1-10. INSTRUMENT LANDING SYSTEM (ILS)
1. The ILS is designed to provide an approach path for exact alignment and descent of an aircraft on final approach to a runway.
2. The ground equipment consists of two highly directional transmitting systems and, along the approach, three (or fewer) marker beacons. The directional transmitters are known as the localizer and glide slope transmitters.
3. The system may be divided functionally into three parts:
(b) Range information--marker beacon, DME
(c) Visual information--approach lights, touchdown and centerline lights, runway lights
5. Where a complete ILS system is installed on each end of a runway; (i.e. the approach end of Runway 4 and the approach end of Runway 22) the ILS systems are not in service simultaneously.
1. The localizer transmitter operates on one of 40 ILS channels within the frequency range of 108.10 to 111.95 mHz. Signals provide the pilot with course guidance to the runway centerline.
2. The approach course of the localizer is called the front course and is used with other functional parts, e.g., glide slope, marker beacons, etc. The localizer signal is transmitted at the far end of the runway. It is adjusted for a course width of (full scale fly-left to a full scale fly-right) of 700 feet at the runway threshold.
3. The course line along the extended centerline of a runway, in the opposite direction to the front course is called the back course.
CAUTION: Unless the aircraft's ILS equipment includes reverse sensing capability, when flying inbound on the back course it is necessary to steer the aircraft in the direction opposite the needle deflection when making corrections from off-course to on-course. This "flying away from the needle'' is also required when flying outbound on the front course of the localizer. DO NOT USE BACK COURSE SIGNALS for approach unless a BACK COURSE APPROACH PROCEDURE is published for that particular runway and the approach is authorized by ATC.
4. Identification is in International Morse Code and consists of a three-letter identifier preceded by the letter I (..) transmitted on the localizer frequency.
(b) From 10 to 35 degrees either side of the course along a radius of 10 NM. (See Figure 1-10[Normal Limits of Localizer Coverage])
c. LOCALIZER-TYPE DIRECTIONAL AID
1. The Localizer-type Directional Aid (LDA) is of comparable use and accuracy to a localizer but is not part of a complete ILS. The LDA course usually provides a more precise approach course than the similar Simplified Directional Facility (SDF) installation, which may have a course width of 6 or 12 degrees. The LDA is not aligned with the runway. Straight-in minimums may be published where alignment does not exceed 30 degrees between the course and runway. Circling minimums only are published where this alignment exceeds 30 degrees.
d. GLIDE SLOPE/GLIDE PATH
1. The UHF glide slope transmitter, operating on one of the 40 ILS channels within the frequency range 329.15 mHz, to 335.00 mHz radiates its signals in the direction of the localizer front course. The term "glide path'' means that portion of the glide slope that intersects the localizer.
CAUTION: False glide slope signals may exist in the area of the localizer back course approach which can cause the glide slope flag alarm to disappear and present unreliable glide slope information. Disregard all glide slope signal indications when making a localizer back course approach unless a glide slope is specified on the approach and landing chart.
2. The glide slope transmitter is located between 750 feet and 1,250 feet from the approach end of the runway (down the runway) and offset 250 to 650 feet from the runway centerline. It transmits a glide path beam 1.4 degrees wide. The signal provides descent information for navigation down to the lowest authorized decision height (DH) specified in the approved ILS approach procedure. The glidepath may not be suitable for navigation below the lowest authorized DH and any reference to glidepath indications below that height must be supplemented by visual reference to the runway environment. Glidepaths with no published DH are usable to runway threshold.
3. The glide path projection angle is normally adjusted to 3 degrees above horizontal so that it intersects the MM at about 200 feet and the OM at about 1,400 feet above the runway elevation. The glide slope is normally usable to the distance of 10 NM. However, at some locations, the glide slope has been certified for an extended service volume which exceeds 10 NM.
4. Pilots must be alert when approaching the glidepath interception. False courses and reverse sensing will occur at angles considerably greater than the published path.
5. Make every effort to remain on the indicated glide path (reference: Part 91.129(d)(2)). Exercise caution: avoid flying below the glide path to assure obstacle/terrain clearance is maintained.
6. The published glide slope threshold crossing height (TCH) DOES NOT represent the height of the actual glide path on-course indication above the runway threshold. It is used as a reference for planning purposes which represents the height above the runway threshold that an aircraft's glide slope antenna should be, if that aircraft remains on a trajectory formed by the four-mile-to-middle marker glidepath segment.
