10 seconds, consistent with the need for avoiding interruption,
due to transient effects, of the service provided by the transponder.
The transponder shall not be triggered more than 120 times per second for
either monitoring or automatic frequency control purposes, or both.
4.17 TECHNICAL CHARACTERISTICS OF TEST INTERROGATOR
For the purpose of continuous monitoring and control of the DME

Transponder a Test Interrogator is employed. The Test Interrogator must
ensure that:
It does not jeopardize the effective operation of the DME system, e.g. by
increasing transponder loading abnormally; and
It is capable of giving accurate parameter readings.
The Test Interrogator simulates the function of the aircraft interrogator. It

consists of a transmitter, which interrogates the transponder at a constant rate
not exceeding 120 Hz. The reply pulses to these test interrogations from the
transponder are collected by the receiver section of the Test Interrogator to
check the validity of the critical DME Parameters such as the Time Delay,
Pulse Width, and Pulse Separation etc.
4.17.1 Transmitter
The Test interrogator shall transmit on the interrogation frequency appropriate

to the assigned DME Transponder.
Note: This specification does not preclude the use of airborne

interrogators having less than the total number of operating channels.
b. Frequency stability
The radio frequency of operation shall not vary more than ±100 kHz from the
assigned value.
c. Pulse shape and spectrum
The pulse shape and spectrum is similar to that of the Transponder

Page 36 of 42
d. Pulse spacing
The spacing of the constituent pulses of transmitted pulse pairs shall be as

given below:
Channel X-12 microseconds
Channel Y-36 microseconds
Where X and Y are the Channel Suffix. The tolerance on the pulse spacing
shall be ±0.5 microsecond.
The pulse spacing shall be measured between the half voltage points on the
leading edges of the pulses.
e. Pulse repetition frequency
The pulse repetition frequency shall be not more than 12 Hz. The variation in
time between successive pairs of interrogation pulses shall be sufficient to
prevent false lock-on.
4.17.2 Receiver
The receiver centre frequency shall be the transponder transmit frequency

appropriate to the assigned DME channel
b. Signal Processing
The receiver should be capable of detecting the reply pulses and processing
them to extract the values of the following DME parameters accurately:
i. Transponder Delay
ii. Pulse Separation
iii. Reply Efficiency
iv. Reply Rate etc.

Page 37 of 42
Chapter 5 Monitor and Control
MONITOR AND CONTROL

5.1 ICAO Specifications and monitoring guidelines
The basic radar principles on which DME functions are such that the accuracy of
its distance indications is essentially independent of the ground equipment
radiated field pattern. Consequently, the determination of correct ground
equipment performance can largely be made with the ground monitoring and
maintenance equipment in accordance with the procedures outlined in the
manuals of the individual DME transponder manufacturers.
Means shall be provided at each transponder site for the automatic monitoring
and control of the transponder in use.
OR

operation.
Recommendation 1. The monitor should cause the actions specified above

if the spacing between the first and second pulse of the transponder pulse
pair differs from the nominal value specified by 1 microsecond or more.
Recommendation 2. The monitor should also cause a suitable indication to

be given at a control point if any of the following conditions arise.
A fall of 3 dB or more in transponder transmitted power output;
A fall of 6 dB or more in minimum transponder receiver sensitivity (provided

that this is not due to the action of the receiver automatic gain reduction
circuits);
variation of the transponder receiver and transmitter frequencies beyond the

control range of the reference circuits (if the operating frequencies are not
directly crystal controlled).

Page 38 of 42
Means shall be provided so that any of the conditions and malfunctioning

enumerated above which are monitored can persist for a certain period before
the monitor takes action. This period shall be as low as practicable, but shall
not exceed 10 seconds, consistent with the need for avoiding interruption,
due to transient effects, of the service provided by the transponder.
The transponder shall not be triggered more than 120 times per second for
either monitoring or automatic frequency control purposes, or both.
5.2 Parameters Monitored

The monitor module takes its input signals from the associated Test Interrogator
module and the antenna pick-up probe and applies a "pass-fail" check on each
monitored parameter. A "pass-fail" output for each parameter is wired to the
controller, which initiates an alarm or control action as necessary.
The six monitored parameters are divided into Primary and Secondary
categories. Primary parameters are defined as those, which could, if at fault,
give, rise to false guidance information. All other monitored parameters are
defined as secondary.
The Primary Parameters are:
Transponder Delay
Transponder Pulse Separation.
The Secondary Parameters are:
Transponder Efficiency
Transponder Minimum Reply Rate
Transponder Power Output ERP
Transponder Ident.
5.3 Tolerances for alarm

The tolerances shown are from Annex 10 and the paragraphs listed should be
referred to for more specific detail.

