The document discusses the Instrument Landing System (ILS), which provides aircraft with horizontal and vertical guidance just before and during landing. It has key components including localizer antennas that guide left/right movement and glide slope antennas that guide up/down movement. Marker beacons help pilots check aircraft position at certain distances from the runway. ILS allows landings in low visibility conditions down to Category III, with no visibility limitations. It transmits radio signals received by aircraft to indicate proper alignment on the landing path.
The document summarizes the instrument landing system (ILS), which provides aircraft with horizontal and vertical guidance when landing during low visibility conditions. The ILS uses radio transmitters on the ground to guide planes to runways. It consists of a localizer for lateral guidance and a glide slope for vertical guidance. Marker beacons located before the runway also help pilots judge their distance from the runway threshold. By keeping the ILS indicators centered in the cockpit, pilots can align their aircraft with the runway centerline and glide path for landing. The ILS was first tested in 1929 and helped enable safer landings in poor weather.
The document provides an overview of an Instrument Landing System (ILS). It discusses that an ILS uses radio beams to guide aircraft visually during low visibility conditions. It has three main components - localizer antennas that provide horizontal guidance to the runway centerline, glide slope antennas that provide vertical guidance to the ideal 3-degree glidepath, and marker beacons that indicate the aircraft's distance from the runway. The document also describes the ILS categories which differ based on minimum decision heights and visibility requirements for landing.
The Instrument Landing System (ILS) uses radio beams to guide aircraft during low visibility approaches and landings. ILS consists of ground-based transmitters that provide both horizontal and vertical guidance to aircraft. The localizer transmits left and right signals to guide aircraft horizontally along the runway centerline, while the glide path transmits upper and lower signals to guide aircraft vertically along the ideal descent glidepath. Onboard antennas and indicators in the cockpit allow pilots to follow the ILS beams for precise approaches down to decision heights as low as 200 feet during low visibility conditions.
This document provides an introduction to the Instrument Landing System (ILS). ILS uses radio beams to guide aircraft to the runway during low visibility landings. It consists of ground-based localizers, glide slopes, and marker beacons, as well as airborne receivers. The localizer transmits left/right guidance while the glide slope provides up/down guidance to help the pilot align with the runway centerline and descend at the proper angle for a safe landing. Marker beacons inform pilots of their position and height along the approach path to the runway. ILS significantly improves safety during instrument approaches and landings.
The Instrument Landing System (ILS) provides precision guidance to aircraft during instrument approaches and landings. It uses radio signals from an antenna array installed at the end of runways to provide lateral and vertical guidance. The ILS allows aircraft to land safely during low visibility conditions. It consists of localizer and glide slope components that guide the aircraft to the runway centerline and a 3 degree glide path for landing. Marker beacons also help pilots locate distances from the runway threshold. The ILS enables categories of instrument approaches with minimum visibility and decision height requirements.
This document summarizes several aircraft navigation systems. It describes the following systems in 1-3 sentences each:
VHF Omnidirectional Range (VOR) system, which uses radio signals to determine position relative to ground stations. Instrument Landing System (ILS), which guides aircraft to runways using localizer and glide slope signals. Distance Measuring Equipment (DME), which measures the distance between the aircraft and a ground station. Automatic Direction Finders (ADF), which use directional antennas to determine the direction of radio signals. Doppler Navigation System, which computes ground speed and drift using the Doppler effect. Inertial Navigation System, which derives position from accelerometers and gyroscopes without external references. Radio
The document provides an overview of the Instrument Landing System (ILS), which uses radio beams to guide aircraft during approaches and landings. It describes the key components of the ILS, including the localizer and glide path antennas that transmit horizontal and vertical guidance signals. It also explains how the onboard instruments in the cockpit indicate to the pilot whether adjustments are needed to stay aligned with the centerline and glide slope of the runway. The ILS was first used for a scheduled passenger flight in 1938 and was later standardized by ICAO to improve safety during low visibility operations.
This document provides a summary of VHF Omni-Directional Range (VOR) navigation. It describes VOR frequency, transmission, range, and identification. It also explains aircraft VOR equipment including the receiver, antenna, Course Deviation Indicator (CDI), and Radio Magnetic Indicator (RMI). The principal of VOR operation using phase comparison is outlined. Key aspects of CDI and RMI operation are defined, including rules for CDI interpretation. Common types of VOR errors and the VOR test facility are defined. Example exam questions on CDI calculations, twin pointer RMI, maximum VOR range, the 1 in 60 rule, and leading/lagging VOR signals are provided.
The document summarizes the instrument landing system (ILS), which provides aircraft with horizontal and vertical guidance when landing during low visibility conditions. The ILS uses radio transmitters on the ground to guide planes to runways. It consists of a localizer for lateral guidance and a glide slope for vertical guidance. Marker beacons located before the runway also help pilots judge their distance from the runway threshold. By keeping the ILS indicators centered in the cockpit, pilots can align their aircraft with the runway centerline and glide path for landing. The ILS was first tested in 1929 and helped enable safer landings in poor weather.
The document provides an overview of an Instrument Landing System (ILS). It discusses that an ILS uses radio beams to guide aircraft visually during low visibility conditions. It has three main components - localizer antennas that provide horizontal guidance to the runway centerline, glide slope antennas that provide vertical guidance to the ideal 3-degree glidepath, and marker beacons that indicate the aircraft's distance from the runway. The document also describes the ILS categories which differ based on minimum decision heights and visibility requirements for landing.
The Instrument Landing System (ILS) uses radio beams to guide aircraft during low visibility approaches and landings. ILS consists of ground-based transmitters that provide both horizontal and vertical guidance to aircraft. The localizer transmits left and right signals to guide aircraft horizontally along the runway centerline, while the glide path transmits upper and lower signals to guide aircraft vertically along the ideal descent glidepath. Onboard antennas and indicators in the cockpit allow pilots to follow the ILS beams for precise approaches down to decision heights as low as 200 feet during low visibility conditions.
This document provides an introduction to the Instrument Landing System (ILS). ILS uses radio beams to guide aircraft to the runway during low visibility landings. It consists of ground-based localizers, glide slopes, and marker beacons, as well as airborne receivers. The localizer transmits left/right guidance while the glide slope provides up/down guidance to help the pilot align with the runway centerline and descend at the proper angle for a safe landing. Marker beacons inform pilots of their position and height along the approach path to the runway. ILS significantly improves safety during instrument approaches and landings.
The Instrument Landing System (ILS) provides precision guidance to aircraft during instrument approaches and landings. It uses radio signals from an antenna array installed at the end of runways to provide lateral and vertical guidance. The ILS allows aircraft to land safely during low visibility conditions. It consists of localizer and glide slope components that guide the aircraft to the runway centerline and a 3 degree glide path for landing. Marker beacons also help pilots locate distances from the runway threshold. The ILS enables categories of instrument approaches with minimum visibility and decision height requirements.
This document summarizes several aircraft navigation systems. It describes the following systems in 1-3 sentences each:
VHF Omnidirectional Range (VOR) system, which uses radio signals to determine position relative to ground stations. Instrument Landing System (ILS), which guides aircraft to runways using localizer and glide slope signals. Distance Measuring Equipment (DME), which measures the distance between the aircraft and a ground station. Automatic Direction Finders (ADF), which use directional antennas to determine the direction of radio signals. Doppler Navigation System, which computes ground speed and drift using the Doppler effect. Inertial Navigation System, which derives position from accelerometers and gyroscopes without external references. Radio
The document provides an overview of the Instrument Landing System (ILS), which uses radio beams to guide aircraft during approaches and landings. It describes the key components of the ILS, including the localizer and glide path antennas that transmit horizontal and vertical guidance signals. It also explains how the onboard instruments in the cockpit indicate to the pilot whether adjustments are needed to stay aligned with the centerline and glide slope of the runway. The ILS was first used for a scheduled passenger flight in 1938 and was later standardized by ICAO to improve safety during low visibility operations.
