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INAIR 2017
INAIR
International Conference
on Air2017
Transport – INAIR 2017
Measuring and Testing the Instrument Landing System at the
Measuring and Testing the Instrument Landing System at the
Airport Zilina
Airport Zilina
Andrej Nováka,*
, Karel Havela, Michal Janoveca
Andrej Nováka,*, Karel Havela, Michal Janoveca
University of Žilina, Univerzitná 8215/1, 010 26 Žilina, Slovakia
University of Žilina, Univerzitná 8215/1, 010 26 Žilina, Slovakia
a
a
Abstract
Abstract
This paper deals with the flight measuring and testing of the Instrument Landing System (ILS) by flying laboratory aircraft –
This
paper
deals
with the flight
measuring
and testing
Landing
System (ILS) by
flying
aircraft at–
AeroLab
1 at
the University
of Žilina.
The paper
focussesofonthe
theInstrument
comparative
aerial measurements
of the
ILSlaboratory
which is installed
AeroLab
at the University
Žilina.
The operation
paper focusses
on and
the comparative
aerial
measurements
of the
which
is installed
at
the
Žilina1airport.
The systemofwas
put into
in 2012
is subjected to
regular
checks. Results
ofILS
flight
checking
must be
the Žilina
was tolerances
put into operation
and isAnnex
subjected
to regular
of flight checking
mustinto
be
within
the airport.
limits ofThe
thesystem
prescribed
defined in 2012
the ICAO
10, Volume
1. checks.
PracticalResults
measurements
were divided
within
the limits
prescribed
tolerances
inmeasurements
the ICAO Annex
Volumetwo
1. Practical
measurements
were
divided into
four
flights.
Two of
of the
them
were devoted
to the defined
Localizer
and10,
remaining
flights were
devoted to the
measurements
four
them
were devoted
to the
Localizer
measurements
andwith
remaining
two flights
wereand
devoted
to the measurements
of
theflights.
GlideTwo
Path.ofThe
displayed
outputs
on the
console
were compared
the reference
values
subsequently
evaluated in
of the
Glide Path.
displayed
outputs on
the console were
the reference
values
and subsequently
evaluated
the
conclusion.
OurThe
practical
comparative
measurements
showcompared
results thatwith
comply
with ICAO
standards
and thus the tested
ILS in
is
the conclusion.
measurements
results
that comply with ICAO standards and thus the tested ILS is
fully
functional Our
and practical
could be comparative
used in mountains
and closeshow
to river
areas.
fully functional and could be used in mountains and close to river areas.
©
2017 The
The Authors.
Authors. Published
Published by
by Elsevier
Elsevier B.V.
Ltd.
© 2017
©
2017
The
Authors.
Published
by
Elsevier
Ltd. committee
Peer-review
under
responsibility
of
the
scientific
committee of
of the
the International
INAIR 2017.Conference on Air Transport – INAIR 2017.
Peer-review under responsibility of the scientific
Peer-review under responsibility of the scientific committee of the INAIR 2017.
Keywords: Aircraft, AeroLab, flight inspection, GPS, ILS
Keywords: Aircraft, AeroLab, flight inspection, GPS, ILS
1. Introduction
1. Introduction
The most demanding phase from the orientation precision and aircraft guidance point of view is the approach to
The most
demanding
from theshould
orientation
and the
aircraft
guidance
point
view
is is
theformed
approach
to
landing
and landing
itself.phase
The aircraft
at thisprecision
phase follow
descending
axis
i.e. of
a line
that
by an
landing
and
landing
itself.
The
aircraft
should
at
this
phase
follow
the
descending
axis
i.e.
a
line
that
is
formed
by
an
intersection of the course plane (course plane passes through the axis of the runway and it is perpendicular to the
intersection
of the
course
(course
plane
passes
through
the axis
the runway
is perpendicular
surface of the
Earth)
andplane
the Glide
Path
(Glide
Path
intersects
the of
runway
axis atand
theit touchdown
point,toitthe
is
surface
of
the
Earth)
and
the
Glide
Path
(Glide
Path
intersects
the
runway
axis
at
the
touchdown
point,
is
perpendicular to the course plane and with the horizontal plane it forms an angle equal to the angle of descent it(i.e.
perpendicular
theYang
course
plane
and with the horizontal plane it forms an angle equal to the angle of descent (i.e.
about 2 – 4) (LitoY,
B, et.
al. 2006.).
about 2 – 4) (Li Y, Yang B, et. al. 2006.).
