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STANAG 3374
STANAG 3374 flight inspection of navigation and approach aids
Flight-inspection units and the airfield and navaid maintenance organisations that keep NATO radio and radar navigation and approach aids calibrated.
STANAG 3374 (AEtP-1) is the NATO agreement setting the methods, tolerances and flight manoeuvres for flight-inspecting NATO's radio and radar navigation and approach aids. NATO has not released it publicly; this page describes it from the Czech implementation, ČOS 584101.
- Edition
- 7
- Published
- 2015-03-17
NATO has not released this STANAG publicly. It is NATO UNCLASSIFIED, and organisations that need it obtain it through their national standardization authority.
What it is
STANAG 3374 is the NATO Standardization Agreement on flight inspection of NATO radio/radar navigation and approach aids. Edition 7, promulgated in March 2015 under NATO's AVC, ATM-CNS AG and ACNST WG, covers the publication AEtP-1, edition E. Its purpose, as the Czech implementation puts it, is to define the methods, tolerances and flight manoeuvres for flight-inspecting NATO's ground-based radio and radar navigation and approach aids, so as to ensure the equivalence of navigational aids in a multinational military environment and interoperability between nations' flight-inspection resources.
NATO has not released STANAG 3374 or AEtP-1 publicly. This page describes them from a public national implementation, the Czech defence standard ČOS 584101 (3rd edition, 2017), which states that it introduces STANAG 3374 edition 7 and AEtP-1(E) into Czech use for the ground navaids in service with the Czech armed forces. A national implementation can add national requirements and reservations, so treat what follows as the Czech implementation's content, not as NATO's own text.
What the Czech implementation requires
ČOS 584101 recognises three kinds of flight inspection: a full inspection after a navaid is installed and before it enters service, a routine periodic inspection that checks for signal drift and confirms safe obstacle clearance, and an unscheduled inspection triggered by a disputed accuracy, an equipment change, an environmental change, a user complaint or an aircraft accident. It sets recommended maximum intervals between periodic inspections: 180-360 days for a stationary ILS, MLS or precision approach radar and 90-180 days for a mobile one; 360-720 days for a stationary VOR and 180-720 days for a stationary TACAN, both 90-360 days if mobile. Intervals are tightened whenever a navaid's technical parameters become questionable. Personnel performing flight inspection must be qualified in their specialism, and the inspection aircraft needs calibrated receivers, analysers and recording equipment.
The checks required per navigation aid
ČOS 584101 sets, for each type of navaid, a table of the minimum parameters to check at post-installation and at periodic inspection. A VOR is checked for radial alignment, reference radial, coverage, course signal structure, modulation, identification and receiver checkpoints; an ILS localiser and glidepath for course-line accuracy, signal structure, modulation, polarisation and monitoring; a TACAN, DME transponder, NDB, primary and secondary surveillance radar and UHF/VHF direction finder for their own accuracy, coverage and identification parameters; and a PAPI, VASI or approach lighting system for glide angle, light intensity, colour, symmetry and range. Where a parameter is covered by ICAO standards, ČOS 584101 cites the relevant clause of ICAO Annex 10 or Doc 8071. TACAN and MLS, which ICAO's manual does not cover, are given their own detailed methodologies in the standard's annexes.
How we help
A supplier bound by STANAG 3374 through a contract holds the obtained text through its national authority. In ComplyTrain you record the requirements that apply to you as your own requirements, give each an owner, and keep the evidence that shows you meet them against each one.
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