Page 39 of 42
SUMMARY OF TESTS AND TOLERANCES
Parameters Specifications Periodicity
Pulse spacing Nominal spacing
Mode X Channels = 12 ± 0.25

microseconds
Mode Y Channels = 30 ± 0.25
microseconds
Peak power output Not less than that power necessary to

provide the recommended signal power
density at the minimum service altitude at
the maximum service radius specified for
the facility.
Variation of peak Less than 1 db
power of the
constituent pulses of
any pair of any pair of
pulses
Correspondence of ± 0.5 db
peak power radiated
by any pair of pulses
TIME DELAY 50 microsecond*** ± 0.5 microsecond
IDENTIFICATION Clear, undistorted and without background
Morse signal noise
Repetition rate of At least once every 30 seconds
identity signal
Synchronization with During each 30 second interval one DME
identification code of identification alternating with 3 or more
associated facility identifications of the associated facility

Page 40 of 42
Transponder time ± 1 microsecond of the nominal value

delay (generally 50 microseconds)
Power output A fall of less than 3 db, referred to power

output at time of commissioning
Receiver sensitivity A rise of less than 6 db in the minimum

triggering level (except in the case of
transponder overloading)
(Alternatively, deterioration in transponder
minimum triggering level to all values less
than required for the facility.
Note: The monitor interrogation level

should be adjusted to provide a receiver
input which, after taking antenna gain and
transmission line losses into account,
corresponds to the minimum triggering
level required for the facility)
Space between the ± 1 microsecond of the nominal value (12

pulse of a pulse pair or 30 microseconds)
Pulse repetition 2700 pps ± pps(2) if the transponder is

frequency designed to operate at 2700 pps
regardless of its loading, or not less than
700 pps for other transponders.
***This value may be set at between 35 and 50 microseconds to enable the airborne
interrogator to indicate the distance in relation to a reference point other than the
transponder (e.g. a DME associated with an ILS)

Page 41 of 42
5.4 CHANGEOVER ACTIONS AND SHUTDOWN
OR

operation.
5.5 Primary and Secondary Parameters
The Primary Parameters are:

• Transponder Delay
• Transponder Pulse Separation.
The Secondary Parameters are:

Transponder Efficiency
Transponder Minimum Reply Rate
Transponder Power Output ERP
Transponder Ident.
The Monitor Module continuously monitors each of these parameters. The

monitor module takes its input signals from the associated Test Interrogator
module and the antenna pick-up probe and applies a "pass-fail" check on each
monitored parameter. A "pass-fail" output for each parameter is wired to the
controller, which initiates an alarm or control action as necessary.

Page 42 of 42

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4) ICAO SPECIFICATIONS FOR DME 23

5) MONITOR AND CONTROL 37

CATEGORIZATION OF RADIO NAVIGATIONAL AIDS:

Radio navigational aids can be classified in different ways. The classification

According to service range, the radio navigational aids are broadly

a. Long Range navigational aids:

ukxj foekuu izf’k{k.k dkyst bykgkckn Page 1 of 42

aids, although aircraft equipped with corresponding receiving equipment can

b. Medium Range navigational aids:

c. Short Range navigational aids:

Short Range Aids:

NAME OF THE SYSTEM FREQUENCY BAND POWER RANGE

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

Medium Range Aids:

NAME OF THE SYSTEM FREQUENCY BAND POWER RANGE

VOR Homing & En- 112 – 118 MHz 100 200

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

ukxj foekuu izf’k{k.k dkyst bykgkckn Page 2 of 42

1.2 Navigation Fix:

The Rho-Theta Navigation System is based on the Polar coordinate system of

Figure 1.1 Rho-Theta Navigation Systems

Because the distance measurement taken by the aircraft DME receiver is

ukxj foekuu izf’k{k.k dkyst bykgkckn Page 3 of 42

1.3 HISTORY OF DME

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

1.4 PURPOSES AND USE OF DME

Distance Measuring Equipment is a vital navigational Aid, which provides a

Association of DME with VOR

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

ukxj foekuu izf’k{k.k dkyst bykgkckn Page 4 of 42

 For those facilities used in terminal areas for approach purposes or

Association of DME with ILS

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

a. When DME is used as an alternative to ILS marker beacons, the DME

b. In order to reduce the triangulation error, the DME should be sited to

c. The use of DME as an alternative to the middle marker beacon

The main purposes of DME installations are summarised as follows:

• For operational reasons

• As a complement to a VOR to provide more precise navigation service

o High air traffic density

• As an alternative to marker beacons with an ILS. When DME is used

• As a component of the MLS

USE OF DME INSTALLATION

The important applications of DME are:

ukxj foekuu izf’k{k.k dkyst bykgkckn Page 5 of 42

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

• Permit the use of multiple routes on common system of airways to

• Permit distance separation instead of time separation between aircraft

• Expedite the radar identification of aircraft; and

1.5 MODELS OF DME IN USE:

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2.1 Principles of operation of DME

2.1.1 Principles of Secondary Radar

In Secondary Radar system the targets' active participation is necessary

Secondary Radar system basically consists of two principle components

For those facilities used in terminal areas for approach purposes or