As per Doc 10057

भारतीय विमानपत्तन प्राविकरण 2023

AIRPORTS AUTHORITY OF INDIA

Unit Training Course

NAV-AIDS

ILS NM70XXB3

MODULE- 1

ILS Concept & Equipment Overview

AAI/ANS/CNS/CATC/2023/CBTA-UNIT
TRNG/NAV-AIDS1.0-ILS (NM70XXB3)-MOD CATC, PRAYAGRAJ
1
 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 1
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: 01st January 2024
 About the module
“ILS NM 70XXB3 Unit Training Course”

This unit training course on the subject “ILS NM 70XXB3-UNIT TRAINING MODULE1” deals with the
following topics:

 REVISION OF ILS CONCEPTS

 OVERVIEW OF ILS NORMARC 70XXB3
 ANNEXURE-A (CNS MANUAL)
 ANNEXURE-B (CNS CIRCULAR)
 ANNEXURE-C(DGCA CAR)
 ANNEXURE-D (ICAO SPECIFICATION)

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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TABLE OF CONTENTS
CHAPTER 1 ........................................................................................................... 1
TITLE: REVISION OF ILS CONCEPTS: .......................................................................... 1
1.1. BASIC ILS FUNCTIONS AND REQUIREMENTS. ................................................. 3
1.1.1. System description .................................................................................. 3
1.2. THE ILS SIGNAL FORMAT ............................................................................... 19
1.3. ANTENNA THEORY ......................................................................................... 25
1.4. ILS ANTENNA THEORY ................................................................................... 33
CHAPTER 2 ......................................................................................................... 58
TITLE: OVERVIEW OF ILS NORMARC 70XXB3 .......................................................... 58
2.1. STATE LOCATION AND BASIC FEATURES OF THE NORMARC 70XXB3 SUB-
UNITS; ...................................................................................................................... 60
2.2. DESCRIBE THE DIFFERENT INPUTS / OUTPUTS OF THE SYSTEM ................ 88
ANNEXURE-A ........................................................................................................... 89
CNS MANUAL............................................................................................................ 89
ANNEXURE-B ........................................................................................................... 92
CNS CIRCULAR ......................................................................................................... 92
ANNEXURE C.......................................................................................................... 101
ANNEXURE D ......................................................................................................... 145

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Chapter 1

TITLE: Revision of ILS concepts:

Chapter Objective:

With Reference, The Participants will be able to describe basic ILS

System

Interim Objectives:

1.1 Describe basic ILS function and requirements

1.2 Describe ILS Signal formats

1.3 Describe Antenna Theory

1.4 Describe ILS Antenna Theory and Monitoring

References:
1. ICAO Annex 10 volume 1
2. Normarc ILS Training Manual

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1.1. Basic ILS Functions and Requirements.

1.1.1. System description

Instrument Landing System (ILS) is the international standard system for
approach and landing guidance. ILS was adopted by ICAO (International Civil
Aviation Organization) in 1947 and will be in service until at least 2020.

Because of the worldwide-adopted ICAO's performance specifications, any

ILS-equipped air- craft can expect satisfactory operation from the system at any
airport equipped with an ILS installation.

The ILS normally consists of a VHF "Localizer" for runway alignment

guidance, a UHF "Glide Path" for elevation guidance and "Marker Beacons" for
providing key checkpoints along the approach. At some airports, the marker
beacons are replaced or supplemented by a "DME" (Distance Measuring
Equipment) to provide continuous reading of distance. Geometry and general
layout of an ILS are shown in Figure 1-1.

The Localizer (LOC), which provides lateral guidance, produces a course

formed by the intersection of two antenna radiation patterns of equal
amplitudes. One pattern is modulated by 90 Hz and the other by 150 Hz. The
Course Line (CL) is the vertical plane where the 90 Hz and 150 Hz modulations are
equal.

The signals received by the airborne receiver will produce a "fly right"
indication for the pilot when the aircraft is to the left of the course in the
predominately 90 Hz region. Similarly, a "fly left" indication will be produced for
the pilot on the opposite side of the course in the predominately 150 Hz region.

The Glide Path (GP) produces two amplitude modulated radiation patterns
in the vertical plane, which intercept at the descent angle, namely the glide path
angle. Below the 150 Hz predominates giving a "fly up" indication. Above the
glide path angle a "fly down" indication will be produced by the 90 Hz
predominance. The GP is sited about 300 m behind the runway threshold to give
the 15 to 18 m threshold crossing height. The glide path angle is about 3.0°.

The Marker Beacon (MB) system comprises two or three beacons, with fan-
shaped vertical radiation patterns.

Outer Marker
[Link]. The function of the "outer marker" located 4 to 7 nautical miles from
the runway thresh- old, is normally to signal the start of the descent.
The radiation pattern is amplitude modulated by a 400 Hz tone keyed
by dashes at a speed of two dashes per second and causes a purple

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light to flash on the instrument panel

Middle Marker
[Link]. The "middle marker", nominally located at 1050 m from the threshold,
alerts the pilot to the fact that CAT I (par. 1.1.3) decision height has
been reached. A 1300 Hz modulation tone, keyed by alternate dots and
dashes, the dots keyed at a speed of 6 dots per second and the dashes
at 2 dashes per second, flashes an amber light on the instrument panel

Inner Marker
[Link]. Some ANS providers have configurations that includes, an Inner Marker
(IM) which is used to signal CAT II decision height. The IM is normally
located at a distance of 75m out to 450m from the landing threshold. A
3000 Hz modulation tone, keyed by dots at a speed of six dots per
second, flashes a white light to indicate decision height
All elements of the ILS are carefully monitored, and any malfunction causes
a warning signal to alert the ground controller, the ILS is automatically switched
off if the system is not functioning properly.

1.1.2. Functional analysis of ILS approach and landing

An ILS procedure begins with the transition from en-route flight to final
approach. This may be accomplished by departing from the last VHF Omni Range
(VOR) navigation station of the en-route flight on a radial that will intercept the
localizer course approximately 7 to 10 nautical miles from the runway.

The aircraft intercepts the localizer course in level flight at an altitude

(specified by the approach plate of the pilot's flight manual) and distance that
place the aircraft below the glide path. This allows the pilot to become stabilized
on the localizer course before starting descent.

The pilot continues level flight although the glide path indicator reads full-
scale fly-up. As the aircraft intercepts the glide path sector, the indicator starts to
move towards centre, and the pilot then makes the necessary power and trims
adjustments to give a rate of descent consistent with the glide path angle. As he
reaches the centre of the glide path, he receives the aural keying and visual blue
flashing of the 75 MHz Outer Marker beacons. The approach plate indicates the
proper altitude at which the glide path intercepts the outer marker for the
specific facility being used. If he notes any significant deviation from the
published value, before starting his decent he must determine whether an
improper altimeter setting or a malfunction of some parts of the system causes
the discrepancy.

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Figure 1-1 Typical ILS station Locations

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With a normal interception he is assured at this point that the key elements
are working properly and he can safely begin his descent. An important check at
this stage, or even earlier, is to positively identify the localizer by listening to the
transmitted Morse-code ident.

Descent from the Outer Marker involves keeping both Localizer and Glide
path indicators centered by making small changes in heading and in rate of
descent. Wind shear and turbulence during descent can cause deviations that
must be corrected.

If the approach is being made to Category I weather minima (which can be

down to 60 meters (200ft) above airport level with 800 meters visibility or
Runway Visual Range not less than 550m at a fully equipped airport), the pilot
must have in view an element of the approach lights, runway lights or markings
by the time he reaches his minima descent altitude. If he reaches this decision
height and does not have adequate visual reference, he must abort the approach
and execute a missed-approach procedure. This usually involves a climb-out to a
navigational fix where Air Traffic Control (ATC) can instruct him further.

With the ground in sight the pilot continues his rate of descent until
reaching a height of about 20 meters above runway elevation, he then slows his
rate of descent so that he will further approach the runway on an exponential
decreasing angle and prepare to level out on runway flight path.

The touchdown should be near the runway centerline and at a suitable

longitudinal distance beyond the point where the glide path intersects the
runway. This distance varies with the performance characteristics of the aircraft.

The final portion of the landing begins with touchdown and ends with the
deceleration of the aircraft to taxi speed or when the aircraft turns off the
runway to enter a taxiway. Guidance must be provided during rollout when
aircraft are operating in the poorest conditions of visibility (CAT III). Guidance
must also be available under these conditions in order to the aircraft to clear the
runway quickly for the next landing aircraft.

The procedures for automatic approach and landing of ILS are essentially
the same as those for manual flight. Some automatic systems are limited
concerning the angle of intercept with the localizer, and this must be taken into
account in the procedure. Automatic systems may also have a limitation in the
amount of acceptable wind shear. The major difference between automatic and
manual landing occurs after reaching decision height. The automatic system
continues on both localizer and glide path until the radio altimeter indicates a
predetermined height of about 20 meter. The system then starts a programmed
flare that continues until just prior to touchdown, when, again on signal from the
radio altimeter, the aircraft heading is automatically brought into alignment with
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the runway. At touchdown there is a transition from aero-dynamic control to

wheel steering, and the aircraft is maintained on centerline by this means.

Note: Please note that not all aircrafts are equipped or not all pilots are rated to
fly CAT II and III.

1.1.3. System requirements

[Link]. Categories

The ILS shall have system specifications, which satisfy the requirements laid
down by national authorities. The most commonly used are those formulated by
ICAO in the document "Annex 10 to the Convention on International Civil
Aviation".

The ICAO requirements concern the facility performance category of the

ILS. The operational performance category used depends on several factors, such
as traffic density, weather conditions and obstructions. A higher category allows
operations down to lower minimum as given in Table 1-1.

Non-
precision
Category approach I II IIIA IIIB IIIC
guide
Minimum 300m 60m 30m < 30m 0 0
or
decision Altitude (1000') (200’) (100') 0
(MDA)/Decision (MDA) (DH) (DH)
Height (DH)
Runway visual 5 km 550m 300 175m 50m 0
range (16000') (1800’) 350m (550') (150’)
(*) (**)
(*) or visibility of 800m(2600’)

(**) 300m(985’) for aircraft category A,B,C and 350m (1150’) for
category D

Table 1-1 Operation Performance Categories

The decision height or minima for a specific approach procedure is
often higher than that for a category in the table due to obstructions or other
limiting factor near the airport.

The facility performance category I-ILS should provide guidance

information down to 60m (200’).

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Note: The definition is not intended to preclude the use of CAT I ILS
below the height of 60m (200’), with visual reference where the quality of the
guidance provided permits and where satisfactory operational procedures
have been established.

The facility performance category II-ILS shall provide guidance information

down to 15m (50’) or less (the threshold crossing height), and category III-ILS
shall give guidance down to and along the runway centerline.

A CAT III ILS requires more sophisticated equipment than a CAT I ILS. A CAT
III ILS could include "hot" stand-by transmitters and an advanced monitor system.
A CAT I ILS does not need a stand-by transmitter, and the monitor system may be
in a single or dual configuration.

The facility performance requirements given in Annex 10 are different for

the categories. The relevant pages of Annex 10 are reproduced in the following
text. The applications of the paragraphs will be explained later.

Figure 1-2 Decision points on an ILS approach

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Figure 1-3 ILS Points

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1.1.4. ILS definitions

The document "Annex 10 to the convention of International Civil Aviation"
defines all the signals and all the tolerances for the signals.

Definition of ILS Datum point:

"A point at a specified height located vertically above the intersection of

the runway centre line and the threshold through which the downward extended
straight portion of the Glide Path passes"

1.1.5. Some important definitions for LOC are:

Course Line – (CL): The locus of points nearest to the runway centre line in
any horizontal plane at which the DDM is zero

Figure 1-4 LOC Course Line

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Course Sector – (CS): A sector in a horizontal plane containing the course

line and limited by the loci of points nearest to the course line at which the DDM
is 0.155.

LLZ Displacement Sensitivity (DS); change in DDM per meter at ILS

reference datum (thr) should be 0.00145 DDM/m (0.00044 DDM/ft) hence; CS is
107m at threshold.

Figure 1-5 LLZ Course Sector

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Figure 1-6 GP definitions

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1.1.6. Some important definitions for GP are:

Glide Path; That locus of points in the vertical plane containing the runway
centre line at which the DDM is zero, which, of all such loci, is the closest to the
horizontal plane.

Glide Path angle; angle between where DDM is zero and the horizontal
plane

Glide Path sector: The sector in the vertical plane containing the ILS glide
path and limited by the loci of points nearest to the glide path at which the DDM
is 0.175.

GP Displacement Sensitivity (DS); DDM of 0.0875 (8.75%DDM/75µA) at an

angular displacement above and below the glide path of 0.12θ0

HALF ILS GP sector: The sector in the vertical plane containing the ILS GP
and limited of DMM = 0.0875

1.1.7. Antenna System Requirements for Localizer

The radiated signals shall satisfy the requirements given in ICAO Annex 10,
paragraph 3.1.2. The requirements concerning the antenna system are:

Polarization (ICAO Annex 10 para [Link].2.1 & [Link].2.2): The vertical

component of the radiation shall not result in a DDM> 0.016 for a cat. I, DDM>
0.008 for cat. II, when an aircraft is on course line and is in roll attitude of 20
degrees. (Para [Link].2.3) For Cat III localizers, the vertically component of the
radiation within a sector bounded by 0.02 DDM either side of the course line shall
not exceed to a DDM error of 0.005 when an aircraft is in a roll attitude of 20
degrees from the horizontal.

Coverage (ICAO Annex 10 para [Link].) : In the coverage volume given in

Figure 1-7 and Figure 1-8, the field strength shall not be less than 40 mV/m (-114

Figure 1-7 Normal LOC coverage Figure 1-8 Reduced LOC Coverage
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dBW/m)

Course Structure (ICAO Annex 10 Para [Link] & [Link])

To range Limits

0.035
Bend Amplitude Limit

Glidepath CAT I
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 1-9 Course Structure

Course Alignment (ICAO Annex 10 para [Link].) :

The mean course line shall be adjusted and maintained within

± 10.5 meters (± 35ft) (Cat.I) or

± 7.5 meters (± 25ft) ([Link]) recommended ± 4.5 meters (± 15ft) or

± 3 meters (± 10ft) (Cat III) from the runway centreline at the ILS reference
datum.

Displacement Sensitivity (ICAO Annex 10 para [Link].2-3.):

The DS within the half course sector shall be 0.00145 DDM/meter. The
DS shall be adjusted and maintained within ± 17 percent for Cat. I & II and ±
10 percent for Cat III.

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Clearance (ICAO Annex 10 para [Link].4.):

From the angle where the DDM is 0.180 to 10 degrees off the course
line, the DDM shall not be less than 0.180. From 10 degrees to 35 degrees the
DDM shall not be less than 0.155

1.1.8. Antenna System Requirements for Glide Paths

Coverage (ICAO Annex 10 para [Link].): The minimum field strength within ±8°
azimuth, 0.3 Θ0 - 1.75 Θ0 in elevation, to 10 nm distance must be more than 400
µV/m.

Figure 1-10 GP Coverage

Glide Path Structure (ICAO Annex 10 para [Link].):

Bends must be less than ±30 µA for CAT I and ±20 µA for CAT II/III (Refer figure
1.9).

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Displacement Sensitivity (ICAO Annex 10 para [Link].):

DDM of 75 µA at ±0.12 Θ0 from Θ0.

Category Tolerance: Stability

Requirements
Cat. I 0.07 Θ0 - 0.14 Θ0 ± 25%
Cat II 0.07 Θ0 - 0.14 Θ0 above, ± 20%
0.10 Θ0 - 0.14 Θ0 below
Cat. III: 0.10 Θ0 - 0.14 Θ0. ± 15%

Table 1-2 Displacement Sensitivity

Example:
Cat.I Θ0=3°; 3.21°/3.42° - 2.79°/2.58°

Figure 1-11 GP DS Tolerance CAT I

Example:

[Link] Θ0=3°; 3.21°/3.42° - 2.7°/2.58°

Figure 1-12 GP DS Tolerance CAT II

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Example:

Cat. II/III: Θ0=3°; 3.3°/3.42° - 2.7°/2.58°

Figure 1-13 GP DS Tolerance CAT III

Glide Path Angle (ICAO Annex 10 para [Link].2.2.) :

The glide path angle Θ0 must be maintained within 0.075 Θ0 for CAT I/II and
within 0.04 Θ0 for CAT III

Example:

Cat.I/II :Θ0=3°; 3.225° - 2.775°

Figure 1-14 GP angle Tolerance CAT I/II

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Example:

[Link] :Θ0=3°; 3.12° - 2.88°

Figure 1-15 GP angle Tolerance CAT III

ILS Reference Datum (ICAO Annex 10 -[Link].3-6)

The downward extended straight portion of the ILS glide path (i.e. the average GP
angle between ILS point A and ILS point B) shall pass through the ILS reference
datum at a height ensuring safe guidance over obstructions and also safe and
efficient use of the runway served.

The height of the ILS reference datum for Facility Performance Categories II and
III-ILS shall be 15 m (50 ft). A tolerance of plus 3 m (10 ft) is permitted.

Figure 1-16 ILS Reference Datum

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1.2. The ILS signal Format

1.2.1. The guidance signal

The ILS guidance information is based upon comparison of the depth of

modulation of the 90 Hz and 150 Hz modulation signals (called guidance tones).
This difference in depth of modulation (DDM) is the main parameter by the
airborne receiver.

The variation of DDM in space is obtained by radiation of the amplitude

modulated (AM) signals, both modulated with 90 Hz and 150 Hz. The signals are
named CSB and SBO.

The CSB (Carrier and Sideband) is a signal which is amplitude modulated to

equal depths by the guidance tones.

The SBO (Sideband Only) signal takes the form of a double sideband,
suppressed carrier with the two guidance tones modulated in opposite audio
phases.

The CSB and SBO signals are shown in Figure 1-17 and Figure 1-18
respectively, expressed in the time domain.

With no SBO signal, the depth of modulation of the received signal is

identical for the two guidance tones (DDM = 0).

At the localizer course and the glide path DDM = 0.

For other angles in space the SBO is not zero, consequently the amplitude
of the in-phase guidance tone and accordingly the depth of modulation will
increase.

For the other guidance tone the amplitude will decrease, as the CSB
guidance tone and the SBO guidance tone are in opposite phase, resulting in
lower depth of modulation.

This will give a DDM different from zero. The DDM depends on the ratio of
the received SBO and CSB signals.

The expression for the composite signals CSB and SBO are:

𝐄𝐂𝐒𝐁 (t) = 𝐄𝐂𝐒𝐁 (1+𝐦𝟗𝟎 sin𝛚𝟗𝟎 t + 𝐦𝟏𝟓𝟎 sin𝛚𝟏𝟓𝟎 t) sin𝛚𝐜 t

𝐄𝐒𝐁𝐎 (t) = 𝐄𝐒𝐁𝐎 (-𝐦𝟗𝟎 sin𝛚𝟗𝟎 t + 𝐦𝟏𝟓𝟎 sin𝛚𝟏𝟓𝟎 t) sin𝛚𝐜 t

𝟐. 𝑺𝑩𝑶
𝑫𝑫𝑴 =
Where 𝐸𝐶𝑆𝐵 and 𝐸𝑆𝐵𝑂 𝑪𝑺𝑩constants and ω = 2πf
are amplitude

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(angular frequency)

Figure 1-17 The CSB waveform seen in the time domain. Upper diagram is 90
Hz, middle is 150 Hz, and lower is combined 90 + 150. Time scale in milliseconds
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Figure 1-18 The SBO waveform seen in the time domain. Upper diagram is 90 Hz,
middle is 150 Hz, and lower is combined 90 - 150. Time scale in milliseconds

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1.2.2. DDM and SDM definitions

DDM is defined as

DDM = m150 – m90 for modulation level <2m

DDM = 2m for modulation level >2m

SDM is defined as

SDM = 2m for modulation level <2m

SDM = m150 + m90 for modulation level >2m

DDM

+ =
90 150
C 90 150 C 90 150

CSB SBO CSB + SBO

Figure 1-19 Combined CSB and SBO

When SBO amplitudes are less than the CSB modulation depth, DDM is
equal to the magnitude of the SBO amplitudes 90 plus 150 in reference to the
carrier amplitude.

