As per Doc 10057

भारतीय विमानपत्तन प्राविकरण 2023

AIRPORTS AUTHORITY OF INDIA

Unit Training Course

NAV-AIDS

ILS NM70XXB3

MODULE- 5

(Ground / Flight checks of ILS NM70XXB3 and Preventive / Corrective Maintenance)

AAI/ANS/CNS/CATC/2023/CBTA-UNIT
TRNG/NAV-AIDS1.0-ILS (NM70XXB3)-MOD 5 CATC, PRAYAGRAJ
 Training Quality Policy

“To develop the human

resources for the aviation
industry, ensuring conformity of
the processes, by adapting the
best practices within industry
and building higher skills and
standards in training.”
 Version Control

Module AAI/ANS/CNS/CATC/2023/CBTA-UNIT TRNG/NAV-AIDS/V1.0-ILS (NM70XXB3)-MOD 5

Version 1.0 1. Sh. Dr. S. Mariappan, JGM(ATSEP), SMU-Chennai
Developed by 2. Sh. [Link], AGM(ATSEP), Imphal
3. Sh. Pravin Kumar Singh, AGM(CNS), CATC, PRAYAGRAJ
4. Sh. Kripa Shankar Yadava , AGM (CNS), Varanasi
5. Sh. Nanda Kumar KN, SM(CNS),SMU, Chennai
6. Sh. K Harinath, SM (CNS), BIAL
7. Sh. Rohit Kr Gupta, SM(CNS), Jaipur
Vetted By 1. Sh. Pravin Kumar Singh, AGM(CNS), CATC, PRAYAGRAJ
2. Sh. Kripa Shankar Yadava , AGM (CNS), Varanasi
3. Sh. K Harinath, SM (CNS), BIAL
4. Sh. Rohit Kr Gupta, SM(CNS), Jaipur

Period of vetting 26th Dec. 2023 to 29th Dec. 2023.

Vetting Reference As per ICAO Doc 10057 & CHQ vetting guideline.
Maintained By CATC, PRAYAGRAJ
Version Number Modified By Modifications Made Date Date
Modified approved
 Preface
This “ILS(NM70XXB3)” hand-out conforms to the standards and recommended
practices of International Civil Aviation Organization (ICAO) vide Doc. 9868 (PANS Training) Part
IV Chapter 3 for ATSEP and Doc. 10057 (Manual on Air Traffic Safety Electronics Personnel-
Competency Based Training and Assessment).

With pleasure, I authenticate this hand-out and make it available for imparting Unit
training course on ILS (NM70XXB3) for ATSEPs at CATC/RTCs & their satellite centres in AAI.

The course content has been approved by CHQ of AAI. It is hoped that the trainee
ATSEPs will find it informative, interesting and better in presentation.

I am sure that the trainees will carry a sense of pride in undergoing this Unit Training
course of ICAO standard.

This handout on “ILS (NM70XXB3)” is specifically designed and developed to equip the
ATSEPs with requisite competencies required to carry out Operation and Maintenance of ILS
(NM70XXB3) system. It offers complete coverage of the unit in terms of knowledge and
practical exposure of the ILS (NM70XXB3) system including Transmitter, Monitor, FFM,
Antenna system, Power Supply system, Ancillary equipment, Remote Maintenance and
Monitoring system and the interconnectivity within the ILS (NM70XXB3) system. In addition,
it emphasises the importance and criticality of controlled environment in which CNS
installations operate.

This handout is intended to be kept up to date. It will be amended periodically as new

technological developments are made in the field of Air Navigation Services.

For the development and presentation of this module as per ICAO Doc 10057, I would like
to appreciate the meticulous and excellent work done by the course developers.

Errors, if any or suggestions, if brought to the notice of undersigned would be highly

commendable as it will serve to improve this module and contribute to our objective of
achieving excellence in the field of ATSEP training.

GM (CNS)/ Head of ATSEP training

CATC, PRAYAGRAJ-211012
Dated: 27th December 2023
 About the module
“ILS NM 70XXB3 Unit Training Course”

This unit training course on the subject “ILS NM 70XXB3-UNIT TRAINING MODULE 5” deals with the
following topics:

 PERFORM GROUND AND FLIGHT CHECKS

 PREVENTIVE MAINTENANCE OF LLZ
 PREVENTIVE MAINTENANCE OF GP

The contents of each topic have been developed as per the expected level of accomplishment given in
DOC 10057. However, the exact contents in this module may not fully represent the original source or
documents, as the contents are customized for the internal training purpose of AAI by the course
developers those who have significant exposure in the industry.

All ATSEP should successfully complete this unit training course. Assessment at this stage will normally be
conducted using assessment tools such as ICA (Interim competency Assessment) , FCA (Final Competency
Assessment), Practical & viva.
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ILS (NM70XXB2)

TABLE OF CONTENTS
CHAPTER 1 ............................................................................................... 2

TITLE: PERFORM GROUND AND FLIGHT CHECKS ........................................... 2

1.1. Describe Flight Check Requirements ........................................................ 4

1.2. Describe scenarios that may require Flight check .................................... 4

1.3. Describe the different types of Flight checks. ........................................... 4

1.4. Describe post Flight check procedures ..................................................... 5

1.5. Perform Flight Check LOC ........................................................................ 6

1.6. Perform Commissioning Flight Check GP ............................................... 35

1.7. Generation of Flight Check Reports: ....................................................... 58

1.8. Table for Flight Inspection Profiles ......................................................... 59

1.9. Table for Acceptable Limits .................................................................... 62

CHAPTER 2 ............................................................................................. 69

TITLE: PREVENTIVE MAINTENANCE OF LLZ ............................................. 69

CHAPTER 3 ............................................................................................. 70

TITLE: PREVENTIVE MAINTENANCE OF GP................................................... 70

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CHAPTER 1

TITLE: PERFORM GROUND AND FLIGHT CHECKS

Chapter Objective:

With reference, the participants will be able to perform Ground and Flight
checks.

Intermediate Objectives:

1.1 Describe Ground and Flight check requirements.

1.2 Perform Flight Check LOC.

1.3 Perform Flight Check GP.

References:
• ICAO Annex 10
• ICAO Doc. 8071
• CNS MANUAL Vol-4
• CNS MANUAL Vol-6
• SOP for Flight Inspection , issued by Directorate of CNS-OM

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1.1. Describe Flight Check Requirements

The purpose of Flight Checks, together with adequate monitoring, ground

testing and maintenance on a routine and continuing basis, is to ensure that the
ILS signal in space performs within the specified tolerances and that the
operational integrity and serviceability of the ILS facility is maintained. The
specific purpose of flight-testing is to confirm the correctness of essential signal
in space parameters and to determine the operational safety and acceptance of
the installation.

Flight Checks are primarily carried out the first time an ILS installation is put
into operation, and thereafter on a regular basis.
The flight check procedures are normally based on:
• ICAO DOC 8071 Manual on testing of radio navigation aids and CNS
Manual Volume 4.
1.2. Describe scenarios that may require Flight check

1. After any change, repair or modification of transmitter hardware that

requires adjustment of modulation balance, modulation depth (SDM), SBO
phase, SBO amplitude, output RF-level or Clearance audio phase
2. After any change, repair or modification of the antenna system including
the Antenna Distribution Unit (ADU) and coax cabling that may alter the
radiated signal
3. After any change, repair or modification of the monitor hardware including
the Monitor Combining Unit (MCU) and coax cabling, unless there is no
doubt as to the performance of the monitor system. Monitor alarms must
in any case be verified

In general, any incident, change, repair or modification that can change the
signal in space or the operation of the monitoring system may require Flight
Check before the system can be put into operation again.

1.3. Describe the different types of Flight checks.

There are roughly 5 different types of Flight Checks:

1. Site Evaluation: Flight Check conducted to determine the suitability of a
proposed site for the permanent installation of an ILS facility.
2. Engineering Support: Engineering support inspection is done towards
evolving an engineering solution to the imperfect installation site. It may
involve, for example, modification to the Antenna system of Glide Path or

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minor improvement in the site for optimizing “a within tolerance”
performance.
3. Commissioning / Re-commissioning: Comprehensive Flight Check carried
out before an ILS installation is published for operational use. All flights are
included in this check and the facility cannot be declared operational
before this check.
4. Routine: Flight Check carried out on a regular interval based upon the
category and performance history of the facility. The interval for ILS is
typically 150 days ±30 days when the system is normal. Routine
inspections do not normally involve major adjustments unless the
performance is observed to have drifted either close to, or beyond the
applicable tolerance limits.
5. Special: Flight Check due to special circumstances, e.g. major equipment
modifications, repair, reported of suspected malfunctions, etc. Special
Flight Inspection may also be carried out for investigation purpose after
any incident or accident.
1.4. Describe post Flight check procedures

After completion of a Flight Check, all data should be recorded in a suitable

document.

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1.5. Perform Flight Check LOC

1.5.1. Describe the ICAO DOC 8071 requirements

The ICAO DOC 8071 lists all the requirements in the following table (S=site, C=commissioning, P=periodic)

Inspection Annex 10
Parameter Measurement Tolerance DOC8071 ref
Type ref
S C P
Identification Morse Code Proper Keying, clearly audible to the X X [Link] 4.3.12
limit of the range
Voice feature Audibility, Clear audio level similar to IDENT, X X [Link] 4.3.13
DDM no effect on course line
Modulation DDM, Note: Recommended means of X X X [Link] 4.3.14 4.3.15
Balance and Modulation measurement is ground check 0.002 X X X
Mod Depth depth DDM (0.2%DDM, 1.94μA) 18% to
22%
Displacement DDM Cat I: Within 17% of the nominal X X X [Link] 4.3.16 to
sensitivity value 4.3.20
Cat II: Within 17% of the nominal
value
Cat III: Within 10% of nominal value
Note: Recommended means of
measurements is by ground check.
Provided that correlation has been

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Inspection Annex 10
Parameter Measurement Tolerance DOC8071 ref
Type ref
S C P
established between ground and air
measurements.

Off-course DDM On either side of course line, linear X X X [Link] 4.3.21 to

clearance increase to 175μA, then 4.3.22
maintenance of 175μA to 10°.
Between 10° and 35°, minimum
150μA. Where coverage required
outside of ±35°, minimum of 150μA
except in back course sector
High angle DDM Minimum of 150μA. X X N/A 4.3.23 to
clearance 4.3.25
Course DDM, Equivalent to the following X X X [Link] 4.3.26 to
alignment Distance, displacements at the ILS reference 4.3.28
accuracy Angle datum:
Cat I: ±10.5m (35ft)
Cat II: ±7.5m (25ft)
[±4.5m (15ft) for those Cat II LOC
which are adjusted and maintained
within±4.5m]
Cat III: ±3m (10ft)

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Inspection Annex 10
Parameter Measurement Tolerance DOC8071 ref
Type ref
S C P
Phasing DDM = 10μA of the modulation balance X X X 4.3.39 to
value. 4.3.40
Note: Optional, at the request of the
ground technician, unless good
correlation between airborne and
ground phasing techniques has not
been established.
DDM DDM >180μA (linear increase from 0 to X X [Link].
increase linear >180μA) 4
Voice no DDM, Speech No interference X X [Link]
interference to
basic function

Phase to avoid Speech No nulls X X [Link].

voice null on 3.1
dual frequency
systems

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Inspection Annex 10
Parameter Measurement Tolerance DOC8071 ref
Type ref
S C P
Course DDM Outer limit of coverage to Point A: X X X [Link] 4.3.29 to
structure 30μA all categories See 4.3.33
Annex10
Point A to Point B: Volume I,
Cat I: Linear decrease to 15μA Attachme
Cat II: Linear decrease to 5μA nt C, Note
Cat III: Linear decrease to 5μA to
2.1.3
Beyond Point B:
Cat I: 15μA to Point C
Cat II: 5μA to Reference datum
Cat III: 5μA to Point D, then
linear increase to 10μA at Point E

Note: Course structure along the

runway may be measured by flight
inspection or by ground vehicle.
Refer to 4.3.79 for guidance on
structure analysis.

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Inspection Annex 10
Parameter Measurement Tolerance DOC8071 ref
Type ref
S C P
Coverage Flag current, From the LOC antenna do distances X X X [Link] 4.3.34 to
(usable DDM of: 4.3.36
distance) 46.3km (25NM) within ±10° from
course line
31.5km (17NM) within between 10°
and 35° from course line
18.5km (10NM) beyond ±35° if
coverage is provided (See detailed
procedure for exceptions)
- Field strength >40 microvolts /metre (-114
dBW/m²)
Polarization DDM For a roll attitude of 20° from the X X [Link].2 4.3.37
horizontal:
Cat I: 15μA on the course line
Cat II: 8μA on the course line
Cat III: 5μA within a sector bounded
by 20μA either side of the course
line
Back Course Not applicable to the Indra Navia localizer

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Inspection Annex 10
Parameter Measurement Tolerance DOC8071 ref
Type ref
S C P
DDM, Distance Monitor must alarm for a shift in the X X
main course line from the runway
centre line equivalent to or more
than the following distances at the
ILS reference datum.
Cat I: 10.5m (35ft)
Cat II: 7.5m (25ft)
Cat III: 6m (20ft)

Displacement DDM, Distance Monitor must alarm for a change in X X

sensitivity displacement sensitivity to a value
differing from the nominal value by
more than: Cat I: 17%
Cat II: 17%
Cat III: 17%

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Inspection Annex 10
Parameter Measurement Tolerance DOC8071 ref
Type ref
S C P
Off-course DDM Required only for certain types of X X
clearance localizer. Monitor must alarm when
the off course clearance cross-
pointer deflection falls below 150μA
anywhere in the off-course coverage
area

-Power Power field Monitor must alarm either for a X

strength power reduction of 3dB. or when
the coverage falls below the
requirement for the facility,
whichever is the smaller change. For
two-frequency localizers. the
monitor must alarm for a change of
1dB in either carrier, unless test
have proved that use of the wider
limits above will not cause
unacceptable signal degradation
(>150μA in clearance sector)

Legend: N/A=not applicable, S=site, C=commissioning, P=periodic

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1.5.2. Describe the main types of LOC Flight Checks

Following are the various Flight Inspection Checks carried on the Localizer
equipment (as per ICAO DOC 8071, please refer 1.5.1):
1. Identification Coding Checks
2. Mod-Balance and Mod-Depth Checks
3. Course width and Clearance Check
4. Course Structure, Course Alignment and Flyability Check
5. High angle clearance check
6. Alignment Monitor Alarm check
7. Width Monitor Alarm check
8. Coverage and Power Monitor Alarm Check
9. Polarization Check
10. Course width Symmetry Check.

In case of Routine / Periodic inspections, adjustments are normally carried

out on one of the transmitters and then:
i. All the monitors are adjusted to "zero".
ii. Transmitter is changed over.
iii. Controls of this transmitter are adjusted to obtain similar readings
on the monitor.
iv. A confirmatory air check is made for this transmitter. It saves time
and ensures that both the transmitters are balanced on monitors.

This procedure is also employed in glide path calibration.

1.5.3. Perform LOC alignment

Before the Flight Check starts, all necessary tools, instruments, equipment
and Data recording forms shall be present.

