NAVAID: Instrument Landing System - iecep-iligan.org · Aeronautical Message Handling System (AMHS) Air Traffic Service Inter-facility Data Communication (AIDC) Aeronautical Telephone

Civil Aviation Authority

of the Philippines

Instrument Landing System

NAVAID:

Civil Aviation Authority of the

Philippines

SAFE = 0 ACCIDENT

RELIABLE = 0 DELAY

0 CANCELATION

ECONOMICAL = LOWER FARES

EFFICIENT = LOW OPERATING COST,

HIGH PROFITABILITY FOR

OPERATORS

GUARANTEED CUSTOMER SATISFACTION

In accordance to International Civil Aviation Organization

(ICAO) specification

History of ILS

In 1949, ICAO adapted an ILS standard developed by the US Army as a standard system for all of its member countries.

1958-First IFR landing system developed

1966-First ILS system developed and tested at AIRPORT in USA

1968-First ILS applications installed at major airports

1974-ILS systems mandated by FAA for at least two major runways at all Regional, and International Airports.

1. Tests of the first ILS began in 1929

2. The first scheduled passenger airliner to land using ILS

was in 1938. A Pennsylvania-Central Airlines Boeing 247-

D from Washington to Pittsburgh.

3. In 1949, ICAO adapted an ILS standard developed by the

US Army as a standard system for all of its member

countries.

4. 1958-First IFR landing system developed

5. 1966-First ILS system developed and tested at AIRPORT

in USA .

6. 1968-First ILS applications installed at major airports.

7. 1974-ILS systems mandated by FAA for at least two major

runways at all Regional, and International Airports.

Is any form of device that is installed to guide aviation travel

using wire communication, wireless communication, lights,

colors, codes, etc.

The pilots can take off and land their flights with the aid of

NAVAID under even worse weather conditions.

Navigational Aids

1. Air Traffic Control Communications

2. Aeronautical Ground Lighting System

3. Radio Navigation Aids

Types of Navaids

Air Traffic Control Communications

Consist of the following:

1. Aeronautical Mobile Communication System

VHF/HF Radio

HF Radio

VHF Data Link (VDL)

High Frequency Data Link (HFDL)

Mode-S Data Link

Aeronautical Mobile Satellite (Route) Service (AMS(R)S)

Controller Pilot Data Link Communications (CPDLC)

Universal Access Transceiver

Air Traffic Control Communications

Consist of the following:

2. Aeronautical Fixed Telecommunication System

Aeronautical Fixed Telecommunication Network (AFTN)

Aeronautical Message Handling System (AMHS)

Air Traffic Service Inter-facility Data Communication (AIDC)

Aeronautical Telephone Network

Aeronautical Telecommunication Network (ATN)

3. Aeronautical Broadcasting System

Automatic Terminal Information System (ATIS)

Digital Automatic Terminal Information System (D-ATIS)

Automated Weather Observation System (AWOS)

Aeronautical Ground Lighting System

Consist of the following:

1. Precision Approach Lighting System (PALS)

2. Simple Approach Lighting System (SALS)

3. Precision Approach Path Indicator (PAPI)

4. Runway Treshold Identification Lights (RTIL)

5. Runway Edge and Taxi Edge Lighting System (REDL & TEDL)

6. Distance Marker Signs (DMS)

7. Taxi Guidance Sign (TGS)

8. Apron Flood Lights (AFL)

Radio Navigational Aids

Consist of the following:

1. Non Directional Beacon (NDB)

2. VHF Omni-directional Range (VOR)

3. Distance Measuring Equipment (DME)

4. Instrument Landing System (ILS)

a. Localizer

b. Glide Path/ Glide Slope

c. Markers (Inner, Middle and Outer)

5. Radio Detection and Ranging (RADAR)

Phases of flight with regards to navaids

1. Flight take-off (Climb)

2. Flight navigation (Cruising)

3. Flight landing (Descent and Final approach)

Phases of flight with regards to navaids

1. Flight take-off (Climb)

The pilot checks whether the flight pass the center line of the

runway noting the provided center line data of the LLZ.

If pilot cannot have a good vision due to fog and others, the

controller monitors the flight movement and nearby vehicles by

using Airport Surface Detection Equipment (ASDE).