This document provides a summary of VHF Omni-Directional Range (VOR) navigation. It describes VOR frequency, transmission, range, and identification. It also explains aircraft VOR equipment including the receiver, antenna, Course Deviation Indicator (CDI), and Radio Magnetic Indicator (RMI). The principal of VOR operation using phase comparison is outlined. Key aspects of CDI and RMI operation are defined, including rules for CDI interpretation. Common types of VOR errors and the VOR test facility are defined. Example exam questions on CDI calculations, twin pointer RMI, maximum VOR range, the 1 in 60 rule, and leading/lagging VOR signals are provided.
This document provides an overview of Distance Measuring Equipment (DME). It discusses how DME works by measuring the time it takes for a radio pulse to travel from an aircraft to a ground station to determine distance. It describes the components of DME systems, including the interrogator onboard aircraft, transponders at ground stations, and how pulses are coded and transmitted. It also provides specifics on the DME 415 and 435 systems in use at KAIA, including their components, capabilities, and associations with other navigation aids.
DME in Aviation||| Avionics || Distance Measuring EquipmentBishow Gautam
DME (Distance Measuring Equipment) uses radio signals to determine the distance between an aircraft and a ground station. It was developed in Australia in the 1950s and consists of an interrogator in the aircraft and a transponder on the ground. The aircraft sends a pulsed interrogation signal and the ground station responds after a precise time delay. By measuring the elapsed time, the aircraft can calculate its distance from the station. DME provides accuracy up to 25 nautical miles, with errors occurring closer to the station due to slant range differences. It operates using two timing modes, X and Y, which differ in their pulse spacing and ground station delay times.
Instrument Landing System is a system installed in the aeroplanes for a safe landing. This slide includes all the necessary details about the system, components, installations, working, upgradations.
The document provides an overview of the various instruments and displays pilots interact with when flying a fighter jet. It describes instruments that indicate speed like the airspeed indicator and machmeter. It also covers altitude instruments like the altimeter and radar altimeter. Other instruments discussed include the artificial horizon, vertical airspeed indicator, compass, gyrocompass, head-up display, and helmet-mounted display. The document also summarizes controls like the throttle and stick, as well as multifunction displays and flight data recorders.
The document provides information on Automatic Direction Finders (ADF) used for radio navigation. It discusses how ADFs use non-directional beacons and AM broadcast stations to provide a bearing to the pilot. It describes the principles of ADF navigation and antenna theory, explaining how a loop antenna and sense antenna are used to determine the direction of radio signals. It also provides details on ADF circuitry and installation techniques.
This document provides summaries of various aviation navigation and safety systems, including:
- Automatic Direction Finder (ADF) which uses nondirectional radio beacons (NDBs) to determine direction;
- VHF Omni-directional Range (VOR) which provides navigation guidance from ground-based transmitters;
- Distance Measuring Equipment (DME) which measures slant distance from aircraft to ground stations;
- Instrument Landing System (ILS) which provides precision guidance for landing with localizer and glide slope signals;
- Traffic Collision Avoidance System (TCAS) which monitors nearby aircraft independently of air traffic control and warns pilots of potential collisions.
This document defines and describes missiles. It begins by explaining that a missile is any object thrown at a target to hit it, such as a stone thrown at a bird. Modern missiles are precision-guided munitions with propulsion, guidance, and control systems. The key components of a missile are a warhead, propulsion system, guidance system, and control system. Missiles are classified based on their method of launching and range. Guidance systems include command, homing, beam rider, and inertial guidance. Early guided missiles included the German V-1 and V-2 rockets from World War II.
Instrumental Landing System - ILS - Airport EngineeringTheerumalai Ga
A short note on the Instrumental Landing system used for flight landing in Airport Engineering. Worked for an assignment. Hope it'll help you for a read to know about ILS
A ppt for a general introduction to the Electronic flight instrument system used in modern aircraft cockpits it may be helpful for Easa part 66 module preparation.....
This document discusses various types of radar services used in air traffic control. It describes primary surveillance radar (PSR) which detects aircraft via reflected radio pulses, and secondary surveillance radar (SSR) which detects aircraft via transponder signals. SSR provides additional information like identification, altitude and speed. The objectives of radar services are improving airspace usage, reducing delays, and enhancing safety. Radar is used to provide area control services for enroute flights, approach control services within 50km of airports, and aerodrome control services at airports. Performance checks and identification procedures are discussed for maintaining radar separation standards between aircraft.
Avionics systems include the electronic systems used on aircraft and spacecraft to manage communications, navigation, and all other onboard systems. The document discusses six key avionics systems: 1) Basic flight instruments like the altimeter, attitude indicator, magnetic compass, airspeed indicator, and vertical speed indicator provide pilots with critical aircraft data. 2) Cabin pressurization and 3) air conditioning systems are necessary for crew and passenger safety and comfort. 4) The aircraft fuel system manages fuel storage and delivery to engines. 5) Autopilot systems use gyroscopes, servos, and controllers to automatically guide and fly aircraft without constant pilot assistance. 6) Electrical power systems use batteries for starting aircraft and emergencies.
This document provides an overview of the course modules for an aircraft systems course. It covers 14 modules from May to July, focusing on electronic instrument systems and digital techniques. It describes the primary flight instruments, flight control surfaces, aircraft axes, navigation methods including ADF, VOR, GPS, and approaches including visual, ILS, and autopilot functions. It also outlines the cockpit layouts of the Cessna and Airbus A320, comparing traditional instruments to glass cockpit displays.
This document provides information about various aircraft instruments including:
- The airspeed indicator which uses ram air from the pitot tube and static air, and displays airspeeds like Vso and Vfe. Blockages of the pitot tube or static vent can cause errors.
- The altimeter which uses only static air input and displays various altitudes like indicated, pressure, and density altitude. Not updating the altimeter setting can cause errors.
- Gyroscopic instruments like the attitude indicator and heading indicator which function based on the principles of rigidity in space and precession.
- The turn coordinator and inclinometer which indicate aircraft bank and slip/skid.
- The magnetic compass
The document provides an overview of the Instrument Landing System (ILS) and Air Traffic Control (ATC). ILS is a precision instrument approach system that provides horizontal and vertical guidance to aircraft approaching and landing on a runway. It uses separate antenna arrays to transmit left-right and up-down signals to guide the pilot. ATC manages air traffic to prevent collisions and maximize efficiency. Modernization efforts aim to upgrade outdated radar/radio systems and address issues like congestion through new GPS and satellite technologies. While ILS and ATC play key roles in safety and efficiency, challenges remain in fully implementing new solutions.
A large number of modern jet aircraft, of all sizes and including Very Light Jets (VLJs)s, routinely cruise at high altitudes.
The record of Accidents and Serious Incidents which have accompanied this increase in high altitude flight has suggested that pilot understanding of the aerodynamic principles which apply to safe high-altitude flight may not always have been sufficient. This applies particularly to attempts to recover from an unexpected loss of control. The subject is introduced in this article and covered in comprehensive detail in the references provided.
