CHAPTER 4-5 INSTRUMENT LANDING SYSTEM (ILS)

01.

GENERAL

The Instrument Landing System (ILS) is a runway approach aid rather than a complete landing system.
It comprises ground beacon close to the runway, and suitable airborne receivers. Together they provide the pilot
with very accurate guidance in azimuth and elevation down to his/her critical/decision height. The guidance
information is presented visually to the pilot on ILS meter or on combined VOR/ILS indicator or on a more
complex Flight Director display. The radio signals from the ILS ground beacons are suitable for auto coupling;
that is to say they can be fed to the automatic pilot so that automatic approaches can be made.
The ILS ground installation consist of:
a. The localizer transmitter which provide the azimuth guidance along the
extended centerline of the ILS precision instrument runway. Localizer
transmit in the VHF band between 108 and 112 MHz.
b. The glide path or the glide slope transmitter, which defines the approach
path In the vertical plane. Glide path transmission is UHF band from
329.3 MHz, at 300 kHz Spacing up to 335 MHz.
c. Normally two marker beacon transmitters on the approach to provide
range check points ( Outer and inner marker).
Marker beacon radiate a fan shaped energy radiation pattern which can
be received in a limited sector above the transmitting aerial. operate on
The same VHF band frequency of 75 MHz.
Note : Localizer and glide path transmission are frequency-paired. This means that
Each localizer frequency has a specific glide path frequency allocated to it.
Figure - 1 - Localizer and Glide Path Transmitters

Figure - 2 - Plan View of Approach

02.

LOCALIZER

A typical localizer antenna array is about 80 feet wide and 12 feet high, radiating pattern in the direction
of approach, and positioned typically 300 meters beyond the upwind (stop) end of the runway. With some
runway if it is impossible to site the localizer aerial in the normal position, in which case it is situated to one
side of the runway near the upwind end and is known as offset localizer. In such case the QDM of the localizer
center line might be a few degrees different from the runway QDM.
The localizer transmission provide azimuth guidance via the localizer needle of the airborne ILS meter
(or similar to ILS display). If the needle deflect left on the final approach, then the on-course line on the pilots
left and a correction to the left is necessary. If the needle is vertical the aircraft is on the center line. If during
final approach the needle swing to the right, the center line is on the pilots right and alteration of heading to the
right is necessary. To summarize, the center line of the ILS meter can be considered to represent the aircrafts
position and if, during the final approach, the needle is displaced to the right, then extended center line of the
runway (or on-course line) is on the pilot right.
Localizer Range and Accuracy. The localizer transmissions are air-checked (calibrated) for accuracy out
to 10 NM from the runway on the center line and protected from interference out to a range of 25 NM at an
altitude of 6250 feet along the center line.
Station Identification. This is by means of aural Morse letters modulated on to the localizer frequency at
regular intervals. Nearly all civil ILS identification have an I as the first letter of a three letter group.
03.

GLIDE PATH

The glide path aerial are mounted on a mast about 30 feet tall positioned typically 300 meters upwind
from threshold and offset in the region of 150 meters to one side of the runway center line (see Figure-1)
The glide path transmission provide vertical guidance via the glide path needle of the airborne ILS
meter as shown in Figure-3. If the needle is horizontal, the aircraft is on the center line of the glide path. If the
needle is below the horizontal, the high on the glide path and needs to increase rate of descent. If the needle
moves above the horizontal, the aircraft is below the glide path center line and the rate of descent must be
reduced.
There is no identifier modulated on the glide path carrier wave. The glide path is calibrated for accuracy
on the center line out to 10 NM from the runway.

Figure - 3 - Side View of Approach

04.

FREQUENCY PAIRING.

Localizer and glide path transmission are frequency paired. This means that each localizer frequency
has a specific glide path frequency allocated to it. For instance, the localizer frequency 110.3 MHz would have
its glide path frequency 335 MHz. The pilot should not have to remember the pairing, he has only to select the
desired frequency on his ILS tuner, the appropriate paired glide path frequency then being automatically
selected. The system is very reliable and there is therefore no requirement for the glide path transmission to
carry identifier.
The object of frequency pairing are listed below :

05.

a.