[Link]. Mod Balance and Mod-Depth Check

Purpose: To confirm that mod balance and mod depth are set properly. On centre
line of LLZ the DDM should be zero and Mod sum should be 40%.
For a two-frequency system this check must be done separately on the
course and clearance transmitter.

• ICAO DOC8071 states that "Recommended means of

measurement is ground check"

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Ground Check:
• Turn on the transmitter to be checked

• Connect the PIR to the CSB course or Clearance front panel jack of the
cabinet as appropriate
• If the reading of the PIR is outside the requirement, adjust the DDM and/or
the SDM of the transmitter in the Flight check window
• Record the PIR readings

Flight check setup:

Park the aircraft at Runway Threshold on Centre-line (C/L). Ground staff

asked to Adj. Mod Bal. & Mod Depth controls
Mod. Balance adjusted for 0 ± 5 µ amps (cross pointer current in the FIS
console)

Mod. Depth adjusted for 40% ± 4% (CAT I & II)

40% ± 2% (CAT III)
Final adjustments of Mod Balance and Mod depth are carried out during
approaches.

Adjustment procedure in NM7000B

Figure 1-1 Mod Bal and Mod Sum

• Configure the transmitter to be checked to radiate only CSB.

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• In Flight Check window, click the "Toggle SBO off" button so that the
text reads, "COU SBO signal is off"
• Connect the PIR to the CSB course or Clearance front panel jack of the
cabinet as appropriate
• Adjust the DDM and/or the SDM of the transmitter in the Flight check
window accordingly to the information from the plane
• Record the information from the aircraft and the PIR readings
[Link]. Adjust Global Phasing (CSB/SBO phase), measured on ground or by
flight

Objective: Verify that the SBO phase to that of the CSB signal is optimum
adjusted.

This test is in most cases carried out on the ground.

Ground Check:
• Switch OFF the clearance transmitter
• Connect the PIR to the test connector in the ADU.
• In Flight Check window adjust COU SBO phase (associated with TX to
air) to obtain 0.0% DDM reading
• Repeat the phasing procedure for the other transmitter
• Switch OFF the course transmitter
• With the clearance transmitter ON repeat the phasing procedure, now
adjusting the CLR SBO phase associated with TX to air

Flight Check setup:

The check should be performed on both transmitters, Course and

Clearance separately. The transmitter under test is configured to radiate CSB and
SBO in quadrature (90° stub in SBO).

Flight profile:

The recommended sampling area for the airborne phasing check is at an

approach flight between 10 NM and Point "A" on the ¼ course edge.
A clearance arc while in quadrature may also be performed to confirm
proper phasing.

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• In Flight Check window, click the "Insert/remove 90° stub" button so
that the text reads, "COU SBO 90° stub is inserted" for the appropriate
transmitter.
• If instructed by the plane, adjust the COU SBO phase until correct signal
has been achieved

Figure 1-2 Global phasing

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[Link]. Course Width (or Course Sector) and Clearance check:

Purpose:

i. To ensure Course Width is satisfactory.

- During Commissioning / Annual flight checks the Course width is
adjusted for nominal value.
- During Routine - flight checks, it is ensured that the course width is
within tolerance
ii. To check off-course clearance (in the sector 10°-35° either side of C/L)

Flight Check setup

The transmitter under test shall be radiating normally.

Flight profile

Calibration aircraft flies an arc about Runway center line at approx. 5 NM

from LLZ & 1500'AGL (Above Ground Level) as shown in figure 1.5
Adjustment procedure in NM7000B

If adjustment is necessary, the course sector is adjusted by changing the

SBO level for the transmitter under test in the Flight Check window.

Figure 1-3 Course width(CW) and Clearance adjustment

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An increase of the SBO level will narrow the course sector and vice versa.
The amount to increase/decrease can be calculated accordingly to the formula:

𝑫𝑫𝑴(𝑺𝑩𝑶) 𝑿 𝑴𝒆𝒂𝒔𝒖𝒓𝒆𝒅 𝑪𝑾
𝑪𝒐𝒖𝒓𝒔𝒆 𝒘𝒊𝒅𝒕𝒉 𝒂𝒅𝒋𝒖𝒔𝒕𝒎𝒆𝒏𝒕 =
𝑹𝒆𝒒𝒖𝒊𝒓𝒆𝒅 𝑪𝑾

𝑴𝒆𝒂𝒔𝒓𝒖𝒓𝒆𝒅 𝑪𝑾
𝑺𝑩𝑶𝑨𝒅𝒋𝒖𝒔𝒕𝒎𝒆𝒏𝒕 (𝒅𝒃) = 𝟐𝟎𝑳𝒐𝒈𝟏𝟎
𝑹𝒆𝒒𝒖𝒊𝒓𝒆𝒅 𝑪𝑾

In case of clearance, If the DDM is close to the limits, increase the CLR SBO
level in flight check window. In-sufficient clearance may be caused due to:-
I. Imperfect Phasing

II. High VSWR in the RF Feeder / Dipoles.

(It should be re-checked and corrected)

Desired Results

I. Course current should increase linearly to 175 µ Amps (18% DDM)

from center line and shall not fall below this value up to 10° azimuth
either side of C/L
II. Minimum Clearance current shall be 150 µ Amps (15.5% DDM) in
±10° to ± 35° sector
During routine check, if width is found outside CW ± 4% , it is adjusted for
CW ± 1% value.
Post flight adjustment and checks

• If the course sector is adjusted it is necessary to recalibrate the output

from the MCU so that it is 150 µA.
Connecting the PIR to the DS output of the
MCU and adjusting the DS phaser inside the
MCU to achieve this.
• Reconnect the DS cable to the cabinet and
confirm that the DS monitor shows 0 µA. If
not, it is necessary to change the nominal
value of the monitors DS channel until you
get a reading of 0 µA
• Record the course sector information from Figure 1-4 DS adjustment
the plane.

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• LOCALIZER

5 NM Arc

35°

Localizer Glide Path

10°

5°
MM OM 0°
RWY
5°
Checks Height (A.G.L*)
WIDTH & CLEARANCE 1500 FT LEVEL 10°
HIGH ANGLE CLEARANCE 4500 FT LEVEL
WIDTH MONITOR ALARM 1000 FT LEVEL
*A.G.L = Above Ground Level 35°

Figure 1-5 LOC Course Width and Clearance Check

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[Link]. Course Structure, Alignment and Fly ability Check

Purpose:

I. To check the alignment of electronic center line with the physical

runway center line.

II. To check that the quality of course signals is satisfactory. Course bends,
Roughness, scalloping (all combined together) should be within
tolerance limits of the applicable category.

III. Fly ability is checked to ensure it is satisfactory that an aircraft following

the ILS can fly smoothly "manually" as well as on its "auto pilot".

Flight Check setup

The transmitter under test shall be radiating normal

Flight Profile

I. Calibration A/C carries out ILS approaches inbound from 8 NM up to

R/W Threshold on LLZ and on Glide Slope (as shown in fig 1-11) for CAT-I
& II facility.

II. Calibration A/C carries out ILS approaches inbound from 8 NM and then
follows the LLZ approach 50´ above the RWY upto Reciprocal Threshold
for CAT-III facility.

Laser Tracker / DGPS

When approaches are made the positional (aircraft position w.r.t.

threshold) data correction is given by DGPS automatically. Calibration Aircraft is
automatically tracked by DGPS / Laser Tracker.
In-the case of Tracker, continuous azimuth deviation data of the A/C
position gets automatically transmitted to the console through RTT UHF up-link
and course structure is calculated by the computer immediately after the
completion of the exercise. The Laser Tracker is controlled by the Flight
Inspector/AFIS-200 system depending on the chosen exercise.
Adjustment procedure in NM7000B
In case of routine flight checks, normally no adjustment is carried out for
above exercise. However light adjustment of MOD BAL & MOD DEPTH may be
required to optimize the far field performance and get acceptable alignment
value.

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In case of commissioning and re-commissioning flight checks, the
procedure is given below.
• If the course alignment needs adjustment
it is possible to shift it approximately ±2
µA with the CL phaser inside the ADU
network
• If a larger shift of the course alignment is
necessary, the flight check has to be
temporary stopped while the antennas
system is mechanically moved
Figure 1-6 ADU CL phaser
Desired Results and Tolerances

Alignment

ILS Category Periodic Commissioning

CAT I + 14.6 µA ± 1.5µA

CAT II + 10.5 µA ± 1.1µA

CAT III + 04.2 µA ± 0.5µA

Structure

Usable distance to ILS point 'A'

CAT I, CAT II & CAT III 30 micro Amps
ILS Point ‘A’ to ' B'
CAT I Linear decrease from 30 µA to 15 µA
CAT II & CAT III Linear decrease from 30 µA to 5 µA
CAT-I ILS Point ‘B’ to ' C' maintain 15 micro amps
CAT II - ILS Point ‘B’ to maintain 5 micro amps
‘Threshold’
CAT III - ILS Point ‘B’ to ‘D’ maintain 5 micro amps
CAT III - ILS Point D to E Linear increase from 5 to 10 micro amps

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Figure 1-7 Cat I Course Structure

Figure 1-8 Cat II Course Structure

Figure 1-9 Cat III Course Structure

To range Limits

0.035
Glidepath CAT I
Bend Amplitude Limit

0.031
Glidepath CAT II/III
0.023

0.015
Localizer CAT I
0.010
Localizer CAT II/III
0.005

c. CAT I - ILS
ILS Points A B C T D E Stop End of RWY
7.4 km (4NM) Runway
1050 m 900 m 600 m
3500 ft 3000 ft 2000 ft

Figure 1-10 Course Structure

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LOCALIZER

Localizer Glide Path

MM OM
RWY

CHECKS TYPE OF FLIGHT

ALIGNMENT & STRUCTURE ALL CENTER LINE RUNS
MONITOR ALIGNMENT I. FOLLOWING GLIDE PATH
II. FOLLOWING GLIDE PATH OR
LEVEL RUN AT 1000 FT AGL

III. FOLLOWING GP TILL THRESHOLD

& MAINTAIN 50’ AGL ALL ALONG
THE RWY CENTRE LINE FOR CAT
III

Figure 1-11 LOC Course Alignment and Flyability Check

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Fly ability - Must be Satisfactory, subjective assessment of the pilot.
ILS Points
ILS Point A - On Extended C/L, on G/P - 4 NM from (7.5 Km) from threshold.
ILS Point B - On Extended C/L, on G/P - 3500' (l050M) from Threshold.
ILS Point C - On Extended C/L. Downward extended straight portion of G/P
where it crosses 100 ft above horizontal plane containing threshold.
ILS Point T - A point at a specified height located above the intersection of
the runway centerline and the threshold and through which downward
extended straight portion of the ILS glide path passes.
ILS Point D - A point 4 m (12’) above the runway center line and 900 m
(3000’) from the threshold in the direction of Localizer.
ILS Point E - A point 4 m (12’) above the runway center line and 600
m.(2000’) from the stop end of runway in the direction of the threshold
Post flight adjustment and checks
• If the alignment is adjusted (using ADU C/L
Phaser or mechanical alignment), it is
necessary to recalibrate the CL output
from the MCU so that it is 0 µA.
connecting the PIR to the CL output of the
MCU and adjusting the CL phaser inside
the MCU achieve this.
• Reconnect the CL cable to the cabinet and
confirm that the CL monitor shows 0 µA. If
not it is necessary to change the nominal
value of the monitors CL channel until you
get a reading of 0 µA
Figure 1-12 MCU CL phaser

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Figure 1-13 Evaluation of Course/Path bend amplitude

[Link]. High Angle Clearance

Purpose:

The Combination of ground environment and antenna height can cause

nulls or false courses. These may not be apparent at normal instrument approach
altitudes.
High Angle Clearance should therefore be investigated upon in case of:

a. Initial Commissioning
b. Change in location of Antenna
c. Change in height of Antenna
d. Installation of a different type of Antenna

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Procedure:

This check is similar to clearance check described earlier in para [Link]

except that a/c flies the arc at 4500' above the AGL or max service altitude of LLZ
in use.
[Link]. Alignment of Monitor Alarm Check

Purpose:

Inspecting the Course Position alarms to ensure that the monitor will
automatically turn off the localizer system when an out-of-tolerance condition
occurs.
Flight Check setup:

The test is done on transmitter one only.

Monitors are bypassed i.e. Manual/Auto switch set to Manual.

After the check has been carried out it has to be verified that the second
transmitter has the same test settings as the first transmitter.

Radiating DDM-test signal corresponding to the alarm limit performs the

test. Separate runs for 150Hz and 90Hz dominance. If necessary - alarm limits are
adjusted.
Flight profile:

Aircraft flies inbound on centreline.

Adjustment procedure in NM7000B

a. Open Flight check window - Alarm limit check and activate CL test signal 1
or CL test signal 2 when asked for
b. If the shifted CL is not at the correct alarm point drag the slider for the
activated test point until the correct shift is achieved
c. Verify that the monitor alarm limit is adjusted so that the monitor is just
outside the limit when this shift is active. If necessary change the alarm
limit for CL / NF to achieve this.

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Figure 1-14 Monitor CL Alarm limit Check

[Link]. Width Monitor Alarm Check

Purpose: To confirm that adjustment of Width Monitor Alarm is Satisfactory.

Width wide Alarm Check: This check ensures that even during wide width
condition, clearance current does not reduce below the minimum. In this check
off- Course Clearance must not fall below 160 micro Amps in the Zone ± 10° &
135 micro Amps in the Zone +10° to + 35°.

Flight Check setup:

The test is done on transmitter one only. Monitors are bypassed, i.e.
Manual/Auto switch set to Manual.
After the check has been carried out it has to be verified that the second
transmitter has the same test settings as the first transmitter.
The equipment is radiating in Wide Alarm condition (both Course and
Clearance) when wide alarm monitor limits are checked and Narrow Alarm
condition (Only Course, Clearance normal) when narrow alarm monitor limits are
checked.
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Flight profile:

Calibration aircraft flies an arc about Runway centre line at approx. 5 NM

from LLZ & 1500'AGL (Above Ground Level) as shown in figure 3.5(same as CW
check)
Adjustment procedure in NM7000B:
a. Open Flight check window - Alarm limit check and activate DS Narrow or
DS Wide and CLR Wide when asked for
b. If the change of course sector has not reached the correct alarm point
increase/decrease the dB value for the activated test point until the
correct change of course sector is achieved
c. Verify that the DS monitor alarm limit is adjusted so that the monitor is
just outside the limit when this change is active. If necessary change the
alarm limit for DS to achieve this.
d. During wide alarm, verify that the CLR monitor alarm limit is adjusted so
that the monitor is just outside the limit when this change is active. If
necessary change the alarm limit for CLR to achieve this.

Figure 1-15 CS al. limit check

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Permissible course width (Displacement Sensitivity) change for each category:

CAT I & CAT II + 17%

CAT III  17%

[Link]. Coverage & Power Monitor alarm Check

Purpose:

To confirm that Localizer provides coverage to the defined service volume

even when operating at Reduced Power and Monitor shut down LOC when out-
of-tolerant condition occurs.
Flight Check setup

The field strength of the LLZ signal is measured on course at greatest

distance at which it is expected to be used (But not less than 18 NM) while
operating with reduced power. If the field strength is less than 5 micro volts, the
power will be increased to provide at least 5 micro volts and monitor limit
adjusted to Alarm at that level. Normalize the power output to the original value
after the check is done.

