Instrument Landing System

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

Figure 1: Instrument Flying Handbook, Localizer Course

Glide Slope/Glide Path:

The UHF glide slope transmitter, operating on one of the 40 ILS channels within the frequency range 329.15 MHz, to 335.00
MHz radiates its signals in the direction of the localizer front course
The term glide path means that portion of the glide-slope that intersects the localizer
CAUTION: False glide slope signals may exist in the area of the localizer back course approach which can cause the
glide slope flag alarm to disappear and present unreliable glide slope information. Disregard all glide slope signal
indications when making a localizer back course approach unless a glide slope is specied on the approach and
landing chart
Transmitter is located 750 - 1,250' from the approach end offset 250 - 650' from centerline
It transmits a glide path beam 1.4 wide (vertically)
The signal is considered accurate down to the lowest decision height (DH) published on an ILS approach procedure
Any reference to glidepath indications below that height must be supplemented by visual reference to the runway
environment
Glide-paths with no published DH are usable to runway threshold
Normally adjusted to 3 above horizontal intersecting the Middle Marker (MM) at 200' and the Outer Marker (OM) at 1400'
above the runway elevation
Usable 10 NM but may be extended, however, at some locations, the glide slope has been certied for an extended service
volume which exceeds 10 NM
Be alert for false glide slopes and reverse sensing when interceptiong the glideslope
False courses and reverse sensing can occur when intercepting the ILS at angles considerably greater than the
published path
It is therefore extremely important to maintain glide-slope to assure obstacle/terrain clearance is maintained
The published glide slope threshold crossing height (TCH) DOES NOT represent the height of the actual glide path on-
course indication above the runway threshold
It is used as a reference for planning purposes which represents the height above the runway threshold that an
aircraft's glide slope antenna should be, if that aircraft remains on a trajectory formed by the four-mile-to-middle
marker glidepath segment
TCH does not coincide with GS altitude over threshold but rather with the antennas should be (think bigger aircraft)
Pilots must be aware of the vertical height between the aircraft's glide slope antenna and the main gear in the landing
conguration and, at the DH, plan to adjust the descent angle accordingly if the published TCH indicates the wheel crossing
height over the runway threshold may not be satisfactory
Tests indicate a comfortable wheel crossing height is approximately 20 to 30', depending on the type of aircraft

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

Figure 2: Marker Passage Indications

Figure 2: Marker Passage Indications

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

Figure 1: Instrument Flying Handbook, Localizer Coverage Limits

Localizer Type Directional Aid (LDA):

While not part of a complete ILS, the LDA is similar to a localizer, as the name suggests
The LDA course usually provides a more precise approach course than the similar Simplied Directional Facility (SDF)
installation, which may have a course width of 6 or 12
LDA is not aligned with the runway
If less than 30 off: straight in minimums published
If more than 30 off: circle to land minimums published
Some approaches have glide slopes referred to Approaches with Vertical Guidance (APVs)
These are annotated in the plan view of the instrument approach chart with a note, "LDA/Glide-slope"
These procedures fall under a newly dened category of approaches called Approach with Vertical Guidance (APV)
LDA minima for with and without glide-slope is provided and annotated on the minima lines of the approach chart as
S-LDA/GS and S-LDA
Because the nal approach course is not aligned with the runway centerline, additional maneuvering will be required
compared to an ILS approach
Note that approaches with vertical guidance are just that, guidance
These approaches are non-precision approaches, not precision

Simplied Directional Facility:

The SDF provides a nal approach course similar to that of the ILS localizer but no glide slope information
Operates on the same localizer frequency (108.10 to 111.95)
Techniques and procedures used in an SDF instrument approach are essentially the same as those in a localizer except the
nal approach course may not be aligned with the runway and the course may be wider, resulting in less precision
Note that as the approach course originates at the antenna site, an approach which is continued beyond the runway
threshold will lead the aircraft to the SDF offset position rather than along the runway centerline
Usable to 35 either side of course line, same as a localizer
The antenna may be offset from the runway centerline so the nal approach course and the runway bearing should be
referenced on the IAP chart
Normally not more than 3 however if the approach is continued beyond the runway threshold you will be in a bad position
to land
The signal is xed at either 6 or 12 as necessary to provide maximum fly-ability and optimum course quality
Identication is provided through a 3-letter Morse code which is indicated on the instrument approach chart for a particular
airport
Minimums:
The lowest authorized ILS minimums, with all required ground and airborne systems components operative, are:
CAT I:
DH: 200'
RVR: 2,400' (1,800 w/ TDZ and centerline lighting) or (with Autopilot or FD or HUD, RVR 1,800')
Special Authorization Category I:
DH: 150'
RVR: 1,400'
HUD to DH
CAT II:
DH: 100'
RVR: 1,200' with auto-land or HUD to touchdown and noted on authorization, RVR 1,000'
Special Authorization Category II with Reduced Lighting:
DH: 100
RVR: 1,200 with auto land or HUD to touchdown and noted on authorization
Touchdown zone, centerline lighting, and ALSF-2 are not required);
CAT IIIa:
No DH or DH below 100'
RVR not less than 700'
CAT IIIb:
No DH or DH below 50'
RVR Less than 700' but not less than 150'
CAT IIIc:
No DH
No RVR minimum
Note that special authorization and equipment required for Categories II and III