From a practical point of view, ‘high altitude’ operations are taken to be those above FL250, which is the altitude at above which aircraft certification requires that a passenger cabin overhead panel oxygen mask drop-down system has to be installed. Above this altitude a number of features begin to take on progressively more significance as altitude continues to increase:
There is a continued reduction in the range of airspeed over which an aircraft remains controllable;
True airspeed (TAS) (and therefore aircraft momentum) increases with altitude. However, the effectiveness of the aerodynamic controls and natural aerodynamic damping are both dependant upon indicated airspeed (IAS) and remain largely unchanged. Therefore, the ability of the aerodynamic flight controls to influence flight path or to recover from an upset is progressively reduced as altitude increases;
In the event of depressurisation, the time of useful consciousness for occupants deprived of oxygen reduces dramatically - see the separate articles on Emergency Depressurisation, and Hypoxia.
At very high altitude, occupants are exposed to slightly increased cosmic radiation. This is covered by the separate article "Cosmic Radiation".
This article focuses on aerodynamics and aircraft handling.
The document discusses the principles and operation of VOR (VHF Omni-directional Range) navigation. It explains that VOR stations transmit radio signals that allow aircraft receivers to determine their bearing from the station and navigate radials. The station transmits both a rotating signal and fixed reference signal, and the receiver compares the phase difference to calculate the radial. It provides details on how VOR radials are displayed on charts and how pilots can navigate to or from a station based on the radial indication.
ADS-B: A pilot's guide to understanding the system and avionicsSporty's Pilot Shop
Join Sporty's John Zimmerman for a detailed look at Automatic Dependent Surveillance - Broadcast, the technology that's changing how pilots fly. From the basics of the system to portable ADS-B receivers to panel-mount ADS-B transmitters, you'll learn what ADS-B really means and how to fly with it.
Presented at the 2016 EAA AirVenture Oshkosh.
An inertial navigation system uses accelerometers and gyroscopes to calculate a vehicle's position, speed, and orientation in real time without needing external references. It integrates acceleration measurements to determine speed and position over time and integrates angular rate measurements to determine attitude. However, MEMS sensors used in these systems are prone to noise, bias drift from temperature changes, and errors, requiring redundant sensors and techniques like Kalman filtering to compensate.
The document discusses aircraft instrument systems. It describes the main types of instruments including flight instruments, engine instruments, and navigation instruments. It explains that flight instruments like the altimeter, airspeed indicator, and magnetic compass provide pilots with critical flight information. Engine instruments monitor parameters like fuel, oil, temperatures, and speeds. Navigation instruments help pilots navigate along a course and for approaches. Pressure measuring instruments are also discussed, with details on how Bourdon tubes are commonly used to sense and measure pressure in aircraft.
This slideshow was made for an invited talk at a local radio club that took place in early 2013. It introduces the methods of navigation and gives overview on the role of aerodrome and airspace traffic control.
This powerpoint has some copyrighted materials which I don't have copyright for. Please msg/comment to let me know so I can amend/delete it.
The document discusses providing wireless connectivity services like UMTS, WLAN, and Bluetooth to passengers on aircrafts. It proposes using a satellite connection to allow passengers to access these services during flights by connecting the aircraft cabin to terrestrial networks via satellite. Key aspects covered are the different wireless standards that would be used within the cabin, integrating these services, and using satellites to enable global connectivity for aircrafts in flight.
This document provides an overview of Distance Measuring Equipment (DME). It discusses how DME works by measuring the time it takes for a radio pulse to travel from an aircraft to a ground station to determine distance. It describes the components of DME systems, including the interrogator onboard aircraft, transponders at ground stations, and how pulses are coded and transmitted. It also provides specifics on the DME 415 and 435 systems in use at KAIA, including their components, capabilities, and associations with other navigation aids.
DME in Aviation||| Avionics || Distance Measuring EquipmentBishow Gautam
DME (Distance Measuring Equipment) uses radio signals to determine the distance between an aircraft and a ground station. It was developed in Australia in the 1950s and consists of an interrogator in the aircraft and a transponder on the ground. The aircraft sends a pulsed interrogation signal and the ground station responds after a precise time delay. By measuring the elapsed time, the aircraft can calculate its distance from the station. DME provides accuracy up to 25 nautical miles, with errors occurring closer to the station due to slant range differences. It operates using two timing modes, X and Y, which differ in their pulse spacing and ground station delay times.
Instrument Landing System is a system installed in the aeroplanes for a safe landing. This slide includes all the necessary details about the system, components, installations, working, upgradations.
The document provides an overview of the various instruments and displays pilots interact with when flying a fighter jet. It describes instruments that indicate speed like the airspeed indicator and machmeter. It also covers altitude instruments like the altimeter and radar altimeter. Other instruments discussed include the artificial horizon, vertical airspeed indicator, compass, gyrocompass, head-up display, and helmet-mounted display. The document also summarizes controls like the throttle and stick, as well as multifunction displays and flight data recorders.
The document provides information on Automatic Direction Finders (ADF) used for radio navigation. It discusses how ADFs use non-directional beacons and AM broadcast stations to provide a bearing to the pilot. It describes the principles of ADF navigation and antenna theory, explaining how a loop antenna and sense antenna are used to determine the direction of radio signals. It also provides details on ADF circuitry and installation techniques.
This document provides summaries of various aviation navigation and safety systems, including:
- Automatic Direction Finder (ADF) which uses nondirectional radio beacons (NDBs) to determine direction;
- VHF Omni-directional Range (VOR) which provides navigation guidance from ground-based transmitters;
- Distance Measuring Equipment (DME) which measures slant distance from aircraft to ground stations;
- Instrument Landing System (ILS) which provides precision guidance for landing with localizer and glide slope signals;
- Traffic Collision Avoidance System (TCAS) which monitors nearby aircraft independently of air traffic control and warns pilots of potential collisions.
This document defines and describes missiles. It begins by explaining that a missile is any object thrown at a target to hit it, such as a stone thrown at a bird. Modern missiles are precision-guided munitions with propulsion, guidance, and control systems. The key components of a missile are a warhead, propulsion system, guidance system, and control system. Missiles are classified based on their method of launching and range. Guidance systems include command, homing, beam rider, and inertial guidance. Early guided missiles included the German V-1 and V-2 rockets from World War II.
Instrumental Landing System - ILS - Airport EngineeringTheerumalai Ga
A short note on the Instrumental Landing system used for flight landing in Airport Engineering. Worked for an assignment. Hope it'll help you for a read to know about ILS
A ppt for a general introduction to the Electronic flight instrument system used in modern aircraft cockpits it may be helpful for Easa part 66 module preparation.....
This document discusses various types of radar services used in air traffic control. It describes primary surveillance radar (PSR) which detects aircraft via reflected radio pulses, and secondary surveillance radar (SSR) which detects aircraft via transponder signals. SSR provides additional information like identification, altitude and speed. The objectives of radar services are improving airspace usage, reducing delays, and enhancing safety. Radar is used to provide area control services for enroute flights, approach control services within 50km of airports, and aerodrome control services at airports. Performance checks and identification procedures are discussed for maintaining radar separation standards between aircraft.
Avionics systems include the electronic systems used on aircraft and spacecraft to manage communications, navigation, and all other onboard systems. The document discusses six key avionics systems: 1) Basic flight instruments like the altimeter, attitude indicator, magnetic compass, airspeed indicator, and vertical speed indicator provide pilots with critical aircraft data. 2) Cabin pressurization and 3) air conditioning systems are necessary for crew and passenger safety and comfort. 4) The aircraft fuel system manages fuel storage and delivery to engines. 5) Autopilot systems use gyroscopes, servos, and controllers to automatically guide and fly aircraft without constant pilot assistance. 6) Electrical power systems use batteries for starting aircraft and emergencies.