Flight profile

The FIU aircraft carries out exercise as shown in the figure 1.18.

Figure 1-16 LOC Coverage Requirements

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Adjustment procedure in NM7000B:

a. Open Flight check window - Alarm limit check and activate Test RF
attenuation for COU respectively CLR.
b. For a single frequency system the slider should be set to 3 dB, for a dual
frequency system it should be set to 1 dB.
c. Verify that the COU / CLR RF monitor indicates an alarm. If necessary
change the alarm limit for COU / CLR RF to achieve this.
d. Activate the alarm condition when instructed from calibration flight.
e. Increase or decrease the power (when alarm is not activated) as instated
from calibration flight to meet the coverage requirements.

Figure 1-17 power alarm limit checks

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Figure 1-18 LOC Usable airspace check

Desired Result –

Throughout the coverage volume:

 Minimum field strength - 40 µv/m throughout the coverage volume
 90 µv/m for CAT-I (from 10 Nm to Point B)
 100 µv/m to 200 µv/m for CAT-II (from 10 Nm to Threshold)
 100 µv/m to 200 µv/m for CAT-III (from 10 Nm to 20´ above
threshold), above100µv/m at 12´
 Minimum AGC 5 µv
 Minimum SDM 36%
 Maximum SDM Below 95%

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[Link]. Polarization Check

Purpose:

To confirm that no adverse effect will be encountered while flying on LLZ

course due to undesired vertical polarization component. The desired
polarization of LLZ is Horizontal
Flight Check setup

The transmitter under test shall be radiating normal

FLT Profile:

Calibration A/C flies in-bound on Localizer at 1500' AGL between 6-10 NM.
The A/C is made to Bank 20° each side while remaining on centre line as shown in
figure 1.19.
Desired Result

No appreciable deflection of Cross Pointer on Banking.

Tolerance in cross pointer current (DDM)

CAT I + 15 micro amps
CAT II + 8 micro amps
CAT III + 5 µ amps

[Link]. Course Width Symmetry Check

Purpose:

To confirm that course width an either side of centre line is SYMMETRICAL

within prescribed limit.
Flight Profile

Figure 1.20 Shows the flight procedure for the Course Width Symmetry
Check. The calibration A/C flies in-bound from Outer Marker to Runway threshold
at half width (75 + µAmps -offset) point an either side of the LLZ Centre line.

Pilot flies with the help of FIS-CDI. The A/C is tracked automatically by LT.
Desired Result:

Symmetry (half width on 90 Hz side compared to width on 150 Hz side)

must be within 10% of the total Sector Width.

This check is done only during commissioning. After the flight Inspection is
completed the ground staff should ensure that both the TX’s are balanced On
Monitors.

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1500 FT AGL BETWEEN 6 TO 10 NM Flight Path

ILS: 20° BANK TO EACH SIDE POLARIZATION CHECK

(ATTITUDE EFFECT)
Facility

Figure 1-19 LOC Polarization Check

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¼ Width ¼ Width
150 µA 75 µA 75 µA 150 µA

OM

MM

RWY

Localizer

Figure 1-20 LOC Course Symmetry Check

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1.6. Perform Commissioning Flight Check GP

1.6.1. Describe the ICAO DOC 8071 requirements

The ICAO DOC 8071 lists all the requirements in the following table:

Parameter Measurement Tolerance Inspection Type Annex 10 ref DOC8071 ref

S C P
Angle DDM, Angle Cat I: Within 7.5% of nominal angle X X X 4.3.45 to
Cat II: Within 7.5% of nominal angle 4.3.46
Cat III: Within 4% of nominal angle
-Alignment DDM [Link].2.1
-Height of Cat I: 15m (50ft) + 3m (10ft) X [Link].5
reference (see Note 3) [Link].6
datum Cat II: 15m (50ft) + 3m (10ft) [Link].4
(see Note 3)
Cat III: 15m (50ft) + 3m (10ft)
(see Note 3)

Displacement DDM, Angle Refer to Annex 10, Volume I, [Link] X X X [Link] 4.3.47 to
sensitivity 4.3.49
-Value
-Symmetry

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Parameter Measurement Tolerance Inspection Type Annex 10 ref DOC8071 ref

S C P
Clearance DDM, Angle Not less than 190μA at an angle above X X X [Link].5 4.3.50
-Below path the horizontal of not less than 0.3θ. If
190μA is realized at an angle greater
than 0.45θ, a minimum of 190μA must
be maintained at least down to 0.45θ.
-Above path Must attain at least 150μA and not fall [Link].1
below 150μA until 1.75θ is reached.

Glide Path DDM Note: Tolerances are referenced to the X X X [Link] 4.3.52
Structure mean course path between Points A and
B, and relative to the mean curved path
below Point B
Cat I: From coverage limit to Point C: 30
µA
Cat II/III: From coverage limit to Point
A: 30 µA
From Point A to Point B: linear
Decrease from 30µA to 20µA
From Point B to reference datum: 20µA
Modulation Modulation Note: Recommended means of X X X [Link].1 4.3.53 to
-Balance depth measurement is by ground check 0.002 4.3.54
-Depth DDM 37.5% to 42.5% for each tone.

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Parameter Measurement Tolerance Inspection Type Annex 10 ref DOC8071 ref

S C P
Obstruction DDM Safe clearance at 180µA (Normal), or at X X X N/A 4.3.55
-Clearance 150µA (wide alarm).
Coverage Flag Current Satisfactory receiver operation in sector X X X [Link] 4.3.56
-Usable 8° azimuth either side of the localizer
distance centre line for at least 18.5km (10NM)
up to 1.75θ and down to 0.45θ above
the horizontal, or at a lower angle,
-Field down to 0.3θ as required to safeguard
strength the glide path intercept procedure.
>400 μV/m (-95 dBW/m2) (refer to
Annex 10 for specific signal strength
requirements)
Monitor
system
-Angle DDM, Angle Monitor must alarm for a change in X X [Link].1.a
angle of 7.5% of the promulgated angle.

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Parameter Measurement Tolerance Inspection Type Annex 10 ref DOC8071 ref

S C P
Displacement DDM, Angle Cat I: Monitor must alarm for a change X X [Link].1.d
sensitivity in the angle between the glide path and
the line below the glide path at which
75μA is obtained, by more than 0.037θ.
Cat II: Monitor must alarm for a change
in displacement sensitivity by more than
25%.
Cat III: Monitor must alarm for a
change in displacement sensitivity by
more than 25%.
-Power Power Monitor must alarm either for a power X X
reduction of 3dB or when the coverage
falls below the requirement for the
facility, whichever is the smaller change.
For two-frequency glide paths, the
monitor must alarm for a change of
±1dB in either carrier, unless test have
proved that use of the wider limits
above will not cause unacceptable
signal degradation.

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Parameter Measurement Tolerance Inspection Type Annex 10 ref DOC8071 ref

S C P
Phasing No fixed tolerances. To be optimized for X X N/A 4.3.59 to
the site and equipment. 4.3.65
Note: Optional, at the request of the
ground technician.
Note 3:

This requirement only arises during commissioning and categorization checks. The method of calculating the height of the
extended glide path at the threshold is described in 4.3.81, Analysis - Reference datum height. For Category I approaches on
Code 1 and 2 runways, refer to [Link].6 of Annex 10, Volume I.

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1.6.2. Describe the main types of GP Flight Checks

Following are the various Flight Inspection checks.

1.
Antenna NULL Check
2.
Phasing Check
3.
Sector width and Glide Angle Check
4.
Glide angle and Course Structure Check
5.
Monitor Checks
I. Position Alarm
II. Width Alarm
6. Azimuth Coverage
1.6.3. Perform GP alignment

Before the Flight Check starts, all necessary tools, instruments, equipment
and Data recording forms shall be present.
[Link]. Antenna Null Checks

Purpose:

To confirm and correct (if required) the height of G/P Antenna elements
above ground. This check is performed during commissioning or after major
maintenance of antenna.
Flight Profile:

The calibration aircraft flies at 1000'/1500' AGL on LLZ, from a distance of 8

NM to a point overhead G/P antenna. The a/c positional information is provided
by PDGPS (Positional Reference System) as shown in Figure. 1.21
NM7000/Antenna Adjustment:

Dummy load the SBO signal in the Coaxial Distribution Unit /Antenna
Changeover Unit. Feed CSB signal to antenna being checked (one antenna at a
time). Adjust antenna height appropriately to get correct nulls. Antenna should
be raised to decrease the NULL ANGLE and V1CE VERSA.
Desired Results:

a. Null Reference System

Upper Antenna - θ, 2θ

Lower Antenna 2θ, 4θ

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1000’ LEVEL

START RUNS AT 10 MILES

[Link] [Link]

MM OM
RWY
CHECKS
NULL CHECK
PHASING CHECK
WIDTH AND ANGLE
WIDTH MONITOR
ANGLE MONITOR
BELOW PATH STRUCTURE * * START THIS CHECK AT MORE THAN 10 MILES

Figure 1-21 Glide Path Check

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1000’ LEVEL

[Link] [Link]

MM OM
RWY
Figure 1-22 Glide Path Phasing Check

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b. Side Band Reference System

Upper Antenna - 4θ/3, 8θ/3

Lower Antenna - 4θ, 8θ

c. M-Array

Upper Antenna - 2θ/3, 4θ/3

Middle Antenna - θ, 2θ
Lower Antenna - 2θ, 4θ

[Link]. Phasing Check

Purpose:

To establish that correct quadrature phase relationship between CSB and

SBO signals exists.
Flight Profile:

Figure 1-22 shows the flight procedure for Phasing' Check. The calibration
A/C flies inbound on Centre line at 1000’ AGL (Level Run). The exercise is started
at 10 NM from Runway threshold and is terminated at 1 NM before Outer
Marker.
NM7000B Adjustment Procedure:

Ground Check

Figure 1-23 Global Phasing

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In case of Normarc Glide Path equipment air phasing is seldom required.
Necessary phasing adjustments are made in the Antenna Distribution Unit on
ground itself. The procedure given below is for global phasing check.

1. Switch OFF the clearance transmitter

2. Connect the PIR to the monitor return cable lower antenna (M1)
3. In Flight Check window, click the "Insert/remove 90° stub" button so
that the text reads, "COU SBO 90° stub is inserted" for the
appropriate transmitter
4. In Flight Check window adjust COU SBO phase (associated with TX
to air) to obtain 0.0% DDM reading
5. Repeat the phasing procedure for the other transmitter

Flight Check

This method is not recommended unless

•
there are detected phasing problems that
cannot be solved by ground phasing

The check should be performed on both transmitters, Course and

Clearance separately. The transmitter under test is configured to radiate CSB and
SBO in quadrature (90° stub in SBO).
[Link]. Glide Angle and Sector Width check

Purpose: To determine the Glide angle, sector width and adjust glide path
equipment, if necessary.
Flight Profile:

The calibration aircraft flies in-bound on extended centre line (level run) at
1500′ AGL from 10 NM to MM. the aircraft receives positional information from
the PDGPS positional reference system.
a. Angle:
Ground Check:
NM7000B Adjustment procedure:
• Turn on the transmitter to be checked
• The Monitors are bypassed, i.e. Manual/Auto set to Manual.
• Connect the PIR to the CSB course or Clearance front panel jack of the
cabinet as appropriate

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• If the reading of the PIR is outside the requirement, adjust the DDM and/or
the SDM of the transmitter in the Flight check window
• Record the PIR readings

Flight check setup:

If the angle is out of tolerance and DDM setting is correct, antenna height
will have to be adjusted, Minor adjustment of DDM can be made as advised by of
Flight Inspector. During the adjustment, put the FTS on CSB course socket. In case
the DDM is on 90 side the G/P angle is low and if DDM is on 150 side then G/P
angle is High. To increase the glide path angle, obtain a higher DDM predominant
on 150Hz and vice versa.

NM7000B Adjustment procedure:

Configure the transmitter to be checked to radiate only CSB.

• In Flight Check window, click the "Toggle SBO off" button so that the text
reads, "COU SBO signal is off"
• Connect the PIR to the CSB course or Clearance front panel jack of the
cabinet as appropriate.

Figure 1-24 DDM adjustment

• Adjust the DDM and/or the SDM of the transmitter in the Flight check
window accordingly to the information from the plane
• Record the information from the plane and the PIR readings.

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Antenna Adjustment

If Glide Path angle is out of tolerance, the angle is adjusted by changing the
heights of the antennas. Increasing antenna heights decrease glide angle and
vice versa

Simulation software should be used to calculate how much the antennas

should be moved.
Alt.1:

If a proper site survey has been carried out and the forward slope, sideway
slope of the terrain have been calculated using simulation software, the
parameter of greatest uncertainty is the height from the lower antenna to
the average reflection plane. In this case it is recommended to move all
three antennas the same amount until the correct angle is achieved.

Alt. 2:

If there are any uncertainties of the forward slope, sideway slope of the
terrain antenna 1 (lower) should be moved 1/3, antenna 2 (middle) 2/3
and antenna 3 (upper) 3/3.

Rule of thumb (for M-array): 15 cm change of height of antenna 1 (lower)

corresponds approx. to a 0.1º change in angle.

Example: To change from an angle of 2.9° to 3.0°, lower antenna must be

moved down 15 cm, middle antenna 30 cm and upper antenna 45 cm.

The position monitor, both integral (MCU) and Near Field shall be checked
after a change in antenna height, and if necessary, re-aligned. The
monitor(s) shall be correlated to actual flight inspection readings.

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b. Width

Flight Check setup

The transmitter under test shall be radiating normal.

Figure 1-25 Course Width (Course sector) adjustment

If adjustment is necessary, the course sector is adjusted by changing the
SBO level for the transmitter under test in the Flight Check window.

An increase of the SBO level will narrow the course sector and vice versa.

The amount to increase/decrease can be calculated accordingly to the

formula

𝑫𝑫𝑴(𝑺𝑩𝑶) 𝑿 𝑴𝒆𝒂𝒔𝒖𝒓𝒆𝒅 𝑪𝑾
𝑪𝒐𝒖𝒓𝒔𝒆 𝒘𝒊𝒅𝒕𝒉 𝒂𝒅𝒋𝒖𝒔𝒕𝒎𝒆𝒏𝒕 =
𝑹𝒆𝒒𝒖𝒊𝒓𝒆𝒅 𝑪𝑾

𝑴𝒆𝒂𝒔𝒓𝒖𝒓𝒆𝒅 𝑪𝑾
𝑺𝑩𝑶𝑨𝒅𝒋𝒖𝒔𝒕𝒎𝒆𝒏𝒕 (𝒅𝒃) = 𝟐𝟎𝑳𝒐𝒈𝟏𝟎
𝑹𝒆𝒒𝒖𝒊𝒓𝒆𝒅 𝑪𝑾

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a. If the course sector is adjusted it
is necessary to recalibrate the
output from the MCU so that it is
75 µA.
b. Connecting the PIR to the DS
output of the MCU and adjusting
the DS attenuator (AT2) inside
the MCU achieve this
c. Reconnect the DS cable to the
cabinet and confirm that the DS monitor
Figure 1-26 MCU DS Adjustment
shows 0 µA. If not it is necessary to change
the nominal value of the monitors DS
channel until you get a reading of 0 µA
Record the course sector information from the plane.