Inoperative ILS Components:

Inoperative localizer: ILS not authorized
Inoperative glide-slope: ILS reverts to a non-precision, localizer approach, if you have a failure of the GS after the FAF
inform the controller you are switching to a localizer approach while climbing or descending to the MDA (no longer a DH)
See the inoperative component table in the U.S. Government Terminal Procedures Publication (TPP), for adjustments to
minimums due to inoperative airborne or ground system equipment

ILS Course Distortion:

All pilots should be aware that signal interferences may occur when surface vehicles, aircraft, or both are operated near the
localizer or glide slope antennas
At controlled airports ATC issues control instructions to avoid interfering operations within ILS critical areas during the
hours the Airport Trafc Control Tower (ATCT)
These controls (ILS, Localizer, and Glide Slope Critical Areas) are utilized when the ceilings are less than 800' and/or
visibility less than 2 miles
ILS Critical Areas:
Ground control will advise you when to hold short of critical areas
Issued when ceilings are less than 800-2
A flight crew under these conditions should advise the tower that it will conduct an AUTOLAND or COUPLED approach
to ensure that the ILS critical areas are protected when the aircraft is inside the ILS MM if the weather is better than
800-2
Localizer Critical Area:
.
Except for aircraft that land, exit a runway, depart, or execute a missed approach, vehicles and aircraft are not
authorized in or over the critical area when an arriving aircraft is inside the outer marker (OM) or the x used in lieu of
the OM
Additionally, when conditions are less than reported ceiling 200 feet or RVR less than 2,000 feet, do not authorize
vehicles or aircraft operations in or over the area when an arriving aircraft is inside the MM, or in the absence of a MM,
1/2 mile nal
Glide Slope Critical Area:
Except for aircraft on approach, vehicles or aircraft operations in or over the area when an arriving aircraft is inside the
ILS outer marker (OM), or the x used in lieu of the OM, unless the arriving aircraft has reported the runway in sight
 and is circling or side-stepping to land on another runway
When weather conditions are at or above a ceiling of 800' and/or visibility 2 miles, no critical area protective action is
provided>
A flight crew desiring autoland or coupled approaches must advise ATC under these conditions, to ensure that the ILS
critical areas are protected when the aircraft is inside the ILS MM
Pilot: "Denver Tower, United 1153, Request [Autoland/Coupled] Approach [Runway]"
ATC: "United 1153, Denver Tower, Roger, Critical Areas not protected"
Aircraft holding below 5,000' between the outer marker and the airport may cause localizer signal variations for aircraft
conducting the ILS approach. Accordingly, such holding is not authorized when weather or visibility conditions are less than
ceiling 800' and/or visibility 2 miles
Pilots are cautioned that vehicular trafc not subject to ATC may cause momentary deviation to ILS course or glide slope
signals
Also, critical areas are not protected at uncontrolled airports or at airports with an operating control tower when
weather or visibility conditions are above those requiring protective measures
Aircraft conducting coupled or autoland operations should be especially alert in monitoring automatic flight control
systems
NOTE: Unless otherwise coordinated through Flight Standards, ILS signals to Category I runways are not flight inspected
below the point that is 100 feet less than the decision altitude (DA). Guidance signal anomalies may be encountered below
this altitude

Frequency Pairs Allocated for ILS:

Frequencies are paired to give localizer and glide-slope information on a single frequency
As far as you, the pilot are concerned, you only need to input the VHF frequency, and the UHF will be tied to that
This single ILS frequency is found in the top left of the approach plate
A list of which frequencies are paired together can be found in the Aeronautical Information Manual under paragraph 1-1-9,
Instrument Landing System
 Figure 3: Instrument Flying Handbook, Instrument Landing System

Instrument Landing System Procedure:

Request the ILS approach from ATC
Follow the assigned clearance or radar vectors, as assigned by ATC
Complete any appropriate checklists, ensuring the aircraft is in the landing conguration prior to glide slope interception
Upon intercepting the glide slope, reduce power, and adjust pitch to maintain glide slope
The glideslope angle can be found on the instrument approach chart however, it is generally around 3 degrees
Make small adjustments as required
Corrections will become more sensitive as you get closer to the airport so it is imperative to stabilize your approach
as early as possible
To recapture the glideslope, corrections should be within a degree or two of pitch, or a couple hundred feet per minute
on the rate of descent
To recapture the localizer, stay inside of the heading bug, if available, or 5 degrees left or right of center if none is
 Upon reaching decision height:
Continue the approach if the runway environment is in sight, or;
Execute the published missed approach procedure if ATC does not direct a different procedure

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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