By convention 90 Hz and 150 Hz SBO amplitudes are equal, consequently

𝟐. 𝑺𝑩𝑶
𝑫𝑫𝑴 =
𝑪𝑺𝑩

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+ =

90
150
C 90 150 C 90 150

CSB SBO CSB + SBO

Figure 1-20 Phasing error between CSB and SBO, SBO is retarded by Ф Degrees

DDM is proportional to the cosine of the phase angle between CSB and
SBO. The complete formula for DDM including CSB/SBO phase relation is:

𝟐. 𝐒𝐁𝐎
𝐃𝐃𝐌 = 𝐂𝐎𝐒Ф
𝐂𝐒𝐁

Any phase error will reduce the DDM magnitude.

Example
Given far field values for CSB and SBO:

CSB = 100∠0°, SBO = 11.7∠–10°

2 ∗ 11.7
DDM = COS(−10°) = 0.23
100
DDM=23%

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+ =

C 90 150 C 90 150
90
150
CSB SBO CSB + SBO

Figure 1-21 CSB and SBO in quadrature. (90° Phase)

For Ф = 0, cos Ф = 0 consequently DDM=0

+ =

C 90 150 C 90 150

CSB SBO CSB + SBO

Figure 1-22 SBO amplitude is equal to CSB Modulation depth

The result is maximum DDM, cancellation of the 90 Hz component.

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1.3. Antenna Theory

1.3.1. Introduction and Radiation Fields

An electromagnetic wave can be launched from an antenna such as a

dipole. The antenna can be considered a two-wire transmission line, which has
been opened up.

The electric and magnetic energy associated with the fields can be divided
into two components.

The first is called the induction component. It is assumed that the Energy in
this component is returned to the antenna.

The strength of the induction component varies inversely with the square
of the distance from the antenna.

The second component is called the radiation component. Energy

contained in the electric and magnetic fields of the component is lost or radiated
from the antenna.

The strength of the radiated component varies inversely with the first
power of the distance from the antenna.

At a distance of approximately four wavelengths the strength of the

induction field becomes negligible with respect to the radiation component, and
beyond this distance the radiation component predominates.

It is the radiation component that is of principal interest in the study of

antennas.

1.3.2. Near Field and Far Field

The area where the radiation component predominates can be split into
two regions: The near field and the far field regions.

The near field region extends from a few wavelengths from the antenna to
a distance where all the rays from the antenna to the observation point may be
considered parallel to one another.

The distance depends on the dimensions of the antenna (D) and on the
phase error (δ) which can be tolerated.

For ILS, which is a phase critical system δ should be λ/32 (about 12°) for
most applications.

4𝐷2
The near field then extends to a distance 𝑅 ≈ as shown in figure 1.23.
𝜆

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Figure 1-23 Calculation of the extent of near field with an acceptable phase error
(λ/32) from an antenna of length D

OC = R, OA= R+δ = R+ λ/32

𝑫 𝟐 12 el LOC: D=23m -> R=775m

(R + δ)2 = ( ) + R2
𝟐
16 el LOC: D=42m -> R=2600m
2 2 𝐃𝟐 2
R +2R δ+ δ = +R 24 el LOC: D=50m -> R=3700m
𝟒

32 el LOC: D=75m -> R=6080m

𝑫𝟐 𝑫𝟐
R≈ =4
𝟖𝜹 𝝀

1.3.3. LOC Log Periodical Dipole Antenna (LPDA)

The LPDA belongs to a class of antennas with broadband properties. These

antennas will in theory have an infinite bandwidth if their dimensions were
unlimited.

The term "log-periodic" refers to the logarithmical frequency periodic

variation of antenna properties.

The LOC antenna is a LPDA consisting of seven dipoles.

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Figure 1-24 LOC antenna

The feeding of the LPDA is to the apex (the smaller end) and is such that
each consecutive dipole element is fed 180° in respect to the next element.

The resultant field backwards from two elements will be cancelled due to
the small distance compared to a wavelength. Due to the distance d n between
elements the phase difference between these leads to an in-phase forward field
from the element. The radiation then is off the apex of the antenna.

Figure 1-25 Localizer LPDA, τ = 0.93, α = 10°

The frequency independency over a certain bandwidth can be explained as

follows:

The amount of energy that is extracted from the passive wave in the feeder
line (and radiated) by a given dipole depends on the electrical length of that
particular dipole at the operating frequency.

Frequency independent performance is obtained from the LPDA by virtue

of the fact that the dipole lengths and spacing vary in such a manner that the
function of the resonant element (the electrical length is λ/2) is transferred
smoothly along the structure, from one dipole to the next, as the operating
frequency changes.

Transportation of the polarity of the driven signal applied to alternate

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dipole along the balanced feeder line is necessary in order to achieve a

concentration of radiation energy towards the front of the structure, even
though the wave on the line progresses towards the back end.

A layer of ice and snow on the dipoles will increase their electrical length
and reduce their resonant frequency. For a constant frequency, the position of
the resonant element will then move towards the apex.

Accordingly, the phase centre of the LPDA will also move, and if shift of the
phase centre position differs for the other LPDA's this will give a change of the
localizer course line.

The influence of rain, ice and snow on the impedance of the dipoles, and
the shift of the phase centre is reduced by using "thick" dipoles. An ordinary
dipole has often a length - thickness ratio of about 100, the dipoles used in this
LPDA the ratio is approximately 20.

The impedance of the LPDA is given by the feeder line impedance and the
thickness of the dipoles. The LPDA is designed for 50Ω impedance.

Figure 1-26 Typical Impedance Characteristics

A matching network is used to ensure that matching and phase centre are
within specification.

The feeder line is short-circuited at the end of the line.

The signal level at the end is very low as nearly all of the power fed to the
line is radiated.

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The position of the short circuit has a small influence on the design of the
LPDA. The horizontal radiation pattern is shown in Figure 1-27

Figure 1-27 LOC Antenna Radiation pattern

Antenna Arrays

All ILS antenna systems comprise more than one radiating element. When
two or more antenna elements, fed from the same transmitter, are located in a
straight line they form a linear antenna array (normally referred to namely as an
antenna array). The radiation pattern from the array is the product of the
antenna pattern and the pattern from the antenna array with isotropic elements.

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[Link]. Two antenna elements

Figure 1-28 Path delay between two antenna elements

The simplest array comprises two isotropic antenna elements spaced a
distance 2D apart. At a distance point P the field strength of each is about equal,
but there is a phase difference, due to a path difference, as shown in Figure 1-28.

The difference in path length is 2D sinФ , which produces a phase difference

between the fields E0 of each antenna. The phase difference is in radians.
𝟐𝝅
𝜽= . 𝟐𝑫. 𝒔𝒊𝒏𝝋
𝝀
The signal from element A1 is delayed with respect to the signal from
element A2 by θ , as indicated by the figure. The total received signal is the vector
sum of each signal.

𝟐𝛑
𝐄𝐭𝐨𝐭 (𝛗) = 𝟐. 𝐄𝟎 𝐄𝐞𝐥𝐞𝐦𝐞𝐧𝐭 (𝛗). 𝐜𝐨𝐬 ( 𝐃. 𝐬𝐢𝐧𝛗)
𝛌

This is also the expression for the radiation pattern of two isotropic
antennas spaced a distance 2D fed with equal amplitude in-phase. For simplicity
E0 is set equal to one when drawing the pattern.

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For an array with antenna elements where each of the elements has the
radiation pattern Element(𝝋) , the total pattern will be

𝐄𝐭𝐨𝐭 (𝛗) = 𝐄𝐞𝐥𝐞𝐦𝐞𝐧𝐭 (𝛗). 𝐄𝐚𝐫𝐫𝐚𝐲 (𝛗)

𝜽 𝟐𝝅
𝑬𝒂 = 𝑬𝒂 (𝝋) = 𝟐𝑬𝟎 𝒄𝒐𝒔 ( ) = 𝟐𝑬𝟎 𝒄𝒐𝒔 ( 𝑫. 𝒔𝒊𝒏𝝋)
𝟐 𝝀

If the two isotropic antenna elements are fed 180° out

of phase, the total received signal will be according to Figure
1-29

𝝅 𝜽 𝟐𝝅
𝑬𝒂 ′(𝝋) = 𝟐𝑬𝟎 𝒄𝒐𝒔 ( − ) = 𝟐𝑬𝟎 𝒔𝒊𝒏 ( 𝑫. 𝒔𝒊𝒏𝝋)
𝟐 𝟐 𝝀

Figure 1-29 Radiation from the elements fed 180° out of phase

Summary

Two antenna elements fed in phase (0°) spaced 2D apart:

𝟐𝝅
𝑬𝒂 = 𝟐𝑬𝟎 𝒄𝒐𝒔 ( 𝑫. 𝒔𝒊𝒏𝝋)
𝝀

Two antenna elements fed out of phase (180°) spaced 2D apart:

𝟐𝝅
𝑬𝒂 ′ = 𝟐𝑬𝟎 𝒔𝒊𝒏 ( 𝑫. 𝒔𝒊𝒏𝝋)
𝝀

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[Link]. Radiation patterns

The radiation patterns of two antenna elements fed in-phase and 180° out-of
-phase are given in figure 1-30.

𝑬𝒂 (𝝋) = 𝟐𝒄𝒐𝒔(𝝅 𝒔𝒊𝒏𝝋) 𝑬𝒂 ′(𝝋) = 𝟐𝒔𝒊𝒏(𝝅 𝒔𝒊𝒏𝝋)

𝑬𝒍𝒆𝒎𝒆𝒏𝒕(𝝋) 𝑬𝒍𝒆𝒎𝒆𝒏𝒕(𝝋)

𝐄𝐭𝐨𝐭 (𝛗) = 𝐄𝐚 (𝛗). 𝐄𝐞𝐥𝐞𝐦𝐞𝐧𝐭 (𝛗) 𝐄𝐭𝐨𝐭 (𝛗) = 𝑬𝒂 ′(𝛗)′′′′. 𝐄𝐞𝐥𝐞𝐦𝐞𝐧𝐭 (𝛗)
Figure 1-30 Radiation patterns of two antenna elements spaced d = λ

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1.4. ILS Antenna Theory

1.4.1. Two-antenna Localizer Array

A simple way of illustrating the principle of composition of a localizer signal

in space is to look at the feeding data for a twelve elements array given in Table
1-3, then apply the feeding phases of CSB and SBO for a pair of antennas, and
draw the vectors for the modulation components.

The vectors are combined to 90 Hz and 150 Hz modulation depth results.

As an example we are looking at the two centre antennas given the

following feeds:

A6 A7
CSB 0° 0°
SBO 90 90° -90°
SBO 150 -90° 90°

Table 1-3 Feed phasing data for 12 el. localizer centre pair antennas

Figure 1-31 and Figure 1-32 show CSB and SBO vectors as given below.

In the far field (point P) we assume that the rays from each antenna are in
parallel. In Figure 1- 31 the signal phase arriving from A6 is retarded in respect to
the A7 signal phase.

The phase delay θ is equal to 2d sinφ meters, and converted to electrical

degrees

𝟐𝝅
𝜽 (° ) = 𝟐𝒅. 𝒔𝒊𝒏𝝋
𝝀
If we compare the resulting vectors for 90 Hz and 150 Hz modulations we
see that the 90 Hz amplitude is larger than the 150 Hz amplitude. Consequently
at point P located to the right hand side of the centreline between the antennas
(seen from the antenna) the tone dominance is 90 Hz.

In Figure 1-32 the signal phase arriving from A6 is advanced in respect to

the A7 signal phase. If we compare the resulting vectors for 90 Hz and 150 Hz
modulations we see that the 150 Hz amplitude is larger than the 90 Hz amplitude.
Consequently at point P located to the left hand side of the centreline between
the antennas (seen from the antenna) the tone dominance is 150 Hz.

Along the centreline the 90 and 150 Hz modulation levels are equal due to

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the same path lengths from each antenna

Figure 1-31 Adding vectors of two antennas to the right hand side of the centreline

Figure 1-32 Adding vectors of two antennas to the left hand side of the centreline

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In Figure 1-33 we have introduced a 90° delay in the SBO signal for both
antennas 6 and 7. As a consequence the modulation level of the two modulation
tones will be equal at any point P in the field. Thus giving a false course indication
everywhere in the field.

Figure 1-33 Adding vectors of two antennas with 90 degrees in SBO

1.4.2. Localizer Antenna System

Localizer antenna systems comprise 12, 16, 20, 24 or 32 antennas

depending on site topography and buildings near the runway. Two versions of 12
elements systems are available, one single frequency system and one dual
frequency system (with clearance signal).

The 16, 20 ,24 & 32 elements system includes a clearance signal.

[Link]. SBO signal

Feeding of the antenna elements, and their spacing, are optimised to give
an SBO radiation pattern with minimum radiation for azimuth angles where large
reflecting objects are likely to be located.

By increasing the number of antennas in the array, the SBO radiation

pattern will be narrower.

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Figure 1-34 Localizer SBO radiation pattern

[Link]. CSB Signal

The CSB radiation pattern is designed to give the required DDM distribution
and field intensity (power density) inside the ±35° sector. In a dual frequency
system the course CSB provide signal in ±10° and the clearance CSB provide out
to ±35°.

Figure 1-35 Localizer Coverage

Signal distribution

The Antenna Distribution Network (ADU) feeds the antenna elements with
the proper amplitude and phase of the CSB and SBO signals. By changing the
amplitude of the SBO feeding the ADU, the Course Sector Width is adjusted.

The Course Line is determined of mainly the mechanical alignment, but can
be adjusted by using a phase shifter inserted at the output of the ADU to one of
the antennas.

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1.4.3. Glide Path Antenna System

There are several types of Glide Path antenna systems, and the choice of
system is depend- ing on site topography. The three image systems Null-
reference, Sideband-reference and M- array require a reflection plane in front of
the antenna system. The size of this area is different between the systems.

[Link]. Glide Path Antenna Array Principles

An isotropic antenna that is positioned above a ground plane creates a

reflected signal, which is equivalent to a signal originating from an image antenna
below ground, see Figure 1-36.

𝟐𝝅
𝑬 = 𝟐𝑨𝒔𝒊𝒏 ( 𝑯. 𝒔𝒊𝒏𝜽)
𝝀
For ILS the polarization is horizontal, consequently the expression for the

Figure 1-36 Radiation from antenna above ground

radiation pattern is that derived for arrays fed out-of-phase:

In order to create a guidance signal along a specified (3°) glide path angle
we need to produce a SBO null in the radiation pattern along the glide path
angle.

This is accomplished by feeding SBO to the antenna and adjusting the

height 2H such that the electrical phase delay Ф of the reflected signal is equal to
one wavelength λ.

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Figure 1-37 shows the SBO antenna producing a null in the radiation
pattern at the Glide Path angle.

Figure 1-37 Antenna element fed with SBO signal producing a null in the radiation
pattern at θ0
The CSB signal should produce maximum at 3° so its position will be ½ of
the SBO antenna height.

The CSB radiation pattern will be:

𝟐𝝅
𝑬𝑪𝑺𝑩 = 𝟐𝑨𝑪𝑺𝑩 𝒔𝒊𝒏 ( 𝑯. 𝒔𝒊𝒏𝜽)
𝝀
In order to provide relative position information in the Glide Path region,
the total radiation pattern must be predominately 90 Hz above the Glide Path
and 150 Hz below the Glide Path. This can be accomplished by phasing the CSB
and SBO radiation signal so that they are in- phase.

Now we have a GP antenna array consisting of two antennas placed above

ground plane, the lower antenna radiating CSB and the upper antenna at twice
the height radiating SBO.

This GP configuration is called a Null Reference system.

[Link]. Null Reference

The Null Reference system employs two antenna elements, one of which is
used to radiate the SBO signal and the other the CSB signal. The antenna element
fed with the SBO signal is located at such a height on the mast that the second
null of the vertical radiation pattern occurs at the desired glide path angle θ0.

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The other antenna element is located on the mast at half the height of the
first and is fed with CSB signal.

Figure 1-38 Null Reference Antenna System

We define the phase delay from the reflected signal equal to λ

4H sin θ0 = λ

From this equation we can calculate the lower antenna height (and antenna
spacing):

𝜆
𝐻=
4 sin 𝜃0

Figure 1-40 shows the CSB and SBO amplitudes (E) versus elevation angle θ .

Note that the CSB has a maximum at 𝜃0 .

The SBO has two maxima due to the double antenna height. Note that the
SBO amplitude is zero at the Glide Path angle 𝜃0 .

The SBO antenna positioned at 2H has a radiation pattern illustrated

below(Figure 1.39).

It produces a first lobe pattern that has its maximum at the glide path
angle. The pilot is directed onto the correct glide path by information given by
the difference in depth of modulation of the 90 and 150 Hz tones.

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Figure 1-39 GP SBO Pattern

Figure 1-40 Null Reference CSB and SBO Pattern

[Link]. Sideband Reference

Only the lower antenna element radiates the CSB signal. At the glide path
angle, the SBO radiations from the two elements are of identical amplitude but
180° out of phase.

Below the glide path angle θ0 , the radiation from the upper element

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dominates. As this SBO signal has the 150 Hz sideband in phase with the CSB
signal, the SBO radiation pattern will give a fly-up signal below θ0 .

Figure 1-41 Sideband Reference Antenna Configuration

Figure 1-42 CSB and SBO lobe pattern for Sideband Reference

Above θ0 , the SBO radiation from the lower element dominates and gives a
fly-down signal as this SBO signal has the 90 Hz sideband in phase with the CSB
signal.

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[Link]. M-Array

Figure 1-43 M-Array Antenna Configuration

Only the lower and middle antenna elements radiate the CSB signal.

At the glide path angle θ0 , the SBO radiation from the middle element is
zero, and from the upper and lower elements the radiations are of identical
amplitude but 180° out-of-phase giving a null in the composite SBO radiation
pattern.

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CSB Pattern
For low elevation angles, the CSB radiation intensity is too low to give the
required field strength.
Lower
Antenna

AF2 Middle
-0.5 x AF3 Upper
Middle
Antenna

-0.5 x AF1
Lower

SBO
pattern

Figure 1-44 M-Array SBO pattern

Figure 1-45 M-Array CSB pattern

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To overcome this problem, a separate transmitter generating a "fly-up" signal is

used to create a strong signal below 1.5° angle.

The carrier frequency of the CLR signal is nominally 15 kHz below the
Course carrier frequency and the modulation depth is 20% 90 Hz and 60% 150 Hz
(343 µA "fly-up").

The aircraft receiver's detector is capturing the stronger of the two carriers
(CSB and CLR) thus suppressing the weakest signal by approximately the square
of the ratio between the CSB and CLR carrier levels.

AF1 Lower
Upper AF3

Figure 1-46 CSB and SBO pattern M-Array System

The CLR signal is fed to the Lower and Upper antenna elements, which
result in a radiation, pattern having a null at the Glide Path Angle θ0 . CLR Pattern

Figure 1-47 M-Array Clearance far-field radiation pattern

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Figure 1-48 CSB, SBO and Clearance field distribution for a 3° Glide Path
[Link]. GP antenna element offset

Since the glide path antenna is of the order of 10m high, it cannot be sited
on or close to the runway surface. Typically it is located 120 m to the side of the
runway and opposite the required touchdown point.

This amount of antenna offset has only a small effect on the signal quality.
The most noticeable effect is that the locus of zero DDM is no longer an exactly
straight line but has a hyper- bolic bend or "flare" over the final few hundred
meters.

To compensate for this effect the antenna elements are offset. This offset is
such that the distance from each of the elements to the centreline of the runway
adjacent to the mast is the same.