Desired Results
Glide Angle θ (Selected)
Lower 1/2 Sector Width 0.12 θ
Upper 1/2 Sector Width 0.12 θ

Tolerances

a. Glide angle

I. Commissioning - No tolerances allowed

II. Routine
Glide Angle - ± 7.5% of θ for CAT I & II
± 4% of θ for CAT III

b. Half Sector Width

CAT I - Lower Half Sector Width 0.07 θ to 0.14θ
CAT II & III - Lower Half Sector Width 0.10 θ to 0.14 θ
(Please refer table)

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[Link]. Glide Angle & Path Structure check

Purpose:

I. To determine the computed (actual) Glide Angle.

II. To confirm that the G.P. bends, roughness and scalloping are within
tolerance.

Flight Profile:

The calibration Aircraft flies inbound on G/P on extended center line from
10 NM up to threshold. The pilot follows glide path. The Aircraft is continuously
tracked by PDGPS system/Laser Tracker. The Path Structure is computed
automatically. The processed results are displayed by the system, on the screen.
Ground Facility Adjustment:

No adjustment is required in ground equipment for path structure but the

averaged path angle may be required to be adjusted as given above. If structure
results are not up to the mark the facility may be down – Categorized or
restricted. Site improvements may solve an out-of-tolerance structure situation.

Desired Result:

The Computed Glide Angle (average of the samples collected between A to

B) should be within Tolerance and Path deviations must meet the following
criterions/tolerances.

Tolerances:

Path Structure: Should not exceed

CAT-I Up to A ± 30 micro amps

A-B ± 30 micro amps
B-C ± 30 micro amps
CAT-II and CAT-III Up to A ± 30 micro amps
A-B Linear decrease from ± 30 µA at A to ± 20
B-T ±20 micro amps
Desired Results and Tolerances on Glide Angle and Sector Width is given in
[Link].

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To range Limits

0.035
Glidepath CAT I
Bend Amplitude Limit

0.031
Glidepath CAT II/III
0.023

0.015
Localizer CAT I
0.010
Localizer CAT II/III
0.005

ILS Points A B C T D E Stop End of RWY

7.4 km (4NM) Runway
1050 m 900 m 600 m
3500 ft 3000 ft 2000 ft

Figure 1-27 Glide Path course and Maximum Bend Amplitude Criteria

GP monitor checks

[Link]. Angle Alarm

Purpose:

To confirm that the Angle Alarm is adequately sensitive to detect a change

of Glide Angle. This check is carried out using one Tx only.
Flight Check setup

The test is done on transmitter one only.

Monitors are bypassed i.e. Manual/Auto switch set to Manual.

After the check has been carried out it has to be verified that the second
transmitter has the same test settings as the first transmitter.

Radiating DDM-test signal corresponding to the alarm limit performs the

test. Separate runs for low angle and high angle. If necessary - alarm limits are
adjusted.

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Flight profile:

It is generally carried out during normal Aircraft approach wherein it flies

ILS from 8 NM, to point C or T.
.
High Angle

Low Angle

Θ0
RWY
THR

Figure 1-28 Flight profile for Glide Path Angle Alarm Check
NM7000B Adjustment Procedure:
a. Open Flight check window - Alarm limit check and activate CL test signal 1
or CL test signal 2 when asked for.
b. If the shifted CL is not at the correct alarm point drag the slider for the
activated test point until the correct shift is achieved.
c. Verify that the monitor alarm limit is adjusted so that the monitor is just
outside the limit when this shift is active. If necessary change the alarm
limit for CL / NF to achieve this.

Figure 1-29 CL Alarm Limit check

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Desired Results:

The change in Glide Angle obtained by calibration Aircraft must be within ±

7.5% of θ

[Link]. Width Alarm

Purpose: To confirm that width alarm is adequately sensitive to detect an out of

tolerance change in sector width value.

Flight Check setup

a. The test is done on transmitter one only.

b. Monitors are bypassed, i.e. Manual/Auto switch set to Manual.

c. After the check has been carried out it has to be verified that the second
transmitter has the same test settings as the first transmitter.

d. The equipment is radiating in Wide Alarm condition, respectively Narrow

Alarm condition (Only Course, Clearance normal).
Flight profile

Figure 1-30 Flight Profile DS Alarm Limit check

Aircraft flies 1000 ft. AGL (level run) along the extended C/L from 10 NM to 2
NM.

a. Open Flight check window - Alarm limit check and activate DS Narrow or
Wide when asked for.

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b. If the change of course sector has not reached the correct alarm point
increase/decrease the dB value for the activated test point until the
correct change of course sector is achieved.
c. Verify that the DS monitor alarm limit is adjusted so that the monitor is
just outside the limit when this change is active. If necessary change the
alarm limit for DS to achieve this.
d. If required, while checking wide alarm below glide path, activate CL test
signal for low angle and DS Wide simultaneously and If the reported fly up
signal is below 75µA the CL test signal and DS wide test signal must be
reduced until 75µA is reached. Adjust the CL and DS monitor alarm limits
so that the monitor is just outside the limit when this change is active.

Figure 1-31 DS Alarm Limit check

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[Link] Check of below path DDM in alarm

Objective: Inspecting that the monitor will automatically turn off the Glide Path
system when a the DDM at 0.75θ0 is 75µA.

Flight Check setup

The test is done on transmitter one only.

Monitors are bypassed, i.e. Manual/Auto switch set to Manual.

The equipment is radiating in Low angle and Wide Alarm condition.

Flight profile

Figure 1-32 Flight Profile Below path DDM

Commencing outside Point "A" on the 0.75θ0 of the Glide Path, the pilot flies inbound to
Point "B".

 Open Flight check window – Alarm limit check and activate CL test signal for low
angle and DS Wide simultaneously

 If the reported fly up signal is below 75µA the CL test signal and DS wide test signal
must be reduced until 75µA is reached

 Adjust the CL and DS monitor alarm limits so that the monitor is just outside the limit
when this change is active

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Figure 1-33 Below path DDM al. limit check

Desired Results:

For CAT I lower half sector width, within ± 0.037 θ.

For CAT II & III lower half sector width, Within 25% of nominal
value of displacement
sensitivity.

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[Link]. Azimuth Coverage

Purpose: To confirm that usable signal is available in the ± 8° azimuth zone (With
the extended center line as the reference).This check is carried out only during
commissioning or after major maintenance of the antenna.

Flight Profile:

A/C flies in arc at 1500 ft ± 8° of the extended center line.

Ground facility adjustment: None.

Desired Results:

Glide path signal should have minimum signal strength of -92 dBm/m2,
minimum 150 µA flyup current and SDM/Mod sum more than 48 %.
[Link]. Adjust Power alarm limit

Objective: Inspecting power alarm settings to ensure that the monitors will
automatically turn off the Glide Path system when an out-of-tolerance condition
occurs.

This check/adjustment is done without

flight inspection.

• Open Flight check window -

Alarm limit check and activate Test
RF Attenuation for COU and CLR
respectively
• For a single frequency system,
the slider should be set to 3 dB,
for a dual frequency system it
Figure 1-34 RF al. limit check
should be set to 1 dB
• Verify that the COU / CLR RF monitor indicates an alarm. If necessary
change the alarm limit for COU / CLR RF to achieve this.
[Link]. Modulation balance and modulation depth

Purpose: To ensure that the carrier is modulated by equal amounts of 90 Hz

and 150 Hz.

For a two-frequency system this check must be done separately on the

course and clearance transmitter.

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• ICAO DOC8071 states that "Recommended

means of measurement is ground check"

Ground Check:
a. Turn on the transmitter to be checked
b. Connect the PIR to the CSB course or Clearance front panel jack of
the cabinet as appropriate
c. If the reading of the PIR is outside the requirement, adjust the DDM
and/or the SDM of the transmitter in the Flight check window
d. Record the PIR readings
Flight check setup:
Configured the transmitter to be checked to radiate only CSB.
a. In Flight Check window, click the "Toggle SBO off" button so that
the text reads, "COU SBO signal is off"
b. Connect the PIR to the CSB course or Clearance front panel jack of
the cabinet as appropriate.
c. Adjust the DDM and/or the SDM of the transmitter in the Flight
check window accordingly to the information from the plane
d. Record the information from the plane and the PIR readings

Figure 1-35 Mod Bal and Mod Sum

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1.7. Generation of Flight Check Reports:

The Result of flight inspection is given to maintenance personnel at the

station itself. AFTN Signal/FAX message to the effect is given to ED (FIU), GM
(Region), OIC Station, GM (N&S).

The final flight inspection report is prepared after return to the base and is
generally sent to the concerned offices within seven days. The data collected
during flight inspection are archived in our records along with the report.

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1.8. Table for Flight Inspection Profiles

S.N Flight profile Parameters recording result evaluation Remarks

o parameters

Localizer

1 Crossover at 1500’ AGL at Width & CLR [Link] Width, Proper Mod Ground eqpt is to be set for nominal
5 NM 1. Normal current sum and AGC CW, wide alarm CW and Narrow
[Link] alarm 2. Mod sum alarm CW
[Link] alarm 3. AGC
2 Normal ILS Approach Alignment, Mod sum & 1. Deviation Path structure value Ground eqpt is to be set for nominal
establishing on LLZ at 7 Path Structure current for Different Zones, alignment and shifted right/left for
NM & continuing upto Polarization check, 2. Mod sum Mod sum on path, position alarm under instruction.
100’ AGL for Cat I, upto Position alarm. 3. AGC AGC on Path & Aircraft to bank 20° on either side
50’ AGL for Cat II & upto alignment on path for polarization check
the reciprocal Threshold during commissioning.
at 50’ AGL along the rwy
for Cat III.
3 ± 35° Crossover at 2000’ AGC and clearance 1. Deviation Proper clearance Ground Eqpt to be set for Power
AGL at 17 NM under current 2. and AGC alarm condition. For a change of -3
power alarm condn. Mod sum dB (50%) for single frequency
3. AGC Localizer- and – 1 dB (80%) for dual
frequency Localizer.

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S.N Flight profile Parameters recording result evaluation Remarks

o parameters
4 ± 10° Crossover at 2000’ AGC and clearance 1. Deviation Proper clearance Ground Eqpt to be set for Power
AGL at 25 NM under current and AGC alarm condition. For a change of – 3
power alarm condn. 2. Mod sum dB (50%) for single frequency
3. AGC Localizer- and -1 dB (80%) for dual
frequency Localizer.
5 ± 35° Crossover at 6000’ AGC and clearance Proper clearance
AGL at 8 NM (High angle and AGC
clearance).
Glide Path

1 Level run at 1500’ AGL a. AGC Nulls [Link] a. Ant height a. Only CSB to be radiated by resp.
from 10 NM to 1 NM b. Phasing current evaluation ant (dummy other ant.) for null chks
c. Sector Width & Max 2. Mod sum b. Phasing as per Gnd eqpt using
Flyup 3. AGC b. LHSW, UHSW, prescribed cable and procedure.
1. Normal AGC, Max Flyup & C. Ground eqpt is to be set for
2. Wide alarm above path nominal SW, wide alarm SW and
3. Narrow alarm clearance. Narrow alarm SW

2 Normal ILS Approach Approach angle, Mod [Link] Path structure value Ground eqpt is to be set for nominal
establishing on GP at 5 sum & Path Structure, current for Different Zones, GP angle and shifted up/down for
NM & continuing upto Position alarm. 2. Mod sum Mod sum on path, position alarm under instruction.
100’ AGL for Cat I, upto 3. AGC AGC on Path &
50’ AGL for Cat II & approach angle.
Cat III.

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S.N Flight profile Parameters recording result evaluation Remarks

o parameters
3 ± 10° Crossover at 2000’ AGC & Flyup [Link] Proper AGC and Ground eqpt to be set for power
AGL at 10 NM under current Clearance. alarm condition. For a change of – 3
power alarm condn. 2. Mod sum dB (50%) for single frequency Glide
3. AGC Path- and – 1 dB (80%) for dual
frequency GP
4 ILS approach at a Below path [Link] Pilot is to advise on Gnd eqpt to radiate under Wide
minimum of 180µa or Obstruction clearance current encountering alarm condition for the check to be
150µa flyup from 5 NM 2. Mod sum reduced obstacle done at 150µa flyup condition.
to Threshold 3. AGC clearance during the
approach.
Markers

1 Normal ILS approach Ident code, Tone Marker AGC (on Proper AGC and For operationally usable signal
freq, Flythrough low sensitivity), Ident code. under power alarm condition of
distance, code & frequency ground point. For a change of-3 dB
(50%) in Carrier Power
2 ±150μa Offset LLZ Azimuth Coverage Marker AGC (on Proper AGC and For operationally usable signal
approach on GP from low sensitivity), Ident code. under power alarm condition of
beyond OM to threshold. code & frequency ground equipment. For a change of-
3 dB (50%) in Carrier Power

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1.9. Table for Acceptable Limits

[Link] Parameter Lower Ideal value Upper limit Remarks

limit /Result
Localizer
1 Alignment - in micro amps 8 0 -8 For Cat I (in-house limits)
5 0 -5 For Cat II(in-house limits)
4 0 4 For Cat III(in-house limits)
2 Mod Sum 36% 40% 44% On path
38% 40% 42% On path, For Cat III(in-house limits)
36% 40% 95% Off course Mod sum for installations after
year 1999.
3 Coarse Width 0.96*W W 1.04*W (in-house limits)
4 Minimum clearance 150 side, 150
clearance Sector
Minimum clearance 90 side, -150
clearance Sector
Minimum clearance150 side, 175
course Sector
Minimum clearance 90 side, -175
course Sector
5 Path Structure -- in micro amps
…upto pt. A 30
...between pt. A and B --- for Cat I 15 Linear decrease from 30 to 15
...for Cat II & III 5 Linear decrease from 30 to 5

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[Link] Parameter Lower Ideal value Upper limit Remarks

limit /Result
between pt. B and pt. C -- for Cat I 15
between pt. B and pt. T -- for Cat II 5
between pt. B and pt. D -- for Cat III 5
between pt. D and pt. E -- for Cat III 10 linear increase from 5 to 10
6 Polarization check (micro amps) 20 Deg acft bank on course.
15 0 -15 Cat I
8 0 -8 Cat II
5 0 -5 Cat III
7 Usable distance in NM 25 Sat AGC. CP current & Mod sum.
8 Identification SAT Subjective assessment for proper keying and
no interference on DDM
9 Course Width symmetry-150: 90 40 50 60
10 Coverage Checked under pwr alarm condition.
LLZ at 17 NM +/- 35 Deg - 84 dBm SAT Sat AGC. CP current & Mod sum.
W/m2
LLZ at 25 NM +/- 10 Deg -84 dBm SAT Sat AGC. CP current & Mod sum.
W/m2
11 High angle clearance 150µa SAT Sat AGC. CP current & Mod sum.
12 Monitor check
Alignment shift 90 side alarm -15µa Cat I
-10.7µa Cat II
-8.4µa Cat III
Alignment shift 150 side alarm 15µa Cat I

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[Link] Parameter Lower Ideal value Upper limit Remarks

limit /Result
10.7µa Cat II
8.4µa Cat III
Course Width narrow alarm 0.85 W
Course Width wide alarm 1.20 W
Minimum clearance, clearance 135µa Under wide CW alarm
Zone
Minimum clearance, course Sector 160µa Under wide CW alarm
Power monitor 50% SAT coverage and performance for a single
frequency LLZ.
80% SAT coverage and performance for a dual
frequency LLZ.
13 Performance on stby supply SAT approach on stby supply.