NINOY AQUINO

INTERNATIONAL

AIRPORT

MANILA DEPARTURE

THIS IS PR-103

ABOUT TO DEPART

FOR LA, REQUEST

FLIGHT CLEARANCE

PR103 THIS IS

MANILA DEPARTURE,

YOU ARE CLEARED

FOR SID 2 VIA

JOMALIG WITH

FLIGHT LEVEL OF

38,000 FEET, YOU

MAY CONTACT RAMP

CONTROL AT 121.7

OR GROUND

CONTROL AT 121.9,

GOOD DAY.

GOOD DAY.

MANILA RAMP THIS

IS PR108, REQUEST

FOR PUSHBACK AND

START

PR103, CLEARED

FOR PUSHBACK AND

START, CONTACT

121.9 WHEN READY.

NINOY AQUINO

INTERNATIONAL

AIRPORT

MANILA GROUND THIS IS

PR103, REQUEST CLEARANCE

TO TAXI CHARLIE FOR 06

DEPARTURE

PR103 TAXI CHARLIE, PROCEED

TO H1, HOLD AND CONTACT

TOWER 118.1 FOR TAKE-OFF

CLEARANCE.

NINOY AQUINO

INTERNATIONAL

AIRPORT

MANILA TOWER THIS IS

PR103 AT H1, READY FOR

DEPARTURE

PR103 WIND HEADING AT 059 AT

12 KNOTS, QNH 1010, CLIMB TO

1500 AND MAINTAIN RUNWAY

HEADING, YOU ARE CLEARED

FOR IMMEDIATE TAKE-OFF.

CLEAR FOR IMMEDIATE

TAKE-OFF PR103

NINOY AQUINO

INTERNATIONAL

AIRPORT

MANILA TOWER THIS IS PR103

AIRBORNE, MAINTAINING

RUNWAY HEADING.

ROGER PR103, CONTINUE

CLIMB 1500 AND CONTACT

APPROACH CONTROL 119.7

2. Flight navigation (Cruising)

The flight navigation is between take-off and landing of an aircraft

at the target airport.

The flight controls are transferred from the control tower to

approach control, area control (Air Traffic Control), and

destination control tower .

The pilot uses the VOR to provide flight position data during flight

navigation for direction. The distance position data is checked

through the data that is delivered from the DME.

Phases of flight with regards to navaids

117

SID4

TALIM

SID2

TANAY081

JOMALIG

ATIMONAN

MANILA

LIPA

PR103

015 ^

MANILA APPROACH

THIS IS PR103

RUNWAY HEADING

PR103 MAINTAIN RWY HDG

CONTINUE CLIMB, AT 10

DME, TURN RIGHT TO

INTERCEPT SID2, REPORT

WHEN ESTABLISHED.

ROGER, PR103

117

SID4

TALIM

SID2

TANAY

081

JOMALIG

ATIMONAN

MANILA

LIPA

PR103

015 ^

PR103

020 ^

PR103

025 ^ PR103

028 ^

PR103

028 ^ PR103

029 ^ PR103

030 ^

PR103

031 ^

MLA APPROACH THIS IS

PR103 NOW ESTABLISHED

ON RADIAL 081 PASSING

3000 OVER TANAY.

PR103 MAINTAIN THIS

RADIAL, YOU ARE

CLEARED FOR 380 DIRECT

JOMALIG, MAINTAIN AT

THIS FREQUENCY.

117

SID4

TALIM

SID2

TANAY081

JOMALIG

ATIMONAN

MANILA

LIPA

PR103

031 ^

PR103 MAINTAIN THIS

RADIAL, YOU ARE

CLEARED FOR 380 DIRECT

JOMALIG, MAINTAIN AT

THIS FREQUENCY.

PR103

035 ^

PR103

037^

PR103

040^

PR103

045 ^

PR103

050 ^

PR103

055 ^

PR103

060 ^

PR103

065^

PR103

070 ^

PR103

075^

MALAYA

ALABATMANILA

LIPA

JOMALIG

LUBANG

CABANATUAN

ATIMONAN

TALIM

LOPEZ

PR103

075^

PR103

080^

PR103

085^

PR103

095^

PR103

105^

PR103

115^

PR103

130^

PR103

150^

PR103

170^

PR103

210^

PR103

220^

PR103 REQUEST DME

60 DME AND

APPROACHING

JOMALIG

PR103

075^

MLA CONTROL THIS IS

PR103 OVER JOMALIG

PASSING 080 AND

CLIMBING

PR103 WE GOT YOU ON

RADAR, INTERCEPT

RADIAL 093 FOR 380

DIRECT DILIS.