This document provides an overview of the course modules for an aircraft systems course. It covers 14 modules from May to July, focusing on electronic instrument systems and digital techniques. It describes the primary flight instruments, flight control surfaces, aircraft axes, navigation methods including ADF, VOR, GPS, and approaches including visual, ILS, and autopilot functions. It also outlines the cockpit layouts of the Cessna and Airbus A320, comparing traditional instruments to glass cockpit displays.
This document provides information about various aircraft instruments including:
- The airspeed indicator which uses ram air from the pitot tube and static air, and displays airspeeds like Vso and Vfe. Blockages of the pitot tube or static vent can cause errors.
- The altimeter which uses only static air input and displays various altitudes like indicated, pressure, and density altitude. Not updating the altimeter setting can cause errors.
- Gyroscopic instruments like the attitude indicator and heading indicator which function based on the principles of rigidity in space and precession.
- The turn coordinator and inclinometer which indicate aircraft bank and slip/skid.
- The magnetic compass
The document provides an overview of the Instrument Landing System (ILS) and Air Traffic Control (ATC). ILS is a precision instrument approach system that provides horizontal and vertical guidance to aircraft approaching and landing on a runway. It uses separate antenna arrays to transmit left-right and up-down signals to guide the pilot. ATC manages air traffic to prevent collisions and maximize efficiency. Modernization efforts aim to upgrade outdated radar/radio systems and address issues like congestion through new GPS and satellite technologies. While ILS and ATC play key roles in safety and efficiency, challenges remain in fully implementing new solutions.
A large number of modern jet aircraft, of all sizes and including Very Light Jets (VLJs)s, routinely cruise at high altitudes.
The record of Accidents and Serious Incidents which have accompanied this increase in high altitude flight has suggested that pilot understanding of the aerodynamic principles which apply to safe high-altitude flight may not always have been sufficient. This applies particularly to attempts to recover from an unexpected loss of control. The subject is introduced in this article and covered in comprehensive detail in the references provided.
From a practical point of view, ‘high altitude’ operations are taken to be those above FL250, which is the altitude at above which aircraft certification requires that a passenger cabin overhead panel oxygen mask drop-down system has to be installed. Above this altitude a number of features begin to take on progressively more significance as altitude continues to increase:
There is a continued reduction in the range of airspeed over which an aircraft remains controllable;
True airspeed (TAS) (and therefore aircraft momentum) increases with altitude. However, the effectiveness of the aerodynamic controls and natural aerodynamic damping are both dependant upon indicated airspeed (IAS) and remain largely unchanged. Therefore, the ability of the aerodynamic flight controls to influence flight path or to recover from an upset is progressively reduced as altitude increases;
In the event of depressurisation, the time of useful consciousness for occupants deprived of oxygen reduces dramatically - see the separate articles on Emergency Depressurisation, and Hypoxia.
At very high altitude, occupants are exposed to slightly increased cosmic radiation. This is covered by the separate article "Cosmic Radiation".
This article focuses on aerodynamics and aircraft handling.
The document discusses the principles and operation of VOR (VHF Omni-directional Range) navigation. It explains that VOR stations transmit radio signals that allow aircraft receivers to determine their bearing from the station and navigate radials. The station transmits both a rotating signal and fixed reference signal, and the receiver compares the phase difference to calculate the radial. It provides details on how VOR radials are displayed on charts and how pilots can navigate to or from a station based on the radial indication.
ADS-B: A pilot's guide to understanding the system and avionicsSporty's Pilot Shop
Join Sporty's John Zimmerman for a detailed look at Automatic Dependent Surveillance - Broadcast, the technology that's changing how pilots fly. From the basics of the system to portable ADS-B receivers to panel-mount ADS-B transmitters, you'll learn what ADS-B really means and how to fly with it.
Presented at the 2016 EAA AirVenture Oshkosh.
An inertial navigation system uses accelerometers and gyroscopes to calculate a vehicle's position, speed, and orientation in real time without needing external references. It integrates acceleration measurements to determine speed and position over time and integrates angular rate measurements to determine attitude. However, MEMS sensors used in these systems are prone to noise, bias drift from temperature changes, and errors, requiring redundant sensors and techniques like Kalman filtering to compensate.
The document discusses aircraft instrument systems. It describes the main types of instruments including flight instruments, engine instruments, and navigation instruments. It explains that flight instruments like the altimeter, airspeed indicator, and magnetic compass provide pilots with critical flight information. Engine instruments monitor parameters like fuel, oil, temperatures, and speeds. Navigation instruments help pilots navigate along a course and for approaches. Pressure measuring instruments are also discussed, with details on how Bourdon tubes are commonly used to sense and measure pressure in aircraft.
This slideshow was made for an invited talk at a local radio club that took place in early 2013. It introduces the methods of navigation and gives overview on the role of aerodrome and airspace traffic control.
This powerpoint has some copyrighted materials which I don't have copyright for. Please msg/comment to let me know so I can amend/delete it.
The document discusses providing wireless connectivity services like UMTS, WLAN, and Bluetooth to passengers on aircrafts. It proposes using a satellite connection to allow passengers to access these services during flights by connecting the aircraft cabin to terrestrial networks via satellite. Key aspects covered are the different wireless standards that would be used within the cabin, integrating these services, and using satellites to enable global connectivity for aircrafts in flight.
This document provides an overview of aircraft communication systems. It discusses the history of aircraft radio communication from World War I to modern times. It then describes the basic radio principles of transmission and reception using electromagnetic waves. It outlines the different frequency bands used for aircraft communication and navigation. It explains the main components and functions of transmitters and receivers. It also discusses different antenna types and their use on aircraft. Finally, it provides details on very high frequency (VHF) and high frequency (HF) communication systems, including system diagrams and their applications.
The document provides instruction on how to use VOR (VHF Omnidirectional Range) navigation for IFR flight. It explains what a VOR is, how it works, how to tune and identify VOR stations, how to intercept and track radials to navigate between VOR stations, and how to find intersections between two VOR radials. It includes examples of flying to a VOR station, maintaining course, dealing with wind correction, avoiding reverse sensing, and finding intersections. It concludes with a short quiz to test the reader's understanding.
Teks tersebut membahas tentang komunikasi pada sistem penerbangan yang meliputi definisi komunikasi, jenis-jenis peralatan komunikasi yang digunakan seperti HF A/G, VHF A/G, ATIS, dan recorder. Teks juga menjelaskan tentang pembagian frekuensi radio dan penggunaan frekuensi VHF-A/G.
This document discusses aeronautical communication and wireless cabin architectures for aircraft. It introduces concepts like using satellite connections to provide coverage over oceanic regions. It also provides technical overviews of communication standards like UMTS, Bluetooth, and IEEE802.11b that could be used. It describes the role of a service integrator to provide interfaces for wireless and wired services. It also covers topics like service dimensioning, interference types in a collectively mobile heterogeneous network, and concludes that this technology will revolutionize aircraft communication.
This document discusses Distance Measuring Equipment (DME) systems used for aircraft navigation. It describes how DME systems use radio pulses to measure the distance from an aircraft to a ground station. The document outlines the principles of DME navigation including slant range, frequencies used, pulse spacing, and how the distance is calculated from the round trip time of pulses. It provides details on DME system components, operation, indicators, and its relationship to VOR and TACAN navigation aids.
