Instrument landing

automation system.
Autoland
Automation landing system
1-True Runway(RW) dimension
2- Determinate zone of instrumental system
Two automatic landing systems have been developed:
• A radar-beam type, detects the position and rate of
change in position of the landing aircraft by means of
a radar beam emitted from a ground derived - control
complex.
• A fixed-beam type, derives position and rate of
change in position by instrumentation within the
landing aircraft, but it makes use of Instrument
Landing System (ILS) or Microwave Landing System
(MLS) type equipment on the ground. In the aircraft
are accelerometers (which may be part of an inertial
navigation system) and a radio altimeter.
Essential to both systems is an autopilot in the
aircraft, commanded by a computer on the ground in
the radar-beam system and by a computer in the
aircraft for the fixed-beam system.
 Decision altitude/height (DA/DH)
• Once established on an approach, the Autoland
system or pilot will follow the ILS and descend along
the glideslope, until the Decision Altitude is
reached. At this point, the pilot must have the runway
or its approach lights in sight to continue the
approach.
• If neither can be seen, the approach must be aborted
and a missed approach procedure will be performed.
This is where the aircraft will climb back to a
predetermined altitude and position. From there the
pilot will either try the same approach again, try a
different approach or divert to another airport.
• Aborting the approach (as well as the ATC instruction
to do so) is called executing a missed approach.
ILS categories
 ILS categories
• Category I (CAT I) - A precision instrument approach and landing with a
decision height not lower than 200 feet (61 m) above touchdown zone
elevation and with either a visibility not less than 800 meters (2,625 ft) or a
runway visual range not less than 550 meters (1,804 ft).
• Category II (CAT II) - A precision instrument approach and landing with a
decision height lower than 200 feet (61 m) above touchdown zone
elevation but not lower than 100 feet (30 m), and a runway visual range not
less than 350 meters (1,148 ft).
• Category III (CAT III) is further subdivided
– Category III A :
• a) a decision height lower than 100 feet (30 m) above touchdown
zone elevation, or no decision height; and
• b) a runway visual range not less than 200 meters (656 ft).
– Category III B :
• a) a decision height lower than 50 feet (15 m) above touchdown
zone elevation, or no decision height; and
• b) a runway visual range less than 200 meters (656 ft) but not less
than 50 meters (164 ft).
– Category III C - 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.
Instrument landing system
•The Instrument Landing System (ILS) is a
ground-based instrument approach system
that provides precision guidance to an aircraft
approaching and landing on a runway, using a
combination of radio signals and, in many
cases, high-intensity lighting arrays to enable a
safe landing during instrument meteorological
conditions (IMC), such as low ceilings or
reduced visibility due to fog, rain, or blowing
snow.
An approach plate
for the ILS to
runway 8L at
Atlanta Hartsfield
Airport (ATL),
Georgia
 Principle of operation

An ILS consists of two independent sub-systems:

• one providing lateral guidance (Localizer)
• the other vertical guidance (Glideslope or
Glide Path) to aircraft approaching a runway.
Aircraft guidance is provided by the ILS
receivers in the aircraft by performing a
modulation depth comparison.
• A localizer (LOC, or LLZ in Europe) antenna array is normally
located beyond the departure end of the runway and generally
consists of several pairs of directional antennas. Two signals
are transmitted on one out of 40 ILS channels between the
carrier frequency range 108.10 MHz and 111.95 MHz. One is
modulated at 90 Hz, the other at 150 Hz and these are
transmitted from separate but co-located antennas. Each
antenna transmits a narrow beam, one slightly to the left of the
runway centerline, the other to the right.
• The localizer receiver on the aircraft measures the Difference in
the Depth of Modulation (DDM) of the 90 Hz and 150 Hz
signals. For the localizer, the depth of modulation for each of
the modulating frequencies is 20 percent. The difference
between the two signals varies depending on the position of the
approaching aircraft from the centerline.
 A glideslope or Glidepath (GP)
• GP antenna array is sited to one side of the
runway touchdown zone. The GP signal is
transmitted on a carrier frequency between
329.15 and 335 MHz using a technique similar
to that of the localizer. The centerline of the
glideslope signal is arranged to define a
glideslope of approximately 3° above horizontal
(ground level). The beam is 1.4° deep; 0.7°
below the glideslope centerline and 0.7° above
the glideslope centerline.
• Localizer and glideslope carrier frequencies are
paired so that only one selection is required to
tune both receivers.
 HSI
(left of centreline and below from glide path)
 HSI
(left of-centre line and at the glide path)
 NPI
(right of-centre line and at the glide path)
Antennas
 The Microwave Landing System
(MLS)
• is precision landing system originally intended to replace
or supplement the ILS. MLS has a number of operational
advantages, including a wide selection of channels to
avoid interference with other nearby airports, excellent
performance in all weather, and a small "footprint" at the
airports.
• A widespread installation in the United Kingdom is
currently underway, which included installing MLS
receivers on most British Airways aircraft, but the
continued deployment of the system is in doubt. NASA
operates a similar system called the Microwave
Scanning Beam Landing System to land the Space
Shuttle.
 Operational Functions
• The system may be divided into five functions:
Approach azimuth, Back azimuth, Approach
elevation, Range and Data communications.
Approach azimuth guidance
(Coverage Volume of the Azimuth station )
Coverage Volumes of the Elevation
station
• The azimuth station transmits MLS angle and data
on one of 200 channels within the frequency range of
5031 to 5091 MHz and is normally located about
1,000 ft (300 m) beyond the stop end of the runway.
• The azimuth coverage extends: Laterally, at least 40
degrees on either side of the runway centerline in a
standard configuration. In elevation, up to an angle of
15 degrees and to at least 20,000 ft (6 km), and in
range, to at least 20 nm (37 km)
• The elevation station transmits signals on the same
frequency as the azimuth station. A single frequency is
time-shared between angle and data functions and is
normally located about 400 feet from the side of the
runway between runway threshold and the touchdown
zone.
• Elevation coverage is provided in the same airspace
as the azimuth guidance signals: In elevation, to at
least +15 degrees; Laterally, to fill the Azimuth lateral
coverage and in range, to at least 20 nm (37 km)
 Range guidance
• The MLS Precision Distance Measuring Equipment
(DME/P) functions the same as the navigation
DME, but there are some technical differences. The
beacon transponder operates in the frequency
band 962 to 1105 MHz and responds to an aircraft
interrogator. The MLS DME/P accuracy is improved
to be consistent with the accuracy provided by the
MLS azimuth and elevation stations.
• A DME/P 200 channel is paired with the azimuth
and elevation channel.
• The DME/N or DME/P is an integral part of the MLS
and is installed at all MLS facilities unless a waiver
is obtained. This occurs infrequently and only at
outlying, low density airports where marker
beacons or compass locators are already in place.
 Data communications
• The data transmission can include both the basic and auxiliary
data words. All MLS facilities transmit basic data. MLS data
are transmitted throughout the azimuth (and back azimuth
when provided) coverage sectors. Representative data
include: Station identification, Exact locations of azimuth,
elevation and DME/P stations (for MLS receiver processing
functions), Ground equipment performance level; and DME/P
channel and status.
• MLS identification is a four-letter designation starting with the
letter M. It is transmitted in International Morse Code at least
six times per minute by the approach azimuth (and back
azimuth) ground equipment.
• Auxiliary data content: Representative data include: 3-D
locations of MLS equipment, Waypoint coordinates, Runway
conditions and Weather (e.g., RVR, ceiling, altimeter setting,
wind, wake vortex, wind shear).
 Local Area Augmentation
System (LAAS)
is an all-weather aircraft landing system based on real-
time differential correction of the GPS signal. Local
reference receivers send data to a central location at
the airport. This data is used to formulate a correction
message, which is then transmitted to users via a VHF
data link. A receiver on an aircraft uses this
information to correct GPS signals, which then
provides a standard ILS-style display to use while
flying a precision approach. The International Civil
Aviation Organization (ICAO) calls this type of system
a Ground Based Augmentation System (GBAS).
Principle of operation
 Autoland (automatic landing)
systems
• describes a system that fully automates the
landing phase of an aircraft’s flight, with the
human crew merely supervising the process.
• were designed to make landing possible in
visibility too poor to permit any form of visual
landing, although they can be used at any level
of visibility. They are usually used when visibility
is less than 600 meters RVR(runway visual
range) and/or in adverse weather conditions,
although limitations do apply for most aircraft
•The means for guiding and controlling aircraft
from an initial approach altitude to a point where
safe contact is made with the landing surface.
Such systems differ from low-approach systems in
three major respects:
•They furnish not only guidance but control of the
aircraft as well.
•They furnish information on the aircraft's position
with respect to the terrain below it, and the rate at
which the landing surface is being approached.
•They do not require the pilot to assume manual
control near the ground.