PR103

075^

PR103

085^ PR103

120^ PR103

180^ PR103

200^ PR103

250^ PR103

300^ PR103

350^

MLA CONTROL THIS IS

PR103 OVER DILIS

PASSING 350

PR103 MAINTAIN

PRESENT COURSE,

CONTROL SERVICE

TERMINATED CONTACT

MLARADIO AT 5447khZ

MLA RADIO THIS IS

PR103 OVER DILIS

PASSING 360PR103 MAINTAIN

PRESENT COURSE,

REPORT OVER ENDAX

3. Flight landing (Descent and Final approach)

In order to find the target airport, the pilot receives the frequency

radiated from VOR and DME installed in the airport and checks

the direction indicator for navigation.

The flight must enter the runway straight from the final approach

area (approx. 10 to 20 nm). The runway centerline can be

checked by receiving the frequency from the ILS Localizer.

Together with the Markers or DME, the distance to the landing

point will also be known.

For landing, the flight has to lower the altitude at a specific angle

(3%). This can be checked by receiving the frequency from ILS-

GP that sends the angle data.

Phases of flight with regards to navaids

150

90

OM

MM APPROACH, THIS IS PR102

NOW ESTABLISHED ON

THE LOCALIZER

PR102 YOU ARE NOW 6

DME ON FINAL, CONTACT

TOWER 118.1

MM

OM

90

150MLA TWR, THIS IS PR102

6 DME ON FINAL

PR102 CONTINUE

APPROACH, WIND AT 15

KNOTS, HEADING 240,

QNH AT 1010, VISIBILITY

2 MILES.

MM

OM

90

150

PR102 YOU ARE

CLEARED TO LAND

MM

OM

90

150

Can we land a plane without using ILS?

Approach Lighting System (ALS)

• Simple Approach Lighting System (SALS)

• Precision Approach Lighting System (PALS)

Visual Approach

Simple Approach Lighting System (SALS)

420 m

300 m

60 m

600 m 300 m

APPROACH LIGHTING BEACON

R/W

Cross BarCenter line

Barrette

Precision Approach Lighting System (PALS)

300 m

900 m

APPROACH LIGHTING BEACON

R/W

Cross Bar

Note: Not Drawn to scale

30 m

Center line Barrette

Side Barrette (CAT II & CAT III)

R/W THRESHOLD

LIGHTS

R/W THRESHOLD

LIGHTS

Approach Lighting System (ALS)

Visual Approach

Precision Approach Path indicator( PAPI)

Visual Approach

PAPI

Visual Approach

PAPI

Visual Approach

What is ILS?

An (ILS) Instrument Landing System is a ground-

based equipment that radiates guidance

information to be received by an aircraft during

final approach for correct and safe landing.

Ground-based

Equipment

• Transmitter

• Combining/Dividing

Network

• Transmitting Antenna

• Monitor Systems

Airborne Equipment

• Airborne Receiver

(CDI)

• Receiving Antenna

How ILS works?

1. Ground localizer antenna transmit VHF signal in

direction opposite of runway to horizontally guide aircraft

to the runway centre line.

2. Ground Glide Path antenna transmit UHF signal in

vertical direction to vertically guide aircraft to the

touchdown point.

3. Localizer and Glide Path antenna located at aircraft nose

receives both signals and sends it to ILS indicator in the

cockpit.

4. This signal activate the vertical and horizontal needles

inside the ILS indicator to tell the pilot either go left/right

or go up/down.

5. Keeping both needles at the center, the pilot can guide

his aircraft down to end of landing runway aligned with

the runway center line and aiming the touch down.

A. To provide an aircraft with a precision final approached.

Provide both horizontal and vertical guidance.

B. To guide the pilot to perform landing.

C. It is very helpful when visibility is limited and the pilot

cannot see the airport and runway.