* Corresponding author. Tel.: +421 41 513 3450, +421 41 513 3451
E-mail address:author.
andrej.novak@fpedas.uniza.sk
* Corresponding
Tel.: +421 41 513 3450, +421 41 513 3451
E-mail address: andrej.novak@fpedas.uniza.sk
2352-1465 © 2017 The Authors. Published by Elsevier Ltd.
Peer-review
underThe
responsibility
of theby
scientific
of the INAIR 2017.
2352-1465 © 2017
Authors. Published
Elsevier committee
Ltd.
Peer-review under responsibility of the scientific committee of the INAIR 2017.
2352-1465  2017 The Authors. Published by Elsevier B.V.
Peer-review under responsibility of the scientific committee of the International Conference on Air Transport – INAIR 2017.
10.1016/j.trpro.2017.12.176
Andrej Novák et al. / Transportation Research Procedia 28 (2017) 117–126
Andrej Novák et al. / Transportation Research Procedia 00 (2017) 000–000
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2
The system of precision approach beacons ILS (Instrument Landing System) is standardised according to ICAO
ANNEX 10 and it allows:
 To create a course plane,
 To create a Glide Path,
 To pass the information about flyover of the points that are significant for the approach.
System of the precision approach beacons ILS consists of three parts:
 VHF localizer transmitter
 UHF Glide Path transmitter
 VHF marker beacons
Each localizer transmitter is assigned a frequency from the range 108 – 117.975 MHz according to the table from
ICAO ANNES 10. This frequency is also assigned a fixed frequency of the Glide Path transmitter from the range
328.6 – 335.4 MHz. Marker beacons work at the frequency of 75 MHz.
Position of the Glide Path transmitter antenna system is based on the requirements for the Glide Path axis. It is
located at a distance of 50 – 150 m beyond the runway threshold and up to 120 m from the RWY axis. On the
instrument approach map, the Glide Path transmitter is represented by a small circumference with a marked centre,
ILS GP (Glide Path) abbreviation and carrier wave frequency. The Glide Path transmitter must provide a sufficient
signal in the 8° wide sector around the extended runway axis within 18 km of the runway threshold. The elongated
axis of Glide Path has a height of 15 m above the runway threshold, with a fault of no more than 3 m.
All ILS beacons must be equipped with a monitoring device that monitors their transmission and accuracy. In the
event of a malfunction or lack of accuracy, the monitoring device alerts the operator and switches off the
malfunctioning device (Geise R, et. al. 2016)
VHF marker beacons on the instrument flight map are in the document called Aeronautical Information Publication
- AIP SK marked with a dotted image limited by circular arcs and by letters OM (Outer Marker) in the case of outer
marker beacon, MM (Middle Marker) for the centre marker beacon and IM (Inner Marker) for the inner marker
beacon. Marker beacons are also shown in the vertical projection view.
For aircraft guidance to a course path the ILS system is complemented by a VOR beacon, a distance measuring
system DME, or by one or two NDB marker beacons. When NDB marker beacons are used, they are positioned
identically with the outer and middle marker beacons. (Kandera, B., 2015)
2. Technical Specifications of Flight Laboratory
The Flight Laboratory consists of: technology carrier Piper Seneca V, PA-34-220T, Airfield technology laboratory
console, AT 940, Data processing applications: WinFIS, V. 10.14, SPU Version 6.3r1. (Novak, A., 2012)
The measuring console consists of two segments:
 on-board segment,
 Ground segment.
2.1. On-board segment
The on-board segment consists of antenna system, ASU (Avionics Sensor Unit), SPU (Signal Processor Unit) and
external avionics sensors. The system is powered by a 28V DC on-board network, and it is separated from the onboard power supply network. The system includes AHRS (Attitude and Heading Reference System) and magnetic
compass.
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Fig. 1 The block circuit diagram of an on-board SPU segment (source: Novak, A. 2012)
2.1.1. Avionics Sensor Unit (ASU)
The Avionics Sensor Unit (ASU) contains a Multi-Mode Receiver (MMR) that receives the signals from the
navigation aids being inspected. The MMR combines the ILS, VOR, MKR, DME and ADF functions into a single
unit, thereby reducing size, weight, and power requirements. The signals required for flight inspection are output from
the avionics sensors, conditioned by circuit boards in the ASU, and output to the Signal Processing Unit (SPU). In the
standard AT-940 ASU a dual-function GPS/VHF unit is installed which includes a GPS Technical Standard Order
(TSO) receiver and VHF communications transceiver. The GPS (TSO) receiver provides the hardware required for
inspection of GPS/GNSS procedures in accordance with ICAO recommendations. The VHF communications
transceiver allows the FIS operator to communicate with navigation aid ground engineers during flight inspections.