Aeronautical communication seminar presentationArun Kc
This document discusses aeronautical communication architecture. It describes how wireless cabin architecture uses technologies like UMTS, Bluetooth, and wireless LAN to provide connectivity to passengers. A satellite segment connects the cabin to terrestrial networks for global coverage. Technical details are provided on bandwidth and modulation for each technology. Benefits include passengers using their own devices and maintaining connectivity, while challenges include not replacing wired infrastructure.
Early pilots navigated visually by looking for landmarks but as flying occurred at night and in poor weather, new navigation technologies were developed. In the 1920s, navigation aids helped pilots determine attitude and position even when the ground was not visible. In 1929, Sperry introduced the artificial horizon and other mechanical aids emerged in the 1930s. Today, aircraft are tracked by radar but GPS now allows pilots to determine their precise position without assistance from air traffic control. This has led to debates around who should control navigation - pilots using GPS or air traffic controllers.
Nav Topic 10 instrument landing systemsIzah Asmadi
The instrument landing system (ILS) allows pilots to land aircraft using instrument references even in low visibility conditions. The ILS provides both horizontal and vertical guidance to the runway using transmitters that emit radio signals received by the aircraft's instruments. Properly equipped aircraft can land using the ILS in near-zero visibility conditions. The ILS includes marker beacons that transmit tones to indicate the aircraft's distance from the runway. The localizer transmitter provides horizontal guidance by emitting left and right signals to keep the aircraft aligned with the runway centerline.
Aircraft Communication Topic 4 vhf communication systemIzah Asmadi
VHF communication systems are used for air traffic control and allow pilots to communicate with air traffic control centers, towers, and flight service stations. They operate between 118-151.975 MHz and communication is limited to line-of-sight. Modern VHF systems incorporate digital technology for reduced size and easier maintenance. Pilots select frequencies using a control panel that interfaces with a transceiver unit, which contains a receiver, transmitter, and antenna to send and receive radio signals.
The document summarizes an Instrument Landing System (ILS) technical seminar presented by K.Dinesh Reddy. The ILS allows for safe landing of aircraft in low visibility conditions through its localizer and glide path components. The localizer provides horizontal guidance to keep the aircraft aligned with the runway centerline, while the glide path provides vertical guidance to ensure the correct descent angle. Marker beacons further aid navigation by alerting pilots to their distance from the runway. The ILS is critical for reliable scheduled air service in all weather.
Distance Measuring Equipment (DME) uses radio frequency signals to measure the distance between an aircraft and a ground station. The airborne DME unit includes a transmitter, receiver, timing circuits, and distance indicator. It sends interrogating signals to the ground station transponder, which includes a transmitter, decoder/encoder computer, receiver, and timing circuits. The DME calculates distance by measuring the round-trip travel time of signals and subtracting a fixed ground delay, then displays distance in nautical miles. DME allows pilots to determine their position by combining a VOR radial with a DME distance.
The document discusses digital computer systems used in aircraft. It describes the basic components of a computer including the central processing unit (CPU), memory, and input/output devices. The CPU contains an arithmetic logic unit, control unit, and registers. Data storage includes read-only memory (ROM), random access memory (RAM), and battery-backed memory. Computers systems use bus systems to connect components via address, data, and control buses. Modern aircraft use multiple redundant bus systems and protocols like ARINC 429 for serial data transfer between avionic systems.
This document provides an overview of various navigation systems used in aviation, including Non-Directional Beacon (NDB), Automatic Direction Finder (ADF), VHF Omni-directional Range (VOR), Distance Measuring Equipment (DME), Instrument Landing System (ILS), marker beacons, radar, Global Positioning System (GPS), and approach lighting. It describes what each system is, how it functions, and its purpose in aiding pilot navigation.
This document defines aircraft and propulsion, and provides examples of different aircraft types. It focuses on helicopters, describing their history and types. Helicopters generate lift through main and tail rotors. The main rotor blades create lift as air flows faster over their curved upper surfaces. The tail rotor controls direction and counteracts the spinning forces from the main rotor.
5.15 Typical electronic digital aircraft systemslpapadop
This document provides an overview of typical electronic and digital aircraft systems. It discusses computer maintenance systems, ACARS, EFIS, EICAS/ECAM, fly-by-wire, flight management systems, GPS, inertial navigation systems, traffic collision avoidance systems, and flight data recorders. It also describes built-in test equipment, on-board maintenance facilities, and how various systems monitor aircraft data and perform tests. Finally, it provides details on electronic flight instrument systems, cockpit displays, and how fly-by-wire replaces manual flight controls with electronic signaling.
The document discusses the Instrument Landing System (ILS), which provides aircraft with horizontal and vertical guidance just before and during landing. It has three key components: localizer antenna that transmits lateral guidance, glide path antenna for vertical guidance, and marker beacons that indicate distances from the runway. Together these components guide pilots to the runway during low visibility. ILS can support three categories of landings with varying minimum visibility and decision height requirements.
The document discusses the Instrument Landing System (ILS). The ILS provides precision guidance to aircraft for landing using radio signals and lighting. It consists of two subsystems - the localizer for lateral guidance and the glide slope for vertical guidance. There are also marker beacons, Distance Measuring Equipment, and approach lighting systems that aid pilots. The ILS allows aircraft to land in low visibility conditions down to 50 feet, increasing safety and efficiency compared to visual landings. It is the standard international system used at most airports worldwide.
This document provides information on Instrument Landing Systems (ILS), including ILS components, signals, and approach procedures. It describes the localizer and glide slope signals, marker beacons, approach lighting, and approach segments. It also discusses briefing the approach, flying the initial approach segment including the procedure turn, and flying the intermediate segment including intercepting the glide slope. The summary briefly outlines key elements of ILS without copying directly from the document.
Radio and Radar: Radar Continued - systemsJess Peters
Precision Approach Radar (PAR) allows air traffic control to guide aircraft to the runway with accurate guidance during poor weather conditions when visibility is limited. PAR consists of a rotating radar head that transmits beams to detect and track aircraft on their approach. Controllers can view the aircraft's elevation and azimuth scans on screens and guide the aircraft along the safe glide path to land. Instrument Landing System (ILS) provides automated guidance for aircraft landings without relying on ground controllers. ILS includes transmitters that provide horizontal and vertical guidance information to pilots, allowing them to align with the runway centerline and glide slope for landing. Weather radar detects precipitation and analyzes its motion and type to determine storm structure and potential for severe weather.
AIRPORT RUNWAY AND GENERAL LIGHTING SYSTEM.pptxRishi Nath
This document discusses various factors related to airport lighting, including airport classification, traffic levels, available power, aircraft types, night operations plans, and weather conditions. It describes the standardization of airport light colors and arrangements to guide pilots at unfamiliar airports. Regular maintenance is needed to keep thousands of lights clean and functioning properly, with emergency backup power in case of outages. The key elements of airport lighting are identified, such as beacons, approach lighting, apron lighting, and different types of runway and taxiway lighting. Specific details are provided about airport beacon systems, approach lighting arrangements, and the Calvert system for approach lighting guidance.
The document discusses the various interphone and public address systems on aircraft, including:
- The flight interphone system which allows communication between flight crew and ground personnel.
- The service interphone system which provides communication between flight crew, attendants, and ground crew.
- The cabin interphone system which allows communication between the cockpit and cabin attendants.
- The passenger address system which transmits announcements from the flight crew to passengers.
- The emergency locator transmitter (ELT) which transmits distress signals to help locate an aircraft after a crash. Regular maintenance and testing of the ELT is required.
