Ground-Based Navigation - Instrument Landing System
(ILS)
Description
The ILS has been the mainstay of landing navigation aids for well over 50 years. The
modernized versions used by the FAA provide aircraft with precision vertical and
horizontal navigation guidance information during approach and landing. Associated
Marker Beacons and/or Low Power Distance Measuring Equipment (LPDME) identify
distance to the runway. The attractiveness of ILS lies in the economy of its avionics costs
and its wide international acceptance. Technology advances over the years have yielded
great improvement in accuracy, dependability, and maintainability.
The GBNG supports all ground-based ILS systems in the National Airspace System
(NAS) and will continue procuring and deploying new/replacement ILS for the foreseeable future. It is expected that
ILS will eventually be replaced with some variant of a GPS system in the future (see WAAS and GBAS). Presently the
FAA has a contract with Thales Air Traffic Management (TATM) corporation to procure the existing NAS-deployable
Mark 20A ILS system on a requirements contract. A new TATM FAA ILS 420 system has been developed and is
currently undergoing Operational Test. The FAA ILS 420 will be procured after rendering of the In-Service Decision in
2013.
The Localizer generates and radiates signals to provide final approach azimuth navigation
information to landing aircraft. The antenna sends a VHF carrier signal with 90-Hz and
150-Hz sideband signals that the aircraft instruments determine as left and right of the
centerline. The aircraft interprets the signal and displays them on the cockpit indicator
guiding the pilot until the runway is in sight.
In a similar manner as the Localizer signal (just turned 90 degrees on axis), the Glide
Slope sends a UHF carrier signal with the same two 90-Hz and 150-Hz sideband
frequencies that aircraft instruments determine as above or below the desired glide path.
This is approximately 3 degrees to the horizon which gives the aircraft a descent rate of
approximately 500 feet per minute.
An ILS precision approach and landing requires several components. For properly ILS-
equipped aircraft certified for the category of service utilized, the ground-based ILS
systems are the electronic processing and antenna components. The runway requires proper lights and markings along
with an approach lighting system. Other components may be required such as Runway Visual Range (RVR) and
Marker Beacons or LPDME. Note that the more precise the approach is (lower weather minimums/visibility) the more
ancillary components may be required.
Overview
The Instrument Landing System (ILS) Data Form, FAA Form 7900-6, is used to submit ILS, Simplified Directional Facility
(SDF), Microwave Landing System (MLS), Interim Standard Microwave Landing System (ISMLS), and Localizer-type
Directional Aid (LDA) data to the Aeronautical Data Team.
This form should only be used to submit ILS data to the Aeronautical Data Team. To submit data describing other
navigational aids, such as Non-Directional Beacons (NDB), Tactical Air Navigation (TACAN) systems, and Very High
Frequency (VHF) Omni-Directional Range (VOR) systems, use FAA Form 7900-2, Navigational Aid (NAVAID) Data Form.
[Link]
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HISTORY
Tests of the ILS system began in 1929 in the United States.[16] A basic system, fully operative, was introduced in 1932 at
Berlin-Tempelhof Central Airport (Germany) named LFF or "Lorenz beam" due its inventor, the C. Lorenz AG company. The
Civil Aeronautics Administration (CAA) authorized installation of the system in 1941 at six locations. The first landing of a
scheduled U.S. passenger airliner using ILS was on January 26, 1938, when a Pennsylvania Central Airlines Boeing 247D
flew from Washington, D.C., to Pittsburgh, Pennsylvania, and landed in a snowstorm using only the Instrument Landing
System.[17] The first fully automatic landing using ILS occurred in March 1964 at Bedford Airport in UK.[18]
Outer marker
• The outer marker should be located about 7km
from the threshold.
•The cockpit indicator is a blue lamp that flashes
accordingly with the received audio code.
Middle marker
• Ideally at a distance of 1km from the threshold.
•The cockpit indicator is an amber lamp that
flashes in accordingly with the received audio
code.
Inner marker
• Located at the beginning (threshold) of the
runway.
• The cockpit indicator is a white lamp that
flashes in accordingly with the received audio
code.