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[Link] Parameter Lower Ideal/ Upper limit Remarks

limit Nominal
value
Glide Path

1 Glide angle 0.925*θ θ 1.075*θ For Cat I & II

0.96*θ θ 1.04*θ For Cat III

2 Sector Width (Nominal) 0.48 *θ

...Upper half Sector Width Cat I & 0.07*θ 0.12*θ 0.14*θ Value to be
II Adjusted
...Upper half Sector Width Cat III 0.10*θ 0.12*θ 0.14*θ During
...Lower half Sector Width Cat I 0.07*θ 0.12*θ 0.14*θ commissioning
...Lower half Sector Width Cat II 0.10*θ 0.12*θ 0.14*θ
& III

Sector Width (maintained within)

(for both LHSW & UHSW)
Cat I 0.8*No Nom 1.33*Nom Value to be verified and adjusted within
m during Routine checks
Cat II 0.84*No Nom 1.25*Nom
m
Cat III 0.87*No Nom 1.17*Nom
m
3 Max Fly up current in micro amps 190

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[Link] Parameter Lower Ideal/ Upper limit Remarks

limit Nominal
value
4 Above path Clearance in micro 150 must not fall below 150 until 1.75*θ
amps
5 Mod Sum 75% 80% 85%
6 Path Structure -- in micro amps
upto pt. A Cat I, II &III 0 30
between pt. A and pt. B --- for Cat I 30
for Cat II & III 20 Linear decrease from 30 to 20
between pt. B and pt. C -- for Cat I 30
between pt. B and pt. -- for Cat II & 20
III
7 Azimuth coverage right/left of rwy -65 dBm SAT Sat AGC and Fly-up +/- 8 deg of rwy
W/m2
8 Obstruction Clearance check on SAT Sat Obs clr at 180μA flyup condition.
approach
9 Performance on stby supply SAT Sat Approach on stby supply
10 Monitor check

…High angle alarm 1.10*θ

…Low angle alarm 0.925*θ

…LHSW narrow alarm LHSW- Cat I
0.0375*
θ
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[Link] Parameter Lower Ideal/ Upper limit Remarks

limit Nominal
value
0.8*No Cat II & III
m
…LHSW wide alarm LHSW+0.03 Cat I
75*θ
1.33*Nom Cat II & III
Max Fly up current under wide 180
alarm condition.
11 Power monitor 50% SAT SAT coverage and performance for a single
frequency GP.
80% SAT SAT coverage and performance for a dual
frequency GP.
Outer Marker
1 Pass through distance in meter 400 600 800
2 Keying SAT da-da-da-dah
3 Performance on stby supply SAT
4 Tone frequency ( in Hz ) 390 400 410
5 Azimuth coverage 150 μA right/left SAT SAT coverage under alm condn.
of rwy(LLZ)

Middle Marker
1 Pass through distance in meter 200 300 400
2 Keying SAT di-dah-di-dah

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[Link] Parameter Lower Ideal/ Upper limit Remarks

limit Nominal
value
3 Performance on stby supply SAT
4 Tone frequency (in Hz ) 1268 1300 1332
5 Azimuth coverage 150 μA right/left SAT SAT coverage under alm condn.
of rwy (LLZ)

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CHAPTER 2

TITLE: PREVENTIVE MAINTENANCE OF LLZ

Chapter Objective:

With reference, the participants will be able to carry out the preventive
maintenance of NORMARC ILS 70XXB2 LLZ

Final Objectives:

2.1 Carryout Daily Maintenance Schedules

2.2 Carryout Weekly Maintenance Schedules

2.3 Carryout Monthly Maintenance Schedules

2.4 Carryout Six Monthly Maintenance Schedules

2.5 Carryout Annual Maintenance Schedules

2.6. Carryout Pre-monsoon checks.

References:

• CNS Manuals of AAI

 CNS Circular 02 of 2009
• NORMARC 7013B-14B Instruction Manual

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CHAPTER 3

TITLE: PREVENTIVE MAINTENANCE OF GP

Chapter Objective:

With reference, the participants will be able to carry out the preventive
maintenance of NORMARC ILS 70XXB2 GP

Final Objectives:

3.1 Carryout Daily Maintenance Schedules

3.2 Carryout Weekly Maintenance Schedules

3.3 Carryout Monthly Maintenance Schedules

3.4 Carryout Six Monthly Maintenance Schedules

3.5 Carryout Annual Maintenance Schedules

3.6. Carryout Pre-monsoon checks.

References:

• CNS Manuals of AAI

• NORMARC 7033B-34B Instruction Manual

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Maintenance Schedules

ILS

INDRA (NORMARC) 7000

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AIRPORTS AUTHORITY OF INDIA CNS MANUAL VOL. VII Part 2

PREVENTIVE MAINTENANCE SCHEDULE – DAILY (LOCALIZER)

STATION: __________________EQUIPMENT: LOCALIZER MAKE: INDRA (NORMARC) MODEL:70______________

RWY: ____________ CAT - _________FREQUENCY: ____________MHZ IDENT: ___________ DATE: ________________

[Link]. PARAMETER Normal Status Observation

1. GENERAL CLEANLINESS OF THE EQUIPMENT ROOM SAT/UNSATISFACTORY

2. STATUS OF AIRCONDITIONERS SAT/UNSATISFACTORY
3. STATUS OF OBSTRUCTION LIGHT O.K. / NOT O.K.

4. AMBIENT CONDITION OF EQUIPMENT ROOM NOMINAL VALUE

(a) TEMPERATURE < 22ºC+/_ 4 ºC
(b) HUMIDITY <70%
5. Mains supply Measurement (Input of UPS) (a) Nominal Value +/- 10%
(a) Voltage 230+/- 10%
(b) Frequency (b)Nominal Value +/- 2.5%
50+/- 2.5%

6. VERIFY EQUIPMENT HOLDS ON UPS with Mains off O.K. / NOT O.K.

7. Tx on AIR TX-1 / TX-2

8. STATUS OF MONITORS
(a) EXECUTIVE (Monitor-1& Monitor-2) O.K. / NOT O.K.
(b) STANDBY (If Hot S/By) O.K. / NOT O.K.
9. (a) STATUS OF NEAR FIELD O.K. / NOT O.K.
(b) FAR FIELD MONITOR ( If installed) O.K. / NOT O.K.
10. (a) Status of Anti Bird Spikes on Radiating Antenna O.K. / NOT O.K.
(b) Status of Anti Bird Spikes on Monitor Antenna O.K. / NOT O.K
(c) Status of Anti Bird Spikes on FFM Antenna
11. STATUS OF CRITICAL AREA (CHECK FOR GROWTH OF O.K. / NOT O.K.
GRASS ETC.)
12. Remote Status Indication Operation (a) E/Room O.K. / NOT O.K.
(b) ATC Units O.K. / NOT O.K.

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13. MONITOR PARAMETERS (Use Local Key Board & Display/ local RMM)
PARAMETERS NOMINAL MONITOR-1 MONITOR-2 MONITOR REMARKS
VALUE/ READINGS READINGS OF (S/by)
TOLERANCE OF MAIN-CH MAIN-CH READINGS OF
S/By-CH
DDM % CAT 1: (0±1.54)%
CAT 2 : (0±1.1)%
CAT 3: (0±0.88)%

SDM % (40±4) %
13.1 CL
RF V 3.0 V
– 0.35/+ 0.47V
DDM % Nominal ±2.63%

SDM % (40-10 %
13.2 DS
&40+20%)
RF V 3.0 V
– 1.5/+ 1.5 V
DDM % CAT 1: (0±1.54)%
CAT 2 : (0±1.1)%
CAT 3: (0±0.88)%

SDM % (40±20) %
13.3 NF RF V 3.0 V
– 1.5/+ 1.5 V
DDM % Nominal ±4 %
SDM % (40±4)%
13.4 CLR
RF V 3.0 V
– 0.37/+ 0.44V
DDM % CAT 1: (0±1.54)%
CAT 2 : (0±1.1)%
CAT 3: (0±0.88)%

SDM % (40±4) %
FFM (If
13.5 installed) RF dBm Nominal +/-
20% ! 1 dBm

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Mon-1 Mon-2
14. PARAMETERS Nominal Value Displayed Nominal Value / Displayed
/ Tolerance Value Tolerance Value

DF (Difference of 10 KHz / ± 4KHz

10 KHz / ± 4 KHz
Frequency)

15. PARAMETERS DL-0 DL-1 DL-2 DL-3

DL (D C Loop Status)

16. Field Modulation Measurements (For Cat-II & III ILS only)

Observed Status (For Tx in Use)

Azimuth
TX-I TX-II
Parameter

% DDM % SDM RF % DDM % SDM RF

Width(150Hz)

CL
Width
(90Hz)
Note: Measured values shall be compared with last calibration values.

17.0 System Status Normal Status

Observed Status Remarks
Indication ( LED Off)
17.1
PARAM OK

17.2
DISAGR OK

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17.3 BATT
OK

17.4 IDENT
OK

17.5 MAINT
OK

17.6 STANDBY
OK

TX-II
TX-I
Normal Status
18.0
Tx. Parameter (LED Remarks
(LED Indication
(LED ON) Indication
ON/ OFF)
ON/ OFF)

18.1 COURSE (CRS)

OK

18.2 CLEARANCE (CLR)

OK

18.3 TX ON AIR
OK

18.4 MAIN
OK

19.0 Parameter Nominal Value Tolerance Observed Value Remarks

19.1 Battery Voltage -1 26 V DC 23- 28 V

19.2 Battery Voltage -2 26 V DC 23- 28 V

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20.0 Remarks

( )
SIGNATURE OF DUTY OFFICER
NAME : …………………………….
DESIG. : ……………………………

21.0 Comments/ Action Taken Details

( )
SIGNATURE OF UNIT INCHARGE
NAME : …………………………….
DESIG. : ……………………………
[MAINTENANCE SCHEDULE IS BASED ON RECOMMENDATIONS OF ICAO DOCUMENTS (ANNEX 10, DOC 8071), DGCA- CAR, SEC-9(Airspace
and Air Traffic Management, Series-D, Navigation, Landing and Communication Aids) AND MANUFACTURERS TECHNICAL MANUAL.]

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PREVENTIVE MAINTENANCE SCHEDULE WEEKLY (LOCALIZER) –

STATION: __ _ __ EQUIPMENT:_____ MAKE: INDRA (NORMARC) MODEL:

RWY: ___________CAT - FREQUENCY: DATE: ___________________

1. System Time Synchronization

1.1 Time of Observation in UTC
1.2 ILS Date/ Time in UTC
1.3 Time Source with which system synchronized (AUTO/MANUAL)
2. Course Alignment (to be checked in field at threshold)
Parameter ICAO Annex 10/ Measurand/ Measured Value Remarks
DGCA CAR Tolerance
Tx-I Tx-II
Course 0 DDM Only for CAT-III
[Link].1
Alignment Distance ILS
3. Cat-III:during
Monitor System Operation (as established <3 last Flight check)

Parameter ICAO Annex Measurand/ Measured Value Remarks

10/ DGCA CAR Tolerance
Reference TX-I TX-II

3 ( a ) C o u r s e S h if t [Link].2 Cat-III:6.0m Only for

Monitor must alarm for a shift in the (20 ft) CAT- III ILS
main course line from the runway center
line equivalent to more than the
following distances at the ILS
reference datum.

3 ( b ) Change in displacement sensitivity [Link].2 (f) Nominal ± Only for

17% CAT- III ILS

3 ( c ) C l e a r a n c e s i g n a l Monitor must [Link].2.1 DDM < 150 µA/ Only for

alarm when the off- course clearance 15.5% CAT- III ILS
cross-pointer deflection falls
below 150 µA anywhere in the off-
course coverage area.

3 ( d ) R e d u c t i o n i n p o w e r Monitor [Link].2 (e) Only for

must alarm either for a power reduction RF level =
CAT- III ILS
of 1 dB, or when the coverage falls Nominal - 20%
below the requirement
for the facility
whichever is the smaller change.

3 ( e ) Total time, out of tolerance radiation [Link].3 Cat-III: 2s Only for

CAT- III ILS

4. UPS Measurement/ Check (Output of UPS) UPS Battery Voltage (With Mains OFF)

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UPS-I UPS-II Remarks

UPS Output Voltage (V)

Set Nominal Value 230 ± 5 (V)
UPS Output Frequency (Hz) 50Hz+/-1Hz
5. Change of Operating Channel & Remote Control Operation
Parameter Normal Status Observed Status
Change over from TX-I to TX-II and vice versa OK / Not OK
Control function from Remote OK / Not OK

6. To be checked in RMM
Nominal Value Observed Status Remarks
Parameters
Mon-1 Mon-2
6.1 CL Ident OK/ NOT OK
6.2 CLR Ident OK/ NOT OK
6.3 Self Test OK/ NOT OK

7. Measurement Analysis (* As per enclosed format “LLZ Field Readings-Weekly”)

For Cat-I, II & III ILS[As per CNS Circular No. 02 of 2022]
Status/Tolerance Observed Status
Parameters
TX-I TX-II
7.1 DDM Deviation at CL ± 1.0%
7.2 Max. Deviation at Width Point (90 Hz) ± 2.5%
) 7.3 Max. Deviation at Width Point (150 Hz) ± 2.5%
7.4 Max. Deviation in RF reading ± 20.0%
7.5 Max. Deviation of DDM beyond Width Point ± 2.5%
(90 Hz)
7.6 Max. Deviation of DDM beyond width Point ± 2.5%
(150 Hz)

8.0 Parameters (To be Measured Value Remark

Checked in RMM) Tolerance
Tx-I Tx-II
8.1 Course LPA
8.1.1 27 V CSB (V) 22- 28 V
8.1.2 CSB forward power 15 – 26
Power can be kept less
if meets the flight check
8.1.3 SBO forward power 0.2 - 2.06
requirements

8.1.4 CSB I-phase drive -0.5 - +3.0

8.1.5 CSB Q-phase drive -0.5 - +3.0
8.1.6 SBO I-phase drive -0.5 - +3.0
8.1.7 SBO Q-phase drive -0.5 - +3.0
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8.2 CLR LPA
8.2.1 27 V CSB (V) 22- 28 V
8.2.2 CSB forward power 15 – 26
Power can be kept
less if meets the
8.2.3 SBO forward power 0.2 - 2.06
flight check
requirements
8.2.4 CSB I-phase drive -0.5 - +3.0
8.2.5 CSB Q-phase drive -0.5 - +3.0
8.2.6 SBO I-phase drive -0.5 - +3.0
8.2.7 SBO Q-phase drive -0.5 - +3.0