To reduce cockpit workload by making frequency selection quicker and

easier.

b.

To prevent the pilot from selecting the wrong glide path frequency for a
given localizer frequency.

GLIDE PATH ANGLE

The angle which the center line of the glide path makes with the horizontal is normally about 3 though
occasionally, especially it may be lower, perhaps 2 . Angle greater than 3 are sometimes found where there
is high ground on the line of the approach.
It is usable to be able to calculate the approximate rates of descent for different ground speeds for a
given glide path angle. The 1 in 60 (one in sixty) rule can be used. A one degree slope would be equivalent to 1
foot down in 60 along, so a 3 slope would means 3 feet down in 60 along - or 300 feet down in 6000 along.
This means that the 3 glide path involves a descent of about 300 feet per NAUTICAL MILE along the
approach (assumed 1 NM = 6000 feet).

Figure-4- Three-degree Glide Path

To determine the appropriate rate of descent in feet per minute for a 3 glide path the number of
NAUTICAL MILES traveled in a minute must be multiplied by 300 feet, so:
3 Glide Path
Approach GS

Rate of Descent

60 knots = 1 NM/min x 300 ft. = 300 feet/min

120 knots = 2 NM/min x 300 ft. = 600 feet/min
150 knots = 2 NM/min x 300 ft.
06.

= 750 feet/min

MARKER BEACONS

Marker beacons radiate a fan-shaped energy pattern which can be received in a limited sector above the
transmitting aerial. Since the radiation pattern is mainly vertical, it is impossible to home to a marker beacon.
For the same reason, there is very little mutual interference between beacons (except at high levels) even though
they operate on the same VHF band frequency of 75 MHz (amplitude-modulated to provide identification).
Marker Receivers. These are designed to present aural and visual indications of passage over the beacon
and beacons identification. With modern installation the visual indications utilize differently colored lights for
different types of marker. The receiver may also have high/low or high/medium/low sensitivity switch positions.
ILS Markers. Most installations have an Outer and Middle marker on the approach center line to
establish range check points. Only rarely is an Inner (or boundary) marker still found in some countries. Inner
markers have a little value in that the pilot will normally have reached his critical/decision height near the
Middle marker and will be making a visual flare-out or overshooting by the time he passes the Inner marker.
Outer Marker. These are normally established between 3 and 6 NM from threshold (average range 4
NM). They are identified aurally by a series of low-pitched (400 Hz modulation) dashes, emitted at a rate of two
per second, and a blue light flashing in synchronism .
Middle Markers. With these, the characters dot/dash, are more rapid (three per second) an have a
medium aural pitch (1300 Hz) with an amber light flashing in synchronism with the audible dots and dashes.
Range from threshold is normally between and 1 NM.
Inner Markers. Rarely installed, these may be close to threshold and are identified by a series of high
pitched (3000 Hz) dots at a rate of six per second, accompanied by a white light flashing in synchronism on the
marker beacon lights panel.
Types of Emission. Localizer, glide path, and marker beacon emissions at present in use are A 2
(amplitude modulated carrier waves.)

07.

ILS METER

The ILS meter is a cross-needle deviations indicator , which the aircrafts horizontal displacement from
the localizer on-course line, and vertical displacement from the center line of the glide path. The instrument is
illustrated in Figure-5. If throughout the approach the needles remain crossed within the center circle, then the
aircraft is flying on, on very nearly on, the glide path center line and the localizer on-course line.
Figure - 5 - ILS Meter

From Figure-5 it can be seen that the deflection scales extend five dots out from the center, the inner dot
of each scale being joined together by a circle which therefore counts as one dot deflection. If a needle swing
outs so that it lies over the outer dot of the appropriate scale, then the deviation is known as 5 dot deflection,
that is, full scale deflection.
Flag Alarm. The needle moves to the center and a flag alarm showing OFF appears in the appropriate
window (or across the appropriate needle with some types of indicator) when:
a.

The aircraft is outside the ILS service area, that is outside the radiation
pattern of either the localizer or glide path.

b.

There is any significant fault in the transmission.

c.

The ground or airborne equipment is switched off, or failure has occurred.