To calculate the offset, use Figure 1-48, which gives the offset equal to:

𝒉𝟐𝟐 − 𝒉𝟐𝟏 𝟒𝑯𝟐 − 𝑯𝟐 𝟑𝑯𝟐

𝑶𝒇𝒇𝒔𝒆𝒕 = = =
𝟐𝒅 𝟐𝒅 𝟐𝒅
Where

d = distance from the base of the antenna mast to the centreline

h1 = height of the lower antenna element (H)
h2 = height of the upper antenna element (2H)

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Figure 1-49 Antenna Element Offset

Taking into account the sideways slope (SSL) of the reflection plane
between the runway and GP mast the offset value should be modified by the
factor S:

S = H sin (SSL)

which is subtracted from the offset value calculated for a perfect horizontal
plane:

𝐇𝟐
𝐀𝟏𝐨𝐟𝐟𝐬𝐞𝐭 = 𝟏. 𝟓 −𝐒
𝐝
SSL is defined as positive when there is a downward slope from the
centreline to the GP mast

Null Reference Antenna System

𝐇𝟐
𝐀𝟏𝐨𝐟𝐟𝐬𝐞𝐭 = 𝟏. 𝟓 −𝐒
𝐝
Sideband Reference Antenna System

(𝟏. 𝟓𝐇)𝟐 − (𝟎. 𝟓𝐇)𝟐 𝐇 𝟐

=
𝟐𝐝 𝐝
𝐇𝟐
𝐀𝟏𝐨𝐟𝐟𝐬𝐞𝐭 = −𝐒
𝐝

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M-array Antenna System

(𝟑𝐇)𝟐 − (𝟐𝐇)𝟐 𝐇𝟐
𝐀𝟑𝐨𝐟𝐟𝐬𝐞𝐭 = 𝟐. 𝟓 for the upper
𝟐𝐝 𝐝
(𝐇)𝟐 − (𝟐𝐇)𝟐 𝐇𝟐
𝐀𝟏𝐨𝐟𝐟𝐬𝐞𝐭 = −𝟏. 𝟓 for the Lower
𝟐𝐝 𝐝
𝐇𝟐
𝐀𝟑𝐨𝐟𝐟𝐬𝐞𝐭 = 𝟐. 𝟓 −𝐒
𝐝
𝐇𝟐
𝐀𝟏𝐨𝐟𝐟𝐬𝐞𝐭 = −𝟏. 𝟓 +𝐒
𝐝
Where
S = H sin (SSL)

Sideways slope: The average sideways (cross-) slope (SSL) of the Beam Forming
Area in front of the GP antenna mast.

Figure 1-50 Definition of Sideway Slope(SSL)

Forward slope: The average forward slope (FSL) of the Beam Forming Area in
front of the GP antenna.

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Figure 1-51 Definition of Forward Slope (FSL)

1.4.4. Localizer Monitoring

To ensure correct operation of the localizer, it is monitored in three

different ways. A near field antenna, which is located about 50 to 200 m in front
of the antenna system monitors the course line. The main purpose of the NF
antenna is to detect mechanical changes in the antenna array

An integral monitor also monitors the course line. Sampling the signal in
each antenna element and combining them in-phase in a monitor network to
simulate the far field course line obtain this.

An azimuth angle equal to the course sector to the right (seen from the
plane) of the course line is also simulated in the monitor network. Hence, the
course sector width and displacement sensitivity can be monitored.

[Link]. Principal description of Monitor Network Signal processing

The network has an input for each return signal from the antenna. In-phase
power splitters provide three paths from each input:

One path is for the course line combiner, the second path for the course
sector combiner and. the third part is for the clearance combiner.

For the course line, all signal paths from the antenna elements to the CL

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output of the network must be of equal electrical length.

All course line paths within the network are made equal, and all monitoring
cables between antenna and network must have the same electrical length.

To simulate a given angle the signal from each antenna must be given a
phase shift θ , depending on the element offset from the course line. This phase
shift, relative to a fictitious antenna element on the course line is:

𝐶𝑆
𝜃𝑛 = 𝑎𝑛 𝑠𝑖𝑛
2
Where an is the element offset (in electrical degrees), see Figure 1-52.

This phase shift has been taken care of by 50Ωdelay lines laid out on the
micro strip board, using element no. 1 as reference.

Since these delays will be exact for one angle and one frequency only, a
phase shifter is added to cover a range of angles over the localizer band.

Figure 1-52 Simulation of Course sector angle and Clearance angle

The only adjustable components in the monitor network are the two-phase
shifters PH1 and PH2, for course line and course sector respectively. These must
be adjusted on site following completion of the localizer antenna system
trimming. Phase PH1 is adjusted to give 0% DDM (difference in depth of
modulation) and PH2 is adjusted to give 15.5% DDM in the monitor receiver.

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1.4.5. Glide Path Monitoring

[Link]. Integral monitoring

The signals from the pickup probes, which are proportional to the radiated
signals from the antenna elements, are fed through the equal length monitor
cables to the Monitor Network.

The far field Glide Path Angle, the lower Sector Width and the Clearance (if
applicable) are simulated in the network by combination of the signals.

In order to simulate a specific monitor point in the far field we monitor the
signal from each antenna with correct level and phase and then combine the
signals into one output signal.

To obtain the correct signal level we calculate for the angle of interest (i.e.
2.64°) the relative level according to the formula:

𝟐𝛑
𝐄𝐚 = 𝐬𝐢𝐧 ( 𝐇 𝐬𝐢𝐧𝛉)
𝛌 𝐚

Where, Ha is the antenna height.

The Lower Sector is monitored at θ0 – 0.12* θ0 = 2.64° (θ0=3°) and the

Clearence at θ0 – 0.7* θ0 = 0.9° (θ0=3°)

The diagram below shows the signal levels and the lobing for each antenna
in the M-Array system according to the formula give above. Note that the level
for the Upper antenna for the DS point falls in the second lobe and therfore has a
phase of 180° compared to the other signals:

Figure 1-53 GP lobes @ 3 degrees, 0 FSL

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The monitor network includes the above given attenuation values for
Middle Antenna and Upper Antenna referenced to Lower Antenna (0 dB). The
signal path also include a delay of 180° for Upper Antenna return signal.

If the Forward Slope (FSL) is not 0 degrees the level at the monitor points
changes and the attenuation for the antennas must be changed. This is achieved
by changing plug in attenuators at the monitor network if needed.

The figure below shows the lobes and levels for a M-array GP with θ0 =3°
and a FSL of 0.5°.

Figure 1-54 GP lobes @ 3 degrees, 0.5 FSL

[Link]. Near Field Monitoring

The GP near field monitor measures variations of the radiated signals,

which may result from alterations in the condition of the ground near to the
antenna system or mechanical misalignment of the antenna elements.

The distance to the monitor antenna is so short that there will be a large
phase error caused by difference between the path lengths to the antenna
elements.

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This phase error will result in large variations of the DDM along the 3° path,
depending on the distance for the radiating antenna elements.

The phase error between one antenna and its image antenna is shown in
Figure 1-55.

The monitor antenna height m expressed by distance L and elevation angle

θ is:

m = L tan θ

Figure 1-55 Path lengths from an Antenna element A and it's Image A' to a
Monitor point M

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The electrical distance of the direct signal Фd is

𝟐𝝅
Ф𝒅 = √𝑳𝟐 + (𝒉 − 𝒎)𝟐 .
𝝀
In the expression of Фr , a 180° phase shift caused by the ground reflection,
must be included. The electrical distance of the reflected signal r is:
𝟐𝝅
Ф𝒓 = √𝑳𝟐 + (𝒉 + 𝒎)𝟐 . + 𝝅
𝝀

The phase of the total received signal at the monitor point M will be as
shown in Figure 1-56.

ФM
Фr

Фd
𝚽𝒅 + 𝚽𝒓
𝚽𝑴 =
𝟐
Figure 1-56 The formation of the Phase of the total signal at M

The phase error ФMU –ФML as a function of the distance L from the antenna
system is shown in the following figures(1-57 to 1-59) for θ = 3°.

NULL Reference
Null Reference

Figure 1-57 Null-ref, NF phase error vs distance

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Side band Reference

Figure 1-58 SB-ref, NF phase error vs distance

M-Array

Figure 1-59 M-Array, NF phase error vs distance

[Link]. Null Reference Antenna System Near Field Monitor considerations

To monitor the glide path angle, the phase error should be 0° or 360°.
However, none of the distances are convenient.

For a nearly 0° phase error the distance must be more than 500 m which
gives a very high monitor antenna.

For 360° phase error, the distance is 30 m. This very short distance results
in a 16° elevation angle to the ground reflected signal from the upper antenna
element.

The ground reflection coefficient could be as small as 0.6 for this reflected
signal which will give an unacceptable error.

The monitor position chosen is given by 180° phase error. For this phase

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error, the monitor antenna must be located at approximately 62 m to obtain a

DDM = 0.

Correlation between the guidance signal received at the monitor position

and in the far field, for different errors in the antenna system, is good. However,
due to the 180° phase error the sense is opposite.

The DDM distribution around the monitor point is shown below.

Figure 1-60 DDM distribution at 62 m from the antenna system

[Link]. Sideband Reference Antenna System Near Field Monitor considerations

To monitor the glide path angle, the phase error should be 0° of 360°.
However, none of the distances are convenient.

For a nearly 0 phase error, the distance must be more than 500 m which
gives a very high monitor antenna.

For 360° phase error the distance is 21 m. This very short distance results in
a 20° elevation angel to the ground reflected signal from the upper antenna
element.

The ground reflection coefficient could be as small as 0.6 for this reflected
signal which will give an unacceptable error.

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The monitor position chosen is given by 180° phase error. For this phase
error, the monitor antenna must be located at approximately 41 m and at 2θ (6°)
to obtain a DDM = 0.

The correlation between the guidance signal received at the monitor

position and in the far field, for different errors in the antenna system, is good.

However, above and below the monitor position there is a fly down signal.
The DDM distribution around the monitor position is shown below.

As shown in the figure 1-61, the DDM is not exactly zero at 6°, but 0.8%.
The reason is significant difference in signal attenuation from the two elements
at this short distance. To summarize, the Table 1-4 shows the monitor alarm
conditions for different errors in the transmitter and antenna distribution system.

Far Field Near Field

Parameter GP alarm DS/SW alarm 41.2 m GP alarm
SBO/CSB ratio 2.0 dB
SBO/CSB phase 41°
Au/Al ratio 2.0 dB 2.5 dB 2.0 dB
Au/Al phase 30° 45° 40°
Wet snow layer 30 cm >50 cm 40 cm

Table 1-4 Monitor alarm conditions, Sideband Reference System ( 3° ±0.22°

and 0.72° ±0.18°)

Figure 1-61 DDM distribution at 42 m and 6° elevation

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[Link]. M-Array Antenna System Near Field Monitor considerations

To monitor the glide path angle, the phase error should be 0° or 360°. For a
nearly 0° phase error, the distance must be more than 1000 m which gives a very
high monitor antenna. For 360° phase error, the distance is approximately 82 m.

Indra Navia AS uses a monitor position that gives a 360° phase error.

The correlation between the guidance signal received at the monitor

position and the far field, for different errors in the antenna system, is good.

The DDM distribution around the monitor point is given below.

Figure 1-62 DDM distribution at 82m from the antenna system

Table 1-5 shows the monitor alarm conditions for different errors in the
transmitter and antenna system.

Parameter GP alarm DS/SW alarm Low Clearance

SBO/CSB ratio ±2.0 dB
SBO/CSB phase ±40°
Au/Am ratio ±2.5 dB
Au/Am phase ±57°
Al/Am ratio ±3.5 dB ±0.8 dB ±0.6 dB
Al/Am phase ±57° ±20° ±15°
Wet snow layer 60 cm

Table 1-5 Monitor alarm conditions, M-Array System

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Chapter 2

TITLE: Overview of ILS Normarc 70XXB3

Lesson Objective:

With reference, the participants will be able to describe about

NORMARC 70XXB3 LOC/GP

Interim Objectives:

2.1 State location and basic features of the NORMARC 70XXB3 sub-
units;
2.2 Describe the different inputs / outputs of the system;

References:

NORMARC 7013B-14B Instruction Manual and

NORMARC 7033B-34B Instruction Manual

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2.1. State location and basic features of the NORMARC 70XXB3 sub-units;

A complete ILS site installation consists of:

 ILS cabinet

• Dual transmitters
• Dual monitors (three monitors if Hot Stand By - Cat III)
 Antenna Distribution Network/Unit

• Splits the signal from the transmitter into the number of antennas
used
 Antennas

 Monitor Combination Network

• Combines the signals from the monitor loop inside the antennas to
monitor signals
 External power supply and batteries

• Dual power supplies

 Remote Control

• A slave panel giving ATC main status is connected in parallel

 Computer running the RMM software

 A Far Field Monitor (FFM) may be used on a Cat III LOC

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Figure 2.1 Localizer Block Diagram

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Figure 2.2 Glide Path Block Diagram

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2.1.1. ILS Cabinet
[Link]. Product Type Numbers

The NORMARC product numbering system is based on the following three

levels:
• System
• Assembly
• Module
Systems have type numbers starting with NORMARC, for example
NORMARC 7014. System consist of assemblies, modules and parts. System
Number indicates model and configuration of the equipment.

Example: NORMARC 7014

70 indicate that it is 7000 series, 1 indicates that the cabinet is localizer

equipment and 4 indicates that it is two frequency transmitters with hot standby
configuration.

Assemblies have type numbers consisting of three letters, a three- or four-

digit number and a letter. The first two letters are the abbreviation for the
function of the card. The third letter is always A, which indicates that it is an
assembly i.e. it consists several sub units. The number is just the unique running
number. The A at the end of the number is variant (Ex, RMA1822A, TCA1218C).

RMA 1822A

KD 1824A RM 1823A

Modules have type numbers consisting of two letters, a three- or four- digit
number and a letter, for example MO 1820A. MO is an abbreviation of Monitor,
1820 is a running number, and the last letter is the variant designator. Modules
that have the same common functionality may have the same two letters and
number but is separated by using different module variants. An example of this is
the OS 1706A and OS 1706B. The first one is the RF Oscillator for the LOC while
the second is the RF Oscillator for the GP. Modules consist of parts.

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2.1.2. Localizer Equipment Technical Specifications
[Link].Signal Minimum Performance LOC
Transmitter
Frequency range 108-112 MHz
Frequency tolerance ± 0.0004%(4.0 ppm)
Output power (CSB) 8-25 W adjustable
Output power (SBO) 1.6W
Harmonic radiation 0.5 µW maximum
RF difference frequency (2-freq. only) 10 kHz ± 2 kHz
Spurious 1 µW maximum
Output power stability ± 0.2dB
Course Sector Stability ± 0.02°
CSB/SBO stability ± 0.3 dB / ± 5°
Modulator Dual
Modulation depth 90/150 Hz 20%
Adjustable range (each tone) 10-30%
90/150 Hz mod stability ± 0.15%
SDM stability ± 0.3% SDM
DDM stability ± 0.1% DDM
Frequency tolerance ± 0.01 %
Total harmonic distortion (90/150 Hz) 1% maximum
Phase locking (90 Hz to 150 Hz) 1° maximum ref 150 Hz
SBO phase adjustment range ± 180°
Identity keyer Dual
Modulation frequency 1020 Hz ± 10 Hz(± 0.01 %)
Modulation depth 5-15% adjustable
Stability Modulation Depth ± 0.1%
Distortion 2% maximum
Speed of identification 7 Words/min. approx.
Monitoring Dual
Alarm functions Adjustable range (*)
RF power reduction 1-5 dB
Change of nominal CL ± 4-25 µA
Change of nominal DS from nominal value ± 10-50 µA

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Change of nominal CLR (2-freq. only) ± 10-60 µA
Change of nominal NF ± 4-25 µA (Note 1)
Change of nominal SDM ± 20% SDM (Note 2)
Difference frequency (2-freq. only) ± 2-5 kHz
Total period of radiation out of 0-10 sec./0.1 sec
tolerance/stability (Time delay)
Additional NF delay (Note 1) 0-20 sec
Line break, ILS-remote control (disable
optional)(Note 1).
Identification lost or continuous (optional)

Monitor input levels

Adjustment range, nominal level: -5 to –34 dBm
AGC range for less than 1% change in SDM 5 dB

Monitor stability at nominal levels:

RF power values ± 0.2 dB
DDM values ± 1 µA
SDM values ± 0.5% SDM
Warning functions:
RF power reduction 40-75% of alarm limit
Change of nominal CL 40-75% of alarm limit
Change of nominal DS 40-75% of alarm limit
Change of nominal CLR 40-75% of alarm limit
Change of nominal NF (Note 1) 40-75% of alarm limit
Change of nominal SDM 40-75% of alarm limit
Difference frequency 40-75% of alarm limit
Mains failure Yes
Remote control
Data transmission medium 2-wire line, 600 ohm
Data modulation serial, QAM
Transmitter level -10dBm + 2 dB
Receiver dynamic range -10dBm to -34dBm
(*): Asymmetrical limits are possible

(Note 1): Not Applicable for Standby Monitoring

(Note 2): ± 2-6% SDM for Standby Monitoring

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[Link]. Remote Maintenance and Monitoring System

PC RMM S/W Windows based RMM SW on Windows 7,8, 8.1 and 10

Number of Three serial ports RS232; one local and two remote connections,
Ports one local USB port, one Ethernet port with up to 5 sessions

[Link]. Environmental characteristics

Operating temperature/Humidity: -10 to +55 °/95% at +35°C, decreasing

linearly to 60% at + 55°C
Storage temperature/Humidity -30 to +60 °/ Up to 80% non-condensing

[Link]. EMC, RF and Safety characteristics

Technical Compliance R & TTE Directive 1999/5/EC

[Link]. Mechanical characteristics

Dimensions: (HxBxW)
ILS Rack: 1020x600x500 mm
Remote control: 129x71x170 mm
Slave panels: 89x138x35 mm
Weight: 85 kg
The ILS rack is wall mounted. The remote control and slave panels fit a standard 3U / 2U
(132 mm / 89 mm) high 19" sub-rack, respectively.

[Link]. Power Supply

Power Supply: 7013 7014

Input voltage: 230V ± 20% AC 230V ± 20% AC
Frequency 0-66 Hz 0-66 Hz
Output voltage: 27.2V DC 27.2V DC
Output Power: 960 W 2 x 720 W
Standby 24V Nominal 24V Nominal
Battery: 90Ah Nominal 90Ah x 2 Nominal
ILS cabinet:
Input voltage: 22-28V DC 22-28V DC
Current consumption: Typical 15A + Charging Typical 22A + Charging

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2.1.3. Glide path Equipment Technical specifications
[Link]. Signal Minimum Performance GP

Transmitter
Frequency range 328.6-335.4 MHz
Frequency tolerance ± 0.0004%(± 4.0ppm)
Output power (CSB + SBO) course 3-8 W adjustable
Output power (CSB) clearance 0.3-1 W adjustable
Output power (SBO) 0.15W – 0.8 W
Harmonic radiation 1 µW maximum
RF difference frequency (2-freq. only) 15 kHz ± 3 kHz
Spurious 5 µW maximum
Output power stability ± 0.2 dB
Full sector width range (nom. ±0.24θ) 0.5º-2.5º
CSB/SBO stability ± 0.3 dB / ± 5°
Modulator - course line Dual
Modulation depth 90/150 Hz 40%
Adjustable range 10-50%
90/150 Hz mod stability ± 0.15%
SDM stability / Resolution ± 0.3% SDM / 0.01 %
DDM stability /Resolution ± 0.1% DDM / 0.01 %
Frequency tolerance 0.01 %
Total harmonic distortion (90/150 Hz) 1% maximum
Phase locking (90 Hz to 150 Hz) 5° maximum ref 150 Hz
SBO phase adjustment range ± 180°
Modulator - clearance Dual
Modulation depth 80%
90 Hz component 20%
150 Hz component 60%
Adjustable range DDM 20-100% 150Hz dominance
Adjustable range SDM 20-90%
Stability ± 0.8 %
Frequency tolerance ± 0.05 Hz
Total harmonic dist. (90/150 Hz) 1% maximum

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Phase locking (90 Hz to 150 Hz) 5° maximum ref 150 Hz

Monitoring
Alarm functions Range (*)
RF power reduction 1-5 dB
Change of nominal CL ± 4-25 uA (Note 1)
Change of nominal DS from nominal ± 10-50 uA (Note 1)
value
Change of nominal CLR (2-freq. only) ± 10-60 uA
Change of nominal NF ± 10-60 uA (Note 2)
Change of nominal SDM ± 20 % SDM (Note 3)
Difference frequency (2-freq. only) ± 2-5 kHz from nominal
Total period of radiation out of 0-10 sec./0.1 sec (Note 4)
tolerance
Additional NF delay 0-20 sec (Note 2)
Line break, ILS-remote control (disable
optional).
Monitor input levels
Adjustment range, nominal level: -5 to –34 dBm
AGC range for less than 1% change in 5 dB
SDM

Monitor stability at nominal levels:

RF power values ± 0.3 dB
DDM values ± 1 uA
SDM values ± 1 % SDM
Warning functions:
RF power reduction 40-75% of alarm limit
Change of nominal CL 40-75% of alarm limit
Change of nominal DS 40-75% of alarm limit
Change of nominal CLR 40-75% of alarm limit
Change of nominal NF 40-75% of alarm limit(Note 2)
Change of nominal SDM 40-75% of alarm limit
Difference frequency 40-75% of alarm limit
Mains failure Yes
Remote control Same as Localizer
Remote Maintenance and Monitoring Same as Localizer
System
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Environmental characteristics Same as Localizer

EMC, RF and Safety characteristics Same as Localizer

Mechanical Characteristics Same as Localizer

[Link]. Power Supply

Power Supply: 7033 7034

Input voltage: 230V ± 20% AC 230V ± 20% AC
Frequency 0-66 Hz 0-66 Hz
Output voltage: 27,2V DC 27,2V DC
Output Power: 960 W 2 x 720 W
Standby 24V Nominal 24V Nominal
Battery: 90Ah Nominal 50Ah x 2 Nominal
ILS cabinet:
Input voltage: 22-28V DC 22-28V DC
Current consumption: Typical 7A + Charging Typical 9A + Charging

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2.1.4. Functional overview

The complete ILS electronic system is housed in a compact, wall mounted

cabinet. The cabinet and the electronics, except for RF units, are common to the
LOC and GP systems.