9.0 Parameters Nominal Value Measured Value Remark

9.1 RMS +5V +5V
9.2 RMS Battery (V) 3V
9.3 PS1 -15V
9.4 PS1 +5V
9.5 PS1 +8.5V
9.6 PS1 +15V
9.7 PS2 -15V
9.8 PS2 +5V
9.9 PS2 +8.5V
9.10 PS2 +15V
TX-I TX-II
9.11 COU CSB current
9.12 COU SBO current
9.13 CLR CSB current
9.14 CLR SBO current
10. Remarks

11. Comments/ Action Taken Details

SIGNATURE OF UNIT INCHARGE

Name:………………………………………
Designation:……………………………………...
[MAINTENANCE SCHEDULE IS BASED ON RECOMMENDATIONS OF ICAO DOCUMENTS (ANNEX 10, DOC 8071), DGCA- CAR, SEC-9(Airspace
and Air Traffic Management, Series-D, Navigation, Landing and Communication Aids) AND MANUFACTURERS TECHNICAL MANUAL.]
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LLZ FIELD READINGS (WEEKLY)

LLZ RWY NO____________ CAT - ___________ FREQUENCY: ____________MHZ IDENT: ______________
DATE:______________
Note (i) Linear change of DDM during field readings also indicates correct displacement sensitivity measurement as per ICAO Annex -10 Vol-I/ DGCA
:-

CAR Ref. [Link]. (ii) Nominal value are as recorded during last flight calibration of facility. Number of field reading points can be more wherever possible
to measure linear change of DDM.
TX-I
Azimuth
Nominal Value Observed Value
DDM SDM Position DDM SDM
RF (Deg.) RF
(%) (%) (%) (%)
35

30

25

90 Hz 20
Side
15

10

Width (W)

Width

Width (N)
C/L C/Line

Width (N)

Width

Width (W)

150 5
Hz
10
Side
15

20

25

30

35

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TX-II
Azimuth
Nominal Value Observed Value
DDM SDM Position DDM SDM
RF (Deg.) RF
(%) (%) (%) (%)
35
30
25
20

15

10
90
Hz 5
Side
Width
(W)
Width

Width (N)

C/Line

Width (N)

Width
Width
(W)
5
150
Hz 10
Side
15

20

25

30

35

Remarks: Comments/Action Taken Detail:

( ) ( )
SIGNATURE OF DUTY OFFICER SIGNATURE OF UNIT IN-CHARGE
Name:……….……………………………………… Name:……….………………………………………
Designation:……………………………………... Designation:……………………………………...

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Note: Refer Chapter 2 Para 4 III) Displacement Sensitivity (DS) measurement of Instrument Landing System
(ILS)

a. For CAT- I and CAT II ILS the field readings up to ±35Degree shall be taken on monthly basis, if layout
of airports permits to provide pre-surveyed points at intervals up to ±35 Degrees in forward coverage
area of the localizer. At airports where due to siting constraints, it is not possible to take field readings
up to ±35Degrees, field reading up to ±15 Deg. shall be taken at pre-surveyed points.

b. For CAT- III ILS, full field reading shall be taken on weekly basis.

[MAINTENANCE SCHEDULE IS BASED ON RECOMMENDATIONS OF ICAO DOCUMENTS (ANNEX 10, DOC 8071), DGCA- CAR, SEC-9
(Airspace and Air Traffic Management, Series-D, Navigation, Landing and Communication Aids) AND MANUFACTURERS TECHNICAL
MANUAL.]

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PREVENTIVE MAINTENANCE SCHEDULE – MONTHLY (LOCALIZER)

STATION: __________________EQUIPMENT: ______________MAKE: INDRA (NORMARC) MODEL:70_____________
RWY: __________CAT - _________FREQUENCY: _______________MHZ IDENT: ____________ DATE:___________________
___

1. LLZ Equipment
ICAO Annex Measured Value
10 Vol-1/ Measurand/
Parameters Remarks
DGCA CAR Tolerance Tx-I Tx-II
Reference
(i) Course Alignment DDM, Distance Only for
[Link].1
Cat-II: < 7.5 m Cat-II ILS

(ii) Course Shift:

Monitor must alarm for a
shift in the main
course line from the Cat-I: 10.5 m
Only for
runway Centre line (35 ft)
[Link].2 Cat-I/II
equivalent to more than Cat-II: 7.5 m
ILS
the following distances at (25 ft)
the ILS reference
datum.

(iii) Change in
[Link].2 Nominal ±17%
displacement -do-
sensitivity (f)

(iv) Clearance Signal

Monitor must alarm when
the off-course
clearance cross-pointer DDM >
[Link].2.1 -do-
deflection falls below 150 µA /15.5%
150 µA anywhere in the
off-course coverage
area.
(v) Reduction in
Power
Monitor must alarm either
for a power reduction of 3 [Link].2 RF Level =
dB, or when the coverage -do-
d) and e) Nominal ± 20%
falls below the
requirement for the
facility

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whichever is the
smaller change.
(vi) Total time, out- Cat-I: 10s
[Link].3 -do-
of-tolerance radiation Cat-II: ≤5s*
*If there is no provision to set the value to 5s, it shall be set to 4s (set to 5s in NM7000B3 LLZ and 4s in
NM7000B2 LLZ)

2. Physical Inspection
Items to be checked Action Taken Remarks
2.1 Physical inspection of all radiating elements
Check all cables & connectors for damages, if any
2.2

Check all nuts & bolts which are exposed to

2.3
atmosphere
2.4 Tx. Parameters on DC power supply recordings

3. Check
Parameter Observed Status
Check
Monitor System Operation (As established during
3.1
last flight check)
3.2 All functions of remote-control unit/ RMM.
3.3 Grading of critical area in front of antenna array.
Environment (Nearby new constructions, grass,
3.4
vegetation, etc. in critical area & sensitive area.)
3.5 Deviations from standard readings/ status, if any.
(a) Tagging of lines
3.6
(b) Display of Resistance of unused lines

4. Monitor Integrity Check (Remote)

Parameters Normal Status Observed/ Measured Status
4.1 Auto Changeover Tx-1 to
Tx-2
4.1.1 27 V CSB (V) (For CAT- > 24V
II/III Hot S/By operation)
4.2 Auto Shutdown from Tx-2
4.2.1 27 V CSB (V) < 1V
4.3 Auto Changeover Tx-2 to
Tx-1

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4.3.1 27 V CSB (V) (For CAT-
II/III Hot S/By operation) > 24V
4.4 Auto Shutdown from Tx-1
4.4.1 27 V CSB (V) < 1V

5. System Operation on Battery Back-up (Voltage Check at RMM)

BATTERY VOLTAGE 1 BATTERY VOLTAGE 2 Remarks
Battery Voltage before discharge (V)
Operation on batteries for 10 minutes Approx.
Battery Voltage after discharge (V)
Battery Terminals Cleaned / properly tightened

6. Measurement Analysis (* As per enclosed format “LLZ Field Readings-Monthly”)

For Cat-I ILS.
Status/ Observed Status
Parameters
Tolerance TX-I TX-II
6.1 DDM Deviation at CL ± 1.0%
6.2 Max. Deviation at Width Point (90 Hz) ± 2.5%
6.3 Max. Deviation at Width Point (150 Hz) ± 2.5%
6.4 Max. Deviation in RF reading ± 20.0%
6.5 Max. Deviation of DDM beyond Width
± 2.5%
Point (90 Hz)
6.6 Max. Deviation of DDM beyond width
± 2.5%
Point (150 Hz)
7. Earthing, Lightning and Surge Protection Devices (SPD)
7.1 Status of Earthing System
Nominal Status/
Parameter Value* Measured Remarks
Value
Equipment Rack Earth Resistance Preferably
7.1.1
<5Ω
Earth Resistance at Antenna Preferably
7.1.2
<5Ω
Earth Resistance at NF Monitor Preferably
7.1.3
Antenna <5Ω
Earth Resistance at FFM Antenna Preferably
7.1.4 <5Ω
(If installed)
Earth to Neutral Voltage < 2.0V As per CNS
7.1.5 Manual Vol.V,
5.15.20

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7.2 Status of Lightening and Surge Protection
Status/
Nominal
Parameter Measured Remarks
Value*
Value
Type of Lightening Protection Mechanism
7.2.1
Provided
7.2.2 Status of Lightening Protection Mechanism OK/ NOT OK
Earth Resistance of Lightening Protection Preferably
7.2.3
System <5Ω
7.2.4 Status of SPD (Power & Data) at Equipment site OK/ NOT OK
Earth Resistance of Surge Protection System Preferably
7.2.5
<5Ω
Status of SPD (Data) at Equipment room site
7.2.6 OK/ NOT OK
(In ATS Building)
* Nominal value as measured during commissioning/ initial measurement (value within limits).
8. Remarks

( )
SIGNATURE OF DUTY OFFICER
NAME: …………………………….
DESIG. : ……………………………
9. Comments/ Action Taken Details

( )
SIGNATURE OF UNIT INCHARGE
NAME: …………………………….
DESIG. : ……………………………
[MAINTENANCE SCHEDULE IS BASED ON RECOMMENDATIONS OF ICAO DOCUMENTS (ANNEX 10, DOC 8071), DGCA- CAR, SEC-
9(Airspace and
Air Traffic Management, Series-D, Navigation, Landing and Communication Aids) AND MANUFACTURERS TECHNICAL MANUAL.]

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LLZ FIELD READINGS (MONTHLY)

LLZ RWY NO: ________CAT - _______ FREQUENCY: ____________ MHZ IDENT:___________ DATE:_____________
Note:- (i) Linear change of DDM during field readings also indicates correct displacement sensitivity measurement as per ICAO Annex-10 Vol-I/
DGCA CAR Ref.
[Link].
(ii) Nominal value are as recorded during last flight calibration of facility. Number of field reading points can be more wherever possible to measure
linear change of DDM.

TX-I
Azimuth
Nominal Value Observed Value
DDM SDM Position DDM SDM
RF (Deg.) RF
(%) (%) (%) (%)
35

30

25

90 Hz 20
Side
15

10

Width (W)

Width

Width (N)
C/L C/Line

Width (N)

Width

Width (W)

150 5
Hz
10
Side
15

20

25

30

35

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TX-II
Azimuth
Nominal Value Observed Value
DDM SDM Position DDM SDM
RF (Deg.) RF
(%) (%) (%) (%)
35

30

25

90 Hz 20
Side
15

10

Width (W)

Width

Width (N)
C/L C/Line

Width (N)

Width

Width (W)

150 5
Hz
10
Side
15

20

25

30

35

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Remarks: Comments/Action Taken Details:

( )

SIGNATURE OF DUTY OFFICER SIGNATURE OF UNIT INCHARGE

NAME: ……………………………. NAME: …………………………….
DESIG. : …………………………… DESIG. : ……………………………

Note: Refer Chapter 2 Para 4 III) Displacement Sensitivity (DS) measurement of Instrument Landing System (ILS)

a. For CAT- I and CAT II ILS the field readings up to ±35Degree shall be taken on monthly basis, if layout of airports
permits to provide pre-surveyed points at intervals up to ±35 Degrees in forward coverage area of the localizer.
At airports where due to siting constraints, it is not possible to take field readings up to ±35Degrees, field reading
up to ±15 Deg. shall be taken at pre-surveyed points.

b. For CAT- III ILS, full field reading shall be taken on weekly basis.

[MAINTENANCE SCHEDULE IS BASED ON RECOMMENDATIONS OF ICAO DOCUMENTS (ANNEX 10, DOC 8071), DGCA- CAR, SEC-
9(Airspace and Air Traffic Management, Series-D, Navigation, Landing and Communication Aids) AND MANUFACTURERS TECHNICAL
MANUAL.]

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PREVENTIVE MAINTENANCE SCHEDULE – QUARTERLY (LOCALIZER)

STATION: _____ EQUIPMENT: _________ MAKE: INDRA (NORMARC) MODEL: ________

RWY: CAT - FREQUENCY: MHZ DATE:

Annex-10
Sl. Vol. 1/ DGCA Tx- II
Parameter* CAR Measurand/ Tx-I Remarks
No. Tolerance
Reference
1. Coverage [Link].1 Power
(Usable Distance) (As commissioned
or during last flight
check) Tolerance:
± 1dB
2. Modulation [Link].1 DDM. Depth/
– Balance Within 10 µA/1.0 %
[Link].2 DDM
-Depth of the balance
value 20%
(18-22%)
3. Carrier Modulation [Link].3 d) Cat-I & Cat-II: <10%
Harmonic Content Cat-III: <5%
(90 Hz)
4. Carrier Modulation [Link].3 e) Cat-I & Cat-II: <10%
Harmonic Content Cat-III: <5%
(150 Hz)
5. Sum of Modulation [Link].3.6 40%
Depths (Mod. Depth <65% )

6. Course Alignment [Link].1 DDM, Distance For Cat-I

Cat-I: <10.5 ILS
7. Identification [Link].2 10%/
Modulation Depth (5 to 15%)
8. Identification [Link].4 Not less than 6
Repetition rate words per minute

* Parameter to be checked by using appropriate Test Equipment.

9. Battery Bank Replacement Date:

. UPS Battery Bank Replacement Date

. System Battery Bank Replacement Date

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10. Remarks

( )
SIGNATURE OF DUTY OFFICER
NAME : …………………………….
DESIG. : ……………………………

11. Comments/ Action Taken Details

( )
SIGNATURE OF UNIT INCHARGE
NAME : …………………………….
DESIG. : ……………………………

[MAINTENANCE SCHEDULE IS BASED ON RECOMMENDATIONS OF ICAO DOCUMENTS (ANNEX 10, DOC 8071), DGCA- CAR, SEC-
9(Airspace and Air Traffic Management, Series-D, Navigation, Landing and Communication Aids) AND MANUFACTURERS TECHNICAL
MANUAL.]