(source: Kandera, B., 2015)
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2.1.2. Avionics Sensor Outputs - Signal Flow
NAV and GS Receiver Outputs. The MMR contains ILS and VOR receivers, which receive the radio signals from
the facility being inspected. The detected LLZ/VOR and Glide Path composite signals are output from the receivers
conditioned, and processed by the SPU to measure ILS deviations and modulations, VOR bearing, VOR modulation
percentages and FM deviation required for flight inspection and calibration (Lazar, T., et. al. 2015). The automatic
gain control (AGC) voltages from the receivers are output to the SPU for measuring the RSL (Received Signal Level)
inputs to the receivers.
NAV and GS Receiver Composite Signals. The LLZ/VOR received detected composite signal (NAV OMP) and
GS receiver detected composite signal (GS COMP) are output from the MMR and input to the MMR Interface board.
The primary function of the MMR interface board is to amplify (or “scale”) the analogue signals from the avionics to
appropriate voltage levels within the input range of the analogue/digital (A/D) converters used in the SPU. The scaled
output signals (SCALED NAV COMP and SCALED GS COMP) are routed to the SPU through the SPU/ASU
interface cable and input to the digital signal processing (DSP) and VOR boards for processing.
Receiver AGC Signals. The AGC outputs from the receivers are used by the system to determine the Received
Signal Levels (RSL) at the receiver inputs. The NAV, GS and ADF receiver AGC signals (NAV AGC, GS AGC and
ADF AGC) are output from the MMR and input to the MMR Interface board. The DME AGC signal is output from
the MMR and input to the DME AGC board. The scaled AGC output signals (SCALED NAV AGC, SCALED GS
AGC, SCALED ADF AGC and SCALED DME AGC) are routed to the SPU through the SPU/ASU interface cable
and input to the A/D board.
RSB Outputs. Digital data are output from the MMR and input to the SPU via the RSB board and used by the
system to obtain the following parameters:
 DME Range
 ADF Bearing
 Marker Beacon Lamp Status (Inner, Middle and Outer)
DME Receiver Video and Suppression Outputs. The DME receiver video signal is output to a BNC connector on
the rear panel of the ASU to allow it to be viewed and/or recorded on an oscilloscope. The DME transmitter
suppression pulse is also output for video synchronization and to interface with the aircraft L-band suppression bus.
Temperature Sensor Output. An optional solid-state temperature sensor may be installed in the MMR to provide
operating temperature information to the system. The output from the temperature sensor is sent to the SPU where it
is input to the microprocessor board and transmitted to the Host computer.
2.2.
Ground segment
The ground segment consists of a ground reference station with a ground-to-aircraft data communication module
operating at a frequency of 868 MHz. The ground reference station includes a reference antenna with a mast, an omnidirectional antenna data link, a reference GPS / GLONAS receiver and a power supply (battery).
3. ILS measurement methodology
3.1. ILS LOC Measurement Procedure
The ILS equipment measurement plan is generally based on international standards (Manual on Testing of Radio
Navigation AIDS, ICAO Doc 8071, Volume I).
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5
Fig. 2 ILS LOC / FC Measurement Procedure (source: Novak, A. 2011)
3.1.1.
Measured parameters - MOD.BAL., HM90Hz and HM150Hz
Horizontal departure height of 1000ft (300 m) approximately in the RWY axis (LLZ without indication) from the
ILS point "B" level to a point at a distance of 10 NM in CL RWY.
3.1.2.
Measured parameters - Phasing to the right
Horizontal approach from a point at a distance of 10NM (18.5km), 5° to the right of the RWY axis along the
junction of that point and the centre of the LLZ antenna, 1000 ft (300 m) to the level of ILS point "A".
3.1.3. Measured parameters - Phasing to the left
Horizontal approach from a point at a distance of 10 NM (18.5 km), 5° to the left of the RWY axis along the line
of that point and the centre of the LLZ antenna, 1000 ft (300 m) to the level of ILS point "A".
3.1.4. Measured Parameters - Course Line development, course line position monitor protection, course line
position, HM90Hz and HM150Hz, FLG, AGC.
Horizontal approach height 1000 ft (300 m) from the point plane at a distance of 10NM (18.5 km) on the CL RWY
to the descending plane, following the ILS Glide Path, descending to a THR level at 15 m above the THR, fly over
the GPA (GP antenna) at 15m above THR to the level of ILS point "E".
3.1.5. Measured parameters - position sensitivity, position sensitivity protection to the right
Horizontal flight height 1000 ft (300 m) from point level 10 NM (18.5 km) until the course sector boundary -150
μA / 5 dots to the right (steps with offset -150 μA), horizontal approach up to the glideslope, arrival along the
glideslope with a descent to the level of ILS point "B".