Localizer Indications. On the ILS meter localizer deflection scale, each dot represents displacement
from the localizer center line, so that full scale (five dots) deflection left or right implies that the aircraft is 2
, or more, displaced from the localizer center line. This depicted in Figure-6 , which also shows that the
localizer signal would probably be lost at a point nearly abeam the aerials. The actual localizer service areas
vary in extend with the type of localizer installed.
It is worth comparing the localizer scale of per dot when used with ILS with the 2 per dot with
VOR.
Figure - 6 - Localizer Service Area

Glide Path Indications. Recently the glide path needle deflections were non-liner, due to the difficulties
in producing a symmetrical radiation pattern of overlapping lobes in the vertical plane. However, with current
standard ILS installations, it is safe to assume linearly of the glide path needle deflection, above or below the
glide path, all the way to full scale deflection (that is, five dot deflection on most indicators). This full scale
deflection corresponds to displacement on the aircraft of 0.7 above or below the glide path.
It is advised that on ILS final approach of full scale fly up indication (2 dots when full scale is 5
dots) represent the maximum safe deviation below the center line of the glide path.
Figure - 7 - Glide Path Service Area

08.

PRINCIPLE OF OPERATION

Localizer Radiation Pattern. The localizer aerial radiates two overlapping lobes of radio energy on the
same radio carrier frequency (for example 110.3 MHz) but carrying different modulations, 150 Hz and 90 Hz as
shown in the polar diagram (radiation pattern) depicted in Figure-8.
Figure - 8 Localizer Radiation Pattern

The airborne localizer receivers compares the strength of the two modulations or, more technically
speaking, the depth of modulation of the two lobes. This comparison of the strengths of modulation is used to
produce a voltage which energizes the localizer needle. If the aircraft is on the localizer center line (equisignal)
the strengths of the modulations are equal, and zero voltage is fed to the localizer needle which is consequently
central in the vertical position.
If on the final approach the localizer center line is on the pilots left, the a 150 Hz modulation is
received more strongly than the 90 Hz modulation and a suitable voltage is fed to the localizer needle to deflect
it to the left, giving a fly left indication. Similarly, if on final approach the center line is on the pilots right,
the 90 Hz modulation predominates and the needle is made to deflect to the right.
Glide Path Radiation Pattern. The same principle is used to provide the glide path indications, but in
this case the lobes overlap in the vertical plane and are radiated on a UHF carrier wave (for example 335 MHz).
As with the localizer, these lobes are modulated at 150 Hz and 90 Hz.
Figure-9 shows that a glide path polar diagram may be more complex than the localizer pattern, with two series
of overlapping lobes. This is due to interference between the direct and ground reflected waves. The desired
glide path angle (usually 3) is achieved by adjusting the amplitude of the carrier modulated at 150 Hz.
False Glide Path. It can be seen from figure-9 that a false glide path equisignals may be encounters,
but they will always be above the true glide path and therefore could not, by their accidental use, bring the
aircraft dangerously low. In any case, the slope of any false glide path should not be less than 10, requiring an
extremely high rate of descent which would rapidly prove that a false equisignal was in use. In the normal ILS
pattern, however, the pilot intercepts the true glide path from below and should therefore never find himself
trying to follow a false glide path.

Figure - 9 Glide Path Radiation Pattern

09.

BACK COURSE

The localizer transmitter is primarily designed to provide azimuth guidance on the final approach that is,
it produces the front course or front beam on what may be termed on the approach side. Some localizers are
designed to radiate a back beam ( or back course) in the opposite direction, as shown in Figure-10. This is can
be used to provide azimuth guidance when overshooting the precision instrument runway or for providing a
back course approach to the reciprocal runway. In some part of the world, back course approaches are quite
common, event if a back course is radiated, it is regarded as unreliable and it not air-calibrated for accuracy.
The disadvantages of back course approaches are:

10.

a.

No glide path.

b.

Less accurate than localizer front course.

c.

No marker on the back course and no ground monitoring or in-flight

inspection.

d.

Needle sense is reversed.

