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    Text Chapter 11 AIM 1-1-9

    Uploaded by

    Luis Pineda
    This document discusses precision and non-precision approaches. Precision approaches use both vertical and horizontal guidance from systems like the ILS, while non-precision only use horizontal guidance. It describes the components that provide guidance (localizer, glide slope) and range information (marker beacons, DME). It explains the different categories of precision approaches based on minimums and equipment. It provides details on the operation and components of key systems like the localizer, glide slope, and marker beacons. It also discusses non-precision approaches like the LDA and SDF that provide simpler horizontal guidance compared to the ILS.

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    © All Rights Reserved
    Download as PDF, TXT or read online from Scribd

    Text Chapter 11 AIM 1-1-9

    Uploaded by

    Luis Pineda
    79 views68 pages
    This document discusses precision and non-precision approaches. Precision approaches use both vertical and horizontal guidance from systems like the ILS, while non-precision only use horizontal guidance. It describes the components that provide guidance (localizer, glide slope) and range information (marker beacons, DME). It explains the different categories of precision approaches based on minimums and equipment. It provides details on the operation and components of key systems like the localizer, glide slope, and marker beacons. It also discusses non-precision approaches like the LDA and SDF that provide simpler horizontal guidance compared to the ILS.

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    This document discusses precision and non-precision approaches. Precision approaches use both vertical and horizontal guidance from systems like the ILS, while non-precision only use horizontal guidance. It describes the components that provide guidance (localizer, glide slope) and range information (marker beacons, DME). It explains the different categories of precision approaches based on minimums and equipment. It provides details on the operation and components of key systems like the localizer, glide slope, and marker beacons. It also discusses non-precision approaches like the LDA and SDF that provide simpler horizontal guidance compared to the ILS.

    Copyright:

    © All Rights Reserved
    Download as PDF, TXT or read online from Scribd
    Download as pdf or txt
    79 views68 pages

    Text Chapter 11 AIM 1-1-9

    Uploaded by

    Luis Pineda
    This document discusses precision and non-precision approaches. Precision approaches use both vertical and horizontal guidance from systems like the ILS, while non-precision only use horizontal guidance. It describes the components that provide guidance (localizer, glide slope) and range information (marker beacons, DME). It explains the different categories of precision approaches based on minimums and equipment. It provides details on the operation and components of key systems like the localizer, glide slope, and marker beacons. It also discusses non-precision approaches like the LDA and SDF that provide simpler horizontal guidance compared to the ILS.

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    Text Chapter 11

    AIM 1-1-9
     Precision Approach
    ◦ Vertical and horizontal guidance
    ◦ Classifications based on the quality of the signal
     CAT I, CAT II or CAT III
    ◦ Classification based on aircraft equipment
     CAT A, CAT B or CAT C
     Non-Precision Approach
    ◦ Horizontal guidance only (i.e. Localizer)
    ◦ LDA (not aligned with the runway)
     Guidance Systems
    ◦ Localizer
    ◦ Glide slope
     Range Information
    ◦ Marker Beacons
    ◦ DME
     Visual Information
    ◦ Approach and landing Lights
     Marker Beacons
    ◦ Carrier frequency: 75 MHz
    ◦ Horizontally Polarized
    ◦ Low Power: ≤ 3 watts (short distances)
    ◦ Amplitude modulated tone (See AIM Table 1-1-3)
    ◦ Outer Marker (OM): Glideslope Intercept
    ◦ Middle Marker (MM): 200 ft above TDZE (CAT I)
    ◦ Inner Marker (IM): CAT II Decision Height
    ◦ Compass Locators (LOM)
     Marker Beacons
    ◦ Radiate an elliptical pattern 1,000 ft. above the
    antenna that is 2,400 ft in width and 4,200 ft. in
    length
    ◦ This pattern is a function of the directional antenna
    and the above pattern assumes “low” sensitivity for
    the marker beacon receiver
     DME
    ◦ Paired with localizer and glideslope frequencies
     See AIM Table 1-1-4
    ◦ Used in lieu of marker beacons
     Localizer
    ◦ Freq. Range: 108.1-111.95 MHz (Odd tenths)
     40 discrete ILS channels
    ◦ Side lobes can create false localizer signals
    ◦ Horizontally polarized
    ◦ Amplitude modulated directional antennas
    ◦ Width 700 ft. at runway threshold
    ◦ Useable to 18 NM
    ◦ Backcourse on opposite runway
     Reverse sensing
     Ground antenna 1,000 ft past end of runway
     2 modulated VHF carrier signals