D. To help the aircraft to a runway touchdown point.

E. To ensure flight safety.

What is the importance of ILS?

KOREAN AIR GUAM

CRASH

August, 1997

0123456

318

363

954

1250

1600

ILS - GLIDESLOPE

EQUIPMENT NOT

OPERATIONAL

954

1250

KOREAN AIR GUAM

CRASH

August, 1997

0123456

318

363

954

1250

1600

ILS - GLIDESLOPE

EQUIPMENT NOT

OPERATIONAL

954

1250

KOREAN AIR GUAM

CRASH

August, 1997

0123456

318

363

954

1250

1600

ILS - GLIDESLOPE

EQUIPMENT NOT

OPERATIONAL

954

1250

200+ KILLED

22 SURVIVORS

Instrument Landing System

Standard precision approach system

VHF LOCALIZER

• Provides centerline information.

• 108.1 to 111.975 MHz

• Modulated by 90 and 150 Hz as

navigation tones at 20% each.

• Modulated by 1020 Hz tone at 5% in

Morse Code as station ID.

ILS

Instrument Landing System

Standard precision approach system

UHF Glide Slope

• Provides glide path information

• 328.6 to 335.4 MHz with 50kHz

interval channel

• Modulated by 90 and 150 Hz

navigational tone at 40% each.

ILS

Instrument Landing System

Standard precision approach system

Terminal DME (T-DME)

• Provides distance information

• Uses 960 to 1215 MHz carrier frequency

ILS

Instrument Landing System

Standard precision approach system

VHF Markers

• Provides distance information

• 75 MHz carrier frequency

• Outer marker is modulated by 400 Hz

tone as series of dashes

• Middle marker is modulated by 1020 Hz

tone alternate dots and dashes

ILS

ILS Arrangements on Airports

0.155

0.155

Approximately 4 ½ miles

Administration building

Glide-path Antenna &

DME Antenna

Localizer Antenna

1000’

(approx)

Localizer shelter

RunwayMiddle Marker Outer Marker

1000’

3500’(approx)

Direction of

Approach

ILS Operational Category

RVR or VIS

DH 60 m (200ft) RVR 550 m or VIS 800 mCAT I

DH 30 m (100ft) RVR 350 mCAT II

DH 30 m (100 ft)

Or No DH

RVR 200 mCAT III A

CAT III B DH < 15 m (50 ft) or

No DH

CAT III C No RVR Limitations

No DH

RVR 50 m

DHCategory

DH : Decision Height

RVR: Runway Visual Range

VIS: Visibility

ILS is classified according to its performance. The pilot should be able to see the Runway facilities

before reaching the decision height (DH) otherwise he has to make his own decision whether to

continue to land or to misapproach.

Relationship between category performance and the

decision height (DH) point

DH = 30m

DH = 60m

MMIM

MSL

TDZ level

RA

CAT I

CAT II

Go Around

Go Around

DA=TDZ+DHILS REF DATUM

NOTE:

RA: Radio Altimeter

TCH: Threshold closing height (distance from ground to ILS RER datum) TCH = 15 m (+ 3 m)

TDZ: Touch Down Zone level (DH uses Runway elevation

MSL: Mean Sea Level

AM SIGNALS RADIATED BY ILS EQUIPMENT

SBO SIGNALS

CSB SIGNALS

Ec

Ecs90Ecs150

Ecs90

Ecs150 Ecs90

Ecs150or

LLZ ANT

Ec

Ecs90Ecs150

Ecs90

Ecs150Ecs90

Ecs150

LEFT RIGHT

150 Hz < 90 Hz 150 Hz = 90 Hz 150 Hz > 90 Hz

Course Deviation

Indicator (CDI)

COMBINED SIGNAL IN SPACE (space modulation)

Ecs90

Ecs150Ecs90

Ecs150

LEFT RIGHT

150 Hz < 90 Hz 150 Hz = 90 Hz 150 Hz > 90 Hz

CENTER

Ec

Ecs90Ecs150

Ec

Ecs90Ecs150

Ec

Ecs90Ecs150

Ec

Ecs90

Ecs150

Ec

Ecs90

Ecs150

SB

CAR

SPACE

MODULATED

Ec

Ecs90Ecs150

NO SIDEBAND

Ec

Ecs90Ecs150

Ecs90

Ecs150

Ecs90

Ecs150

SB

SBCAR

150 Hz > 90 Hz

150 Hz = 90 Hz

150 Hz < 90 Hz

GP RADIATION PATTERN AND PRINCIPLE (null /sb reference)

