INSTRUMENT LANDING

SYSTEM
ILS
INTRODUCTION:

The instrument landing system (ILS) Is The Most

Accurate Approach Landing aid currently in use. The
system provides pilots with guidance in Bothe vertical
and the horizontal plamne, it even enables aircraft to
carry out auto landing. ILS is a precision approach
system because it gives guidance in Bothe planes.

ILS also provides the pilots visual indication in the

cockpit to enable to y the aircraft down with the help
of a predetermined glide path and an extended runway
centerline( localizer) to the minimums (DA/DH/MDA). At
the minimums the pilots decides to either conrtinue the
approach or execute a go around procedure (Missed
approach).
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ILS COMPONENTS:

This system requires suitable ground installations and airborne equipment. The ground installation
has three components namely

1. The localizer (LOC) : Gives guidance in the azimuth plane. LOC transmits in the VHF
band and is located 300m from the upwind end of the runway.

2. The GLIDE PATH (GP): transmits in the VHF band and is located 300m from the upwind
end of the runway

3. The MARKER BEACONS: transmits at the 75mhz in the VHF band. Includes the outer
marker (OM), middle marker (MM), and the inner marker(IM). These provide the pilots to
cross check the aircraft heights against range an d timing to the runway threshold.

Distance Measuring Equipment (DME) that is frequency paired with the ILS frequencies are
now increasingly provided to supplement or replace the range information provided by
marker beacons.
ILS Frequencies
Localizer
The Localizer operates in the VHF band between 108 and 111.975 MHz to provide 40 channels, e.g. 108.1 108.15;
108.3 108.35; 108.5 108.55 -111.95 MHz. This part of the frequency band is shared with VOR: the frequencies
allocated are odd decimals and odd decimals + 0.05 MHz.
Glide Path
The glide path operates in the UHF band between 329.15 and 335 MHz to provide 40 complementary channels.
e.g. 329.15, 329.3, 329.45, 329.6 - 335 MHz.
Markers
All markers transmit at 75 MHz. There is no interference problem as the radiation pattern is a narrow fan-shaped
vertical beam.
Frequency Pairing
The GP frequency is paired with the localizer and selection of the frequency is automatic. The localizer and glide
path transmissions are frequency paired in accordance with the list published at ICAO e.g. 108.1 MHz is paired with
334.7 MHz, and 111.95 MHz is paired with 330.95 MHz. The advantages of this are:
One switch activates both receivers - this reduces the pilot’s workload.
Frequency selection is made easier and quicker as there is only one to consider.
The potential for a wrong frequency selection is reduced.
Only one identi er is needed.
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DME Paired with ILS Channels
A DME that is frequency paired with an ILS supplements or replaces the range information from
markers/locators.
The DME ranges are zero referenced to the ILS runway threshold.
The DME is protected only within the ILS localizer service area up to 25 000 ft. When necessary and
noti ed, the DME is also used for published ‘SIDs’ and ‘STARs’. In such cases the DME coverage is
increased. The use of a DME outside the stated limits may give rise to errors
Marker Beacons

Two markers are required for each installation and a

third may be added if considered necessary at a
particular site. The radiation patterns for ILS marker
beacons is vertical and appears lens shaped or bone
shaped in plan view
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ILS Identi cation:
Separate identi cation is unnecessary for ILS localizer and glide path transmissions as the localizer
and glide path frequencies are paired. The selection of the localizer VHF frequency automatically
energizes the glide path receiver circuits.
The Ident on the localizer transmission is a 2 or 3 letter Morse signal at 7 groups/min. The rst letter is
usually “I”.
The identi cation is automatically suppressed if the ILS becomes unserviceable or is withdrawn. When
an ILS is undergoing maintenance, or is radiating for test purposes only, the identi cation coding will
either be removed completely or replaced by a continuous tone. Under these conditions no attempt
should be made to use the ILS as completely erroneous indications may be received.
Additionally, in some instances, because of an unserviceable glide path, the ILS may be radiating for
localizer approaches only, in which case the identi cation coding will be radiating. In this case ATC will
warn all users of this fact and no attempt should be made to use the glide path.
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Ground Monitoring of ILS Transmissions
Both the localizer and the glide path are automatically monitored by equipment located in an area of
guaranteed reception. This equipment will act when:
• The localizer at the reference datum shifts from the runway centre line by more than 35 ft for Cat I, 25
ft for Cat II or 20 ft for Cat III.
• The glide path angle changes more than 0.075 × basic glide path angle.
• There is a power reduction in output of more than 50% from any transmitter.

