Instrument landing

automation system.
Autoland
Automation landing system
1-True Runway(RW) dimension
2- Determinate zone of instrumental system
 Decision altitude/height (DA/DH)
Once established on an approach, the Autoland
system or pilot will follow the ILS and descend along
the glideslope, until the Decision Altitude is
reached. At this point, the pilot must have the runway
or its approach lights in sight to continue the
approach.
If neither can be seen, the approach must be aborted
and a missed approach procedure will be performed.
This is where the aircraft will climb back to a
predetermined altitude and position. From there the
pilot will either try the same approach again, try a
different approach or divert to another airport.
Aborting the approach (as well as the ATC instruction
to do so) is called executing a missed approach.
ILS categories
 ILS categories
Category I (CAT I) - A precision instrument approach and landing with a
decision height not lower than 200 feet (61 m) above touchdown zone
elevation and with a runway visual range not less than 550 meters
(1,804 ft)
Category II (CAT II) - A precision instrument approach and landing with a
decision height lower than 200 feet (61 m) above touchdown zone
elevation but not lower than 100 feet (30 m), and a runway visual range not
less than 350 meters (1,148 ft)
Category III (CAT III) is further subdivided
Category III A :
a) a decision height lower than 100 feet (30 m) above touchdown
zone elevation and a runway visual range not less than 200 meters
(656 ft)
Category III B :
a) a decision height lower than 50 feet (15 m) above touchdown zone
elevation, and a runway visual range less than 200 meters (656 ft) but
not less than 50 meters (164 ft)
Category III C - with no decision height and no runway visual range
limitations. A Category III C system is capable of using an aircraft's
autopilot to land the aircraft and can also provide guidance along the
runway surface
Instrument landing system
The Instrument Landing System (ILS) is a
ground-based instrument approach system
that provides precision guidance to an aircraft
approaching and landing on a runway, using a
combination of radio signals and, in many
cases, high-intensity lighting arrays to enable a
safe landing during instrument meteorological
conditions (IMC), such as low ceilings or
reduced visibility due to fog, rain, or blowing
snow.
 Principle of operation

An ILS consists of two independent sub-systems:

one providing lateral guidance (Localizer)
the other vertical guidance (Glideslope or
Glide Path) to aircraft approaching a runway
Aircraft guidance is provided by the ILS
receivers in the aircraft by performing a
modulation depth comparison
 A localizer (LOC) antenna array is normally located beyond the
departure end of the runway and generally consists of several
pairs of directional antennas. Two signals are transmitted on
one out of 40 ILS channels between the carrier frequency
range 108.10 MHz and 111.95 MHz.
One is modulated at 90 Hz, the other at 150 Hz and these are
transmitted from separate but co-located antennas. Each
antenna transmits a narrow beam, one slightly to the left of the
runway centerline, the other to the right
The localizer receiver on the aircraft measures the Difference in
the Depth of Modulation (DDM) of the 90 Hz and 150 Hz
signals. For the localizer, the depth of modulation for each of
the modulating frequencies is 20 percent. The difference
between the two signals varies depending on the position of the
approaching aircraft from the centerline
 A glideslope or Glidepath (GP)
GP antenna array is sited to one side of the
runway touchdown zone. The GP signal is
transmitted on a carrier frequency between
329.15 and 335 MHz using a technique similar
to that of the localizer. The centerline of the
glideslope signal is arranged to define a
glideslope of approximately 3 above horizontal
(ground level). The beam is 1.4 deep; 0.7
below the glideslope centerline and 0.7 above
the glideslope centerline.
Localizer and glideslope carrier frequencies are
paired so that only one selection is required to
tune both receivers.
Antennas
 The Microwave Landing System
(MLS)
is precision landing system originally intended to replace
or supplement the ILS. MLS has a number of operational
advantages, including a wide selection of channels to
avoid interference with other nearby airports, excellent
performance in all weather
NASA operates a similar system called the Microwave
Scanning Beam Landing System to land the Space
Shuttle
 Operational Functions
The system may be divided into five functions:
Approach azimuth, Back azimuth, Approach
elevation, Range and Data communications
Approach azimuth guidance
(Coverage Volume of the Azimuth station )
Coverage Volumes of the Elevation
station
 The Azimuth Station
The azimuth station transmits MLS angle and data on
one of 200 channels within the frequency range of 5031
to 5091 MHz and is normally located about 1,000 ft (300
m) beyond the stop end of the runway

The azimuth coverage extends: Laterally, at least 40

degrees on either side of the runway centerline in a
standard configuration. In elevation, up to an angle of 15
degrees and to at least 20,000 ft (6 km), and in range, to
at least 20 nm (37 km)
 The Elevation Station
The elevation station transmits signals on the
same frequency as the azimuth station. A single
frequency is time-shared between angle and
data functions and is normally located about 400
feet from the side of the runway between runway
threshold and the touchdown zone

Elevation coverage is provided in the same

airspace as the azimuth guidance signals: In
elevation, to at least +15 degrees; Laterally, to
fill the Azimuth lateral coverage and in range, to
at least 20 nm (37 km)
 Range guidance
The MLS Precision Distance Measuring Equipment
(DME/P) functions the same as the navigation
DME, but there are some technical differences
The beacon transponder operates in the frequency
band 962 to 1105 MHz and responds to an aircraft
interrogator.
The MLS DME/P accuracy is improved to be
consistent with the accuracy provided by the MLS
azimuth and elevation stations
A DME/P 200 channel is paired with the azimuth
and elevation channel
 Data communications
The data transmission can include both the basic and auxiliary
data words
All MLS facilities transmit basic data
MLS data are transmitted throughout the azimuth (and back
azimuth when provided) coverage sectors
data include: Station identification, Exact locations of azimuth,
elevation and DME/P stations, Ground equipment performance
level; and DME/P channel and status
MLS identification is a four-letter designation starting with the
letter M
It is transmitted in International Morse Code at least six times per
minute by the approach azimuth (and back azimuth) ground
equipment
Auxiliary data content: Representative data include: 3-D locations
of MLS equipment, Waypoint coordinates, Runway conditions and
Weather (e.g., RVR, ceiling, altimeter setting, wind, wake vortex,
wind shear)
 Autoland (automatic landing)
systems
describes a system that fully automates the
landing phase of an aircrafts flight, with the
human crew merely supervising the process
were designed to make landing possible in
visibility too poor to permit any form of visual
landing, although they can be used at any level
of visibility. They are usually used when visibility
is less than 600 meters RVR(runway visual
range) and/or in adverse weather conditions,
although limitations do apply for most aircraft
The means for guiding and controlling aircraft
from an initial approach altitude to a point where
safe contact is made with the landing surface.
Such systems differ from low-approach systems in
three major respects:
They furnish not only guidance but control of the
aircraft as well.
They furnish information on the aircraft's position
with respect to the terrain below it, and the rate at
which the landing surface is being approached.
They do not require the pilot to assume manual
control near the ground.