Monitor Alarm
Input Signals Data &
Monitor Transmitter-1
Signals Diagnostics

Remote Course & CLR

Control Data & ILS
Diagnostics Control Signals Signals
External Out
Sensors Control Changeover
RMS TX Control Signals
Comm. Relay
Ports Control Signals
Data &
Diagnostics Transmitter-2
Monitor Data & Course & CLR
Input Monitor Diagnostics
Alarm
Signals
Signals

Figure 2.3 ILS Block Diagram

The ILS cabinets can be configured for Cat I, Cat II, or Cat III requirements
with no basic changes.

Eight models are available:

NORMARC 7011B Single frequency LOC

NORMARC 7012B Single frequency LOC with hot standby monitoring (Cat III)
NORMARC 7013B Two frequency LOC
NORMARC 7014B Two frequency LOC with hot standby monitoring (Cat III)
NORMARC 7031B Single frequency GP
NORMARC 7032B Single frequency GP with hot standby monitoring (Cat III)
NORMARC 7033B Two frequency GP
NORMARC 7034B Two frequency GP with hot standby monitoring (Cat III)

The system is based on modern technology with extensive Remote

Monitoring and Maintenance capabilities, and very high reliability and integrity.
To meet this objective, the monitor comparator and station control are based on

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digital hardware, while the RMS interface is microprocessor based.

2.1.5. Physical Description

The cabinet contains two sections:

 The electronics card cage

 The transmitter / PA section including change-over relays

The electronics card cage contains the RF oscillators, the LF signal generators, the
monitors, the station control, the RMS processor, and the voltage regulators.

The transmitter / PA section contains the PA blocks including couplers etc. for
each output with the change-over section and RF outputs mounted on top.

The cabinet is divided in two parts, with the rear part fixed to a wall, and the front
part hinged to give access to interior of the cabinet.

All external connections are made to the rear part of the cabinet.

2.1.6. Monitors

The ILS has duplicated monitors with inputs for Course Line (CL), Displacement
Sensitivity (DS), Near Field (NF), and Clearance (CLR) (Dual Freq. only). The signals
are sampled at the RF inputs and then processed and filtered by digital hardware.
The results for each parameter is then compared with stored limits in a digital
hardware comparator.

Each of the two monitors consists of two modules.

• Monitor Front End (MF1821A)

• Monitor(MO1820A)

When connected to a Far Field Monitor (FFM), the Far field monitor Controller
module FC 1927A is added.

For Cat III use, Hot Standby monitoring can be added by using one additional
monitor and associated RF couplers and combiners.

The design of the monitors ensures a very high integrity due to the use of digital
hardware for the alarm comparators signal processing. In addition, the monitor is
checked by automatic self-tests.

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The alarm limits are stored locally in non-volatile memory, and can be updated
from the RMS processor, with a separate hardware write protection to ensure that
the integrity is not affected by the RMS system.

OS1706A(LLZ)
OS1706B(GP)
LF1576A
A
PS1227D

MF1821A

MO1820A

FC1927A

TCA1218B/C

RMA1822A
COU COU CLR CLR
TX1 TX2 TX1 TX2

LPA1580(LLZ)
GPA1581(GP)

LPA1580 (LLZ)
GPA1582(GP)

Figure 2.4 NM7000B ILS Cabinet

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[Link]. MF 1821A (LOC and GP)

The RF signals in to the cabinet are split in two with power dividers and fed to
each monitor. The Monitor Front-end module is mainly an AM digital receiver
which samples the RF signal and filters and detects it digitally. It also checks the
received frequency against its own local oscillator. The monitor front-end output
consists of digital representations of the demodulated signals.
The Monitor Front-end passes the parameters to the comparators on the
Monitor board.
The same board is used in both LOC and GP. The setting is done from the
RMM/RMS.
[Link]. MO 1820A (LOC and GP)

In the Monitor, comparison between monitor measurements and stored

monitor limits is performed by digital hardware. Thus safety critical software is
avoided in those functions. The comparators generate alarm signals if the
parameters are outside the programmed limits for a period longer than the
configured alarm delay. Two separate comparator chains are used to increase
integrity. If the parameter(s) returns inside the alarm limits before the alarm
delay has run out, the alarm will be cleared.
2.1.7. Transmitters

The transmitters are duplicated, either single frequency or dual frequency. On

the Dual Frequency ILS the DF (difference frequency) between the Course and the
Clearance transmitters are 10 kHz for the LOC and 15 kHz for the GP. The Course
frequency is always the higher of the two.

Each transmitter consists of a RF oscillator, a LF generator, and one or two PA

blocks (single or dual frequency).

[Link]. OS 1221A/OS 1706A (LOC) and OS 1221B/OS 1706B (GP)

The RF oscillator uses a synthesizer for easy frequency changes and simple
logistics. The frequencies are set with jumpers at the front edge of the board. The
board has two outputs for use in dual frequency systems (course and clearance).

[Link]. LF 1576A

The LF generator contains the circuits to generate CSB and SBO (90Hz and
150Hz) and keying (1020Hz) modulating signals. It also contains the ident keyer /
sequencer and interface for DME master or slave keying. A digital signal processor
generates all signals ensuring very stable phase and amplitude relations between
the modulation signals.
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All modulation parameters, such as Modulation Balance, Modulation Sum, RF
level, SBO attenuation, SBO phase, Ident code and Ident modulation are
controlled by this module. The values are stored locally in EEPROM and can be
updated from the RMS processor.
The same board is used for single and dual frequency systems and for LOC and
GP.
[Link]. LPA 1580A (LOC), GPA 1581A (GP course) and GPA 1582A (GP clearance)

The LPA/GPA amplifies the carrier from the OS board and modulates the LF
from the LF board thus generating CSB and SBO power to feed the distribution
network.
In localizer one LPA generates course CSB, SBO, the other equivalent LPA
generates clearance CSB, SBO. The CSB power is 20W nominal.
In glide path one GPA generates course CSB, SBO. The CSB power is 6W
nominal; the other GPA generates clearance CSB only, power being 0.6W
nominal.
2.1.8. Transmitter Control

The transmitter control module controls the system dependent on alarms from
the monitors and inputs from the local control, the remote control and,
optionally, the RMS. It also generates status information to the same modules.
The local control and status indicators are a part of the transmitter control
module.
[Link]. TCA 1218C (LOC & GP)

The Transmitter Controller Assembly is the executive controller of the system. It

receives alarm information from both Monitor 1 and Monitor 2 (and Standby
monitor if used). The board decides which action is necessary to take when an
alarm arises. In addition to the signals from the MO 1820A board the TCA 1218C
checks the status of the local front panel switches and the information from the
remote control before action is taken.
The board is made completely with digital hardware circuits to ensure the
highest integrity. The local control and status indicators are a part of the board.

The TCA 1218C board is prepared for Hot Stand By cabinets and thus contains
LEDs for the standby monitor. When used in Cold Stand By cabinets, these
additional LEDs will be always off.

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2.1.9. Remote Monitoring System (RMS)
[Link]. RMA 1822A (LOC and GP)

The RMS unit contains a microprocessor. It is connected to almost all the other
boards in the cabinet and reads built-in-test-points from each boards. It handles
storage and read-out of monitor parameters, measurements for maintenance
and fault finding, and performs fault analysis to isolate faults to line replaceable
units. It is also used to set monitor limits and transmitter adjustments.

The RMS board handles communication to local and remote RMM computers,
and in addition it handles the small local display and keyboard for parameter
setting and read-out.

All Warnings (Pre-alarms) in the system are generated by the RMA-board.

Even if the board is U/S the system can operate due to that the MF-MO-TCA
chain controls all critical alarm parameters. In such an instance, all Warnings will
be activated and it is no longer possible to read or change any limits

2.1.10. Change Over section

The section contains the pin diodes making it possible to change between
TX1 and TX2 hence the name. It also contains directional couplers for creating
the CSB RF test points on the front of the section and combiners for generating
monitor signals (DS/CLR) for the stand by monitor in Hot Standby cabinets.

2.1.11. MB 1575A (LOC and GP)

MB 1575A is the backplane for the 19" sub-rack in the NORMARC 70xxB
cabinet. MB 1575A is a passive motherboard that provides all interconnections
between the printed circuit board in this sub-rack and all interface for external
signals except from RF (Coax) cabling

2.1.12. PS 1227 (LOC and GP)

The two DC/DC converters operate in parallel, the outputs are wired-OR
with help of diodes, and provides the modules in the cabinet with the following
DC voltages:

-15V, +5V, +8,5V, +15V

In addition the PS-board includes relays that turn off the voltage to the
power amplifier stage in the transmitter in case of a Terminator alarm.

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2.1.13. CI 1748A and PC 1749A (LOC and GP)

CI 1748

PC 1749

Figure 2.5 CI1748A and PC1749A

The CI 1748A Connection Interface (CI) module unit provides a connection
point for all signals except RF signal and high current signals into to the ILS
cabinet. The CI module is located in the rear of the ILS cabinet. The CI module is
used together with one or two PC1749 modules that handles the power input
and associated signals. These boards will still carry voltage even if the two circuit
breakers in the top front of the cabinet are deactivated. To carry out
maintenance on these boards or to change any of its configurations, please note
the label on the cover.

The CI module is one circuit board with the following blocks.

 DME interface
 Analogue multiplexer
 USB to serial converter
 RS-232 drivers and receivers
 Micro controller
 Modem
 Shift registers
 LEDs
 Configuration
 Connectors

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The main task of the CI module is to provide connection points for external
signal for the ILS cabinet. It interfaces the external signals (voltages) to levels that
can be handled by the internal modules in the cabinet.

The Connection Interface also formats serial data to and from the remote
control depending on the configuration. The RC data to/from the TX control is
always routed through the micro controller on the CI module, and then to the
internal or external modem. If configured, the micro controller will include RMM
data from the RMS and RC data in the same data stream. If not configured, the
RMM data will be routed to Remote 1. Depending on the configuration different
formats on the data and bit rates will be selected.

2.1.14. Remote Maintenance and Monitoring (RMM) System

The NORMARC 70XXB3 series has a built-in Remote Maintenance and

Monitoring system. This system consists of the RMS, remote PC terminals with
the RMM program installed, and the local keyboard/display. Figure 2-6 illustrates
the RMM/RMS systems

The center of the RMS is a CPU with the RMS core program. The RMS
collects measurements and diagnostic data, and makes them available to the
user. The collected information allows easy and cost effective maintenance, fault
finding and routine reporting.

In addition, system settings are distributed and parameter readings are

collected via the RMS/ CPU.

External personal computers are used for a user-friendly interface to the

RMM system. The equipment has three serial output ports, typically used to
connect a local PC, a PC in the airport technical equipment room, and a modem
for connection to a central maintenance facility.

The local keyboard/display allows readings and control through an LCD

display and a seven- button keypad. This gives access to the RMM functionality
without the need for a PC.

[Link]. RMM Access

Access to the RMM system is controlled by multiple hardware and

software access controls. One password is required for each access level, i.e. one
password for level 1, two for level 2 and three for level 3. Optional hardware
controls may inhibit writing in the upper access levels.

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The operations that are permitted to a logged on user depend on the
logon access level. The NORMARC 7000B ILS defines four access levels:

Access Number Allowed operations

level of pass-
words
Level 1 1 Read-out of all measurements and all configuration data,
except user passwords.
Level 2 2 Level-1 operations + turning transmitters and LF signals
Level 3 3 on/off.
Level 1 and 2 operations + setting all configuration data,
except user passwords.
MASTER 3 Level 1, 2 and 3 operations + setting/viewing users and
passwords, setting the ILS real time clock.

Table 2.1 RMM Access Levels

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Figure 2.6 NM70XXB2 RMM/RMS System

.

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Note that to logon at access level 2 or higher, more than one password must be
entered. The passwords must be separated with a single space.
The user name and password(s) are case-insensitive.
To logon as MASTER, which is a special built-in administrative user, the user
name “master” and all three master passwords must be entered (logon at access
levels 1 or 2 with the master user is therefore not possible). The factory default
master passwords are: MASTER1 MASTER2 MASTER3
To logon at other access levels a user account must be first be set up by the
master user.
If the master user passwords have been lost, the Customer Service department
can help with resetting the master passwords.
Note that to logon at access level 2 or higher, straps on the TCA board must be
set to enable this.
[Link]. Local Keyboard/Display Functions

Through a menu-based interface all main commands, adjustments and monitor

limits are accessible from the front panel keypad and LCD display. In addition a
quick-read function gives read-out of all main monitor parameters at a glance.
2.1.15. Remote Control

The remote control is used in the tower or in the technical control room. It
has indicators for operating status as well as detailed warnings and an aural
alarm device with reset. It can control equipment on/off and change-over, and
has an Access Grant-switch to allow remote control from the RMS.

The Remote Control is connected to the ILS by one telephone pair cable.

[Link]. RCA 1750 Remote Control Assembly

The RCA 1750A Remote Control Assembly is used for Cold Standby
configuration and consists of the RC 1752A Remote Control board and RF 1751A
Front Panel mounted and connected together as an assembly.

The RCA 1750B Remote Control Assembly is used for Hot Standby
configuration and consists of the RC 1752A Remote Control board and RF 1752B
Front Panel mounted and connected together.

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They provide the user’s interface to the ILS Cabinet from the control tower
or technical equipment room. All interconnection is provided by the MB 1753A
Backplane that can interface up to 4 RCA 1750 assemblies.

Figure 2.7 RCA1750A Figure 2.8 RCA1750B

The Remote Control is communicating with the ILS cabinet via a serial link
over a telephone line using an integral modem in the Remote Control, or via an
external modem. Inputs from the front panel switches such as ON/OFF,
Changeover and Access Grant and Interlock signal from an operational runway
direction selector are sent to the ILS cabinet (Transmitter Control) and ILS status
and other information is received and displayed on LED indicators or other out
puts.

[Link]. Remote Slave Panel

The slave panel is connected to the remote control by a multi-pair wire or

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CAN Bus. It is intended for use in the control tower. It has indicators for normal /
warning / alarm and has an aural alarm device. In addition it can turn the
equipment on and off, and has an aural alarm reset.

Slave panel used in the present installations is SP1754B

2.1.16. FI 1392A (LOC with Far Field Monitor)

The FI 1392 is an interface card between the connected FFM (e.g.

NORMARC 7720) and the system.

When using the NORMARC 7720 FFM, the RS232 interface shall be used.
When the NORMARC 3634 is used, either of the built in modem (CCITT V.21
standard) or the RS 232 interface shall be used.

2.1.17. FC 1927A (LOC with Far Field Monitor)

The FC 1927 is a FFM controller that interacts with the connected FFM
through serial data messages. The FFM parameter values are extracted from the
received FFM messages, and sent to the corresponding MO 1820 via high speed
UART. The values are compared against the alarm limits, and the alarm status is
then delayed according to the specified FFM alarm delay. If any of the FFM
parameters are outside the set limits, the MO 1820 generates an alarm signal
for the station control on the TC 1216.

2.1.18. External AC/DC converter (LOC and GP)

The cabinet is supplied with +27V from

two external switch mode power supplies that
operate in parallel.
The two power supplies are configured for
load sharing. They have an adjustment
potentiometer to allow from 20 - 29.5VDC
adjustment of the output voltage.

This is an factory adjustment, and should

be adjusted to 27.2VDC

The supplies also include alarm circuits

that will send a warning to the ILS if there is
anything wrong with the supplies.

Figure 2.9 ILS with BC1361L

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2.1.19. Antenna System- Localizer

There are two variant of Localizer antenna system in use

 NORMARC 7220C, 20 element two-frequency ILS Localizer Antenna

System.
 NORMARC 7216C, 16 element two-frequency ILS Localizer Antenna
System.

Antenna System consists of Antenna Distribution Unit(ADU), Monitor

combining Unit(MCU) , LPDA array and Near Field Antenna.

[Link]. Localizer Antenna Distribution Unit (ADU)

The purpose of the ADU is to split up

the four signals from the transmitter and
distribute them to the antennas. Each of the
antenna pairs has individual phase and
amplitude to produce the correct signal in
space. In addition the ADU contains circuits
to monitor the cables to and from the
antennas and the antenna itself (DC-loop).

There is one CL phaser for fine

adjusting the electrical center line.

There are two variant in use Figure 2.10 DIA1784A(ADU)

• DIA 1784A-16 Element, Dual Frequency
• DIA-1716A-20 Element, Dual Frequency
[Link]. Localizer Monitor Combining Unit (MCU)

The signal samples from the antennas

are fed to the MCU where they are
combined to produce the three monitor
signals: CL, DS and CLR.
The network has two line phase
shifters for fine adjustment of the CL and DS
signals.

There are two variant in use

• MOA 1778A-16 Element, Dual Frequency Figure 2.11 MOA 1778A(MCU)

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• MOA-1708A-20 Element, Dual Frequency
[Link]. AE1800A/ AE 493J - Log Periodical Dipole Antenna (LPDA)

The LPDA is manufactured from salt-water resistant aluminium. To be

able to withstand winter condition the whole electrical antenna is protected by
Glass fiber Reinforced Polyester (GRP) cover.
The length of it is 2.8 meters and the width is 1.3 meters. The weight is
approximately 17 kg (AE1800A)/35 Kg (AE493J). The gain of the antenna is
9.5dBi.
Inside the antenna there is a monitor loop picking up the amplitude and
phase of the distributed signal of that antenna and routing that back to the
MCU

Figure 2.12 AE1800A (LPDA)

In AE1800A, a matching RF and DC-loop feeder circuit and the monitor
with DC-loop return, is formed on the pc-board FM 1818A located on each side
in the front of the antenna. The module FM 1818A constitute both boards.

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Figure 2.13 FM1818A

Figure 2.14 AE493J (LPDA)

In AE493J, a low pass filter type matching circuit is formed on the pc-
board FB 1526A located in the front of the antenna and an RF transformer and
resistor network is formed on the pc-board MO 1525B located in the back of
the antenna.
2.1.20. Antenna system - Glide Path

Glide path Antenna system consists of

• Antenna Distribution Unit (ADU)
• Monitor combining Unit (MCU)
• 2 or 3 dipole-array antenna elements (depending on the type of antenna
system used) installed on the antenna mast.
• Near field Antenna
There are three types of Glide path antenna system available based on image
type.
• NM3543-Null Reference Glide path Antenna System
• NM3544-Sideband Reference Glide path Antenna System
• NM3545-M-Array Glide path Antenna System
In the Null Reference system no ADU is required. In AAI, NM3545 – M-Array
Glide path antenna system is used.