    Typical Localizer Antenna Array


    700' Right Lobe: 150 Hz

    Runway Centerline

    Left Lobe: 90 Hz

    Side Lobes: Low power, same signal transmitted


    to the side of primary localizer or glideslope
    beams.
     Glideslope
    ◦ Frequency Range: 329-335 MHz
    ◦ Horizontally Polarized
    ◦ Amplitude modulated directional antennas
    ◦ GS beam 1.4 degrees wide
    ◦ Similar signal pattern as localizer (but vertical)
    ◦ Normally useable to 10 NM
    ◦ Most common glide path is 3° (2° min-4.5° max)
     Transmitter located 750 – 1200 feet from
    approach end of runway.
    ◦ Offset 250-600 feet from runway centerline.
     Threshold Crossing Height (TCH)
    ◦ Height above runway at threshold for glideslope
    antenna if exactly on glide path.
     The “glide path” is that portion of the
    glideslope that intersects the localizer.
    ◦ Closer to runway: sensitivity increases
     Side lobes can create false glideslopes
     False glideslopes can be transmitted on the
    back course for a front course approach.
     Always check for glideslope information on a
    back course approach since back course
    approaches may or may not include the
    glideslope.
     Airport Lighting Systems
    - ALS-Approach Lighting
    - SFL-Sequenced Flashing
    - TDZL-Touchdown Zone
    - CLL-Centerline
     Visibility Measurements
    - Transmissometer
    - Runway Visual Range (RVR)
    - REILs
    -AIM
    1-1-9
    -IFH
    p. 7-
    28
     Three classifications
    ◦ Category I
     instrument rated
     current
     aircraft equipped

    Category II & III


    lower
    minimums
    special
    certification for
    operators,
    pilots, aircraft,
    and air/ground
    equipment
     Alignment with runway centerline
     Emits a navigational array from far
    end of runway
    ◦ Front course
    ◦ Back course
     Only one magnetic course to
    runway
     VOR indicator versus HSI
     Sensitivity (approx. 2.5° full-scale
    deflection vs. 10° for VOR)
    The Localizer Transmitter Antenna Array–
    1,000 Feet Beyond The End Of The Runway
     The glide slope transmitter
    is:
    ◦ close to the approach end
    ◦ offset
    ◦ elevated
     Best reliability from
    minimum glide slope
    altitude to DH
     Full scale deflection is 0.7°
    above and below
    The Glide Slope Transmitter – Beside
    The Approach End Of The Runway
     ILS
    Marker Beacons - range info
    with respect to runway
    ◦ Outer marker (OM) from 4 to 7
    miles
    ◦ Middle marker (MM) usually 3500
    feet from landing threshold
     intercepts 3° glide slope at about
    200 feet above touchdown zone
    ◦ Inner marker (IM) for Cat II or III
     Cat II DH or Cat III progress
     Low power <25 watts / 15 miles
    range
     Low or medium frequency (L/MF)
    radio beacon
     Collocated with OM or MM
    ◦ OM, called Locator Outer Marker (LOM)
    ◦ MM, called Locator Middle Marker (LMM)
    Compass Locators
    Morse code
    –LOM is identified
    by first two letters
    –LMM is identified
    by last two letters
    –Of Localizer/airport ID

    ILS RWY 30 –
    Las Cruces Intl
    (NM)
     Many times placed near
    localizer or glide slope
    transmitter
     DME in lieu of outer marker
     DME association
    ◦Compare ILS RWY 11L @
    Tucson
    ◦ILS/DME RWY 21L @ Prescott
     Approach Lighting systems
     Runway Lighting systems
    ◦ Different approach light configurations will allow
    changing landing minimums for ILS approaches
    ◦ With RVR, HIRL is required
    ◦ Runway edge lights for night required
     ILS not authorized when:
    ◦ Localizer out of service
    ◦ No substitute available for OM
     Substitutions for Outer Marker:
    ◦ Compass Locator, PAR, DME.
     Jeppesen has changes
    incorporated into minimums
    section.
     NACO has separate table inside
    TPP front cover.
     Stabilize airspeed, altitude, and
    drift correction prior to glide
    slope.
     Lead descent to intercept glide
    slope.
     Rate of descent depends on
    groundspeed. (Inside TPP back
    cover)
     The closer you are, the smaller
    the corrections.
     Middle marker is an indication
    only - DH on glideslope is the
    MAP!
     Scan attentively.
     Practice these approaches on a
    computer flight simulation.
     If you’re doing nothing,
    something’s happening!
    You CANNOT learn t fly an ILS from a Picture…
    When the pilot crosses
    the OM, he/she will get
    an aural and visual alert