The document discusses the various interphone and public address systems on aircraft, including:
- The flight interphone system which allows communication between flight crew and ground personnel.
- The service interphone system which provides communication between flight crew, attendants, and ground crew.
- The cabin interphone system which allows communication between the cockpit and cabin attendants.
- The passenger address system which transmits announcements from the flight crew to passengers.
- The emergency locator transmitter (ELT) which transmits distress signals to help locate the aircraft in an emergency. Regular maintenance and testing of the ELT is required.
All About Instrument Landing Systems AntennasGurleen Nayar
ILS antenna can be defined as a highly accurate and dependent means of runway navigation that provides both horizontal and vertical guidance for having a proper landing. It adopts a precision approach and provides adequate measures to conduct an excellent and professional landing.
An instrument landing system (ILS) provides aircraft with precision lateral and vertical guidance for landing during low visibility conditions such as fog or heavy rain. It uses radio signals from an array of antennas on the ground to guide planes to the runway. The localizer antenna provides left/right guidance while descending along the glide slope, which maintains the proper angle of descent. Modern ILS installations often include additional navigational aids like distance measuring equipment and approach lighting systems to enhance safety and allow operations during lower visibility conditions.
Air craft surveillance & instrumental landing systemBikas Sadashiv
The document discusses air craft surveillance and instrumental landing systems. It describes how RADAR is used for air craft surveillance through different RADAR types like En-Route Surveillance Radar, Terminal Approach Radar, and Surface Movement Radar. It also explains how the Instrument Landing System guides aircraft with its components - localizer, glide path, and marker beacons. The localizer provides horizontal guidance while the glide path provides vertical guidance to the runway.
Air traffic control towers serve several purposes:
1) To provide aerodrome control service and direct pilots during takeoff, landing, and taxiing for efficient and safe runway traffic flow.
2) To monitor weather conditions and ensure the safest route of travel, contacting meteorological stations for updates.
3) To aid pilots in emergencies by maintaining contact, providing assistance, and directing emergency landings if needed.
This document discusses the various lighting systems used at airports to guide pilots and provide safety. It describes 9 key elements: airport beacon, approach lighting, threshold lighting, runway lighting including edge and centerline lights, PAPI lights, taxiway lighting, apron and hangar lighting, boundary lighting, and lighting for the wind direction indicator. For each element, it provides details on the purpose, configuration, colors used, and specifications to achieve standardization and ensure pilot guidance.
The document provides information about Shubham Sehrawat's internship at Vadodara Airport from 26 April 2016 to 7 July 2016. It discusses various facilities and operations at airports, including communication systems like ILS, DVOR, DME; navigation aids; and air traffic surveillance using AMSS. The internship covered understanding air traffic control responsibilities and various technical systems that support takeoffs and landings.
The document summarizes radio navigation systems used in aircraft, including VOR (VHF Omni-directional Range) and ADF (Automatic Direction Finder). It describes how VOR uses ground-based transmitters to provide bearing information to aircraft's VOR receivers. It also explains how ADF uses non-directional beacon ground transmitters and an aircraft's loop antenna to determine bearing to the transmitter. The document provides details on components, signals, and evolution of displays for both navigation aids. It emphasizes the importance of installation, maintenance, and calibration of radio navigation avionics for safety of flight.
- The document discusses competency-based training and assessment for air traffic safety electronics personnel in the Airports Authority of India (AAI).
- It provides an overview of key communication, navigation and surveillance systems used in AAI, including VHF, AMSS, DME, ILS, and radar.
- The aims are to introduce trainees to the facilities that enable communication between air traffic control and aircraft, provide navigation guidance to pilots, and allow air traffic control to monitor aircraft movements.
This document provides a quick reference guide to air navigation systems. It describes key systems such as the Instrument Landing System (ILS), which uses localizers and glide paths to guide aircraft horizontally and vertically during landing. It also discusses Distance Measuring Equipment (DME) for measuring distances from ground stations, marker beacons along approach paths, the older Microwave Landing System (MLS), and the newer GNSS Landing System (GLS). The guide provides brief overviews of the operating frequencies, components, and functions of these various air navigation aids.
The document describes the components and operation of an Microwave Landing System (MLS), which provides precision guidance for aircraft approaches and landings. Key points include:
- MLS uses antennas to scan microwave beams that an aircraft's receiver uses to calculate its position and guidance information.
- MLS provides azimuth, elevation, distance, back azimuth and data communication capabilities to pilots for all-weather precision approaches and landings.
- The system includes azimuth and elevation stations to provide lateral and vertical guidance, along with Distance Measuring Equipment for accurate distance information.
- MLS is capable of Category III precision approaches and landings with very low decision heights or no decision height at all. It can guide aircraft along the
The Airports Authority of India (AAI) is responsible for managing airports and providing air traffic control services across India. It generates revenue through airport development, landing/parking fees, and air traffic control services. Key responsibilities include controlling airspace, installing and maintaining communications and navigation equipment, developing and managing terminals, and providing air traffic control, rescue and fire services, and security. AAI oversees air traffic control, sets air routes, and provides area flight information, notices to airmen, and communications, navigation, and surveillance services through technologies like radar, VHF radio, and navigation aids.
Hierarchical Digital Twin of a Naval Power SystemKerry Sado
A hierarchical digital twin of a Naval DC power system has been developed and experimentally verified. Similar to other state-of-the-art digital twins, this technology creates a digital replica of the physical system executed in real-time or faster, which can modify hardware controls. However, its advantage stems from distributing computational efforts by utilizing a hierarchical structure composed of lower-level digital twin blocks and a higher-level system digital twin. Each digital twin block is associated with a physical subsystem of the hardware and communicates with a singular system digital twin, which creates a system-level response. By extracting information from each level of the hierarchy, power system controls of the hardware were reconfigured autonomously. This hierarchical digital twin development offers several advantages over other digital twins, particularly in the field of naval power systems. The hierarchical structure allows for greater computational efficiency and scalability while the ability to autonomously reconfigure hardware controls offers increased flexibility and responsiveness. The hierarchical decomposition and models utilized were well aligned with the physical twin, as indicated by the maximum deviations between the developed digital twin hierarchy and the hardware.
DEEP LEARNING FOR SMART GRID INTRUSION DETECTION: A HYBRID CNN-LSTM-BASED MODELgerogepatton
As digital technology becomes more deeply embedded in power systems, protecting the communication
networks of Smart Grids (SG) has emerged as a critical concern. Distributed Network Protocol 3 (DNP3)
represents a multi-tiered application layer protocol extensively utilized in Supervisory Control and Data
Acquisition (SCADA)-based smart grids to facilitate real-time data gathering and control functionalities.
Robust Intrusion Detection Systems (IDS) are necessary for early threat detection and mitigation because
of the interconnection of these networks, which makes them vulnerable to a variety of cyberattacks. To
solve this issue, this paper develops a hybrid Deep Learning (DL) model specifically designed for intrusion
detection in smart grids. The proposed approach is a combination of the Convolutional Neural Network
(CNN) and the Long-Short-Term Memory algorithms (LSTM). We employed a recent intrusion detection
dataset (DNP3), which focuses on unauthorized commands and Denial of Service (DoS) cyberattacks, to
train and test our model. The results of our experiments show that our CNN-LSTM method is much better
at finding smart grid intrusions than other deep learning algorithms used for classification. In addition,
our proposed approach improves accuracy, precision, recall, and F1 score, achieving a high detection
accuracy rate of 99.50%.