COLOR SECTORS AND NEEDLE SENSE

Figure - 10 - Color Sectors

In figure-10, the precision instrument runway is 27 and the localizer is radiating front and back courses. When
on a normal front beam approach the area to the right of the center line can be thought as the blue sector while
the area to the left is the yellow sector.
Figure-10 also shows that when the ILS meter localizer needle deflects left, it swings over a blue
painted sectors, indicating that the aircraft is in blue sector. If the needle swings right, over the yellow paint, it
show the aircraft to be in the yellow sector. Some pilots prefers to think in terms of blue and yellow sector rather
than right or left of the center line - the latter being a somewhat ambiguous way of describing the aircrafts
position in the ILS pattern.
Figure - 10 - Color Sectors

Needle Sense. it should be clear from the examples given in Figure-10 that whether on the approach
side or overshoot side of the precision runway 27:
a.

When flying the localizer QDM (270 in this case) fly towards the needle,
that is obey it to regain center line.

b.

When flying the localizer QDR (090 in this case) fly away from the needle,
that is disobey it.

It can be seen, then the localizer needle sense is reversed on the simple ILS meter when flying the QDR
of the precision instrument runway.
It worth emphasizing that:

11.

a.

The glide path aerials do not radiate a back beam.

b.

The glide path needle sense is the same for an aircraft flying QDM or QDR,
that is the indication remain correct whether on normal approach or on the
rare occasions when the glide path are used to provide climb out guidance
guidance when tracking out on the GDR.

LOCATOR NDB

Low power NDBs are often established on the Outer or Middle marker sites so that ADF can be used to
assist the pilot to fly the ILS approach pattern. On the approach chart the joint NDB/marker site would be
designated LOM or LMM and the frequency and identifier of the locater stated.
12

ILS PATTERN

Surveillance radar is commonly used at busy airport to vector aircraft on the localizer center line at
about 8 NM from the runway. Where there is no radar sequencing, the aircraft would normally home to the
aerodrome, then fly an outbound track, execute a procedure turn, and carry out the final approach.
A typical procedure is depicted in Figure-11. In this example the pilot would probably position himself
on the outbound track of 100 (M) with the aid of ADF tuned to the outer marker locator, descending to some
specified height and directed. On reaching the outer marker, a level procedure turn would be made - initial track
145 (M) followed by a 180 left turn to intercept the localizer center line.
Figure - 11 - Typical ILS Pattern

At the Critical/Decision Height (DH) the pilot would normally continue visually to the runway, or carry
out Missed Approach Procedure, in which the example given, is shown as a departure climbing on track 140
(M) from the localizer.
13.

LIMITATIONS

Facility Performance Categories. ILS localizer provides guidance down to the pilot Critical/Decision
height, the actual figure for which depends in part on the ICAO performance category of the ground
installation. These categories are defined as follows:
Category 1 - accurate guidance down to 200 feet above threshold.
Category 2 - accurate guidance down to 50 feet above threshold.
Category 3 - accurate guidance down to and along the surface of the runway.
Operational Approach Category. In view of the trend towards all-weather operations by the major
operators, these weather categories are listed below:
Category 1 Category 2 -

operations down to minima of 200 feet decision height and RVR 800
meters with a high probability of approach success.
operation down to minima between 200 and 100 feet decision height
with RVR between 800 and 400 meters with a high probability of
approach success.

Category 3a -

operation down to and along the surface of the runway with RVR as
low as 200 meters.

Category 3b -

operations down to and along the surface of the runway with RVR as
low as 50 meters
operations down to and along the surface of the runway and taxiway
without external visual reference.

Category 3c -

Coverage. Localizer signal coverage is required from the approach end of the runway out to a range of
25 NM over a sector 20 wide, centered on the extended runway center line, up to a limit of 7 above the
horizontal plane at the localizer. Coverage out to a radius of 17 NM is desirable (in all other directions)., but this
requirements may be relaxed in certain cases.
The Glide Path signal coverage is required for 8 on each side of the extended runway center line
horizontally. Vertically it is over an angle of 0.3 times and 1.8 times the glide path slope. The minimum range
must be at least 10 NM from the threshold. (Usually between 500 and 1000 feet from the runway threshold in
the direction of landing.)

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