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3.1.6. Measured parameters - position sensitivity, position sensitivity protection to the left
Horizontal flight height 1000 ft (300 m) from point level 10NM (18.5km) until the course sector boundary +150
μA / 5 dots to the right (steps with offset +150 μA), horizontal approach up to the glideslope, arrival along the
glideslope with a descent to the level of ILS point "B".
3.1.7. Measured parameters - coverage outside the course sector, range (first part), FLG, AGC, course sector
angle.
Horizontal flight height 2000 ft (600 m) from a point 35° to the right of CL RWY at 17NM from the centre of the
LLZ antenna system perpendicular to the RWY axis up to a point 35° left (possibly along a circumference with a
17NM radius from the LLZ antenna system).
3.1.8. Measured parameters - coverage outside the course sector, range (first part), FLG, AGC, course sector
angle.
Horizontal flight height 2000 ft (600 m) from point "B" perpendicular to the RWY axis up to point "A".
3.1.9. Measured parameters - coverage outside the course sector, range (second part), FLG, AGC, course sector
angle.
Horizontal flight height 2000 ft (600 m) from point "X" perpendicular to the RWY axis up to the point "Y".
3.1.10. Measured parameters - coverage outside the course sector, range (second part), FLG, AGC, course sector
angle.
Horizontal flight height 2000 ft (600 m) from point "Y" perpendicular to the RWY axis up to the point "X".
3.1.11. Measured parameters - range, RF power protection
Repeat points 9 and 10 at 3 dB lower radiofrequency CSB performance (single frequency LLZ), or at 1dB lower
radiofrequency CSB and CLR performance (two-frequency LLZ).
3.1.12. Measured parameters - range, backup power supply, undulation of Glide Path, polarization effect, Glide
Path position, HM 90 Hz and HM 150Hz, FLG, AGC.
Horizontal flight in the course plane at a height of 2000 ft (600 m) from the point "C" with the aircraft banking by
+/- 20° in the longitudinal axis (ANNEX 10 / I paragraph 2.1.1.3.1.10) up to the descending plane along the Glide
Path ILS approach to a THR level of 15 m above the THR, fly over the GPA at 15 m above THR to the level of ILS
point "E" (Figure 4).
Notes:
1. All altitudes listed above are above the level of the runway threshold in the direction of the approach.
2. All the distances mentioned above are related to the centre of the LLZ antenna system.
3. Abovementioned recommended flight measurement procedure of front course sector applies to one LLZ set. The
process of measuring the second set is the same.
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Fig. 3 ILS LOC / BC Measurement Procedure - Horizontal Profile (source: Novák, A., 2011)
Fig. 4 ILS LOC / BC Measurement Procedure - Vertical Profile (source: Novák, A., 2011)
Specific procedures and plans for individual parts and measurements of the ILS system may vary for different
countries in the world. In general, however, the measurement is performed with respect to the requirements of ANNEX
10 and DOC 8071, Volume I. Figures 2, 3 and 4 illustrate the usual measurement procedures.
3.2. Procedure for analysing results and applying tolerance
Definition of Difference Depth of Modulation (DDM). Difference Depth of Modulation is the difference of the
absolute values of m90Hz and m150Hz, with the DDM polarity being positive if m90Hz > m150Hz and vice versa:
DDM  m90Hz  m150Hz
LLZ FC - DDM is positive to the left of the RWY axis in the direction of approach and vice versa
LLZ BC - DDM is positive to the right of the RWY axis in the direction of approach and vice versa
GP - DDM is positive above the Glide Path in the direction of approach and vice versa
(1)
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8
Relation between DDM and %DDM is as follows:
DDM 
%DDM
100
(2)
3.3. ILS LOC angle of the course sector
The angle of the ILS LOC course sector is shown in Fig. 5, wherein measurement of said angle can also be made
by ground measurement at a distance of 105 m from the runway axis.
Fig. 5 Angle of the course sector (source: Novák, A., 2011)
  2  arctg
And vice versa:
D
105
D
105
tg

2
(3)
(4)
where: α - angle of course sector, D - the LLZ antenna distance from the RWY threshold from the direction of
approach
Note: The course sector width in THR RWY is 700ft according to ANNEX 10 which corresponds to 213.36m. If the
rounded value according to regulation L10 / I. is 210m that represents a fault of 1.6%. For the angle of the course
sector it is valid: 3.00° < α < 6.00°. If for specific distances D is an angle less than 3.00° or greater than 6.00°, it is set
to 3.00° and 6.00° respectively. The course sector boundaries are defined as follows:
%DDM = +/-15.5% & DDM = +/- 0.155 & CDI = +/- 150µA & +/- 105m in THR & +/- 0.5α
3.3.1.