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[Link]. Antenna Distribution Unit-DIA346B(ADU)

The antenna distribution unit DIA 346B consists of a network of coaxial

cables, mechanical Phase Shifters and coaxial type hybrids mounted in a hinged
frame.

CSB, SBO and CLR inputs are split and combined in various power dividers
and combiners to form the required signal distribution scheme given in Table 2-2

Figure 2.15 DIA346B (ADU)

CSB SBO CLR

Amplitude Phase (°) Amplitude Phase Amplitude Phase

(dB) (dB) (°) (dB) (°)
Upper - - -6.0 180 0.0 0
Anten
Middle -6.0 180 0.0 (Ref) 0 - -
na
Anten
Lower
(A3) 0.0 (Ref) 0 -6.0 180 0.0 0
na (A2)
Anten
na
Table2.2 NORMARC 3545 Antenna System Signal Distribution
(A1)

[Link]. Monitor Combining Unit-MOA 338D(MCU)

The signals from the pick-up couplers - which are proportional to the
radiated signal from three antenna elements - are fed through the equal length
monitor cables to the Monitor Network.

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.The far field glide path angle, the lower sector width, and the clearance are
simulated in the network by combinations of the three signals.

Table2.16. MOA338D (MCU)

[Link]. The GP antenna

The radiating element is a stacked dipole antenna with reflector, housed in

a fiberglass radome for weather protection.

A signal coupler network linked to all dipole elements is used to monitor

the signal fed to the antenna elements. The signal from the coupler is about 35dB
below the level of the feed signal.

Table 2.17. GP Antenna

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2.2. Describe the Different Inputs / Outputs of the System

2.2.1. State the Connectors Available and their Function

The connections to the ILS main cabinet can be divided into three groups.
• The coax cables that carry the ILS RF signals to and from the antenna
system are connected at the bottom of the main cabinet. These
connectors may be moved to the top if required.

 Out of cabinet: CSB Course, SBO Course, CSB CLR and SBO CLR (only
LOC)

 In to cabinet: CL, DS, NF and CLR

• The power supply (supplies) and the backup battery are connected to the
power connector rail inside the cabinet back section.

• All other external connections are sited on the Connection Interface

board CI1748A inside the cabinet back section.

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ANNEXURE-A
CNS MANUAL

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ANNEXURE-A

Please refer the following section/Parts of CNS manuals i.e. ILS for gist of requirements.
(ALL CNS Executives shall study and comprehend the content of all paragraph, Chapters
and Volume of CNS Manuals. The list given below is for quick reference only and not for
restricting the studies to only these portions. The trainees may be evaluated from the
portions not given below)

1. Chapter 2 of CNS Manual –Vol.1 for regulatory requirements.

2. Para 3 to 13 of Chapter 2 of CNS Manual-Vol.1.
3. Para 2 of chapter 7 of CNS Manual Vol.I for Type of Inspection(Flight Inspection)
4. Para 3 of chapter 7 of CNS Manual Vol.I for Periodicity(Flight Inspection)
5. Para 4 of chapter 7 of CNS Manual Vol.I for Inspection procedure for ILS(Flight
Inspection)
6. Para 9 of Chapter 7 of CNS Manual Vol.I for Acceptable limits for ILS(Flight
Inspection)
7. Para 4 of Chapter 11 of CNS Manual Vol.I for study of CNS Manual by executives
posted at the station.
8. Chapter 9 of CNS Manual Vol.I for Record Systems related to Maintenance of
Facilities.
9. Para 14,18 and 31 of chapter 16 of Vol.1 for job description.
10. Chapter 3 of CNS Manual [Link] for Siting Criteria for ILS
11. Para 4.1 chapter 2 of CNS Manual Vol IV for Pre-Flight and Post Flight
Procedures.
12. Para 4.2 chapter 2 of CNS Manual Vol IV for Post-Flight Inspection Action by the
Ground Personnel.
13. Chapter 3 of CNS Manual [Link] for Flight Inspection Procedure of ILS
14. Para 3.14.2 to 3.14.5 of Chapter 3 of CNS Manual Vol.V for Typical Air terminals
for ILS facilities.
15. Para 4.12, 4.14, & 4.15 of chapter 4 of CNS Manual Vol.V for earthing System.
16. Para 5.9 to 5.15 of Chapter 5 of CNS Manual Vol.V for Surge Protection.
17. Chapter 6 of CNS Manual Vol.V for measurement of earth resistance
18. Chapter 8 of CNS Manual Vol.V for Maintenance Procedures of Lightning, Surge
Protection and Earthing Systems

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19. Para 1.1 and 1.2 of chapter 1 of CNS Manual Vol VI for Navigational Aid status
reporting and Technical standards and practices of ILS.
20. Appendix 1.11 of CNS Manual [Link] for Competency requirement for personnel
maintaining CNS Systems.
21. Appendix 1.12 of CNS Manual [Link] for Navigational Aid Test Transmission.
22. Chapter 3 of CNS Manual [Link] part 2 for maintenance schedules of ILS.
23. Chapter 3 of CNS Manual [Link] for Document availability and control at the
station
24. Chpater 4 of CNS Manual [Link] for RECORD SYSTEMS RELATED TO
MAINTENANCE OF FACILITIES

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ANNEXURE-B

CNS CIRCULAR

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ANNEXURE-B
Appendix F was updated to include the latest circulars and remove the old references
as on date (please revise the content time to time to
keep in pace with CNS circulars issued from AAI CHQ)

Please Refer the following CNS Circulars i.r.o ILS

CNS circular 3 of 2003 for PROVISION OF INFORMATION ON THE OPERATIONAL STATUS

OF NAVIGATIONAL AIDS.

CNS circular 5 of 2004 for Normarc ILS General Maintenance.

CNS circular 6 of 2004 for Identification signal of ILS localizer.

CNS circular 1 of 2006 for Documentation and preservation of maintenance records of

CNS facilities

CNS circular 2 of 2006 for INTIMATION OF MAJOR FAILURES OF CNS FACILITIES

CNS circular 1 of 2008 for Maintenance of Navigational Aid Sites.

CNS circular 2 of 2009 for pre-monsoon checks of CNS facilities

CNS circular 1 of 2010 for Updation of CNS Manual

CNS circular 1 of 2011 for Guidelines for provision of power supply system for CNS/ATM
Automation system/facilities.

CNS circular 2 of 2011 for SOP for opening the watch-CNS point of view.

CNS circular 1 of 2012 for Maintenance and Calibration of Test Equipments used for
Operation and Maintenance of CNS/ATM Automation and other associated Facilities.

CNS circular 2 of 2012 for SOP for inspection/safety oversight audit of CNS/ATM
automation facilities by DGCA.

CNS circular 5 of 2012 for Provision of fire detection and fire alarm system in CNS
Facilities.

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CNS circular 6 of 2012 for ESD control - Use of Antistatic devices in handling of electronic
PCB/Modules of CNS/ATM systems.

CNS circular 2 of 2013 for alternate means for provision of information on the
operational status of radio navigation aids.

CNS circular 3 of 2013 for installation and periodic maintenance of bird control spikes on
CNS antenna installations.

CNS circular 2 of 2014 for frequency of ILS field readings.

CNS circular 3 of 2014 for intimation of major failures of CNS/ATM facilities.

CNS circular 1 of 2016 for SOP for Internal performance monitoring, Management and
operation of CNS/ATM Automation facilities

CNS circular 2 of 2016 for Guidelines for choice of media for the provision of redundant
Communication links for transportation of operational data transportation.

CNS circular 3 of 2016 for Notification of incidents and investigation thereof –

Reportable significant degradation/failure of CNS facilities.

CNS circular 4 of 2016 for SOP for CCTV and Access Control Systems at ANS Operational
Units.

CNS circular 5 of 2016 for SOP for checking the efficacy of Installation and Maintenance
of Lightning, Surge Protection and Earthing systems for CNS/ATM Facilities.

Complete list of CNS circulars

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Sl. CNS Subject Remarks

No. Circular
No.
YEAR -2003

1. 01 of 2003 Lightening Arrestor for CNS facilities. Cancelled –

Guidelines have
already been
included in CNS
Manual Vol-V Ver.-II
2. 02 of 2003 VOR Aerodrome Check points.

3. 03 of 2003 Provision of Information on the operational status

of navigational aids.

4. 04 of 2003 Time in Air Traffic services.

Use of standard language for communication in

5. 05 of 2003
ATS.

6. 06 of 2003 Air Traffic Services Requirements for

communication – Back-up capabilities thereof.

7. 07 of 2003 Radar systems – Backup capabilities.

YEAR -2004
8. 01 of 2004 Automatic Recording of Surveillance Data.

9. 02 of 2004 VOLMET Broadcasts Service.

10. 03 of 2004 Aeronautical Fixed Service – (Ground – Ground

Communications).

11. 04 of 2004 Disposal of Old/ Dismantled Equipment.

12. 05 of 2004 NORMARC ILS General Maintenance – Workshop

held at Chennai on 4-5th July, 2002.

13. 06 of 2004 Identification Signal of ILS Localizer.

14. 07 of 2004 Operation of DVOR/ DME(HP).

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YEAR -2006

15. 01 of 2006 Documentation and Preservation of Maintenance

Records of CNS facilities.

16. 02 of 2006 Intimation of major failures of CNS facilities.

YEAR -2007

17. 01 of 2007 Field Readings of ILS. Superseded by CNS

Circular 02 of 2014.

YEAR -2008

18. 01 of 2008 Maintenance of Navigation Aids Site. Guidelines for

maintenance of
Critical & Sensitive
Area.
19. 02 of 2008 Guidelines for provision of Power Supply Systems Superseded by CNS
to CNS and ATM Facilities. Circular 01 of 2011.

YEAR -2009

20. 01 of 2009 Procurement of Spares and Equipments.

21. 02 of 2009 Pre-monsoon Checks of CNS facilities.

Pre-monsoon checklist – HF/VHF/DSCN.

Pre-monsoon checklist –
VOR/DME/ILS/NDB/RADAR.

YEAR -2010

22. 01 of 2010 Updation of Station CNS Manual.

YEAR -2011

23. 01 of 2011 Guidelines for Provision of Power Supply Systems

for CNS/ATM Facilities.

24. 02 of 2011 SOP for Opening the Watch.

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Maintenance of CNS Facilities beyond the expiry of

Flight Calibration.
YEAR -2012
25. 01 of 2012 Maintenance and Calibration of Test Equipments.

26. 02 of 2012 SOP Inspection/Safety Oversight Audit of CNS/ATM

Automation Facilities by DGCA.

27. 03 of 2012 Provision of Information on the Operational status Replaced by CNS

of Radio Navigation Aids. Circular 02 of 2013.

28. 04 of 2012 Empanelment of OJT Instructors in CNS.

29. 05 of 2012 Provision of Fire Detection and Fire Alarm System

in CNS Facilities.

30. 06 0f 2012 Electrostatic Discharge Control.

YEAR -2013

31. 01 of 2013 Management of CNS stores.

32. 02 of 2013 Alternate means for provision of information on

the operational status of Radio Navigation Aids.

33. 03 0f 2013 Installation & Periodic Maintenance of bird control

spikes on CNS Antenna installations.

34. 04 of 2013 Use of Mobile Telephones in Air Traffic Service

Operational Areas.

YEAR -2014

35. 01 of 2014 Management of CNS Stores-Survey reporting of

Equipments to be used as spares after completion
of their life cycle.

36. 02 of 2014 ILS Maintenance Schedule -Frequency of ILS Field

readings.
37. 03 of 2014 Intimation of Major failures of CNS/ATM Facilities.

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YEAR -2011

38. 04 of 2014 Preservation and Replaying of ANS and Aerodrome

related Recording Media for investigation of
Accident/Incident/Occurrences.

39. 05 of 2014 Renewal of Certification/Approval of CNS/ATM

facilities by DGCA.

YEAR -2015

40. 01 of 2015 Management of CNS Stores, Guidelines for

Procurement through NIT/NIQ

41. 02 of 2015 Prior Inspection of CNS-ATM Equipment by

Technical Team

42 03 of 2015 Continued Operation of CNS Equipments/Facility

beyond their tentative life span

43 04 of 2015 GUIDELINES FOR WIRELESS OPERATING LICENSE

(WOL) IN AIRPORTS AUTHORITY OF INDIA

44 01 of 2016 Standard Operating Procedures (SOP) for Internal

performance monitoring, Management and
operation of CNS/ATM Automation facilities

45 02 of 2016 Guidelines for choice of media for the provision of

redundant Communication links for transportation
of operational data transportation.

46 03 of 2016 Notification of incidents and investigation thereof –

Reportable significant degradation/failure of CNS
facilities

47 04 of 2016 Standard Operating Procedure [SOPI for CCTV and

Access Control Systems at ANS Operational Units

48 05 of 2016 Standard Operating Procedures (SOP) for checking

the efficacy of Installation and Maintenance of
Lightning, Surge Protection and Earthing systems
for CNS/ATM Facilities.

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Other Important Guidelines

Sl. Description
No
1 SOP for reporting of status of CNS/ATM facilities
prior to VVIP flight operations.
2 Preparedness for Operation During Fog Season.
3 Maintenance of CNS Facilities beyond the expiry of
Flight Calibration

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ANNEXURE-C
DGCA CAR

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Annexure C

GOVERNMENT OF INDIA
OFFICE OF DIRECTOR GENERAL OF CIVIL AVIATION
TECHNICAL CENTRE, OPP SAFDARJANG AIRPORT, NEW DELHI

CIVIL AVIATION REQUIREMENTS SECTION 9 – AIR SPACE AND AIR

TRAFFIC MANAGEMENT SERIES 'D', PART II ISSUE III, 27th July, 2015
EFFECTIVE: FORTHWITH
F. No. AV. 27088/2/2015-ANS

Subject : Aeronautical Telecommunications – Radio Navigation Aids

INTRODUCTION
In pursuant to Article 28 of the Convention on International Civil Aviation
each contracting State undertakes to provide in its territory, air navigation
facilities to facilitate air navigation and also adopt and put into operation the
appropriate standard systems for communication procedures, codes, markings,
signals etc., in accordance with standards which may be recommended or
established from time to time, pursuant to the Convention. International Civil
Aviation Organization adopts and amends from time to time, as may be
necessary, international standards and recommended practices and procedures
for Aeronautical Telecommunications – Radio Navigation Aids in Annex 10
Volume I.
This CAR is issued under the provisions of Rule 29C and Rule 133A of the
Aircraft Rules, 1937 for the requirements to be followed in respect of
Aeronautical Telecommunications – Radio Navigation Aids.
This CAR is issued in supersession of CAR Section 4 Series ‘D’ Part II dated
12th July 2006.
1. DEFINITIONS
Note 1.0 All references to "Radio Regulations” are to the Radio
Regulations published by the International Telecommunication Union (ITU).
Radio Regulations are amended from time to time by the decisions embodied in
the Final Acts of World Radio communication Conferences held normally every
two to three years. Further information on the ITU processes as they relate to
aeronautical radio system frequency use is contained in the Handbook on Radio
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Frequency Spectrum Requirements for Civil Aviation including statement of
approved ICAO policies (Doc 9718).
Note 2.0 Intentionally left blank

Note 3.0— The terminology used in this CAR to refer to instrument

approach operations is based on a previous version of the Annex 6 classification
of instrument approach and landing operations. It can be mapped to the Annex
6 definitions as follows:

Performance requirements in support of instrument approach operations

Annex 6 method -
Approach operation
Annex 10 system performance
category

Non-precision approach (NPA) 2D-Type A (1)

Approach with vertical guidance
(APV) 3D-Type A (2)
Category I, DH equal to or greater than 3D-Type A (3)
75 m (250 ft)
Category I, DH equal to or greater than
Precision approach (PA)
60 m (200 ft) and less than 75 m (250 ft) 3D-Type B - CAT I (3)

Category II 3D-Type B - CAT II

Category III 3D-Type B - CAT III
(1) Without vertical guidance.
(2) With barometric or SBAS vertical guidance.
(3) With ILS, MLS, GBAS or SBAS vertical guidance.

When the following terms are used in this CAR, they have the following
meanings:

Altitude: The vertical distance of a level, a point or an object considered

as a point, measured from mean sea level (MSL).

Effective acceptance bandwidth: The range of frequencies with respect

to the assigned frequency for which reception is assured when all receiver
tolerances have been taken into account.
Effective adjacent channel rejection: The rejection that is obtained at
the appropriate adjacent channel frequency when all relevant receiver
tolerances have been taken into account.
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Elevation: The vertical distance of a point or a level, on or affixed to the
surface of the earth, measured from mean sea level.
Fan marker beacon: A type of radio beacon, the emissions of which
radiate in a vertical fan-shaped pattern.
Height: The vertical distance of a level, a point or an object considered
as a point, measured from a specified datum.

Human Factors principles: Principles which apply to design,

certification, training, operations and maintenance and which seek safe
interface between the human and other system components by proper
consideration to human performance.
Mean power (of a radio transmitter). The average power supplied to
the antenna transmission line by a transmitter during an interval of time
sufficiently long compared with the lowest frequency encountered in the
modulation taken under normal operating conditions.
Note: A time of 1/10 second during which the mean power is greatest
will be selected normally.
Navigation Specification. A set of aircraft and flight crew requirements
needed to support performance-based navigation operations within a defined
airspace. There are two kinds of navigation specifications:
Required navigation performance (RNP) specification. A navigation
specification based on area navigation that includes the requirement for
performance monitoring and alerting, designated by the prefix RNP, e.g. RNP 4,
RNP APCH.

Area navigation (RNAV) specification. A navigation specification based on area

navigation that does not include the requirement for performance monitoring
and alerting, designated by the prefix RNAV, e.g. RNAV 5, RNAV 1.
Note.1— The Performance-based Navigation (PBN) Manual (Doc 9613),
Volume II, contains detailed guidance on navigation specifications.
Note 2. — The term RNP as previously defined as “a statement of the
navigation performance, necessary for operation within a defined airspace”,
has been removed from this Annex as the concept of RNP has been overtaken
by the concept of PBN. The term RNP in this Annex is now solely used in context
of navigation specifications that require performance monitoring and alerting,
e.g. RNP 4 refers to the aircraft and operating requirements, including a 4 NM
lateral performance with on-board performance monitoring and alerting that
are detailed in the PBN Manual (Doc 9613).
Pressure-altitude: An atmospheric pressure expressed in terms of
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altitude which corresponds to that pressure in the Standard Atmosphere.
Protected service volume: A part of the facility coverage where the
facility provides a particular service in accordance with relevant SARPs and
within which the facility is afforded frequency protection.
Touchdown: The point where the nominal glide path intercepts the
runway.

Global navigation satellite system (GNSS)

1.1. A standard aid to navigation shall be the global navigation satellite system
(GNSS) conforming to the Standards contained in Chapter 2, 2.
Note 1.— It is intended that any change in, or addition to, Standards in
Chapter 2, 2 that will require the replacement of GNSS equipment can become
applicable on the basis of a six-year advance notice.
Note 2.— GNSS is expected to support all phases of flight and
aerodrome surface operations, however, present SARPs provide for en-route,
terminal and approach and landing operations down to Category I precision
approach.
1.2. It shall be permissible to terminate a GNSS satellite service provided by one
of its elements (Chapter 2, 2.2) on the basis of at least a six-year advance
notice by a service provider.

1.3. Recording and retention of GNSS data

1.3.1. Recommendation.— A State that approves GNSS-based operations
should ensure that GNSS data relevant to those operations are recorded.