7. Pilots must be aware of the vertical height between the aircraft's glide slope antenna and the main gear in the landing configuration and, at the DH, plan to adjust the descent angle accordingly if the published TCH indicates the wheel crossing height over the runway threshold may not be satisfactory. Tests indicate a comfortable wheel crossing height is approximately 20 to 30 feet, depending on the type of aircraft.
e. DISTANCE MEASURING EQUIPMENT (DME)
1. When installed with the ILS and specified in the approach procedure, DME may be used:
(b) As a back course (BC) final approach fix (FAF).
(c) To establish other fixes on the localizer course.
(b) As a FAF for BC approaches.
(c) As a substitute for the OM.
1. ILS marker beacons have a rated power output of 3 watts or less and an antenna array designed to produce a elliptical pattern with dimensions, at 1,000 feet above the antenna, of approximately 2,400 feet in width and 4,200 feet in length. Airborne marker beacon receivers with a selective sensitivity feature should always be operated in the "low" sensitivity position for proper reception of ILS marker beacons.
2. Ordinarily, there are two marker beacons associated with an ILS, the OM and MM. Locations with a Category II and III ILS also have an Inner Marker (IM). When an aircraft passes over a marker, the pilot will receive the following indications: (See Table 1-10[ILS Marker Beacon Codes]).
(b) The MM indicates a position approximately 3,500 feet from the landing threshold. This is also the position where an aircraft on the glide path will be at an altitude of approximately 200 feet above the elevation of the touchdown zone.
(c) The inner marker (IM) will indicate a point at which an aircraft is at a designated decision height (DH) on the glide path between the MM and landing threshold.
g. COMPASS LOCATOR
1. Compass locator transmitters are often situated at the MM and OM sites. The transmitters have a power of less than 25 watts, a range of at least 15 miles and operate between 190 and 535 kHz. At some locations, higher powered radio beacons, up to 400 watts, are used as OM compass locators. These generally carry Transcribed Weather Broadcast (TWEB) information.
2. Compass locators transmit two letter identification groups. The outer locator transmits the first two letters of the localizer identification group, and the middle locator transmits the last two letters of the localizer identification group.
h. ILS FREQUENCY
1. See Table 1-10[ILS Localizer/Glide Slope Frequency Pairs] for frequency pairs allocated for ILS.
i. ILS MINIMUMS
1. The lowest authorized ILS minimums, with all required ground and airborne systems components operative, are
(b) Category II--DH 100 feet and RVR 1,200 feet.
(c) Category IIIA--RVR 700 feet.
j. INOPERATIVE ILS COMPONENTS
1. Inoperative localizer: When the localizer fails, an ILS approach is not authorized.
2. Inoperative glide slope: When the glide slope fails, the ILS reverts to a nonprecision localizer approach.
1-10j2 NOTE.--Refer to the Inoperative Component Table in the U.S. Government Terminal Procedures Publication (TPP), for adjustments to minimums due to inoperative airborne or ground system equipment.
k. ILS COURSE DISTORTION
1. All pilots should be aware that disturbances to ILS localizer and glide slope courses may occur when surface vehicles or aircraft are operated near the localizer or glide slope antennas. Most ILS installations are subject to signal interference by either surface vehicles, aircraft or both. ILS CRITICAL AREAS are established near each localizer and glide slope antenna.
2. ATC issues control instructions to avoid interfering operations within ILS critical areas at controlled airports during the hours the Airport Traffic Control Tower (ATCT) is in operations as follows:
(2) GLIDE SLOPE CRITICAL AREA--Vehicles and aircraft are not authorized in the area when an arriving aircraft is between the ILS final approach fix and the airport unless the aircraft has reported the airport in sight and is circling or side stepping to land on a runway other than the ILS runway.
(2) If an aircraft advises the tower that an AUTOLAND or COUPLED approach will be conducted, an advisory will be promptly issued if a vehicle or aircraft will be in or over a critical area when the arriving aircraft is inside the ILS MM.
EXAMPLE: GLIDE SLOPE SIGNAL NOT PROTECTED.
(3) Aircraft holding below 5000 feet between the outer marker and the airport may cause localizer signal variations for aircraft conducting the ILS Approach. Accordingly, such holding is not authorized when weather or visibility conditions are less than ceiling 800 feet and/or visibility 2 miles.
(4) Pilots are cautioned that vehicular traffic not subject to ATC may cause momentary deviation to ILS course or glide slope signals. Also, critical areas are not protected at uncontrolled airports or at airports with an operating control tower when weather or visibility conditions are above those requiring protective measures. Aircraft conducting coupled or autoland operations should be especially alert in monitoring automatic flight control systems. (See Figure 1-10[ILS Standard Characteristics and Terminology].)