Instrument Approach Systems – ILS Function and Errors

ILS Function

The localizer needle indicates, by deflection, whether the aircraft is right or left of the localizer centerline, regardless of the position or heading of the aircraft. Rotating the OBS has no effect on the operation of the localizer needle, although it is useful to rotate the OBS to put the LOC inbound course under the course index. When inbound on the front course, or outbound on the back course, the course indication remains directional. (See Figure 9-38, aircraft C, D, and E.)

Figure 9-38. Localizer course indications. To follow indications displayed in the aircraft, start from A and proceed through E.

Figure 9-38. Localizer course indications. To follow indications displayed in the aircraft, start from A and proceed through E. [click image to enlarge]

Unless the aircraft has reverse sensing capability and it is in use, when flying inbound on the back course or outbound on the front course, heading corrections to on-course are made opposite the needle deflection. This is commonly described as “flying away from the needle.” (See Figure 9-38, aircraft A and B.) Back course signals should not be used for an approach unless a back course approach procedure is published for that particular runway and the approach is authorized by ATC.

 

Once you have reached the localizer centerline, maintain the inbound heading until the CDI moves off center. Drift corrections should be small and reduced proportionately as the course narrows. By the time you reach the OM, your drift correction should be established accurately enough on a wellexecuted approach to permit completion of the approach, with heading corrections no greater than 2°.

The heaviest demand on pilot technique occurs during descent from the OM to the MM, when you maintain the localizer course, adjust pitch attitude to maintain the proper rate of descent, and adjust power to maintain proper airspeed. Simultaneously, the altimeter must be checked and preparation made for visual transition to land or for a missed approach. You can appreciate the need for accurate instrument interpretation and aircraft control within the ILS as a whole, when you notice the relationship between CDI and glidepath needle indications and aircraft displacement from the localizer and glidepath centerlines.

Deflection of the GS needle indicates the position of the aircraft with respect to the glidepath. When the aircraft is above the glidepath, the needle is deflected downward. When the aircraft is below the glidepath, the needle is deflected upward. [Figure 9-39]

Figure 9-39. A GS receiver indication and aircraft displacement. An analog system is on the left and the same indication on the Garmin PFD on the right.

Figure 9-39. A GS receiver indication and aircraft displacement. An analog system is on the left and the same indication on the Garmin PFD on the right. [click image to enlarge]

ILS Errors

The ILS and its components are subject to certain errors, which are listed below. Localizer and GS signals are subject to the same type of bounce from hard objects as space waves.

  1. Reflection. Surface vehicles and even other aircraft flying below 5,000 feet above ground level (AGL) may disturb the signal for aircraft on the approach.
  2. False courses. In addition to the desired course, GS facilities inherently produce additional courses at higher vertical angles. The angle of the lowest of these false courses occurs at approximately 9°– 12°. An aircraft flying the LOC/GS course at a constant altitude would observe gyrations of both the GS needle and GS warning flag as the aircraft passed through the various false courses. Getting established on one of these false courses results in either confusion (reversed GS needle indications) or in the need for a very high descent rate. However, if the approach is conducted at the altitudes specified on the appropriate approach chart, these false courses are not encountered.
 

Marker Beacons

The very low power and directional antenna of the marker beacon transmitter ensures that the signal is not received any distance from the transmitter site. Problems with signal reception are usually caused by the airborne receiver not being turned on or by incorrect receiver sensitivity.

Some marker beacon receivers, to decrease weight and cost, are designed without their own power supply. These units utilize a power source from another radio in the avionics stack, often the ADF. In some aircraft, this requires the ADF to be turned on in order for the marker beacon receiver to function, yet no warning placard is required. Another source of trouble may be the “HIGH/LOW/OFF” three-position switch, which both activates the receiver and selects receiver sensitivity. Usually, the “test” feature only tests to see if the light bulbs in the marker beacon lights are working. Therefore, in some installations, there is no functional way for the pilot to ascertain the marker beacon receiver is actually on except to fly over a marker beacon transmitter and see if a signal is received and indicated (e.g., audibly, and visually via marker beacon lights).

Operational Errors

  1. Failure to understand the fundamentals of ILS ground equipment, particularly the differences in course dimensions. Since the VOR receiver is used on the localizer course, the assumption is sometimes made that interception and tracking techniques are identical when tracking localizer courses and VOR radials. Remember that the CDI sensing is sharper and faster on the localizer course.
  2. Disorientation during transition to the ILS due to poor planning and reliance on one receiver instead of on all available airborne equipment. Use all the assistance available; a single receiver may fail.
  3. Disorientation on the localizer course, due to the first error noted above.
  4. Incorrect localizer interception angles. A large interception angle usually results in overshooting and possible disorientation. When intercepting, if possible, turn to the localizer course heading immediately upon the first indication of needle movement. An ADF receiver is an excellent aid to orient you during an ILS approach if there is a locator or NDB on the inbound course.
  5. Chasing the CDI and glidepath needles, especially when you have not sufficiently studied the approach before the flight.