Note 1.— These recorded data are primarily intended for use in accident
and incident investigations. They may also support periodic confirmation that
accuracy, integrity, continuity and availability are maintained within the limits
required for the operations approved.
Note 2.— Guidance material on the recording of GNSS parameters is
contained in Attachment D, 11.
1.3.2. Recommendation.— Recordings should be retained for a period of at
least fourteen days. When the recordings are pertinent to accident and
incident investigations, they should be retained for longer periods until it is
evident that they will no longer be required.
2. General Provisions For Radio Navigation Aids
2.1. Standard radio navigation aids

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2.1.1. The standard radio navigation aids shall be:
a) the instrument landing system (ILS)
b) the VHF Omni-directional radio range (VOR)
c) the global navigation satellite system (GNSS) confirming to the
d) Standards contained in Chapter 3.3.7
e) the non-directional beacon (NDB)

f) the distance measuring equipment (DME)

g) the en-route VHF marker beacon
Note1: Since radio navigation is essential for the final stages of
approach and landing, the installation of non-visual aids does not obviate the
need for visual aids to approach and landing in conditions of low visibility.
2.1.2. Differences in radio navigation aids in any respect of provisions in para 3
of this CAR shall be published in an Aeronautical Information Publication
(AIP).
2.1.3. Wherever there is installed a radio navigation aid that is not an ILS but
which may be used in whole or in part with aircraft equipment designed
for use with the ILS, full details of parts that may be so used shall be
published in an Aeronautical Information Publication (AIP).
Note: This provision is to establish requirement for promulgation of
relevant information rather than to authorize such installation
2.1.4. GNSS-specific provisions

[Link]. It shall be permissible to terminate a GNSS satellite service provided

by one of its elements (Chapter 3, 3.7.2) on the basis of at least a six-
year advance notice by a service provider.
[Link]. The service provider shall ensure that GNSS data relevant to the
provision of GNSS services for GNSS operations are recorded.
Note 1— the recorded data are primarily intended for use in accident
and incident investigations. They may also support periodic confirmation that
accuracy, integrity, continuity and availability are maintained within the limits
required for the operations approved.
Note 2 – Guidance material on the recording of GNSS parameters is
contained in Attachment D,11.
[Link]. Recordings should be retained for a period of at least 14 days. When
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the recordings are pertinent to accident and incident investigations,
they should be retained for longer periods until it is evident that they
will no longer be required.
2.1.5. Intentionally left blank.
[Link]. Intentionally left blank.
[Link]. The SRE may be installed and operated without the PAR for:
a) the assistance of air traffic control in handling aircraft intending to
use a radio navigation aid, or for;

b) Surveillance radar approaches and departures.

[Link]. When a radio navigation aid is provided to support precision
approach and landing it should be supplemented by a source of
guidance information which, when used in conjunction with
appropriate procedures, will provide effective guidance to the
desired reference path.
Note:VOR, NDB, DME, GNSS and aircraft navigation systems have been
established for purposes mentioned above.
2.2. Ground and flight-testing:

2.2.1. Radio navigation aids of the types covered by the specifications in

Chapter 3 and available for use by aircraft engaged in international air
navigation are subject of periodic ground and flight tests.
Note: NDB shall not be subjected to periodic flight tests.
2.3. Provision of information on the operational status of radio navigation
aids

2.3.1. Aerodrome control towers and units providing approach control service
shall be provided without delay with information on the operational
status of radio navigation aids essential for approach, landing and take-
off at the aerodrome(s) with which they are concerned.
2.4. Power supply for radio navigation aids and communication systems
2.4.1. Radio navigation aids and ground elements of communication systems
shall be provided with suitable power supplies and means to ensure
continuity of service consist with the use of the service(s) involved.
2.5. Human Factors considerations
2.5.1. Human Factors principles should be observed in the design and

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certification of radio navigation aids.
Note.— Guidance material on Human Factors principles can be found in the
Human Factors Training Manual (Doc 9683) and Circular 249 (Human Factors
Digest No. 11 — Human Factors in CNS/ATM Systems).
3. Specifications For Radio Navigation Aids
3.1. Specification for ILS
3.1.1. Definitions
Angular displacement sensitivity: The ratio of measured DDM to the
corresponding angular displacement from the appropriate reference line.
Back course sector: The course sector which is situated on the opposite
side of the localizer from the runway.
Course line: The locus of the points nearest to the runway centre line in
any horizontal plane at which the DDM is zero.
Course sector: A sector in a horizontal plane containing the course line
and limited by the loci of points nearest to the course line at which the DDM is
0.155.
DDM-Difference in depth of modulation: The percentage modulation
depth of larger signal minus the percentage modulation depth of the smaller
signal , divided by 100.
Displacement sensitivity (localizer): The ratio of measured DDM to the
corresponding lateral displacement from the appropriate reference line.
Facility performance Category I - ILS: An ILS which provides guidance
information from the coverage limit of the ILS to the point at which the localizer
course line intersects the ILS glide path at a height of 60m(200ft) or less above
the horizontal plane containing the threshold.
Facility Performance Category II – ILS: An ILS which provides guidance
information from the coverage limit of the ILS to the point at which the
localizer course line intersects the ILS glide path at a height of 15m (50 ft ) or
less above the horizontal plane containing the threshold.

Facility Performance Category III – ILS: An ILS which, with the aid of
ancillary equipment where necessary, provides guidance information from the
coverage limit of the facility to, and along, the surface of the runway.
Front course sector: The course sector which is situated on the same
side of the localizer as the runway.

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Half course sector: The sector. In a horizontal place containing the
course line and limited by the loci of points nearest to the course line at which
the DGM is 0.0775.
Half ILS glide path sector: The sector in the vertical plane containing the
ILS glide path and limited by the loci of points nearest to the glide path at which
the DDM is 0.0875.
ILS continuity of service: That quality which relates to the rarity of
radiated signal interruptions. The level of continuity of service of the localizer or
the glide path is expressed in terms of the probability of not losing the radiated
guidance signals.

ILS glide path: That locus of points in the vertical plane containing the
runway centre line at which the DDM is zero, which, of all such loci, is the
closest to the horizontal plane.

ILS glide path angle: The angle between a straight line which represents
the mean of the ILS glide path and the horizontal.

ILS glide path sector: The sector in the vertical plane containing the ILS
glide path and limited by the loci of points nearest to the glide path at which
the DDM is 0.175.

Note – the ILS glide path sector is located in the vertical plane containing
the runway centre line, and is divided by the radiated glide path in two parts
called upper sector and lower sector, referring respectively to the sectors above
and below the glide path.
ILS integrity: That quality which relates to the trust which can be placed
in the correctness of the information supplied by the facility. The level of
integrity of the localizer or the glide path is expressed in terms of the
probability of not radiating false guidance signals.
ILS Point “A”: A point on the ILS glide path measured along the extended
runway centre line in the approach direction a distance of 7.5 km (4 NM ) from
the threshold.
ILS Point “B”: A point on the ILS glide path measured along the
extended runway centre line in the approach direction a distance of 1 050m
(3500ft) from the threshold.

ILS point “C”: A Point through which the downward extended straight
portion of the nominal ILS glide path passes at a height of 30m (100ft) above
the horizontal plane containing the threshold.
ILS Point “D”: A point 4m (12ft) above the runway centre line and 900m

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(3000ft) from the threshold in the direction of localizer.
ILS Point “E”: A point 4m (12ft) above the runway centre line and 600m
(2000ft) from the stop end of the runway in the direction of the threshold.

ILS Reference Datum (Point “T”): A point at a specified height located

above the intersection of the runway centre line and the threshold and through
which the downward extended straight portion of the ILS glide path passes (See
figure 1).
Two Frequency glide path system: An ILS glide path in which coverage is
achieved by the use of two independent radiation field patterns spaced on
separate carrier frequencies within the particular glide path channel.
Two-frequency localizer system: A localizer system in which coverage is
achieved by the use of two independent radiation field patterns spaced on
separate carrier frequencies within the particular localizer VHF channel.

Figure 1
3.1.2. Basic requirements

[Link]. The ILS shall comprise the following basic components:

a) VHF localizer equipment, associated monitor system, remote control and

indicator equipment;
b) UHF glide path equipment, associated monitor system, remote control and
indicator equipment;

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c) VHF marker beacons, or a distance measuring equipment (DME) in
accordance with para 3.5, together with associated monitor system and
remote control and status indicator equipment.

[Link].1. Facility performance Categories I, II, and III- ILS shall provide
indications at designated remote control points of the operational
status of all ILS ground system components, as follows

a) for all Category II and Category III ILS, the air traffic services unit involved
in the control of the aircraft on the final approach shall be one of the designated
remote control points and shall receive information on the operational status
of the ILS, with a delay commensurate with the requirements of the operational
environment.

b) for a Category I ILS, if that ILS provides an essential radio navigation

service, the air traffic services unit involved in the control of aircraft on the final
approach shall be one of the designated remote control points and shall receive
information on the operational status of the ILS, with a delay commensurate
with the requirements of the operational environment.

Note 1.— The indications required by this Standard are intended as a tool to
support air traffic management functions, and the applicable timeliness
requirements are sized accordingly (consistently with 2.8.1). Timeliness
requirements applicable to the ILS integrity monitoring functions that protect
aircraft from ILS malfunctions are specified in [Link].3.1 and [Link].3.1.

Note 2.— It is intended that the air traffic system is likely to call for additional
provisions which may be found essential for the attainment of full operational
Category III capability, e.g. to provide additional lateral and longitudinal guidance
during the landing roll-out, and taxiing, and to ensure enhancement of the
integrity and reliability of the system.

[Link]. The ILS shall be constructed and adjusted so that, at a specified distance
from the threshold, similar instrumental indications in the aircraft
represent similar displacement from the course line or ILS glide path as
appropriate, irrespective of the particular ground installations in use.

[Link]. The localizer and glide path components specified in 3.2.1. a) And b)
above which form part of a facility Performance Category I – ILS shall
comply at least with the provisions in para 3.1.3 and 3.1.5 below
respectively, excepting those in which application to Facility Performance
Category II –ILS is prescribed.
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[Link]. The localizer and glide path components specified in [Link] a) and b)
above which form part of a facility Performance Category II- ILS shall
comply with the standards applicable to these components in a Facility
performance Category I – ILS, as supplemented or amended by the
provisions in para 3.1.3 and 3.1.5 below in which application to facility
Performance Category II – ILS is prescribed.

[Link]. The localizer and glide path components and ancillary equipment
specified in [Link].1 above, which form part of a Facility Performance
Category III – ILS, shall otherwise comply with the provisions applicable to
these components in Facility Performance Categories I and II – ILS, except
as supplemented by the Standards specified is of a high value, consistent
with category of operational performance.

[Link]. To ensure an adequate level of safety, the ILS shall be so designed and
maintained that the probability of operation with the performance
requirements specified is of a high value, consistent of operational
performance concerned.

[Link]. At those locations where two separate ILS facilities serve opposite ends of
a single runway, an interlock shall ensure that only the localizer serving
the approach direction in use shall radiate, except where the localizer in
operational use is Facility Performance Category I – ILS and no
operationally harmful interference results.

[Link].1. At those locations where two separate ILS facilities serve opposite
ends of a single runway and where a facility performance Category I –
ILS is to be used for auto coupled approaches and landing in visual
conditions, an interlock shall ensure that only the localizer serving the
approach direction in use radiates providing the other localizer is not
required for simultaneous operational use.

[Link].2. At locations where ILS facilities serving opposite ends of the same
runway or different runways at the same airport use the same paired
frequencies, an interlock shall ensure that only on facility shall radiate
at a time. When switching from one ILS facility to another, radiation
from both shall be suppressed for not less than 20 seconds.

3.1.3. VHF localizer and associated monitor

The provisions of 3.1.3 cover ILS localizers providing wither positive guidance
information over 360 degrees of azimuth, or providing such guidance only with a

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specified portion of the front coverage (see para [Link].4 below). Where ILS
localizers providing positive guidance information in a limited sector are installed,
information from some suitably located navigation aid, together with appropriate
procedures, will generally be required to ensure that any misleading guidance
information outside the sector is not operationally significant.

[Link]. General

[Link].1. The radiation from the localizer antenna system shall produce a
composite field pattern which is amplitude modulated by a 90 Hz and
a 150 Hz tone. The radiation field pattern shall produce a course
sector with one tone predominating on one side of the course and
with the other tone predominating on the opposite side.

[Link].2. When an observer faces the localizer from the approach end of a
runway, the depth of modulation of the radio frequency carrier due to
the 150 Hz tone shall predominate on his right hand and that due to
the 90 Hz tone shall predominate o his left hand.

[Link].3. All horizontal angles employed in specifying the localizer field patterns
shall originate from the centre of the localizer antenna system which
provides the signals used the front course sector.

[Link]. Radio frequency

[Link].1. The localizer shall operate in the band 108 MHz to 111.975 MHz
Where a single radio frequency carrier is used, the frequency tolerance
shall not exceed plus or minus 0.005 per cent. Where two radio
frequency carriers are used, the frequency tolerance shall not exceed
0.002 per cent and the nominal band occupied by the carriers shall be
symmetrical about the assigned frequency, the all tolerances applied,
the frequency separation between the carriers shall not be less than 5
KHz nor more than 14 KHz.

[Link].2. The emission from the localizer shall be horizontally polarized. The
vertically polarized component of the radiation on the course line shall
not exceed that which corresponds to a DDM error of 0.016 when an
aircraft is positioned on the course line and is in a roll attitude of 20
degrees from the horizontal.

[Link].2.1. For Facility Performance Category II localizers, the vertically

polarized Component of the radiation on the course line shall not
exceed that which corresponds to a DDM error 0.008 when an

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aircraft is positioned on the course line and is in a roll attitude of
20 degrees from the horizontal.

[Link].2.2. For Facility Performance Category III localizers, the vertically

polarized component of the radiation within in sector bounded by
0.02 DDM either side of the course line shall not exceed that which
corresponds to a DDM error of 0.005 when an aircraft is in a roll
attitude of 20 degrees from the horizontal.

[Link].3. For Facility Performance Category III localizers, the signals emanating
from the transmitter shall contain no components which result in a
apparent course line fluctuation of more than 0.005 DDM peak to peak
in the frequency band 01.01 Hz to 10 Hz.

[Link]. Coverage

[Link].1. The Localizer shall provide signals sufficient to allow satisfactory

operation of typical aircraft installation within the localizer and glide
path coverage sectors. The localizer coverage sector shall extend form
the centre of the localizer antenna system to distances of:

a) 46.3 km (25NM) within plus or minus 10 degrees from the front course
line;
b) 31.5 km (17NM) between 10 degrees and 35 degrees from the front
course line;
c) 18.5 km (10 NM) outside of plus or minus 35 degrees from the front
course line if coverage is provided;

except that, where topographical features dictate or operation requirements

permit, the limits may be reduced down to 33.3 km (18NM) within the plus or
minus 10 degree sector and 18.5 km (10NM) within the remainder of the
coverage when alternative navigational means provide satisfactory coverage
within the intermediate approach area. The localizer signals shall be receivable
at the distances specified at and above a height of 600 m (2000ft) above the
elevation the threshold, or 300m (1000ft) above the elevation of the highest
point within the intermediate and final approach areas, whichever is the higher,
except that, where needed to protect ILS performance and if operational
requirements permit, the lower limit of coverage at angles beyond 15 degrees
from the front course line shall be raised linearly from its height at 15 degrees to
as high as 1350m (4500 ft) above the elevation of the threshold at 35 degrees
from the front course line. Such signals shall be receivable, to the distances
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specified, up to a surface extending outward from the localizer antenna and
inclined at 7 degrees above the horizontal.

Note:- Where intervening obstacles penetrate the lower surface, it is intended

that guidance need not be provided at less than line –of-sight heights.

[Link].2. In all parts of the coverage volume specified in [Link].1 above, other
than as specified in [Link].2.1, [Link].2.2 and [Link].2.3 below, the
field strength shall be not less than 50 micro volts per meter (minus
114dbW/m2). This field strength is required to permit satisfactory
operational usage of ILS localizer facilities.

[Link].2.1. For Facility Performance Category I localizers, the minimum field

strength on the ILS glide path and within the localizer course
sector from a distance of 18.5 km (10 NM) to a height of 60m
(200ft) above the horizontal place containing the threshold shall
be not less than 90 micro volts per meter (minus 107 db W/ m2).

[Link].2.2. For facility performance Category II localizers, the minimum field

strength on the ILS glide path and within the localizer course
sector shall be not less than 100 microvolt per meter (minus 106
dB W/m2) at a distance of 18.5 km (10NM) increasing to not less
than 200 µ volts per meter (minus 100 dB W/m2) at height of 15m
(50 ft) above the horizontal plane containing the threshold. This
field strength is necessary to provide the signal to noise ration
required for improve integrity.

[Link].2.3. For Facility Performance Category III localizers, the minimum field
strength on the ILS glide path and within the localizer course
sector shall be not less than 100 µ volts per meter (minus 106 dB
W/m2) at a distance of 18.5km (10 NM), increasing to not less
than 200 µ volts per meter (minus 100 dB W/m2) at 6 m (20ft)
above the horizontal plane containing the threshold. From this
point to a further point 4 m (12 ft) above the runway centre line,
and 300m (1000ft) from the threshold in the direction of the
localizer, and thereafter at height of 4m (12ft) along the length of
the runway in the direction of the localizer, the field strength shall
be not less than 100 µ volts per meter (minus 106 dB W/m2). This
field strength is necessary to provide the signal to noise ratio
required for improved integrity.

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Figure 2 Localizer Coverage with respect to azimuth

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Figure 2A Reduced Localizer Coverage with respect to azimuth

Figure 3.

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Figure 3A Reduced Localizer Coverage with respect to elevation

Note: Because of the siting problems and terrain limitations, some localizers may
not meet the standard coverage area described above. In such cases approach
plate design will assure aircraft remain within areas of adequate signal coverage
and such information will be duly annotated on the approach plate.

[Link].3. Above 7 degrees, the signals should be reduced to as low as

practicable.

[Link].4. When coverage is achieved by a localizer using two radio frequency

carriers, one carrier providing a radiation field pattern in the front
course sector and the other providing a radiation field pattern outside
that sector, the ratio of the two carrier signal strengths in space within
the front course sector to the coverage limits specified at [Link].1
above shall not be less than 10 dB.

[Link].5. For facility performance Category III localizers, the ratio of the two
carrier signal strengths in space within the front course sector should
not be less than 16 dB.

[Link]. Course structure

For Facility Performance Category I localizers, bends in the course line shall not
have amplitudes which exceed the following:

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Zone Amplitude (DDM)

(95% Probability)
Outer limit of coverage to ILS point 0.031
“A”
ILS point “A” to ILS Point “B” 0.031 at ILS Point “A” decreasing at a
linear rate to 0.015 at ILS point “B”
ILS Point “B” to ILS Point “C” 0. 015

[Link].1. For Facility Performance Categories II and III localizers, bends in the
course line shall not have amplitudes which exceed the following:

Zone Amplitude (DDM)

(95% Probability)
Outer limit of coverage to ILS point 0.031
“A”
ILS point “A” to ILS Point “B” 0.031 at ILS Point “A” decreasing at a
linear rate to 0.005 at ILS point “B”
ILS Point “B” to ILS reference datum 0. 005
and for category III
ILS reference datum to ILS Point “D” 0.005
ILS Point “D” to ILS Point “E” 0.005 at ILS Point “D” increasing at a
linear rate to 0.010 at ILS Point “E”

Figure 4

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[Link]. Carrier modulation

[Link].1. The nominal depth of modulation of the radio frequency carrier due to
each of the 90 Hz and 150 Hz tones shall be 20 per cent along the
course line.

[Link].2. The depth of modulation of the radio frequency carrier due to each of
the 90 Hz and 150 Hz tones shall be within the limits of 18 and 22 per
cent.

[Link].3. The following tolerances shall be applied to frequencies of the

modulating tones:

a) the modulating tones shall be 90 Hz and 150 Hz within plus or minus 2.5
per cent;
b) the modulating tones shall be 90 Hz and 150Hz within plus or minus 1.5
per cent for facility performance category II installations;
c) the modulating tones shall be 90 Hz and 150Hz within plus or minus 1 per
cent for facility performance category III installations;
d) the total harmonic content of the 90 Hz tone shall not exceed 10 per cent;
additionally, for facility performance category III localizers, the second
harmonic of the 90 Hz tone shall not exceed 5 per cent;
e) the total harmonic content of the 150 Hz tone shall not exceed 10 per cent
[Link].3.1. For facility performance category I – ILS, the modulating tones
should be 90 Hz and 150 Hz within plus or minus 1.5 per cent
where practicable.