PREVENTIVE MAINTENANCE SCHEDULE –

 AIRPORTS AUTHORITY OF INDIA CNS MANUAL VOL. VII Part 2
Six Monthly (LOCALIZER)

(JUST AFTER /DURING FLIGHT CALIBRATION)

STATION ________________ EQUIPMENT: ____________ MAKE: INDRA (NORMARC) MODEL: ______________

RWY: CAT - FREQUENCY: _ MHZ DATE:___________________

RMS Software Version:

Parameter Unit/ Monitor-I Monitor-II

1.0 Al. Al. Wa. Al. Wa.
Nom Wa. Low Al. low Wa. Low
1.1 CL DDM
1.2 CL SDM
1.3 CL RF
1.4 DS DDM
1.5 DS SDM
1.6 DS RF
1.7 NF DDM
1.8 NF SDM
1.9 NF RF
1.10 CLR DDM
1.11 CLR SDM
1.12 CLR RF
1.13 DIFF FREQ
1.14 CL IDMOD
1.15 CL ID ACT
1.16 CLR IDMOD
1.17 CLR ID ACT
1.18 DC Loop 0
1.19 DC Loop 1
1.2 DC Loop 2
1.21 DC Loop 3
1.22 FFM Ch. A DDM
1.23 FFM Ch. A SDM

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1.24 FFM Ch. A

Monitor-I Monitor-II
Unit/No
2.0 Parameter m Al. Al. Wa. Al. Wa. Wa.
Wa. Low Al. low
low High High High Low High
2.1 FFM Ch. B DDM
2.2 FFM Ch. B SDM
2.3 FFM Ch. B RF
2.4 EXE ALARM
2.5 Self Test DDM
2.6 Self Test SDM
2.7 Self Test RF

Tx-I Tx-II
3.0 Parameter
Low High Low High
3.1 Course LPA

3.1.1 + 5V
3.1.2 +8.5V
3.1.3 +27V CSB
3.1.4 +27 V SBO
3.1.5 -15 V
3.1.6 CSB forward Power
3.1.7 CSB reverse Power
3.1.8 SBO forward Power
3.1.9 SBO reverse Power
3.1.10 CSB I –phase drive
3.1.11 CSB Q –phase drive
3.1.12 SBO I- phase drive
3.1.13 SBO Q- phase drive
3.1.14 Reverse power status

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3.1.15 Temperature
3.2 CLEARANCE LPA

3.2.1 + 5V
3.2.2 +8.5V
3.2.3 +27V CSB
3.2.4 +27 V SBO
3.2.5 -15 V
3.2.6 CSB forward Power
3.2.7 CSB reverse Power
3.2.8 SBO forward Power
3.2.9 SBO reverse Power
3.2.10 CSB I –phase drive
3.2.11 CSB Q –phase drive
3.2.12 SBO I- phase drive
3.2.13 SBO Q- phase drive
3.2.14 Reverse power status
3.2.15 Temperature
3.3 COU CSB Current(A)
3.4 COU SBO Current(A)
3.5 CLR CSB Current(A)
3.6 CLR SBO Current(A)
3.7 DC SUPPLIES PS-1 PS-2
Low High Low High
3.7.1 -15V (V)
3.7.2 +5V (V)
3.7.3 + 8.5V (V)
3.7.4 +15 V (V)

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[Link] Maintenance Limits “For MO1212A (LLZ 7000B2)

Normal status Observed Status

4.0 Parameter
MON-I MON-II MON-I MON-II

4.1 +5V High High

4.2 STS ACT High High

4.3 DSP PFO High High

4.4 DSP ERROR Low Low

4.5 DIAG RST High High

4.6 SYNC ERROR Low Low

4.7 +15V

4.8 -15V

For MF1821 (LLZ NM7000B3)

Parameter Normal status Observed Status
4.9 +8.5V High High

4.10 +15V High High

4.11 VINT High High

4.12 FPGA RESET High High

4.13 FPGA STAT Low Low

4.14 SEU ERROR High High

4.15 ADC ERROR Low Low

4.16 PLL ERROR Low Low

4.17 FLASH ERROR Low Low

For MO1820 (LLZ NM7000B3)

4.18 FPGA STAT Low Low

4.19 CPLD STAT Low Low

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Set Value
Parameter
5.0 Tx-I Tx-II
5.1 COU CSB Forward Power
5.2 COU SBO Forward Power
5.3 COU CSB Loop Phase
5.4 COU SBO Loop Phase
5.5 CLR CSB Forward Power
5.6 CLR SBO Forward Power
5.7 CLR CSB Loop Phase
5.8 CLR SBO Loop Phase
5.9 Morse Code
5.10 +5V High High

5.11 +15V High High

5.12 VINT High High

6. Ident & Mod Switches Settings

Normal Switch Status Observed Switch Status
Parameter
TX-I TX-II TX-I TX-II
6.1 90 Hz Mod ON ON
6.2 150 Hz Mod ON ON
6.3 Morse Code NORMAL NORMAL

7.0 Remarks

( )
SIGNATURE OF DUTY OFFICER
NAME : …………………………….
DESIG. : ……………………………

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8.0 Comments/ Action Taken Details

( )
SIGNATURE OF UNIT INCHARGE

NAME : …………………………….

DESIG. : ……………………………
[MAINTENANCE SCHEDULE IS BASED ON RECOMMENDATIONS OF ICAO DOCUMENTS (ANNEX 10, DOC 8071), DGCA- CAR, SEC-9(Airspace
and Air Traffic Management, Series-D, Navigation, Landing and Communication Aids) AND MANUFACTURERS TECHNICAL MANUAL.]

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PREVENTIVE MAINTENANCE SCHEDULE – ANNUAL (LOCALIZER)

STATION: __________________EQUIPMENT: ________________________MAKE INDRA (NORMARC) MODEL:

70_______ RWY: __________CAT - _________FREQUENCY: ________MHZ IDENT: ____________ DATE:
_______________________
[Link]. Parameter Annex-10 Measured/ Tx-I Tx-II Remarks
Vol.1/ DGCA Tolerance
CAR reference
1. Frequency [Link].1 For Dual
Frequency:
CR=Fc+5KHz
CLR=Fc-5KHz
Tolerance:
±0.002%
2. Carrier Modulation [Link].3 90 Hz
Frequency 150 Hz
Cat-I: ±2.5%
Cat-II: ±1.5%
Cat-III: ±1%

3. Ident Modulation [Link].2 1020Hz ± 50 Hz

tone Frequency d)

4.1 Transmitter Waveforms Checks

Normal CRS Tx-1 CRS Tx-2 CLR Tx-1 CLR Tx-2
Tx Parameter
Status

4.1.1 CSB OK

4.1.2 SBO OK
4.1.3 LF Phase Check OK
4.2 DDM/ SDM Checks
4.2.1 DDM Check (%DDM) OK

4.2.2 SDM Check (%SDM) OK

4.2.3 Course Ident Mod (%) OK

[Link] Power Check (With Wattmeter)

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Parameter Reference TX-I TX-II
5.1 COU Transmitter Output Synchronizing
Power (W) with Flight Check
5.2 CLR Transmitter Output Synchronizing
Power (W) with Flight Check

6. Monitor Delay
Parameter Status/ Tolerance Observed Status
For CAT-I = 10Sec
6.1 Monitor Delay (sec) CAT-II = 5Sec/ 2 Sec*
CAT-III = 2 Sec/ 1 Sec*
*Recommended

7. Near Field Monitor Delay

Observed Status
Parameter Set Value
(OK/NOT OK)
7.1 NF Monitor Delay (sec) (≤ 20 Secs)
7.2 20 seconds Inhibit (Sec)

8. Remarks

( )
SIGNATURE OF DUTY OFFICER
NAME : …………………………….
DESIG. : ……………………………

9. Comments/ Action Taken Details

)
SIGNATURE OF UNIT INCHARGE
NAME :
……………………………. DESIG. :
……………………………
[MAINTENANCE SCHEDULE IS BASED ON RECOMMENDATIONS OF ICAO DOCUMENTS (ANNEX 10, DOC 8071), DGCA- CAR, SEC-9(Airspace
and Air Traffic Management, Series-D, Navigation, Landing and Communication Aids) AND MANUFACTURERS TECHNICAL MANUAL.]

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PREVENTIVE MAINTENANCE SCHEDULE – DAILY (GLIDE PATH)

STATION: __________________EQUIPMENT: __________________ MAKE: INDRA (NORMARC) MODEL:70______________

RWY: ____________ CAT - _________________________FREQUENCY: ________________MHZ DATE:_______________________

[Link]. PARAMETER Normal Status Observation

1. GENERAL CLEANLINESS OF THE EQUIPMENT ROOM SAT/UNSATISFACTORY

2. STATUS OF AIRCONDITIONERS SAT/UNSATISFACTORY
3. STATUS OF OBSTRUCTION LIGHT O.K. / NOT O.K.
4. AMBIENT CONDITION OF EQUIPMENT ROOM NOMINAL VALUE
(a) TEMPERATURE 22ºC+/-4 ºC
(b) HUMIDITY <70%
5. Mains supply Measurement (a) Voltage (a) Nominal Value +/- 10%
(Input to UPS) 230+/- 10%
(b) Frequency (b) Nominal Value +/- 2.5%
50+/- 2.5%
6. VERIFY EQUIPMENT HOLDS ON UPS with Mains off O.K. / NOT O.K.

7. Tx on Air TX-1 / TX-2

8. STATUS OF MONITORS
(a) EXECUTIVE (Monitor-1 & Monitor-2) O.K. / NOT O.K.
(b) STANDBY (If Hot S/By) O.K. / NOT O.K.
9. STATUS OF NEAR FIELD MONITOR O.K. / NOT O.K.

10. Status of Bird Spikes on Monitor Antenna O.K. / NOT O.K.

11. STATUS OF CRITICAL AREA (CHECK FOR GROWTH OF O.K. / NOT O.K.
GRASS ETC.)
12. Remote Status Indication Operation (a) E/Room O.K. / NOT O.K.
(b) ATC Units O.K. / NOT O.K.

13. MONITOR PARAMETERS (Use Local Key Board Display/ Local RMM)
PARAMETERS NOMINAL MONITOR-1 MONITOR-2 MONITOR REMARKS
VALUE/ READINGS READINGS OF (S/by)
TOLERANCE OF MAIN-CH MAIN-CH READINGS OF
S/By-CH
DDM% Cat-I,II
&III:(0±3.73) %*

13.1 CL SDM%
(80± 4) %
RF 3.0V
-0.36/+0.43V
DDM% Nominal
(8.75%) ± 2.2%

13.2 DS SDM%
(80±20) %

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RF 3.0V
-1.7/+1.7V
DDM% Cat-I, II & III
( 0 ± 05.46) %

13.3 NF SDM%
(80±20) %
RF 3.0V
-1.7/+1.7V
DDM% ±5 % from
Nominal Value
SDM%
13.4 CLR (80± 4) %
RF 3.0V
-0.36/+0.43V
*To account for if both fall in displacement sensitivity and downward shift of the glide angle occurs
simultaneously. Please refer Normarc/Indra Manual.
Please refer ICAO ANNEX 10 Vol 1 [Link] [ It can be set to same value for CAT I, II & III considering
[Link].1 a) & e)]. The same is provided as default factory setting in the equipment manual. Only CL value will be
set. NF value of 5.46% can be retained to account for external disturbances (whether conditions, Change in
reflective index of ground, transient disturbances, etc) In order to maintain same setting for both lower and upper
limits, lower limits is taken as tolerance
Mon-1 Mon-2
14. PARAMETERS Nominal Value Displayed Nominal Value / Displayed
/ Tolerance Value Tolerance Value
DF (Difference of 15 KHz / ± 4.5 KHz
14.1 15 KHz / ± 4.5 KHz
Frequency)

System Status Normal Status

15. Observed Status Remarks
Indication (LED OFF)
15.1
PARAM OK

15.2
DISAGR OK

15.3 BATT
OK

15.4 MAINT
OK

15.5 STANDBY
OK

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Normal TX-I TX-II

16. Tx. Parameter Status (LED Indication (LED Indication Remarks
(LED ON) ON/OFF) ON/OFF)

16.1 COURSE (CRS) OK

16.2 CLEARANCE (CLR) OK

16.3 TX ON AIR OK

16.4 MAIN OK

17.0 Parameter Nominal Value Tolerance Observed Value Remarks

17.1 Battery Voltage-1 26 V DC 23- 28 V

17.2 Battery Voltage-2 26 V DC 23- 28 V

18. Remarks

( )
SIGNATURE OF DUTY OFFICER
NAME : …………………………….
DESIG. : ……………………………

19. Comments/ Action Taken Details

( )
SIGNATURE OF UNIT INCHARGE
NAME: …………………………….
DESIG. : ……………………………
[MAINTENANCE SCHEDULE IS BASED ON RECOMMENDATIONS OF ICAO DOCUMENTS (ANNEX 10, DOC 8071), DGCA- CAR, SEC-9(Airspace and Air Traffic Management,
Series-D, Navigation, Landing and Communication Aids) AND MANUFACTURERS TECHNICAL MANUAL.]

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PREVENTIVE MAINTENANCE SCHEDULE WEEKLY (GLIDE PATH)

–

STATION: _________ EQUIPMENT: __________ MAKE: INDRA (NORMARC) MODEL: ___________

RWY: ______________ CAT – ____ FREQUENCY: _________________ DATE:_______________________

1. System Time Synchronization

1.1 Time of Observation in UTC
1.2 ILS Date/ Time in UTC
1.3 Time Source with which system synchronized (AUTO/MANUAL)
2. UPS Measurement/ Check ( Out Put of UPS)
UPS-I UPS-II Remarks
2.1 UPS Output Voltage (V)
2.2 UPS Output Frequency (Hz)
2.3 UPS Battery Voltage (With Mains OFF)

3. Change of Operating Channel

Parameter Normal Status Observed Status
3.1 Change over from TX-I to TX-II and vice versa OK / Not OK
3.2 Control function from Remote OK / Not OK

4. To be check at RMM
Nominal Value Observed Status Remarks
Parameters
Mon-1 Mon-2
4.1 Self-Test OK/ NOT OK

5.0 Nominal Measured Value

Parameters Tolerance
Value Tx-I Tx-II
5.1 Course GPA
5.1.1 27 V CSB (V) 22 - 28
5.1.2 CSB forward power 4 –9 W
5.1.3 SBO forward power 0.04 – 1.0 W
5.1.4 CSB I Phase drive -0.5- +4.5
5.1.5 CSB Q Phase drive -0.5 +4.5
–-

5.1.6 SBO I Phase drive -0.5-+3.0

5.1.7 SBO Q Phase drive -0.5- +3.0
5.2 CLR GPA
5.2.1 27 V CSB (V) 22 - 28
5.2.2 CSB forward power 0.04–1W
5.2.3 SBO forward power 0.0-0.0
5.2.4 CSB I Phase drive -0.5- 3.0
5.2.5 CSB Q Phase drive -0.5- 3.0
5.2.6 SBO I Phase drive 0.0-0.0
5.2.7 SBO Q Phase drive 0.0-0.0

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6.0
Parameters Nominal Value Measured Value Remark

6.1 RMS +5V + 5V

6.2 RMS Battery (V) +3 V

6.3 PS1 -15V

6.4 PS1 +5V
6.5 PS1 +8.5V
6.6 PS1 +15V
6.7 PS2 -15V
6.8 PS2 +5V
6.9 PS2 +8.5V
6.10 PS2 +15V
TX-I TX-II
6.11 COU CSB current
6.12 COU SBO current
6.13 CLR CSB current
6.14 CLR SBO current

7.0 Remarks

( )
SIGNATURE OF DUTY OFFICER
NAME : ……..………………….
DESIG. : ……………………………

8.0 Comments/ Action Taken Details

( )
SIGNATURE OF UNIT INCHARGE
NAME : …………………………….
DESIG. : ……………………………
[MAINTENANCE SCHEDULE IS BASED ON RECOMMENDATIONS OF ICAO DOCUMENTS (ANNEX 10, DOC 8071), DGCA- CAR, SEC-9(Airspace and
Air Traffic Management, Series-D, Navigation, Landing and Communication Aids) AND MANUFACTURERS TECHNICAL MANUAL.]