    DA for the S-ILS 23


    Approach is 598’ (302’agl)
    If the runway or runway
    From environment
    the Outer Marker
    is not visiblethey
    when the 3.8
    have pilot reaches
    miles to the
    Once established inbound
    …until the glideslopeDH,isHow on
    intercepted,
    will at
    the pilot know how far to
    then he/she must
    runway “go missed.”
    threshold
    thepoint
    which localizer, the pilotalong
    the descent can the along
    descend slope the glideslope if
    descend from 2,800’ to
    commences he/she doesn’t see the field?
    1,600’…
    Missed Approach
    Procedure
     Can be flown even though glide slope is
    working.
     Higher minimums - MDA
     Seen also as separate approaches
     Localizer back course approach:
    ◦ May receive false glide slope signal – Ignore it!
    ◦ Basic VOR receiver is reverse sensing
    ◦ HSI is directional when ILS front course is selected.
    When the pilot crosses
    the OM, he/she will get
    an aural and visual
    alert…

    The pilot will then execute


    the procedure turn here,
    remaining at 2,800’

    When the pilot reaches At 90 Kts, it should take the pilot


    RICKE Intersection, he/she 2:32 to reach MAP from the FAF
    will head outbound for 1-2 From the FAF they
    MDA
    If the for the
    runway S-LOChave
    or runway 23 3.8 miles
    environment
    minutes on a course of
    … which tells the pilot to begin his/ her
    Once oEstablished Approach
    is not
    Inbound visible
    on the isLocalizer,
    when1,020’
    left to the“times
    the pilot runway
    048 , reverse tracking
    timer and descend to MDA the
    The pilotatcan
    localizer, out,” of
    an descend
    altitude he/she
    from 2,800’ “gothreshold
    must to missed.”
    2,800’1,600’…
    Missed Approach
    Procedure
    Localizer Directional Aid (LDA)
    • Essentially a Localizer not aligned with the
    centerline of the runway
    • May be straight in if angle to runway is less than 30 o

    • If angle exceeds 30o then only circling minimums


    are published
    • Comparable utility and accuracy to Localizer;
    some LDAs are equipped with a glide slope
    • LDA width between 3o and 6o (like the ILS
    Localizer)
    • 3-letter code with the “I” (two dots) used for the
    Localizer
    ROSSLYN LDA RWY 19

    Localizer
    Directional
    Aid (LDA)
    Note the Visual
    Approach Path

    LDA
    Simplified Directional Facility (SDF)
    • Similar to ILS and LDA Localizer but less
    accurate
    • Simplified directional facility
    • No glide slope at all
    • May be offset from runway centerline
    • Where the ILS or LDA Localizer is typically
    between 3o and 6o , the SDF is fixed at either
    6o or 12o
    • 3-letter code without the “I” (two dots) used
    for the Localizer
    •Typically a military facility.
    •Requiressophisticated receivers not
    normally found on most aircraft.
    •Displays on conventional ILS/VOR displays
    •Provides
    precision navigation guidance in
    both azimuth and elevation.
    •Hasa wider approach path than ILS (40o vs.
    35o on either side of approach centerline).
    •Hassimultaneous voice communications
    capability.
    MLS RWY 27 MLS

    Microwave
    Landing
    System
    Approach
     Microwave landing system
     Precision approach
     Multiple final approach paths
    ◦ curved paths
    ◦ multiple glide slope angles
     Back azimuth possible for missed
    approach guidance and departure
     Identified by “M - …”
     Divided into 3 classes based upon:
    ◦ 1) Runway centerline separation
    ◦ 2) ATC procedure and capabilities
     Pilot considerations:
    ◦ See situationally what’s going on
     Parallel ILS approaches provide aircraft a
    minimum of 1 ½ miles radar separation
    diagonally between successive aircraft on
    the adjacent localizer course when runway
    centerlines are at least 2,500 feet but no
    more than 4,300 feet apart. (AIM 5-4-14)
     <4,300’ apart due to the precision runway
    monitor (PRM)
     Precision Runway Monitoring (PRM) is:
    ◦ A RADAR system for monitoring
    approaches to closely spaced parallel
    runways (IPH chapter 1)
    ◦ At least 1 second updates on each target
    ◦ High resolution color ATC display
    ◦ Audio and visual alert systems for controllers
    ◦ Software for projecting aircraft track vectors
     ILS/DME RWY 34L - Salt Lake City
    ◦ Small ILS feathered arrow means Independent
    which is >4,300’
    ILS RWY 25R –
    Los Angeles

    See note
    Sidestep
    minimums
     Possible with runways 15° to 100°
     Criteria:
    ◦ MAPs at least 3 miles apart
    ◦ Missed approach procedures do not overlap
     All terminate with a straight-in
     Fly as normal
     DFW uses this Occasionally
    ILS RWY 3 –
    Ogden-Hinckley (UT)
    ILS RWY 25L –
    Las Vegas - McCarran
    ILS RWY 25L –
    PHX Sky Harbor
    FAA fig 96 & 97
    HSI/Localizer

    1)Match aircraft
    heading to HSI
    indication

    2) “Needle on the right


    (relative to course
    selector arrow)- you’re in
    the white”

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