The monitoring unit will provide warning to a control point and cause any of the following to occur
before a standby transmitter is activated:
• Cessation of all radiation.
• Removal of identi cation and navigational components of the carrier.
• Cat II or III ILS may permit operation to the lower categories I or II
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ILS Coverage
Localizer
The localizer coverage sector extends from the transmitter to distances of:
25 NM (46.3 km) within plus or minus 10° from the centre line.
17 NM (31.5 km) between 10° and 35° from the centre line.
10 NM (18.5 km) outside ± 35° if coverage is provided.

These limits may be reduced to 18 NM within 10° sector and 10 NM within the remainder of the
coverage when alternative navigational facilities provide satisfactory coverage within the intermediate
approach area.
Glide Path
The glide path coverage extends from the transmitter to a distance of at least:
10 NM (18.5 km) in sectors of 8° in azimuth on each side of the centre line.
The vertical coverage is provided from 0.45θ up to 1.75θ above the horizontal where θ is the
promulgated glide path angle. The lower limit may be reduced to 0.3θ if required to safeguard the
promulgated glide path intercept procedure.
ILS Principle of Operation
1. Two Lobes with Different Modulations:
• The right-hand lobe (usually indicated in blue) is modulated at 150 Hz.
• The left-hand lobe (usually indicated in yellow) is modulated at 90 Hz.
• Both lobes are transmitted on the same VHF frequency.
2. Depth of Modulation (DoM):
The DoM increases as the aircraft deviates from the centerline. This means that the further away an
aircraft is from the centerline, the greater the amplitude of the respective modulation signal it receives.
3. Difference in Depth of Modulation (DDM):
• The ILS receiver in the aircraft compares the difference in the strength of the 90 Hz and 150 Hz
signals. This difference is called the **Difference in Depth of Modulation (DDM)**.
4. Needle Movement Based on DDM:
- If the aircraft is approaching the centerline from the right, it receives more of the 150 Hz signal,
causing the ILS vertical needle to de ect left, indicating the need to correct left.
- If the aircraft is approaching from the left, it receives more of the 90 Hz signal, causing the needle to
de ect right, signaling the need to correct right.
5. Zero DDM:
• When the signals from both lobes are balanced (DDM = 0), it means the aircraft is aligned with the
runway centerline, and the needle remains centered.
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Back Course ILS
There is a mirror image behind the localizer aerial so ILS indications are received on aircraft
equipment. Back Course ILS is used in some countries.
➡The back course ILS has the following disadvantages:
• The glide path indications are incorrect (they would, if used guide the aircraft to the wrong end of
the runway).
• The CDI needle (localizer) is sense reversed. (Flying to R/W).
• There are no range-check markers
Glide Slope
The glide slope UHF transmitter is located to one side of the runway approximately 200 m from the
runway edge, 300 m upwind of the threshold.
The same principle is used as for the localizer, but a UHF carrier wave is used and the lobes are in the
vertical plane. The upper lobe (large lobe) has a 90 Hz modulation, and the bottom lobe (small lobe)
has a 150 Hz modulation. The glide path, usually 3° (ICAO require glide path angle between 2° and
4°), is de ned where the DDM of the overlapping lobes is zero and the ILS indicator’s glide path
needle will indicate zero deviation.
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False Glide Slopes in ILS
De nition:
False glide slopes are paths where the **Difference in Depth of Modulation (DDM)** is zero, but these
paths are not the true ILS glide path. These false signals arise from repeated lobes, usually due to
environmental factors.
Causes of False Glide Slopes:
1. Metallic Structures and Ground Re ections:
• Objects near the glide slope transmitter, such as buildings or other metallic structures, can re ect
the transmitted signals, creating secondary lobes.
2. Antenna Height and Propagation Characteristics:
- The speci c installation and propagation characteristics of the glide slope antenna can cause the
signal to form false lobes.
Characteristics of False Glide Slopes:
The rst false glide slope is typically at approximately twice the true glide path angle. For example, if
the true glide slope is 3°, the rst false glide slope occurs at around 6° above the ground.
False glide slopes always occur above the true glide slope, meaning they are positioned at steeper
angles.
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Pilot Awareness:
• While false glide slopes generally do not pose a danger (since they occur above the true glide slope),
pilots need to be aware of their presence to avoid following them mistakenly.