We have compiled the most important slides from each speaker's presentation. This year’s compilation, available for free, captures the key insights and contributions shared during the DfMAy 2024 conference.
A review on techniques and modelling methodologies used for checking electrom...nooriasukmaningtyas
The proper function of the integrated circuit (IC) in an inhibiting electromagnetic environment has always been a serious concern throughout the decades of revolution in the world of electronics, from disjunct devices to today’s integrated circuit technology, where billions of transistors are combined on a single chip. The automotive industry and smart vehicles in particular, are confronting design issues such as being prone to electromagnetic interference (EMI). Electronic control devices calculate incorrect outputs because of EMI and sensors give misleading values which can prove fatal in case of automotives. In this paper, the authors have non exhaustively tried to review research work concerned with the investigation of EMI in ICs and prediction of this EMI using various modelling methodologies and measurement setups.
Introduction- e - waste – definition - sources of e-waste– hazardous substances in e-waste - effects of e-waste on environment and human health- need for e-waste management– e-waste handling rules - waste minimization techniques for managing e-waste – recycling of e-waste - disposal treatment methods of e- waste – mechanism of extraction of precious metal from leaching solution-global Scenario of E-waste – E-waste in India- case studies.
Literature Review Basics and Understanding Reference Management.pptxDr Ramhari Poudyal
Three-day training on academic research focuses on analytical tools at United Technical College, supported by the University Grant Commission, Nepal. 24-26 May 2024
Adaptive synchronous sliding control for a robot manipulator based on neural ...IJECEIAES
Robot manipulators have become important equipment in production lines, medical fields, and transportation. Improving the quality of trajectory tracking for
robot hands is always an attractive topic in the research community. This is a
challenging problem because robot manipulators are complex nonlinear systems
and are often subject to fluctuations in loads and external disturbances. This
article proposes an adaptive synchronous sliding control scheme to improve trajectory tracking performance for a robot manipulator. The proposed controller
ensures that the positions of the joints track the desired trajectory, synchronize
the errors, and significantly reduces chattering. First, the synchronous tracking
errors and synchronous sliding surfaces are presented. Second, the synchronous
tracking error dynamics are determined. Third, a robust adaptive control law is
designed,the unknown components of the model are estimated online by the neural network, and the parameters of the switching elements are selected by fuzzy
logic. The built algorithm ensures that the tracking and approximation errors
are ultimately uniformly bounded (UUB). Finally, the effectiveness of the constructed algorithm is demonstrated through simulation and experimental results.
Simulation and experimental results show that the proposed controller is effective with small synchronous tracking errors, and the chattering phenomenon is
significantly reduced.
Low power architecture of logic gates using adiabatic techniquesnooriasukmaningtyas
The growing significance of portable systems to limit power consumption in ultra-large-scale-integration chips of very high density, has recently led to rapid and inventive progresses in low-power design. The most effective technique is adiabatic logic circuit design in energy-efficient hardware. This paper presents two adiabatic approaches for the design of low power circuits, modified positive feedback adiabatic logic (modified PFAL) and the other is direct current diode based positive feedback adiabatic logic (DC-DB PFAL). Logic gates are the preliminary components in any digital circuit design. By improving the performance of basic gates, one can improvise the whole system performance. In this paper proposed circuit design of the low power architecture of OR/NOR, AND/NAND, and XOR/XNOR gates are presented using the said approaches and their results are analyzed for powerdissipation, delay, power-delay-product and rise time and compared with the other adiabatic techniques along with the conventional complementary metal oxide semiconductor (CMOS) designs reported in the literature. It has been found that the designs with DC-DB PFAL technique outperform with the percentage improvement of 65% for NOR gate and 7% for NAND gate and 34% for XNOR gate over the modified PFAL techniques at 10 MHz respectively.
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Outlines
• Introduction to ILS
• What is ILS?
• The Uses of ILS
• ILS Components
• How Localizer Works
• How Glide Path Works
• ILS Categories
• Marker Beacons
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What Is ILS?
• ILS is stand for Instrument Landing System.
• It has been existence for over 60 years.
• But today, it is still the most accurate approach
and landing aid that is used by the airliners.
• Why need ILS?
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History of ILS
The first scheduled passenger airliner to land
using ILS was in 1938.
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The Uses of ILS
• To guide the pilot during the approach and landing.
– It is very helpful when visibility is limited and the
pilot cannot see the airport and runway.
• To provide an aircraft with a precision final
approach.
• To help the aircraft to a runway touchdown point.
• To provide an aircraft guidance to the runway both
in the horizontal and vertical planes.
• To increase safety and situational awareness.
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Runway Approach
9
Non-Instrument Runway (NI)
Non-Precision Runway (NP)
Precision Runway (P)
Aiming
point
Touchdown
zone
Threshold
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Types of Runway Approach
1.Non-Instrument Runway (NI)
– A runway intended for the operation of aircraft using visual
approach procedure
2. Instrument Runway
– A runway intended for the operation of aircraft using instrument
approach procedures
a) Non-Precision Runway (NP)
• An instrument runway served by visual aids and a non-visual aid
providing at least lateral guidance adequate for a straight-in
approach
a) Precision Runway (P)
• Allow operations with a decision height and visibility
corresponding to Category 1, or II, or III
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Precision Runway (P) Categories
• Runway Threshold: Beginning of runway for
landing.
• Touchdown zone: The first point for the aircraft
shoul touch the runway during landing.
• Aiming point: serves as a visual aiming point for
a landing aircraft.
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ILS Components
• ILS consists of Ground Installations and Airborne
Equipments
• There are 3 equipments for Ground Installations, which
are:
1. Ground Localizer (LLZ) Antenna – To provide horizontal
navigation
2. Ground Glide path (GP) Antenna – To provide vertical
navigation
3. Marker Beacons – To enable the pilot cross check the
aircraft’s height.
• There are 2 equipments for Airborne Equipments, which
are:
1. LLZ and GP antennas located on the aircraft nose.
2. ILS indicator inside the cockpit
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IILLSS CCoommppoonneennttss
Ground Localizer
Antenna
Ground Glide Path Antenna
ILS Indicator inside
the cockpit
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ILS Indicator
Localizer
Deviation from
runway centre
line
Glidepath
Deviation from
optimal glide
path
Signal Integrity
Flag
Indicates if
instrument is
unreliable
“Dots”
Each “dot” on the
instrument
represents 2° of
deviation
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How ILS works?
• Ground localizer antenna transmit VHF signal in direction
opposite of runway to horizontally guide aircraft to the runway
centre line.
• Ground Glide Path antenna transmit UHF signal in vertical
direction to vertically guide aircraft to the touchdown point.
• Localizer and Glide Path antenna located at aircraft nose
receives both signals and sends it to ILS indicator in the cockpit.
• These signals activate the vertical and horizontal needles inside
the ILS indicator to tell the pilot either go left/right or go
up/down.
• By keeping both needles centered, the pilot can guide his
aircraft down to end of landing runway aligned with the
runway center line and aiming the touch down.
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ILS Components
Localizer:
Glide Path: horizontal guidance
vertical guidance
16
Marker Beacons: the
height aircraft
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Question Banks
• What is Localizer and how does it works?
• What is Glide Slope and how does it works?
• An Airport with an ILS is often rated as Cat 1 or
Cat II or Cat III. Explain the definition of these.
• Explain Outer Marker, Middle Marker and Inner
Marker of ILS system.
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Localizer
• Localizer is the horizontal antenna array located at the
opposite end of the runway.