[Link].3.2. For facility performance category III localizers, the depth of

amplitude modulation of the radio frequency carrier at the power
supply frequency or its harmonics, or by other unwanted
components, shall not exceed 0.5 per cent. Harmonics of the
supply, or other unwanted noise components that may inter
modulate with the 90 Hz and 150 Hz navigational tones or their
harmonics to produce fluctuations in the course line, shall not
exceed 0.05 per cent modulation depth of the radio frequency
carrier.

[Link].3.3. The modulation tones shall be phase-locked so that within the half
course sector, the demodulation 90 Hz and 150 Hz wave forms
pass through zero in the same direction within:

a) for Facility Performance Categories I and II localizers: 20 degrees; and

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b) for Facility Performance Category III localizers: 10 degrees, of phase
relative to the 150 Hz component, every half cycle of the combined 90
Hz and 150 Hz wave form.
[Link].3.4. With two-frequency localizer systems, [Link].3.3 above shall
apply to each carrier. In addition, the 90 Hz modulating tone of
one carrier shall be phase locked to the 90 Hz modulating tone of
the other carrier so that the demodulated wave forms pass
through zero in the same direction within: a) for categories I and II
localizers: 20 degrees; and

a) for category III localizers: 10 degrees,

of phase relative to 90 Hz. Similarly, the 150 Hz tones of the two
carriers shall be phase locked so that the demodulated wave forms
pass through zero in the same direction within:

1) for categories I and II localizers: 20 degrees; and

2) for categories III localizers: 10 degrees of phase relative to 150 Hz.

[Link].3.5. Alternative two-frequency localizer systems that employ audio

phasing different from the normal in phase conditions described in
[Link].3.4 above shall be permitted. In this alternative system, the
90 Hz to 90 Hz phasing and the 150 Hz to 150 Hz phasing shall be
adjusted to their nominal values to within limits equivalent to
those stated in [Link].3.4 above.

Note: This is to ensure correct airborne receiver operation in the region away
from the course line where the two carrier signal strengths are approximately
equal.

[Link].3.6. The sum of the modulations depths of the radio frequency carrier
due to the 90 Hz and 150 Hz tones should not exceed 60 per cent
or be less than 30 per cent within the required coverage.

[Link].3.6.1. For equipment first installed after 1 January 2000, the sum of the
modulation depths of the radio frequency carrier due to the 90 Hz
and 150 Hz tones shall not exceed 60 per cent or be less than 30
percent within the required coverage.

Note 1: If the sum of the modulation depths is greater than 60 percent for Facility
Performance Category 1 localizers, the nominal displacement sensitivity may be
adjusted as provided for in [Link].1 to achieve the above modulation limit.

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Note 2: For two-frequency systems, the standard for maximum sum of
modulation depths does not apply at or near azimuths where the course and
clearance carrier signal levels are equal in amplitude (i.e. at azimuths where both
transmitting systems have a significant contribution to the total modulation
depth)

Note 3: The standard for minimum sum of modulation depths is based on the
malfunctioning alarm level being set as high as 30 per cent.

Figure 5 ILS Wave forms illustrating relative audio phasing of the 90 Hz & 150
Hz tones.

[Link].3.7. When utilizing a localizer for radiotelephone communications, the

sum of the modulation depths of the radio frequency carrier due
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to the 90 Hz and 150 Hz tones shall not exceed 65 percent with 10
degrees of the course line and shall not exceed 78 percent at any
other point around the localizer.

[Link].4. Undesired frequency and phase modulation on ILS localizer radio

frequency carriers that can affect the displayed DDM values in localizer
receivers should be minimized to the extent practical.

[Link]. Course alignment accuracy

[Link].1. The mean course line shall be adjusted and maintained within limits
equivalent to the following displacements from the runway centre line
at the ILS reference datum:

a) for Facility Performance Category I localizers: plus or minus 10.5m

(35ft), or the linear equivalent of 0.015 DDM, whichever is less;
b) for Facility Performance Category II localizers: plus or minus 7.5m
(25ft);
c) for Facility Performance Category III localizers: plus or minus 3 m (10
ft)
[Link].2. For Facility Performance Category II localizers, the mean course line
should be adjusted and maintained within limits equivalent to plus or
minus 4.5m (15ft) displacement from runway centre line at the ILS
reference datum.

[Link]. Displacement sensitivity

[Link].1. The normal displacement sensitivity within the half course sector shall
be the equivalent of 0.00145 DDM/m 0.00044 DDM/ft) at the ILS
reference datum except that for Category I localizers, where the
specified nominal displacement sensitivity cannot be met, the
displacement sensitivity shall be adjusted as near as possible to the
value. For facility Performance Category I localizers on runway codes 1
and 2, the nominal displacement sensitivity shall be achieved at the ILS
point “B”. The maximum course sector angle shall not exceed 6
degrees.

[Link].2. The lateral displacement sensitivity shall be adjusted and maintained

within the limits of plus or minus:

a) 17 % of the nominal value for Facility Performance Categories I and II;

b) 10 per cent of the nominal value for Facility Performance Category III.

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[Link].3. For Facility Performance Category II –ILS, displacement sensitivity

should be adjusted and maintained with the limits of plus or minus 10
percent where practicable.

Note: The figures given in [Link].1, [Link].2 & [Link].3 above are based up on a
nominal sector width of 210m (700 feet) at the appropriate time i.e. ILS point “B”
on runway codes 1&2 and the ILS reference datum on other runways.

Figure 6 Difference in depth of modulation and displacement sensitivity

[Link].4. The increase of DDM shall be substantially linear with respect to

angular displacement from the front course line (where DDM is zero)
up to an angle on either side of the front course line where the DDM is
0.180. From that angle to plus or minus 10 degrees, the DDM shall not
be less that 0.180. From plus or minus 10 degrees to plus or minus 35
degrees, the DDM shall not be less than 0.155. Where coverage is
required outside of the plus or minus 35 degrees sector, The DDM in
the area of the coverage, except in the back course sector shall not be
less than 0.155.

Note 1: The linearity of change of DDM with respect to angular displacement is

particularly important in the neighborhood of the course line.

Note 2: The above DDM in the 10-35 degree sector is to be considered a

minimum requirement of the use of ILS as a landing aid. Wherever practicable a
higher DDM, e.g. 0.180, is advantageous to assist high speed aircraft to execute

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large angle intercepts a operationally desirable distances provided that limits on
modulation percentage given in [Link].3.6 are met.
Note 3: Wherever practicable, the localizer capture level of automatic flight
control systems is to be set at or below 0.175 DDM in order to prevent false
localizer captures.

[Link]. Voice

[Link].1. Facility Performance Categories I and II localizers may provide a

ground-to-air radiotelephone communication channel to be operated
simultaneously with the navigation and identification signals, provided
that such operation shall not interfere in any way with the basic
localizer function.

[Link].2. Category III localizers shall not provide such a channel, except where
extreme care has been taken in the design and operation of the facility
to ensure that there is no possibility of interference with the
navigational guidance.

[Link].3. If the channel is provided, it shall conform with the following

standards:

[Link].3.1. The channel shall be on the same radio frequency carrier or

carriers as used for the localizer function and the radiation shall be
horizontally polarized. Where to carriers are modulated with
speech, the relative phases of the modulations on the two carriers
shall be such as to avoid the occurrence of nulls within the
coverage of the localizer.

[Link].3.2. The peak modulation depth of the carrier of carriers due to the
radiotelephone communications shall not exceed 50 per cent bust
shall be adjusted so that:

a) the ratio of peak modulation depth due to the radiotelephone

communications to that due to identification signal is approximately
9:1;
b) the sum of modulation components due to use of the radiotelephone
channel, navigational signals and identification signals shall not exceed
95 per cent.
[Link].3.3. The audio frequency characteristics of the radiotelephone channel
shall be flat to with 3 dB relative to the level at 1000 Hz over the
range 300 Hz to 3000 Hz

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[Link]. Identification

[Link].1. The localizer shall provide for the simultaneous transmission of an

identification signal, specific to the runway and approach direction, on
the same radio frequency carrier of carriers as used for the localizer
function. The transmission of the identification signal shall not
interfere in any way with the basic localizer function.

[Link].2. The identification signal shall be produced by Class A2A modulation of

the radio frequency carrier or carriers using a modulation tone of 1020
Hz within plus or minus 50 Hz. The depth of modulation shall be
between the limits of 5 and 15 per cent except that, where a
radiotelephone communication channel is provided, the depth of
modulation shall be adjusted so that the ratio of peak modulation
depth due to radiotelephone communications to that due to the
identification signal modulation is approximately 9:1 (see [Link].3.2
above). The emissions carrying the identification signal shall be
horizontally polarized. Where two carriers are modulated with
identification signals, the relative phase of the modulations shall be
such as to avoid the occurrence of nulls within the coverage of the
localizer.

[Link].3. The identification signal shall employ the International Morse Code
and consist of two or three letters. It may be preceded by the
International Morse Code signal of the letter “I”, followed by a short
pause where it is necessary to distinguish the ILS facilities from other
navigational facilities in the immediate area.

[Link].4. The identification signal shall be transmitted by dots and dashes at a

speed corresponding to approximately seven words per minute, and
shall be repeated at approximately equal intervals, not less than six
times per minute, at all times during which the localizer is available for
operational use. When the transmission of the localizer is not
available for operational use, as, for example, after removal of
navigational components, or during maintenance or test
transmissions, the identification signal shall be suppressed. The dots
shall have a duration of 0.1 second to 0.160 second. The dash
duration shall be typically three times the duration of a dot. The
interval between dots and/or dashes shall be equal to that of one dot
plus or minus 10 percent. The interval between letters shall not be less
than the duration of three dots.
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[Link]. Siting

[Link].1. For Facility Performance Categories II and III the localizer antenna
system shall be located on the extension of the centre line of the
runway at the stop end, and the equipment shall be adjusted so that
the course lines will be in a vertical plane containing the centre line
of the runway served. The antenna height and location shall be
consistent with safe obstruction clearance practices.

[Link].2. For Facility Performance Category I, the localizer antenna system

shall be located and adjusted as in [Link].1, unless site constraints
dictate that the antenna be offset from the centre line of the runway.

[Link].2.1. The offset localizer system shall be located and adjusted in

accordance with the offset ILS provisions of the PANS-OPS (Doc
8168), Volume II, and the localizer standards shall be referenced to
the associated fictitious threshold point.

[Link]. Monitoring

[Link].1. The automatic monitor system shall provide a warning to the

designated control points and cause one of the following to occur,
within the period specified in [Link].3.1 below, if any of the
conditions stated in [Link].2 below persists:

a) radiation to cease
b) removal of navigation and identification components from the
carrier;
[Link].2. The condition requiring monitor action shall be the following;

a) for Category I localizers, a shift of the mean course line from the
runway center line equivalent to more than 10.5m (35ft), or the
linear equivalent to 0.015 DDM, whichever is less, at the ILS
reference datum;
b) for Facility Performance Category II localizer, a shift of mean course
line from the runway centre line equivalent to more than 7.5 m (25
ft) at the ILS reference datum.
c) for facility Performance Category III localizer, a shift of the mean
course line from the runway center line equivalent to more than 6m
(20ft) at the ILS reference datum ;

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d) in the case of localizer in which the basic functions are provided by
the use of a single-frequency system, a reduction of power output to
a level such that any of the requirements of [Link], [Link] or [Link]
are no longer satisfied, or to a level that is less than 50 percent of the
normal level (whichever comes first)
e) in the case of localizers in which the basic functions are provided by
the use of a two-frequency system, a reduction of power output for
either carrier to less than 80 per cent of normal, except that a greater
reduction to between 80 per cent and 50 per cent of normal may be
permitted, provided the localizer continues to meet the requirements
of [Link], [Link] and [Link] above.
Note: It is important to recognize that frequency change resulting in a loss of the
frequency difference specified in [Link].1 above may produce hazardous
condition. This problem of greater operational significance for Categories II and III
installations as necessary this problem can be dealt with through special
monitoring provisions or highly reliable circuitry.
a) change of displacement sensitivity to a value differing by more than
17 per cent from the nominal value for the localizer facility.
Note: In selecting the power reduction figure to be employed in monitoring
referred to in [Link].2 e) above, particular attention is directed to vertical and
horizontal lobe structure (vertical lobbing due to different antenna heights) of the
combined radiation systems when two carriers are employed. Large changes in
the power ratio between carriers may results in low clearance areas and false
courses in the off-course areas to the limits of the vertical coverage requirements
specified in [Link].1 above.
[Link].2.1. In the case of localizers in which the basic functions are provided
by the use of a two-frequency system, the conditions requiring
initiation of monitor action should include the case when the DDM
in the required coverage beyond plus or minus 10 degrees from
the front course line, except in the back course sector, decreases
below 0.155.

[Link].3. The total period of radiation, including period(s) of zero radiation,

outside the performance limits specified in a), b), c), d) , e) and f) of
[Link].2 above shall be as short as practicable, consistent with the
need for avoiding interruptions of the navigation service provided by
the localizer.

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[Link].3.1. The total period referred to under [Link].3 shall not exceed
under any circumstances :

10 seconds for Category I localizers;

5 seconds for Category II localizers;
2 seconds for Category III localizers.

Note 1: The total time periods specified are never-to-be-exceeded limits and are
intended to protect aircraft in the final stages of approach against prolonged or
repeated periods of localizer guidance outside the monitor limits. For this reason,
they include not only the initial period of outside tolerance operation but also the
total of any or all periods of outside tolerance radiation including periods(s) of
zero radiation, and time required to remove the navigation and identification
component from the carrier, which might occur during action to restore service,
for example, in the course of consecutive monitor functioning and consequent
change-over(s) to localizer equipment or elements thereof.
Note 2: From an operational point of view, the intention is that no guidance
outside the monitor limits be radiated after the time periods given, and that no
further attempts be made to restore service until a period in the order of 20
seconds has elapsed.
[Link].3.2. Where practicable, the total period under [Link].3.1 should be
reduced so as not to exceed two seconds for Category II localizers
and one second for Category III localizers.

[Link].4. Design and operation of the monitor system shall be consistent with
the requirement that navigation guidance and identification will be
removed and a warning provided at the designated remote control
points in the event of failure of the monitor system itself.

[Link]. Integrity and continuity of service requirements.

[Link].1. The probability of not radiating false guidance signals shall not be less
than 1-0.5x10-9 in any one landing for Facility Performance Categories
II and III localizers.

[Link].2. The probability of not radiating false guidance signals should not be
less than 1-1.0x10-7 in any one landing for Facility Performance
Category I localizers.

[Link].3. The probability of not losing the radiated guidance signal shall be
greater than:

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a) 1-2x10-6 in any period of 15 seconds for Facility Performance
Category II localizers or localizers intended to be used for the full
range for Category III A operations (equivalent to 2000 hours mean
time between outages); and
b) 1-2x10-6 in any period of 30 seconds for Facility Performance
Category III localizers intended to be used for the full range of
Category III operations (equivalent to 4000 hours mean time between
outages).
[Link].4. The probability of not losing the radiated guidance signal should
exceed 1- 4x10-6 in any period of 15 seconds for Facility Performance
Category I localizers (equivalent to 1000 hours mean time between
outages).

3.1.4. Interference immunity performance for ILS localizer receiving system.

[Link]. The ILS localizer receiving system shall provide adequate immunity to
interference from two-signal, third-order inter-modulation products
caused by VHF FM broadcast signals having levels in accordance with the
following:

2N1+N2+72 ≤ 0

for VHF FM sound broadcasting signals in the range 107.7-108.0 MHz and

2N1+N2+3(24-20log Δf/0.4) ≤ 0

for VHF FM sound broadcasting signals below 107.7 MHz,

where the frequencies of the two VHF FM sound broadcasting signals

procedure, within the receiver, a two-signal, third-order inter-modulation
product on the desired ILS localizer frequency.

N1 and N2 are the levels (dBm) of the two VHF FM sound broadcasting
signals at the ILS localizer receiver input. Neither level shall exceed the
desensitization criteria set forth in [Link].

∆f=108.1-f1, where f1 is the frequency of N1, the VHF FM sound

broadcasting signal closer to 108.1 MHz

[Link]. The ILS localizer receiving system shall not be desensitized in the
presence of VHF FM broadcast signals having levels in accordance with
the following table:

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Frequency (MHz) Maximum level of unwanted signal at

receiver input (dBm)
88-102 +15
104 +10
106 +5
107.9 -10

[Link]. Intentionally left blank.

3.1.5. UHF glide path equipment and associated monitor.

Note – θ is used in this paragraph to denote the nominal glide path angle.
[Link]. General

[Link].1. The radiation from the UHF glide path antenna system shall produce
a composite field pattern which is amplitude modulated by a 90 Hz
and a 150 Hz tone. The pattern shall be arranged to provide a
straight-line descent path in the vertical plane containing the centre
line of the runway, with the 150 Hz tone predominating below the
path and the 90 Hz tone predominating above the path to at least an
angle equal to 1.75 θ.

[Link].2. The ILS glide path angle should be 3 degrees. ILS glide path angles in
excess of 3 degrees should not be used except where alternative
means of satisfying obstruction clearance requirements are
impracticable.

[Link].2.1. The glide path angle shall be adjusted and maintained within:

a) 0.075 θ from θ for Facility Performance Categories I and II – ILS glide

paths;
b) 0.04 θ from θ for Facility Performance Category III- ILS glide paths.

[Link].3. The downward extended straight portion of the ILS glide path shall
pass through the ILS reference datum at a height ensuring safe
guidance over obstructions and also safe and efficient use of the RWY
served.

[Link].4. The height of the ILS reference datum for facility performance
categories II and III – ILS shall be 15 m (50ft). A tolerance of plus 3 m
(10ft) is permitted.
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[Link].5. The height of the ILS reference datum for facility performance
category I - ILS should be 15 m (50 Feet). A tolerance of plus 3m (10)
feet is permitted.

[Link].6. The height of the ILS reference datum for facility performance
category I - ILS used on short precision approach RWY codes 1 and 2
should be 12m (40ft). A tolerance of plus 6m (20ft) is permitted.

[Link]. Radio Frequency

[Link].1. The glide path equipment shall operate in the bank 328.6 MHz to
335.4 MHz. Where a single radio frequency carrier is used, the
frequency tolerance shall not exceed 0.005 percent. Where two
carrier glide path systems are used, the frequency tolerance shall not
exceed 0.002 percent and the nominal band occupied by the carriers
shall be symmetrical about the assigned frequency. With all
tolerances applied, the frequency separation between the carriers
shall not be less than 4 KHz more than 32 KHz.

[Link].2. The emission from the glide path equipment shall be horizontally
polarized.

[Link].3. For facility performance category III—ILS glide path equipment

signals emanating from the transmitter shall contain no components
which result in apparent glide path fluctuations of more than 0.02
DDM peak to peak in the frequency band 0.01 Hz to 10 Hz.

[Link]. Coverage
[Link].1. The glide path equipment shall provide signals sufficient to allow
satisfactory operation of a typical aircraft installation in sectors of 8
degrees in azimuth on each side of the centre line of the ILS glide
path, to a distance of at least 18.5 km (10nm) up to 1.75 θ and down
to 0.45 θ above the horizontal or to such lower angle, down to 0.30 θ
as required to safeguard the promulgated glide path intercept
procedure.

[Link].2. In order to provide the coverage for glide path performance specified
in above, the minimum field strength within this coverage sector
shall be 400 µ volts per metre (minus 95 dbW/meter square). For
facility performance category I glide paths, this field strength shall be
provided down to a height of 30m (100ft) above the horizontal plane
containing the threshold. For facility performance categories II and III

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glide paths, this field strength shall be provided down to a height of
15 m (50ft) above the horizontal plane containing the threshold.

