2.

1 Instrument Landing System (ILS)

The purpose of the ILS is to provide approach information to the pilot when,
due to weather, the runway is obscured from view. A typical system will allow
the pilot to bring the aircraft to within ½ mile of the runway and less than 200ft
above the runway without external visual reference. At these heights
(Decision Height), the pilot must have visual on the runway and surrounding
environment in order to continue the landing process. If the runway cannot be
identified then a missed approach procedure is carried out. Aircraft will then
be flown around the circuit for another attempt at landing.

Aircraft are fitted with ILS in three categories, these are:

Cat I - Operation down to a minimum of 200ft-decision height and runway
visual range of 800m with a high probability of approach success.

Cat II -Operation down to a minimum below 200ft decision height and

runway visual range of 800m, and to as low as 100ft decision
height and runway visual range of 400m with a high probability of
approach success.

Cat III - Three options A, B and C.

A - Operation down to and along the surface of the runway, with
external reference during final phase of the landing down to runway
visual range minimum of 200m.
B - Operation to and along the surface of the runway and taxiways,
with external reference during final phase of the landing down to
runway visual range minimum of 50m.
C - Operation to and along the surface of the runway and taxiways
without external visual reference.
Figure 67 shows the different ILS categories.

CAT 1
200

CAT 2 A B C

100

CAT 3

800 600 400 200 50 0

RUNWAY VISUAL RANGE (METRES)

Figure 67
2.1.1 ILS Operation

The ILS gives horizontal and vertical guidance in the approach to a runway.
The system uses two radio signals:

1. The localizer for lateral guidance.

2. The Glideslope for vertical guidance.

The localizer signal comes from a transmitter located at the end of the runway
that operates in the frequency range from 108.000 - 111.95 MHz. The
localizer transmits two beams one on the right side of the runway centerline
and one on the left side of the runway centerline.

The beam on the right side has a 150 Hz modulation; the one on the left side
has a 90 Hz modulation. When the aircraft flies over the extended centerline
to the runway it receives both signals with an equal strength. When the
aircraft deviates from the centerline there is a difference in signal strength.
The system measures the deviation from the center line by comparing the
strength of these 90 Hz and 150 Hz modulation signals.

The Glideslope signal comes from a transmitter at the beginning of the

runway that operates in the frequency range from 329.3 MHz to 335 MHz.
The Glideslope transmits two beams to give vertical guidance over the
glidepath. The glidepath has an angle of approximately 3°.

The Glideslope beams are just like the localizer, modulated with 90 Hz and
150 Hz. The 90 Hz modulated beam is above and the 150 Hz modulated
beam is below the 3° glidepath. The system measures the deviation from the
difference in signal strength between the 90 Hz and 150 Hz modulation
signals.

Figures 67 and 68 show the localizer and Glideslope principles respectively.

 2 DOT ENVELOPE
(COURSE WIDTH) DOTS ON HSI
LATERAL
DEVIATION
700 ft WIDE
AT THRESHOLD

Figure 67
LOC
TX

Localizer Principle
4º ON LONG RUNWAY
5º ON SHORT RUNWAY
 2 DOT ENVELOPE
COURSE WIDTH 1.4º

28 ft

100 ft

Figure 68
14 ft
50 ft

Glideslope Principle
3º

1,000 ft
1,000 ft 3,000 ft
 VOR/LOC No 2
LOCATED ON THE
VOR/LOC AERIAL OTHER SIDE
2.1.2 Antennas

GLIDESLOPE
No 1 & No 2

VOR/LOC AERIAL
VOR/LOC No 2
LOCATED ON THE

Figure 69
OTHER SIDE
Figure 69 shows the location of the antennas.

ILS Antenna Location (BAe 146 & F50 aircraft)

GLIDESLOPE
2.1.3 LOC/GS Operation

Figure 70 shows a diagram for the LOC signal detection and display.

RF AMP
WARNING
FLAG
IF AMP

SUM
DETECTOR 90Hz FILTER
250mV OUT
OF VIEW

150Hz FILTER

DIFFERENCE

DEVIATION
BAR

LOC Signal detection and Display

Figure 70

The receiver of the Glideslope and Localiser operate in the same manner and
include conventional “Radio Frequency (RF)”, “Intermediate Frequency (IF)”
and Audio Frequency (AF)” stages. The output of the AF detector stage is the
90Hz and 150Hz signals. These are separated in there respective filters.

The two signals are 180 out of phase and so oppose each other. The two
signals are first summed together, and if the result is more than 250mV, the
LOC/GS flag will be out of view (ILS valid). If the result of the summing is less
than 250mV, the LOC/GS flags will remain in view (ILS invalid).

If the 90Hz and 150Hz signals have the same amplitude, they cancel each
other out in the difference circuit. This produces a 0V output to the deviation
bar that is basically a centre reading dc voltmeter. With the output 0V the
deviation bar will be central indicating the aircraft is positioned on the
extended runway centerline (LOC) or on the glideslope.
If the aircraft is positioned in the 90Hz signal lobe, then the amplitude of the
90Hz signal will be strongest. This will give a fly right signal (LOC) or fly down
signal (G/S). If the difference is -75mV, the deviation bar will be located on
the first dot right, if the difference is -150mV or more, then the deviation bar
will be located on the second dot right. If the 150Hz is the stronger signal,
then the voltage produced will be positive. This will give either fly left (LOC)
or fly up (G/S). Because the result of the difference circuit is either a +dc half-
cycle or –dc half-cycle, the signals are condensed using the capacitor, which
will produce a steady dc signal. These condenser capacitors also damp the
deviation bar movement.

2.2 Marker Beacon System (MBS)

In order to inform the pilot as to the aircraft's progress, during an ILS

approach, along the centerline and Glideslope, there is a marker system. The
markers are normally annotated as follows:

1. Outer marker.
2. Middle Marker.
3. Inner marker.
Note: With Category II & III, ILS the inner marker is virtually non existent.
The marker beacons transmit at a certain frequency to identify it and in a fan
shaped pattern. They will also illuminate certain colour warning lamps within
the flightdeck to inform the pilot of reaching the marker. Figure 71 shows the
layout of the marker system for an ILS approach.

3000 Hz
WHITE
400 Hz
INDICATOR
BLUE
1300 Hz INDICATOR
AMBER
INDICATOR

MORSE MORSE
MORSE

INNER MIDDLE OUTER

MARKER MARKER MARKER

Marker Beacon System - Figure 71

The inner marker is not normally used with ILS, but is now used as an
“Airways” marker, used for enroute navigation or as holding points above an
airport. Airways markers are identified when the white light comes on and a
3,000Hz tone is heard.

Outer and Middle markers are associated with the ILS. The outer marker is
usually located directly below the point where an aircraft on a localizer course
should intersect the Glideslope and start descending. An outer marker is
identified when the blue light comes on and a 400 Hz tone is heard. The
middle marker is located near the runway, usually under a point on the
glidepath where a descent could be discontinued. The middle marker is
identified when the amber light comes on and a 1,300 Hz tone is heard. A
75MHz carrier modulates all marker frequencies. Figure 72 shows the system
layout.

MARKER BEACON
SYSTEM AUDIO AUDIO
75 MHz AMPLIFIER (MORSE)
FILTER

RF AMP & 3000 Hz

DETECTOR FILTER AMP INNER

1300 Hz
MARKER FILTER AMP MIDDLE
HIGH

400 Hz
FILTER AMP OUTER
LOW

SENSITIVITY
SWITCH

Marker Beacon System Layout

Figure 72