• Localizer operates in VHF band between 108 to 111.975 MHz
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How Localizer Works
• Localizer transmit two signals which overlap at the
centre.
• The left side has a 90 Hz modulation and the right has a
150 Hz modulation.
• The overlap area provides the on-track signal.
• For example, if an aircraft approaching the runway
centre line from the right, it will receive more of the
150 Hz modulation than 90Hz modulation.
• Difference in Depth of Modulation will energizes the
vertical needle of ILS indicator.
• Thus, aircraft will be given the direction to GO LEFT.
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Localizer
Needle indicates
direction of runway.
Centered Needle =
Correct Alignment
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Glide Path Antenna Array
• Glide Path is the vertical antenna located on
one side of the runway about 300 m to the end
of runway.
• Glide Path operates in UHF band between
329.15 and 335 MHz
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How Glide Path Works
• Glide path produces two signals in the vertical plane.
• The upper has a 90 Hz modulation and the bottom has
a 150 Hz modulation.
• For example, if an aircraft approaching the runway too
high, it will receive more of the 90 Hz modulation than
150Hz modulation.
• Difference in Depth of Modulation will energizes the
horizontal needle of ILS indicator.
• Thus, aircraft will be given the direction to GO DOWN.
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Marker Beacons
• Marker beacons operating at a carrier
frequency of 75 MHz are provided.
• When the transmission from a marker beacon is
received it activates an indicator on the pilot's
instrument panel.
• The correct height the aircraft should be at
when the signal is received in an aircraft.
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Marker Beacons
Outer marker
• The outer marker should be located about 7.2 km from the
threshold.
• The modulation is repeated Morse-style dashes of a 400 Hz
tone.
• The cockpit indicator is a blue lamp that flashes accordingly
with the received audio code.
• The purpose of this beacon is to provide height, distance and
equipment functioning checks to aircraft on intermediate
and final approach.
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Marker Beacons
Middle marker
• The middle marker should be located so as to indicate,
in low visibility conditions.
• Ideally at a distance of 1050m from the threshold.
• The cockpit indicator is an amber lamp that flashes in
accordingly with the received audio code.
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Marker Beacons
Inner marker
• The inner marker, shall be located so as to
indicate in low visibility conditions.
• This is typically the position of an aircraft on the
ILS as it reaches Category II minima.
• The cockpit indicator is a white lamp that
flashes in accordingly with the received audio
code.
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ILS Categories
• There are three categories of ILS the operation.
• Category I - A precision instrument approach and landing with a
decision height not lower than 60 m (200 ft) above touchdown
zone elevation and with either a visibility not less than 800 m or a
runway visual range not less than 550 m.
• An aircraft equipped with an Enhanced Flight Vision System may,
under certain circumstances, continue an approach to CAT II
minimums.
• Category II - Category II operation: A precision instrument
approach and landing with a decision height lower than 60 m (200
ft) above touchdown zone elevation but not lower than 30 m (100
ft), and a runway visual range not less than 350 m.
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ILS Categories
• Category III is further subdivided
– Category III A - A precision instrument approach and landing with:
• a) a decision height lower than 30 m (100 ft) above
touchdown zone elevation, or no decision height; and
• b) a runway visual range not less than 200 m.
– Category III B - A precision instrument approach and landing with:
• a) a decision height lower than 15 m (50 ft) above touchdown
zone elevation, or no decision height; and
• b) a runway visual range less than 200 m but not less than 50
m.
– Category III C - A precision instrument approach and landing with
no decision height and no runway visual range limitations. A
Category III C system is capable of using an aircraft's autopilot to
land the aircraft and can also provide guidance along the runway.
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Advantages of ILS
• The most accurate approach and landing aid
that is used by the airliners.
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Disadvantages of ILS
• Interference due to large reflecting objects,
other vehicles or moving objects.
• This interference can reduce the strength of the
directional signals.
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ILS Protected Area
• ILS Critical Area- Aircraft and Vehicles are
excluded during all ILS operations.
• ILS Sensitive Area
Editor's Notes
ILS is a radio aid to the final approach and is used only within a short distance from the airport.
Scheduled service would be impossible without a way to land in poor weather.
Tests of the first ILS began in 1929
The first scheduled passenger airliner to land using ILS was in 1938.
A Pennsylvania-Central Airlines Boeing 247-D from Washington to Pittsburgh.
In 1949, ICAO adapted an ILS standard developed by the US Army as a standard system for all of its member countries.
Until the mid-1950’s, only visual landing procedures were possible
1958-First IFR landing system developed
1966-First ILS system developed and tested at AIRPORT in USA
1968-First ILS applications installed at major airports
1974-ILS systems mandated by FAA for at least two major runways at all Regional, and International Airports.
A Precision Approach is an approved descent procedure using a navigation facility aligned with a runway where glide slope information is given.
When all components of the ILS system are available, including the approved approach procedure, the pilot may execute a precision approach.
The distance measuring equipment (DME) system gives the pilots distance to a DME ground station.
The pilot can tune one DME station with the navigation control panel.
The DME-distance shows on the navigation displays unit
ILS (instrument landing system)
Primarily consists of three instruments:
Marker beacons are used to measure how far aircraft until landing
Glideslope or GlidePath for vertical guidance
Localizer for lateral guidance
All of these systems transmitt signals at different frequencies that are translated by electronics to determine the position of the aircraft
Localizer operates in VHF band between 108 to 111.975 MHz.
Glide Path operates in UHF band between 329.15 and 335 MHz
Marker Beacons operated in VHF band which is 75 MHz.
Glide Path operates in UHF band between 329.15 and 335 MHz
Localizer is sensitive to obstructions like buildings and terrain.
Glide Path errors can occur if terrain is sloping or is uneven in front of the antenna.
Since antennas point in a single direction, only “straight” approaches are available.
Can be costly.
Both the localizer and and glideslope emit two “tones” one at 90 hertz and the other at 150.
Category I
An instrument runway served by Instrument Landing Systems (ILS) and/or Microwave Landing Systems (MLS) for lateral/vertical guidance and visual aids intended for operating
Decision Height (DH) more than 60m
Visibility more than 880 m
Runway Visual Range (RVR) more than 550 m
Most common of P runways
Category II
Same as Cat I except Cat II has DH more than 30m but less than 60m and RVR more than 350 m.
Category III
Same as Cat I except Cat III has DH less than 30m and RVR less than 350 m.
There are three categories of ILS the operation.
Category I - A precision instrument approach and landing with a decision height not lower than 60 m (200 ft) above touchdown zone elevation and with either a visibility not less than 800 m or a runway visual range not less than 550 m. An aircraft equipped with an Enhanced Flight Vision System may, under certain circumstances, continue an approach to CAT II minimums.
Category II - Category II operation: A precision instrument approach and landing with a decision height lower than 60 m (200 ft) above touchdown zone elevation but not lower than 30 m (100 ft), and a runway visual range not less than 350 m.
Category III is further subdivided
Category III A - A precision instrument approach and landing with:
a) a decision height lower than 30 m (100 ft) above touchdown zone elevation, or no decision height; and
b) a runway visual range not less than 200 m.
Category III B - A precision instrument approach and landing with:
a) a decision height lower than 15 m (50 ft) above touchdown zone elevation, or no decision height; and
b) a runway visual range less than 200 m but not less than 50 m.
Category III C - A precision instrument approach and landing with no decision height and no runway visual range limitations. A Category III C system is capable of using an aircraft's autopilot to land the aircraft and can also provide guidance along the runway surface.