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Instrument Landing System (ILS) PDF
Instrument Landing System (ILS) PDF
Introduction:
The Instrument Landing System (ILS) provides an approach path for exact alignment and descent of an aircraft on nal
approach to a runway
The directional transmitters are known as the localizer, which provides lateral guidance and a glide slope which provides
vertical guidance
The ground equipment consists of two highly directional transmitting systems and, along the approach, three (or fewer)
marker beacons
Consists of 3 components:
Guidance Information: Localizer, glide slope
Range Information: Marker beacon, Compass Locators, Distance Measuring Equipment (DME)
Visual Information: Approach lights, touchdown and centerline lights, runway lights (help transition)
Other approaches use the same equipment but are similar to localizers, such as: Localizer Type Directional Aid Approaches
and Simplied Directional Facility Approaches
The system is not fool proof however, and so pilots must be aware of the factors which can cause ILS Distortion to ensure
you are receiving reliable signals
Guidance Information:
Localizer:
The localizer (LOC) provides lateral course guidance during an approach to landing
Instrumentation operates between 108 - 111.95 MHz, on one of 40 channels which transmits from a ground node
The approach course of the localizer is called the front course and is used with other functional parts, e.g., glide slope,
marker beacons, etc.
Some localizers may transmit the course line along the extended centerline of a runway, in the opposite direction
to the front course which is called the back course
Opposite ILS' are not in service simultaneously (i.e., the approach end of Runway 4 and the approach end of
Runway 22)
CAUTION:
Unless the aircraft's ILS equipment includes reverse sensing capability, when flying inbound on the back course it
is necessary to steer the aircraft in the direction opposite the needle deflection when making corrections from
off-course to on-course. This "flying away from the needle" is also required when flying outbound on the front
course of the localizer. Do not use back course signals for approach unless a back course approach procedure is
published for that particular runway and the approach is authorized by ATC
Adjusted for a course width of (full scale fly-left to a full scale fly-right) of 700' at the runway threshold
Vertical guidance is provided up to 18 NM from the antenna between 1,000' above the highest terrain along the course
line and 4,500' above antenna elevation
Lateral guidance [Figure 1]:
To 10 either side of the course along a radius of 18 NM from the antenna; and
From 10 to 35 either side of the course along a radius of 10 NM
NOTE:
Signals may be received outside of the advertised vertical and lateral limits, but are considered unreliable
Identication is in International Morse Code and consists of a three-letter identier preceded by the letter I (- -) transmitted
on the localizer frequency
3 letter id preceded by I (I-DAB)
The Morse code pattern is identied on the approach plate
Figure 1: Instrument Flying Handbook, Localizer Course
NOTE
The TCH for a runway is established based on several factors including the largest aircraft category that normally uses the
runway, how airport layout effects the glide slope antenna placement, and terrain. A higher than optimum TCH, with the same
glide path angle, may cause the aircraft to touch down further from the threshold if the trajectory of the approach is maintained
until the flare. Pilots should consider the effect of a high TCH on the runway available for stopping the aircraft
Range Information
Distance Measuring Equipment:
When installed with the ILS and specied in the approach procedure, DME may be used:
In lieu of the OM;
As a back course (BC) FAF; and
To establish other xes on the localizer course
In some cases, DME from a separate facility may be used within Terminal Instrument Procedures (TERPS) limitations:
To provide ARC initial approach segment;
FAF for BC approaches; and
Substitute for OM
Marker Beacons:
ILS marker beacons have a rated power output of 3 watts or less and an antenna array designed to produce an elliptical
pattern with dimensions, at 1,000 feet above the antenna, of approximately 2,400 feet in width and 4,200 feet in length
Airborne marker beacon receivers with a selective sensitivity feature should always be operated in the "low" sensitivity
position for proper reception of ILS marker beacons
Ordinarily, there are two marker beacons associated with an ILS, the OM and MM
Locations with a Category II ILS also have an Inner Marker (IM)
When an aircraft passes over a marker, the pilot will receive the indications [Figure 2]
The OM normally indicates a position at which an aircraft at the appropriate altitude on the localizer course will
intercept the ILS glide path
The MM indicates a position approximately 3,500 feet from the landing threshold. This is also the position where an
aircraft on the glide path will be at an altitude of approximately 200 feet above the elevation of the touchdown zone
The IM will indicate a point at which an aircraft is at a designated decision height (DH) on the glide path between the
MM and landing threshold
A back course marker normally indicates the ILS back course nal approach x where approach descent is commenced
Precision radar or compass locators (OM, MM) may be substituted for marker beacons
DME, when specied in the procedure, may be substituted for the OM
Compass Locators:
Similar to an NDB, a compass locator is a low to medium powered beacon which is the precursor to modern day marker
beacons
Compass locators provide the same basic information to the pilot as a marker beacon
Compass locator transmitters are often situated at the MM and OM sites
The transmitters have a power of less than 25 watts, a range of at least 15 miles and operate between 190 and 535 kHz
At some locations, higher powered radio beacons, up to 400 watts, are used as OM compass locators
These generally carry Transcribed Weather Broadcast (TWEB) information
Compass locators transmit two letter identication groups
The outer locator transmits the rst two letters of the localizer identication group, and the middle locator transmits the
last two letters of the localizer identication group
Provide transition from en-route to approach phase
The transmitters have a power of less than 25 watts, a range of at least 15 miles and operate between 190 and 535 kHz
At some locations, higher powered radio beacons, up to 400 watts, are used as OM compass locators and usually
associated with TWEB
OM: First 2 letters of loc id group
MM: Last 2 letters of loc id group
Radar Vectors:
On dogleg to nal when within 5-7 NM of the FAF execute the above procedures accomplish the same procedures as above
starting with step 6
If above the localizer minimums and you lose glide-slope then you may request the localizer if you lost a localizer approach,
however if you lose glide-slope below localizer minimums go mist and if you lose the localizer in any situation, go missed
Conclusion:
Some nal approach xes may be designated with cross radials using VORs however de-selecting the ILS is NOT an
acceptable method of identifying the FAF
Where a complete ILS system is installed on each end of a runway; (i.e., the approach end of Runway 4 and the approach
end of Runway 22) the ILS systems are not in service simultaneously
Pilots should be aware of the possibility of momentary erroneous indications on cockpit displays when the primary signal
generator for a ground-based navigational transmitter is inoperative
Pilots should disregard any navigation indication, regardless of its apparent validity, if the particular transmitter was
identied by NOTAM or otherwise as unusable or inoperative
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References:
Aeronautical Information Manual (1-1-9) Instrument Landing System (ILS)
Aeronautical Information Manual (1-1-10) Simplied Directional Facility (SDF)
Aeronautical Information Manual (5-4-5) Instrument Approach Procedure Charts
Aeronautical Information Manual (5-4-13) ILS Approaches to Parallel Runways
Aeronautical Information Manual (5-4-14) Parallel ILS/MLS Approaches (Dependent)
Aeronautical Information Manual (5-4-15) Simultaneous Parallel ILS/MLS Approaches (independent)
CFI Notebook.net - Airport Markings and Signs
CFI Notebook.net - Airport Trafc Control Tower (ATCT)
Instrument Flying Handbook (9-35) Instrument Landing System (ILS)
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