Actually those are DMEs.

Look at the approach plate I referenced in the email I just sent--I  
just noticed something I missed...this statement:

"Procedure not available without DME I-TH or radar"

It's in the text box towards the top of the plate.

I missed this, because it's generally *not* done like this in the  
US...DME located just off the end of the runways. But it makes perfect  
sense--put a DME right off the departure end of the runway to give you  
a perfect reference for distance on the approach. Many times in the  
US, a DME will be located on the field, but not usually with the  
localizer (as it appears these might be.)

So those are not two localizers--they are DMEs. One (I-TH) would be  
for the ILS/DME/NDB RWY 24 approach, while the other would be for the  
approach for RWY 6. Check out this plate:

http://www.nats-uk.ead-it.com/aip/current/ad/EGPH/EG_AD_2_EGPH_8-1_en.pdf

...for the ILS/DME RWY 06. Note the I-VG DME associated with the  
108.90 MHz LOC frequency on that plate.


Sorry for two posts so quickly--I haven't used this stuff in a few  
years, so I'm a bit rusty...and of course the nomenclature is slight  
different than that on US approach plates.

TB


On Sep 15, 2009, at 5:11 PM, James Turner wrote:

>
> On 15 Sep 2009, at 22:59, Thomas Betka wrote:
>
>> But each LOC
>> on an airfield has it's own frequency
>
> This is where the problems start:
>
> http://www.nats-uk.ead-it.com/aip/current/ad/EGPH/EG_AD_2_EGPH_2-1_en.pdf
>
> IVG and ITH share the same frequency - 108.9Mhz, and there's some
> circuit/switch/etc in the tower to activate one DME/LOC/GS trio or the
> other.
>
> Aside from that, I think everything you said was correct - as ever, I
> am not a pilot.
>
> The good news is, I think I've come up with a more consistent
> heuristic (to make Curt happy!) than the current one.
>
> Regards,
> James
>
>
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