Figure 7
Note: Because of the siting problems and terrain limitations, some glide paths
may not meet the standard coverage area described above. The information
regarding such glide paths shall be published in AIP for each specific system.

[Link]. ILS Glide Path Structure

[Link].1. For facility performance category I—ILS glide paths, bends in the
glide path shall not have amplitudes which exceed the following:

Zone Amplitude (DDM)

(95% Probability)
Outer limit of coverage to ILS point 0.035
“C”

[Link].2. For facility performance categories II and III, ILS glide paths, bends in
the glide path shall not have amplitudes which exceed the following.

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Zone Amplitude (DDM)
(95% Probability)
Outer limit of coverage to ILS point 0.035
“A”
ILS point “A” to ILS Point “B” 0.035 at ILS Point “A” decreasing at a
linear rate to 0.023 at ILS point “B”
ILS Point “B” to ILS reference datum 0. 023

[Link]. Carrier modulation

[Link].1. The nominal depth of modulation of the radio frequency carrier due
to each of the 90 Hz and 150 Hz tones shall be 40 percent along the
ILS glide path. The depth of modulation shall not deviate outside the
limits of 37.5 percent to 42.5 percent.

[Link].2. The following tolerances shall be applied to the frequencies of the

modulating tones.

a) The modulating tones shall be 90 Hz and 150 Hz within 2.5 percent

for facility performance category I – ILS.
b) The modulating tones shall be 90 Hz and 150 Hz within 1.5 percent
for facility performance category II – ILS.
c) The modulating tones shall be 90 Hz and 150 Hz within 1 percent for
facility performance category III – ILS.
d) The total harmonic content of the 90 Hz tone shall not exceed 10
percent. Additionally, for facility performance category III equipment,
the second harmonic of the 90 Hz tone shall not exceed 5 percent.
e) The total harmonic content of the 150 Hz tone shall not exceed 10
percent.
[Link].2.1. For facility performance category I—ILS the modulating tones
should be 90 Hz and 150 Hz within plus or minus 1.5 percent
where practicable.

[Link].2.2. For facility performance category III glide path equipment, the
depth of amplitude modulation of the radio frequency carrier at
the power supply frequency or harmonics, or at other noise
frequencies, shall not exceed 1 percent.

[Link].3. The modulation shall be phase-locked so that within the ILS half glide
path sector, the demodulated 90 Hz and 150 Hz wave forms pass
through zero in the same direction within.

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a) For facility performance categories I and II ILS glide paths 20 degrees.

b) For facility performance category III ILS glide path: 10 degrees
of phase relative to the 150 Hz components, every half cycle of the combined
90 Hz and 150 Hz wave form. (refer fig C-6 5 above)

[Link].3.1. With two frequency glide path systems, [Link].3 above shall apply
to each carrier. In addition, the 90 Hz modulating tone of one
carrier shall be phase locked to the 90 Hz modulating tone of the
other carrier so that the demodulated wave forms pass through
zero in the same direction within.

a) For cat I and II ILS glide paths 20 degrees.

b) For cat III ILS glide paths 10 degrees.
of phase relative to 90 Hz. Similarly, 150 Hz tones of the two carriers shall be
phased locked so that the demodulated waveforms pass through zero in the
same direction, within;

1) for Category I and II - ILS glide paths: 20 degrees;

2) for Category III ILS Glide paths : 10 degrees off phase relative to 150
Hz.

[Link].3.2. Alternative two-frequency glide path systems that employ audio

phasing different from the normal in phase condition described in
[Link].3.1 above shall be permitted. In these alternative systems,
the 90 Hz to 90 Hz phasing and the 150 Hz to 150 Hz phasing shall
be adjusted to their nominal values to within limits equivalent to
those stated [Link].3.1 above.

[Link]. Displacement sensitivity:

[Link].1. For facility performance CAT ILS glide paths, the nominal angular
displacement sensitivity shall correspond to a DDM of 0.0875 at
angular displacements above and below the glide path between 0.07
θ and 0.14 θ.

[Link].2. For facility performance CAT I ILS glide paths, the nominal angular
displacement sensitivity should correspond to a DDM of 0.0875 at
angular displacement below the glide path of 0.12 θ with a tolerance
of plus or minus 0. 02 θ. The upper and lower sectors should be as

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symmetrical as practicable within the limits specified in [Link].1
above.

[Link].3. For facility performance CAT II ILS glide paths, the angular
displacement sensitivity shall be as symmetrical as practicable. The
nominal angular displacement sensitivity shall correspond to a DDM
of 0.0875 at an angular displacement of:

a) 0.12 θ below path with a tolerance of plus or minus 0.02 θ.

b) 0.12 θ above path with a tolerance of plus 0.02 θ and minus 0.05 θ.
[Link].4. For facility performance CAT III ILS glide paths, the nominal angular
displacement sensitivity shall correspond to a DDM of 0.0875 at
angular displacements above and below the glide path 0.12 θ with a
tolerance of plus or minus 0.02 θ.

[Link].5. The DDM below the ILS glide path shall increase smoothly for
decreasing angle until a value of 0.22 DDM is reached. This value
shall be achieved at an angle not less than 0.30 θ above the
horizontal. However, if it is achieved at an angle above 0.45 θ the
DDM value shall not be less than 0.22 at least down to 0.45 θ or to
such lower angle, down to 0.30 θ, as required to safeguard the
promulgated glide path intercept procedure.

[Link].6. For facility performance CAT I ILS glide paths, the angular
displacement sensitivity shall be adjusted and maintained within plus
or minus 25 percent of the nominal value selected.

[Link].7. For facility performance CAT II ILS glide paths, the angular
displacement sensitivity shall be adjusted and maintained within plus
or minus 20 percent of the nominal value selected.

[Link].8. For facility performance CAT III ILS glide paths, the angular
displacement sensitivity shall be adjusted and maintained within plus
or minus 15 percent of the nominal value selected.

[Link]. Monitoring
[Link].1. The automatic monitor system shall provide a warning to the
designated control points and cause radiation to cease within the
periods specified in [Link].3.1 if any of the following conditions
persist:

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a) Shift of the mean ILS glide path angle equivalent to more than minus
0.075 deg θ to plus 0.10 deg θ from deg θ.
b) In the case of ILS glide paths in which the basic functions are provided
by the use of a single-frequency system, a reduction of power output
to less than 50 percent of normal provided the glide path continues
to meet the requirements of [Link], [Link] and [Link].
c) In the case of ILS glide paths in which the basic functions are provided
by the use of two-frequency systems, a reduction of power output for
either carrier to less than 80 percent of normal, except that a greater
reduction to between 80 percent and 50 percent of normal may be
permitted, provided the glide path continues to meet the
requirements of [Link], [Link] and [Link].
d) For facility performance CAT I ILS glide paths, a change of the angle
between the glide path and the line below the glide path (150 Hz
predominating) at which a DDM of 0.0875 is realized by more than
the greater of:
i) plus or minus 0.0375 deg θ or

ii) an angle equivalent to a change of displacement sensitivity to a value

differing by 25 per cent from the nominal value.

e) For facility performance CAT II and III ILS glide paths, a change of
displacement sensitivity to a value differing by more than 25 percent
from the nominal value.
f) Lowering of the line beneath the ILS glide path at which a DDM of
0.0875 is realized to less than 0.7475 deg θ from horizontal.
g) A reduction of DDM to less than 0.175 within the specified coverage
below the glide path sector.

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Figure 8
Note 1: The value of 0.7475 θ from horizontal is intended to ensure adequate
obstacle clearance. This value was derived from other parameters of the glide
path and monitor specification. Since the measuring accuracy to four significant
figures is not intended, the value of 0.75 θ may be used as a monitor limit for this
purpose.

Note 2: Sub paragraphs f) and g) are not intended to establish a requirement for
a separate monitor to protect against deviation of the lower limits of the half-
sector below 0.7475 θ from horizontal.
Note 3: At glide path facilities where the selected nominal angular displacement
sensitivity corresponds to an angle below the ILS glide path which is close to or at
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the maximum limits specified in [Link] it may be necessary to adjust the
monitor operating limits to protect against sec to protect against sector
deviations below 0.7475 θ from horizontal.

[Link].2. Monitoring of the ILS glide path characteristics to smaller tolerances

should be arranged in those cases where operational penalties would
otherwise exist.

[Link].3. The total period of radiation, including periods of zero radiation,

outside the performance limits specified in [Link].1 shall be as short
as practicable, consistent with the need for avoiding interruptions of
the navigation service provided by the ILS glide path.

[Link].3.1. The total period referred to under [Link].3 shall not exceed under
any circumstances:

6 seconds for CAT I ILS glide paths

2 seconds for CAT II and III ILS glide paths.

Note 1: The total time periods specified are never-to-be exceeded limits and are
intended to protect aircraft in the final stages of approach against prolonged or
repeated periods of ILS glide path guidance outside the monitor limits. For this
reason, they include not only the initial period of outside tolerance operation but
also the total of any or all periods of outside tolerance radiation, including
periods of zero radiation, which might occur during action to restore service, for
example, in the course of consecutive monitor functioning and consequent
changeover to glide path equipments or elements thereof.

Note 2: From an operational point of view, the intention is that no guidance

outside the monitor limits be radiated after the time periods given, and that no
further attempts be made to restore service until a period in the order of 20
seconds has elapsed.

[Link].3.2. Where practicable, the total period specified under [Link].3.1

above for categories II and III ILS glide paths should not exceed 1
second.

[Link].4. Design and operation of the monitor system shall be consistent with
the Requirement that radiation shall cease and warning shall be
provided at the designated remote control points in the event of
failure of the monitor system itself.

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[Link]. Integrity and continuity of service requirements
[Link].1. The probability of not radiating false guidance signals shall not be less
than 1- 0.5 x 10-9 in any one landing for Facility Performance
Categories II and III glide paths.

[Link].2. The probability of not radiating false guidance signals shall not be less
than 1- 1.0 x 10-7 in any one landing for Facility Performance Category
II glide paths.

[Link].3. The probability of not losing the radiated guidance signal shall be
greater than 1- 2 x 10-6 in any period of 15 seconds for Facility
Performance Categories II and II glide paths (equivalent to 2000
hours mean time between outages).

[Link].4. The probability of not losing the radiated guidance signal should
exceed 1- 4 x 10-6 in any period of 15 seconds for Facility
Performance Category I glide paths (equivalent 1000 hours mean
time between outages).

3.1.6. Localizer and glide path frequency pairing

[Link]. The pairing of the runway localizer and glide path transmitter
frequencies of instrument landing system shall be taken from the
following list in accordance with the provisions of Volume V, Chapter
4.4.2:
Localizer Glide Path Localizer Glide Path Localizer Glide Path
(MHz) (MHz) (MHz) (MHz) (MHz) (MHz)
108.1 334.7 109.7 333.2 111.3 332.3
108.15 334.55 109.75 333.05 111.35 332.15
108.3 334.1 109.9 333.8 111.5 332.9
108.35 333.95 109.95 333.65 111.55 332.75
108.5 329.9 110.1 334.4 111.7 333.5
108.55 329.75 110.15 334.25 111.75 333.35
108.7 330.5 110.3 335.0 111.9 331.1
108.75 330.35 110.35 334.85 111.95 333.95
108.9 329.3 110.5 329.6
108.95 329.15 110.55 329.45
109.1 331.4 110.7 330.2
109.15 331.25 110.75 330.05
109.3 332.0 110.9 330.8
109.35 331.85 110.95 330.65
109.5 332.6 111.1 331.7
109.55 332.45 111.15 331.55

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 AIRPORTS AUTHORITY OF INDIA
UNIT TRAINING COURSE
ILS (NM70XXB3)
[Link].1. In those regions where the requirements for runway localizer and
glide path transmitter frequencies of an instrument landing system
do not justify more than 20 pairs, they shall be selected sequentially,
as required, from the following list:
Sequence Number Localizer (MHz) Glide path (MHz)
1 110.3 335.0
2 109.9 333.8
3 109.5 332.6
4 110.1 334.4
5 109.7 333.2
6 109.3 332.0
7 109.1 331.4
8 110.9 330.8
9 110.7 330.2
10 110.5 329.6
11 108.1 334.7
12 108.3 334.1
13 108.5 329.9
14 108.7 330.5
15 108.9 329.3
16 111.1 331.7
17 111.3 332.3
18 111.5 332.9
19 111.7 333.5
20 111.9 331.1

[Link]. Where existing ILS localizers meeting national requirements are

operating on frequencies ending even tenths of megahertz, they shall
be re-assigned frequencies, conforming with [Link] or [Link].1 as soon
as practicable and may continue operating on their present assignments
only until this reassignment can be effected.

[Link]. Existing ILS localizers in the international service operating on

frequencies ending in odd tenths of a megahertz shall not be assigned
new frequencies ending in odd tenths plus one twentieth of megahertz
except where, by regional agreement, general use may be made of any
of the channels listed in [Link] (see CAR Section 4 Series ‘D’ Part VI
Para 4.4.2).

3.1.7. VHF Marker beacons

[Link]. General
a) There shall be two market beacons in each installation except as
provided in [Link].5. A third marker beacon may be added whenever,

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 AIRPORTS AUTHORITY OF INDIA
UNIT TRAINING COURSE
ILS (NM70XXB3)
in the opinion of the Competent Authority, an additional beacon is
required because of operational procedures at particular site.

b) The marker beacons shall conform to the requirements prescribed in

3.1.7. When the installation comprises only two market beacons, the
requirements applicable to the middle marker and to the outer marker
shall be complied with.

c) The marker beacons shall produce radiation patterns to indicate

predetermined distance from the threshold along the ILS glide path.

[Link].1. When a marker beacon is used in conjunction with the back course of
localizer, it shall conform to the marker beacon characteristics
specified 3.1.7.

[Link].2. Identification signals of marker beacons used in conjunction with the

back course of localizer shall be clearly distinguishable from the
inner, middle and outer marker beacon identifications, as prescribed
in [Link].1.

[Link]. Radio frequency

[Link].1. The marker beacons shall operate at 75 MHz with a frequency

tolerance of plus or minus 0.005 per cent and shall utilize horizontal
polarization.

[Link]. Coverage
[Link].1. The marker beacon system shall be adjusted to provide coverage
over the following distances, measured on the ILS glide path and
localizer course line:

a) Inner marker: (where installed): 150 m plus of minus 50 m (500 ft plus

or minus 160ft)
b) Middle marker: 300 m plus or minus 100m ( 1000ft plus of minus 325 ft)
c) Outer marker: 600m plus or minus 200m (2000ft plus or minus 650ft).

[Link].2. The field strength at the limits of coverage specified in [Link].1 shall
be 1.5 millivolts per metre (minus 82 dB W/m2). In addition, the field
strength within the coverage area shall rise to at least 3.0 millivolts
per metre (76 dB W/m2).

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 AIRPORTS AUTHORITY OF INDIA
UNIT TRAINING COURSE
ILS (NM70XXB3)
Note 1: Satisfactory operation of typical airborne marker installation will be
obtained if the sensitivity is so adjusted that visual indication will be obtained
when the field strength is 1.5 millivolts per metre (minus 82 dB W/m2).

[Link]. Modulation

[Link].1. The modulation frequencies shall be as follows:

a) Inner marker: (when installed): 3000Hz

b) Middle marker: 1300 Hz:
c) Outer marker: 400 Hz

The frequency tolerance of the above frequencies shall be plus of minus 2.5 per
cent and the total harmonic content of each of the frequencies shall not exceed
15 per cent.

[Link].2. The depth of modulation of the markers shall be 95 per cent plus or
minus 4 per cent.

[Link]. Identification
[Link].1. The carrier energy shall not be interrupted. The audio frequency
modulation shall be keyed as follows:

a) Inner marker: (when installed): 6 dots per second continuously;

b) Middle marker: a continuous series of alternate dots and dashes, the
dashes keyed at the rate of 2 dashes per second, and the dots at the
rate of 6 dots per second;
c) Outer marker: 2 dashes per second continuously.

These keying rates shall be maintained to within plus or minus 15 per cent.

[Link]. Siting
[Link].1. The inner marker, when installed, shall be located so as to indicate in
low visibility conditions the imminence of arrival at the runway
threshold.

[Link].1.1. If the radiation pattern is vertical, the inner marker, when

installed, should be located between 75 m (250ft) and 450 m
(1500 ft) from the threshold and at not more than 30 m (100ft)
from the extended centre line of the runway.

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 AIRPORTS AUTHORITY OF INDIA
UNIT TRAINING COURSE
ILS (NM70XXB3)
[Link].1.2. If the radiation pattern is other than vertical, the equipment
should be located so as to produce a field within the course sector
and ILS glide path sector that is substantially similar to that
produced by an antenna radiating a vertical pattern and located as
prescribed in [Link].1.1

[Link].2. The middle marker shall be located so as to indicate the imminence,

in low visibility conditions, of visual approach guidance.

[Link].2.1. If the radiation pattern is vertical, the middle marker should be

located 1050m (3500ft) plus or minus 150 m (500ft), from the
landing threshold at the approach end of the runway and at not
more than 75 m (250 ft) from the extended centre line of the
runway.

[Link].2.2. If the radiation pattern is other than vertical, the equipment

should be located so as to produce a field with the course sector
and ILS glide path sector that is substantially similar to that
produced by an antenna radiating a vertical pattern and located as
prescribed in [Link].2.1

[Link].3. The outer marker shall be located so as to provide height, distance

and equipment functioning checks to aircraft on intermediate and
final approach.

[Link].3.1. The outer marker should be located 7.2 km (3.9NM) from the
threshold except that, where for topographical or operational
reasons this distance is not practicable, the outer marker may be
located between 6.5 and 11.1 km (3.5 and 6 NM) from the
threshold.

[Link].4. If the radiation pattern is vertical, the outer marker should be not
more than 75 m (250 ft) from the extended centre line of the runway.
If the radiation pattern is other than vertical, the equipment should
be located so as to produce a field within the course sector and ILS
glide path sector that is substantially similar to that produced by an
antenna radiating a vertical pattern.

[Link].5. The positions of marker beacons, or where applicable, the equivalent

distance(s) indicated by the DME when used as an alternative to part
or all of the market beacon component of the ILS, shall be published
in accordance with the provisions of CAR Section 4 Series ‘X’ Part II.

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 AIRPORTS AUTHORITY OF INDIA
UNIT TRAINING COURSE
ILS (NM70XXB3)

[Link].5.1. When so used, the DME shall provide distance information

operationally equivalent to that furnished by Marker Beacons.

[Link].5.2. When used as an alternative for the Middle Marker, the DME shall
be frequency paired with ILS Localizer and sited so as to minimize
the error in distance information.

[Link].5.3. The DME in [Link].6 above shall conform to the specification in

3.5 below.

[Link]. Monitoring
[Link].1. Suitable equipment shall provide signals for the operation of
an automatic monitor. The monitor shall transmit a warning to a
control point if either of the following conditions arise:

a) Failure of the modulation or keying;

b) reduction of power output to less than 50 per cent of normal
[Link].2. For each marker beacon, suitable monitoring equipment should be
provided which will indicate at the appropriate location a decrease of
the modulation depth below 50 per cent.

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 AIRPORTS AUTHORITY OF INDIA
UNIT TRAINING COURSE
ILS (NM70XXB2)

ANNEXURE D
ICAO SPECIFICATIONS FOR ILS

 Already covered in Annexure-C

AAI/ANS/CNS/CATC/2023/CBTA-UNIT TRNG/ Nav-Aids/V1.0 -ILS (NM70XXB3)-MODULE 1 Page 145 of 145

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 ATSEP CBT & A
Unit Training course
“ILS (NM 70XXB3)”
Module-1

Content

 REVISION OF ILS CONCEPTS

 OVERVIEW OF ILS NORMARC 70XXB3
 ANNEXURE-A (CNS MANUAL)
 ANNEXURE-B (CNS CIRCULAR)
 ANNEXURE-C(DGCA CAR)
 ANNEXURE-D (ICAO SPECIFICATION)

CATC, PRAYAGRAJ
AAI/ANS/CNS/CATC/2023/UNIT TRNG/NAV-AIDS/V1.0-ILS
(NM 70XXB3)-MOD 1