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PREVENTIVE MAINTENANCE SCHEDULE – MONTHLY (GLIDE PATH)

STATION: ______________EQUIPMENT: _____________ MAKE: INDRA (NORMARC) MODEL: 70_______________

RWY: ______________ CAT - _________ FREQUENCY: ____________________MHZ DATE: _________________

1. GP Equipment
ICAO Annex Measured Value
Measured/
10 Vol-1/
Parameters Tolerance Remarks
DGCA CAR Tx-I Tx-II
Reference
i) Path Angle
Monitor must alarm for a Cat-I & II
change in angle of 7.5% of [Link].1 a) Ɵ = Ɵ ± 0.075Ɵ
the promulgated angle. Cat-III
Ɵ = Ɵ ± 0.04Ɵ*
(ii) Change in Cat-I**,
displacement Cat-II & Cat-III :
sensitivity Monitor must alarm
[Link].1
d) & e) for a change in
displacement
sensitivity by
more than 25%.
(iii) Clearance Signal Monitor must alarm
[Link].1 for DDM
g) <0.175 below path
clearance area.

(iv) Reduction in
Power
Monitor must alarm either
for a power reduction, or RF Level <
[Link].1
when the coverage falls 80% of Nominal
b) and c)
below the requirement for
the facility.

(v) Total time, out-of- Cat-I: 6s

[Link].3.1
tolerance radiation Cat-II& III: 2s

*In order to maintain same alarm limits for above and below glide path, limits prescribed for below glide angle is taken as
tolerance
**Displacement sensitivity- In order to maintain uniform tolerance throughout maintenance schedules and same setting for
all the category of ILS, 25% is taken for all the category of ILS as recommended in the OEM Manual.

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2. Physical Inspection
Items to be checked Action Taken Remarks
2.1 Physical inspection of all radiating elements
2.2 Check all cables & connectors for damages, if any
Check all nuts & bolts which are exposed to
2.3
atmosphere
2.4 Tx. Parameters on DC power supply

3. Check
Parameter Check Observed Status
Monitor System Operation (As established during last flight
3.1
check)
3.2 All functions of remote-control unit/ RMM.
3.3 Grading of critical area in front of antenna array.
Environment (Nearby new constructions, grass, vegetation, etc.
3.4
in critical area & sensitive area.)
3.5 Deviations from standard readings/ status, if any.
(a) Tagging of lines
3.6
(b) Display of Resistance of unused lines

4. Monitor Integrity Check (Remote)

Parameters Normal Status Observed/ Measured Status
4.1 Auto Changeover Tx-1 to
Tx-2
4.1.1 27 V CSB (V) (For CAT-II/III > 24V
Hot S/By operation)
4.2 Auto Shutdown from Tx-2
4.2.1 27 V CSB (V) < 1V
4.3 Auto Changeover Tx-2 to
Tx-1
4.3.1 27 V CSB (V) (For CAT-II/III
> 24V
Hot S/By operation)
4.4 Auto Shutdown from Tx-1
4.4.1 27 V CSB (V) < 1V

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5. Earthing, Lightning and Surge Protection Devices (SPD)
5.1 Status of Earthing System
Nominal Status/
Remarks
Parameter Value* Measured
Value
5.1.1 Equipment Rack Earth Resistance Preferably
<5Ω
5.1.2 Earth Resistance at Antenna Preferably
< 5Ω
5.1.3 Earth Resistance at NF Monitor Antenna Preferably
<5Ω
Earth to Neutral Voltage < 2.0V As per CNS
5.1.4
Manual Vol.V,
5.15.20
5.2 Status of Lightening and Surge Protection
5.2.1 Type of Lightening Protection Mechanism
Provided
5.2.2 Status of Lightening Protection
OK/ NOT OK
Mechanism
5.2.3 Earth Resistance of Lightening Protection Preferably
System <5Ω
5.2.4 Status of SPD (Power & Data) at
OK/ NOT OK
Equipment site
5.2.5 Earth Resistance of Surge Protection Preferably
System <5Ω
5.2.6 Status of SPD (Data) at Equipment room
site (In ATS Building) OK/ NOT OK

6. System Operation on Battery Back-up (Voltage Check at RMM)

BATTERY VOLTAGE 1 BATTERY VOLTAGE 2 Remarks
6.1 Battery Voltage before discharge (V)
6.2 Operation on batteries for 10 minutes
6.3 Battery Voltage after discharge (V)
6.4 Terminals Cleaned/ properly tightened

* Nominal value as measured during commissioning/ initial measurement (value within limits).

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7. Remarks

( )
SIGNATURE OF DUTY OFFICER

NAME : …………………………….

DESIG. : ……………………………

8. Comments/ Action Taken Details

( )
SIGNATURE OF UNIT INCHARGE
NAME : …………………………….
DESIG. : ……………………………

[MAINTENANCE SCHEDULE IS BASED ON RECOMMENDATIONS OF ICAO DOCUMENTS (ANNEX 10, DOC 8071), DGCA- CAR, SEC-9(Airspace
and Air Traffic Management, Series-D, Navigation, Landing and Communication Aids) AND MANUFACTURERS TECHNICAL MANUAL.]

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PREVENTIVE MAINTENANCE SCHEDULE QUARTERLY (GLIDE PATH)
–

STATION:______________ EQUIPMENT: ___________ MAKE: INDRA (NORMARC) MODEL:

RWY: CAT - FREQUENCY:_ _ _ _ _ _ _ _ _ _ _ _ _ DATE:_____________

Annex-10
Sl. Vol. 1/
Parameter* Measurand/ Tolerance Tx-I Tx-II Remarks
No. DGCA CAR
Reference

1. Path Angle: Monitor Cat-I & II

must alarm for a change 3.1 .5.7.1 a) Ɵ = Ɵ ± 0.075Ɵ

in angle of 7.5% of the Cat-III

promulgated angle. Ɵ = Ɵ ± 0.04 Ɵ
2. Change in displacement [Link].1 Cat-I, Cat-II & Cat-III:
Monitor must alarm for a
sensitivity d) & e) change i n displacement
sensitivity by more than
25%.
3 Total time, out-of-
tolerance radiation [Link].3.1 Cat-I 6 Sec,
Cat-II & III: 2s

4. Coverage [Link] Power (As commissioned

(Usable distance) or during last flight
check)
Tolerance: ± 1dB
5. Carrier Modulation [Link].1 40%

Depth (37.5% to 42.5% for each

tone)

* Parameter to be checked by using appropriate Test Equipment.

6. Battery Bank Replacement Date:

· UPS Battery Bank Replacement Date

· System Battery Bank Replacement Date

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7. Remarks

( )
SIGNATURE OF DUTY OFFICER

NAME : …………………………….
DESIG. : ……………………………

8. Comments/ Action Taken Detail

( )
SIGNATURE OF UNIT INCHARGE
NAME : …………………………….

DESIG. : …………………………… ~

[MAINTENANCE SCHEDULE IS BASED ON RECOMMENDATIONS OF ICAO DOCUMENTS (ANNEX 10, DOC 8071), DGCA- CAR, SEC-9(Airspace
and Air Traffic Management, Series-D, Navigation, Landing and Communication Aids) AND MANUFACTURERS TECHNICAL MANUAL.]

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PREVENTIVE MAINTENANCE SCHEDULE Six Monthly (GLIDE PATH)
–

(JUST AFTER /DURING FLIGHT CALIBRATION)

STATION EQUIPMENT: MAKE: INDRA (NORMARC) MODEL: ___________

RWY: CAT - FREQUENCY: MHZ DATE:

RMS Software Version

Parameter Unit/ Monitor-I Monitor-II

1.0 Al. Al. Wa. Al. Wa.
Nom Wa. Low Al. low Wa. Low
1.1 CL DDM
1.2 CL SDM
1.3 CL RF
1.4 DS DDM
1.5 DS SDM
1.6 DS RF
1.7 NF DDM
1.8 NF SDM
1.9 NF RF
1.10 CLR DDM
1.11 CLR SDM
1.12 CLR RF
1.13 DIFF FREQ
1.14 CL IDMOD
1.15 CL ID ACT
1.16 CLR IDMOD
1.17 CLR ID ACT
1.18 Self Test DDM
1.19 Self Test SDM
1.20 Self Test RF

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PREVENTIVE MAINTENANCE SCHEDULE (LOCALIZER)
–

(JUST AFTER/DURING FLIGHT CALIBRATION)

Tx-I Tx-II
2.0 Parameter
Low High Low High
2.1 Course GPA
+ 5V
+8.5V
+27V CSB
+27 V SBO
-15 V
CSB forward Power
CSB reverse Power
SBO forward Power
SBO reverse Power
CSB I –phase drive
CSB Q –phase drive
SBO I- phase drive
SBO Q- phase drive
Reverse power status
Temperature
2.2 CLEARANCE GPA
+ 5V
+8.5V
+27V CSB
+27 V SBO
-15 V
CSB forward Power
CSB reverse Power
SBO forward Power

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SBO reverse Power
CSB I –phase drive
CSB Q –phase drive
SBO I- phase drive
SBO Q- phase drive
Reverse power status
Temperature
2.3 COU CSB Current(A)
2.4 COU SBO Current(A)
2.5 CLR CSB Current(A)
2.6 CLR SBO Current(A)

2.7 DC SUPPLIES PS-1 PS-2

Low High Low High
2.7.1 -15V (V)
2.7.2 +5V (V)
2.7.3 + 8.5V (V)
2.7.4 +15 V (V)

[Link] Maintenance Limits

“For MO1212A”( GP 7000B2 )
Normal status Observed Status
Parameter
MON-I MON-II MON-I MON-II
3.1 +5V High High

3.2 STS ACT High High

3.3 DSP PFO High High

3.4 DSP ERROR Low Low
3.5 DIAG RST High High
3.6 SYNC ERROR Low Low

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3.7 +15V
3.8 -15V
For MF1821 (GP NM7000B3)
Parameter Normal status Observed Status
3.9 +8.5V High High

3.10 +15V High High

3.11 VINT High High

3.12 FPGA RESET High High

3.13 FPGA STAT Low Low

3.14 SEU ERROR High High

3.15 ADC ERROR Low Low

3.16 PLL ERROR Low Low

3.17 FLASH ERROR Low Low

For MO1820 (GP NM7000B3)

3.18 FPGA STAT Low Low
3.19 CPLD STAT Low Low
3.20 +5V High High
3.21 +15V High High
3.22 VINT High High

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PREVENTIVE MAINTENANCE SCHEDULE (LOCALIZER) –

(PRIOR TO/DURING FLIGHT CALIBRATION)

Set Value
Parameter Remark
4.0 Tx-I Tx-II

4.1 COU CSB Forward Power

4.2 COU SBO Forward Power
4.3 COU CSB Loop Phase
4.4 COU SBO Loop Phase
4.5 CLR CSB Forward Power
4.6 CLR SBO Forward Power
4.7 CLR CSB Loop Phase
4.8 CLR SBO Loop Phase
4.9 Morse Code

5. Ident & Mod Switches Settings

Normal Switch Status Observed Switch Status
Parameter
TX-I TX-II TX-I TX-II
5.1 90 Hz Mod ON ON
5.2 150 Hz Mod ON ON
5.3 Morse Code NORMAL NORMAL

6.0 Remarks

( )
SIGNATURE OF DUTY OFFICER
NAME : …………………………….
DESIG. : ……………………………

7.0 Comments/ Action Taken Details

( )
SIGNATURE OF UNIT INCHARGE
NAME : …………………………….
DESIG. : ……………………………

[MAINTENANCE SCHEDULE IS BASED ON RECOMMENDATIONS OF ICAO DOCUMENTS (ANNEX 10, DOC 8071), DGCA- CAR, SEC-
9(Airspace and Air Traffic Management, Series-D, Navigation, Landing and Communication Aids) AND MANUFACTURERS TECHNICAL
MANUAL.]

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PREVENTIVE MAINTENANCE SCHEDULE – ANNUAL (GLIDE PATH)

STATION: __________________EQUIPENT: GP MAKE: INDRA (NORMARC) MODEL: 70______
RWY: __________CAT - _________FREQUENCY: _______________MHZ DATE: _________________

Annex-10
Vol.1/
S. Measured/ Tx- II
Parameter DGCA Tx-I Remarks
No. Tolerance
CAR
reference
1. Frequency [Link].1 For Dual
Frequency:
CR=Fc+ 7.5 KHz
CLR=Fc- 7.5 KHz
Tolerance: ±0.002%
2. Carrier [Link].2 90 Hz
Modulation a), b) & c) 150 Hz
Frequency Cat-I: ±2.5%
Cat-II: ±1.5%
Cat-III: ±1%
3. Phase of [Link].3.1 Cat-I & II: < 20DEG
Modulation Cat-III: <10 DEG
tones, dual
frequency
system (each
carrier and
between carrier)

4. Transmitter Waveforms Checks

CRS Tx-1 CRS Tx-2 CLR Tx-1 CLR Tx-2
Parameter Normal Status

4.1 CSB OK

4.2 SBO OK

4.3 LF Phase Check OK

5 DDM/ SDM CHECK

CRS Tx-1 CRS Tx-2 CLR Tx-1 CLR Tx-2
Parameter Normal Status
5.1
DDM Check (%DDM) OK
5.2
SDM Check (%SDM) OK

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6. Output Power Check (With Wattmeter)
Parameter Reference TX-I TX-II
CRS Transmitter Output Power Synchronizing
6.1
(W) with Flight
Check
CLR Transmitter Output Synchronizing
6.2
Power (W) with Flight
Check
7. Monitor Delay
Parameter Status/ Tolerance Observed Status
CAT-I : 6 Sec/ 3 Sec*
7.1 Monitor Delay (sec)
CAT II/III : 2 Sec/ 1 Sec*
*Recommended

8. Near Field Monitor Delay

Parameter Reference Remark
8.1 NF Monitor Delay (sec) (≤ 20 Sec)
8.2 20 seconds Inhibit (Sec)

9. Remarks

( )
SIGNATURE OF DUTY OFFICER
NAME : …………………………….
DESIG. : ……………………………

10. Comments/ Action Taken Details

( )

SIGNATURE OF UNIT INCHARGE

NAME : …………………………….
DESIG. : ……………………………

[MAINTENANCE SCHEDULE IS BASED ON RECOMMENDATIONS OF ICAO DOCUMENTS (ANNEX 10, DOC 8071), DGCA- CAR, SEC-
9(Airspace and Air Traffic Management, Series-D, Navigation, Landing and Communication Aids) AND MANUFACTURERS TECHNICAL MANUAL.

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 ATSEP CBT & A
Unit Training course
“ILS (NM 70XXB3)”
Module-5

Content

 PERFORM GROUND AND FLIGHT CHECKS

 PREVENTIVE MAINTENANCE OF LLZ
 PREVENTIVE MAINTENANCE OF GP

CATC, PRAYAGRAJ
AAI/ANS/CNS/CATC/2023/UNIT TRNG/NAV-AIDS/V1.0-ILS
(NM 70XXB3)-MOD 5