Mitigation Strategy:
• Intercept the Glide Slope from Below:
Standard practice is to establish on the localizer and intercept the glide slope from below. This ensures
that the aircraft captures the true glide slope, avoiding any false signals.

Continuous Descent Approach (CDA):

- In some airports (e.g., London Heathrow), a continuous descent approach (CDA) is used where
aircraft are guided by ground radar to intercept the glide slope from above. In such cases, it's crucial for
pilots to verify the glide slope by checking the aircraft’s height in relation to distance using DME,
markers, or locators.

By cross-referencing multiple instruments, pilots can ensure they are following the correct glide path and
avoid false glide slopes during their approach.
ILS Reference Datum Point
The ILS reference datum point is a point at a speci ed height (around 50 feet) located vertically above
the intersection of the runway centre line and threshold, through which the downward extended
portion of the ILS glide path extends.

Visual Glide Path Indicators

The approach light systems such as PAPIs give a visual indication of the glide path to the runway that
would be the same as that for the ILS so that during the nal phase of the approach the pilot should
get similar indications of glide path from both systems. However the visual indications are designed for
a mean eye height of the pilot and they would therefore vary slightly since the pilot’s position will vary
depending upon the size of the aircraft.
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ILS Presentation and Interpretation
Indicators
Localizer and glide path information can be displayed:
on a Course Deviation Indicator (CDI) or
on the Horizontal Situation Indicator (HSI).

Interpretation of a CDI display is shown. The main difference to note is that on the HSI there is a course
selector which should be set on the QDM of the runway. The deviation indications then appear in the
correct sense.
Back Beam Approach
Where a localizer is designed to radiate back course information it can:
give azimuth guidance on overshoot from main precision approach runway, when the CDI or HSI
needle should be obeyed, or
give back course approach to the reciprocal of the main precision approach runway. In this case the
CDI needle will give reverse indications whereas an HSI will give correct indications provided that the
front course QDM has been selected.
Glide Path Indications
The glide path indication for y up or y down is shown. Full scale de ection indicates that the aircraft is
0.7° or more above or below the glide path. The sensitivity is 0.14° per dot. Note that the maximum
safe deviation below the glideslope is half full-scale de ection i.e. 2.5 dots y up.

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ILS Categories (ICAO)
ILS Facility Performance Categories (Ground Installation)
• Category I
• A category I ILS is one which provides guidance information from the coverage limit of the ILS to the
point at which the localizer course line intersects the ILS glide path at a height of 200 ft (60 m) or
less above the horizontal plane containing the threshold.
• Category II
• An ILS which provides guidance information from the coverage limit of the ILS to the point at which
the localizer course line intersects the ILS glide path at a height of 50 ft (15 m) or less above the
horizontal plane containing the threshold.
• Category III
• An ILS, which with the aid of ancillary equipment where necessary, provides guidance information
from coverage limit of the facility to, and along, the runway surface.
Category I
An instrument approach and landing with :
a DH not lower than 60 m (200 ft) and
a Runway Visual Range (RVR) not less than 550 m.

Category II
A precision instrument approach and landing with
a DH lower than 60 m (200 ft) but not lower than 30 m (100 ft) and
a RVR not less than 300 m.

Category IIIA
A precision instrument approach and landing with:
a DH lower than 30 m (100 ft), or no DH; and
a RVR not less than 200 m.