Displacement and protection of course line FC displacement
CAT I. +/- 10.5m in THR = +/- 1.55% %DDM = +/- 0.0155 DDM = +/- 15µA
CAT II. +/- 7.5m in THR = +/- 1.1% %DDM = 0.011 DDM = +/- 10.7µA
CAT III. +/- 3m in THR = +/- 0.44% %DDM = +/- 0.0044 DDM = +/- 4.3µA
3.3.2.
Displacement and protection of course line BC displacement
+/- 60m / 1NM = +/- 90°A / SW = 3.00°
3.3.3.
Displacement sensibility and protection of displacement sensibility
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CAT I. +/- 17% of nominal value - +/- 2.63% %DDM = +/- 0.026 DDM = +/- 25.5µA = - 1.36dB / +1.61dB
CAT II. +/- 17% of nominal value - +/- 2.63% %DDM = +/- 0.026 DDM = +/- 25.5µA = - 1.36dB / +1.61dB
CAT III. +/- 10% of nominal value - +/- 1.55% %DDM = +/- 0.0155 DDM = +/- 15µA = - 0.83dB / + 0.92dB
4.
Measurement outputs
From the outputs of the comparative measurement point of view, we concentrated mainly on two measurements
of the parameters of the ILS LOC equipment in Žilina, which has assigned the ZNA identification code. Our focus
was primarily on direct arrival from point "C" up to point THR, or with a runway fly over. In the comparative
measurement, two ILS LOC transmitter assemblies as well as two ILS GP assemblies were measured. In this case, we
concentrated on finding differences between sets.
Fig. 6 ILS/LOC – ZNA test flight no. 1 (left) and ILS/LOC – ZNA test flight no.2 (right)
In Fig. 6. depict graphically recorded measurement values for ILS / LOC, recorded values: Alignment: 2,2 µA
(0,04Dg) 90 Hz on CL 1.00NM – THR, OM Marker: 822 m (duration 16.8s) MM Marker: 211 m (4,1s), RSL@ 8.0
NM: -64.2 dBm RSL@ 25.0 NM Not Found (Note: Measurements were carried out for distances of up to 10 NM, no
measurements were made for a maximum distance of 25 NM).
Fig. 7 ILC/GP – ZNA test flight no. 1 (left) and ZNA test flight no. 2 (right)
ILS/GP recorded values: Angle: 3.52° (2.7µA 150Hz) TCH: 43.30ft 13.20Mt, Avg. SDM: 80.6% (7.00-3.00NM),
SDM @ 4NM: 80.6%, RSL@ 8.0NM: -68.3 dBm, RSL@ 10.0 NM: -75.7 dBm, OM Marker: 822 m (duration 16.8s)
MM Marker: 211 m (duration 4.1s) (see figures 7).
10
126
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Andrej Novák et al. / Transportation Research Procedia 28 (2017) 117–126
Comparative measurement has shown that both sets of ILS - ZNA equipment are from a power point of view set
within the tolerances prescribed in Annex 10, Volume 1.
5. Conclusion
Flight measurement is performed for each aeronautical ground equipment during which time regular checks and
measurements of the specified parameters are carried out. If these measurements are performed on the equipment or
in its close vicinity and the results are within the prescribed tolerances defined in Annex 10, Volume 1, then it can be
assumed that the signal emitted by this equipment will meet the prescribed requirements at the point of assumed
occurrence of the aircraft as well. In addition, the signal of multiple devices is formed into the resulting form only at
distances that are beyond the reach of ground measuring and control equipment.
It would be ideal to check the aeronautical ground equipment signal at the place of the aircraft occurrence just
before its use, which is of course impossible. However, it is possible to carry out the measurement of the signals
directly in the space where they are expected to be used by an aircraft. This does or does not confirm the assumption
that the aeronautical ground equipment is working properly. The verification procedures are described in Doc 8071,
Volume 1.
Our comparative measurements have confirmed the fact that the ILS-ZNA device is transmitting a signal in
accordance with Annex 10 Volume 1, with both installed sets and their differences are within tolerances defined for
the use of such devices. Measured value For the ILS / GP descend angle is 3.52° and the signal ripple is within the
tolerance.
Acknowledgements
This paper is published as one of the scientific outputs of the project: „Centre of Excellence for Air Transport
ITMS 26220120065“.
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