GLIDESLOPE CONCEPT

10/29/2015

Ecs90

Ecs150 Ecs90

Ecs150

BELOW GP ABOVE GP

150 Hz < 90 Hz150 Hz = 90 Hz150 Hz > 90 Hz

ON GP

Ec

Ecs90Ecs150

Ec

Ecs90Ecs150

Ec

Ecs90Ecs150

Ec

Ecs90

Ecs150

Ec

Ecs90

Ecs150

CAR

SB

SPACE

MODULATE

D

Ec

Ecs90Ecs150

NO SIDEBAND

Ec

Ecs90Ecs150

CAR

Eclss150

Ecl

Ec

Ecs90

Ecs150

SB

Ec

Ecs90

Ecs150

SB

Clearance

area

Directional

Area

GP RADIATION PATTERN

CL

OM

MM

IM

OM

MM

IM

OM

MM

IM

IM: Inner Marker

RF: 75 MHz

Signal: 3000 Hz

Mod: 95%

Power: 1 Watt

Keying: ••••••

OM: Outer Marker

RF: 75 MHz

Signal: 400 Hz

Mod: 95%

Power: 3 Watts

Keying: ― ― ― ―

IM: Middle Marker

RF: 75 MHz

Signal: 1300 Hz

Mod: 95%

Power: 1 Watt

Keying: •― •― •―

white

blue

orange

MARKER BEACONS

Runway

IM

MM

OM

~ 7km

~ 1km

~ 450m

0.155

0.155

GP AntennaLLZ Antenna

Runway

Middle Marker Outer MarkerInner Marker

Point A

Point BPoint C

Zone 3 Zone 2 Zone 1Zone 4

Zone 3(cat II,III)

Point D

900 m

4 m 30 m

ILS POINTS AND ZONES

Runway

-150μA

+150μA

Course Width210 m

LLZ COURSE WIDTH

The course width is measured 210 m above the runway threshold. Along the loci of points, a ± 150 μA (0.155 DDM) should be at CDI display.

RIGHT

LEFT

-75μA

+150μA

Path Width (±0.72°)

GLIDE PATH WIDTH

The path width is determined by loci of points

having a DDM of 0.0875 DDM or ±75μA at the

CDI display +75μA

GP Angle (3°)

DDM and SDM

DDM is the difference of depth of modulation

of the larger signal minus the smaller signal

divided by 100 while SDM is the sum of

modulation of the signals anywhere in the

plane.

Runway

GP

LLZ

threshold

06

24

M90Hz<M150Hz

27.75%-12.25%100

M150Hz>M90Hz

0.155DDM150A

27.75%-12.25%100

SDM = = 40%

Factors affected ILS signals

Weather

Snow and heavy rain attenuates the ILS signals thereby reducing

the accuracy.

FM broadcasts

FM transmitters (radio stations) have wide bandwidths and it is

possible for such stations transmitting on same frequencies that

causing interference with the ILS signals.

Vehicle or aircraft movement on the ground.

Every ILS installation has its critical area and its sensitive area.

The critical area is protected during all ILS operations because the

presence of vehicles or aircraft inside its boundaries will cause

unacceptable disturbance to the ILS signals.

Thus, these areas are important to prevent ILS signal disturbance.

Sky Maru System 100-LLZ & GP: Brief Description

ILS-LZZ and GP of KAC was developed in 2008

Is based on flexible modular concept

This system adapted modern digital technology

Uses high speed micro processing & integrated circuit device

Fully compliant with ICAO Annex 10 & FAA Order

Sky Maru System 100-LLZ: Features

LLZ System Equipment Set up

Local Control & Monitor Set-up

Remote Control &

Monitor Set-up

Remote Mo

nitor Set-up

Antenna

Set-up

ADU CMU

20 Array

LPDA

Sky Maru System 100 at Laguindingan Airport

THANKS FOR LISTENING