Category IIIB
A precision instrument approach and landing with:
a DH lower than 15 m (50 ft), or no DH; and
a RVR less than 200 m but not less than 75 m.
Category IIIC
No DH and no RVR limitations.
The acceptance of category II or III operations will depend on whether the following criteria are met:
the aeroplane has suitable ight characteristics.
the aeroplane will be operated by a quali ed crew in conformity with laid down procedures.
the aerodrome is suitably equipped and maintained.
it can be shown that the required safety level can be maintained.
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Errors and Accuracy of the Instrument Landing System (ILS)
The ILS, while highly reliable, has several potential sources of error that can affect its accuracy:

1. Beam Bends
Cause: Atmospheric conditions, such as variations in temperature and pressure, can cause slight bends
in the ILS radio beam, leading to incorrect indications.
Effect: Pilots may receive inaccurate course and glide path information, potentially affecting the
precision of the approach.

2. Scalloping
Cause: Re ections from objects such as buildings, terrain, or vehicles near the ILS transmitters can cause
scalloping, which results in rapid uctuations of the Course Deviation Indicator (CDI) or Horizontal
Situation Indicator (HSI) needles.
Effect: These needle uctuations can be impossible to follow, making it dif cult to maintain an accurate
approach.
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3. Beam Noise
Cause: Interference from the ILS transmitter itself or external sources, such as other nearby signals or
equipment, can introduce **beam noise**.
Effect: Beam noise can distort the signals, leading to inaccuracies in the guidance information.
Mitigating Errors and Ensuring Accuracy
1. Awareness of Potential Problem:
- Pilots must be aware of the limitations of the ILS and be vigilant in **cross-checking** all the
information they are receiving from the system with other available instruments or navigational aids.
2. Minimizing Interference:
- To reduce the risk of interference with ILS transmissions:
- **Landing rates** may be kept relatively low during ILS operations to prevent too many aircraft or
vehicles moving on the ground.
- Ground movements of **vehicles and aircraft** are restricted, especially during **low visibility
procedures**, as such movements can cause signal re ections or distortions.

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Factors Affecting Range and Accuracy

ILS Multi-path Interference Due to Large Re ecting Objects:

Multi-path interference is due to any large re ecting objects, vehicles etc. moving objects can degrade
the signal strength to unacceptable extent.
In order to protect the ILS signals from interference, protected areas are de ned:
• ILS critical area: the area of de ned dimensions about the localizer and the glide path antenna were
vehicles and aircraft are excluded during its activities.
• ILS Sensitive area:This extends beyond the critical area and is where parking or movement of
vehicles and aircraft is controlled to prevent the possibility of unacceptable interference to the ILS
signal during low visibility ILS operations. The dimensions of this area depend upon the object
creating the disturbance
• Holding points Protection of ILS signals during category II and III operations may dictate that pre-
take-off holding points are more distant from the runway than holding positions used in good
weather. Such holding positions will be appropriately marked and will display signs ‘Category II/III
Hold’; there may also be a bar of red stop lights.
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Weather
Snow and heavy rain attenuates the ILS signals thereby reducing the range and degrading the accuracy.

FM Broadcasts
FM transmitters have wide bandwidths and it is possible for such stations transmitting on frequencies
just below 108 MHz to produce frequencies that overspill into the radio navigation band (108 to
117.975 MHz ) thereby causing interference with the ILS signals. Since the late 1990s FM suppression
circuits have been mandatory in ILS receivers.
3. Pilot Serviceability Checks:
Pilots can perform basic checks to ensure the ILS is functioning correctly:

Warning Flags: Ensure the localizer and glide path warning ags on the ILS indicators are not visible,
indicating proper signal reception.

Identi cation Signals: Continuously monitor the ILS identi cation signals (audible morse code
identi er). If the signal ceases, it indicates that the ILS system is no longer operational, and the approach
should be discontinued immediately.

Summary:
ILS is a highly reliable system but is subject to errors from environmental factors, re ections, and
interference. Pilots should always cross-check ILS guidance with other navigational tools and be
prepared to abandon an approach if the system becomes unserviceable.
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