Indian Journal of Radio & Space Physics

Vol. 34, December 2005, pp. 431-434

Effect of environmental changes on the performance of ILS

located at Hyderabad airport

K Ramalingam, G Sasibhushana Rao & K Ramakrishna

Airports Authority oflndia, Hyderabad Airport, Hyderabad 500 016
and
AD Sarma
R & T Unit for Navigational Electronics, Osmania University, Hyderabad 500 007
E-mail: ad_sarma@yahoo.com
Received 27 July 2004; revised 14 September 2005; accepted 7 October 2005

In civil aviation, the existing precision approach (PA) landing system equipment has certain limitations due to ground
environment, which affects the performance of the equipment. The effect of changes in the environment conditions
surroJnding the airport on Instrumental Landing System (ILS) course structure has been presented by comparing the
calibrated and measured data 3t Hyderabad airport (India). The field strength data are acquired using the NORMAC ILS
signal field test receiver and compared with the calibration aircraft (A VRO HS-748) data. Performance of the existing ILS is
analyzed and the resu Its confirm the effect of environmental changes on the ILS course structure.
Keywords: CNS, Precision approach, ILS signal, DDM, Localizer, Multipath, GPS
PACS No: 07 .87.+V, 07.89.+b,
IPC Code: G01Sl/08; GOlSl/12; G01S5/00

1 Introduction augmented Global Positioning System (GPS) can be

Communication, navigation and surveillance (CNS) used to overcome these effects.
are the essential necessities for economical, safe and
smooth flow of air traffic. Instrumental Landing 2 Salient features of landing
System (ILS) is the international standard for When a flight is approaching the airport, it
approach and landing guidance. The ILS allows an descends from the enroute airspace into terminal
approaching aircraft to align itself with the extended airspace. During landing, the aircraft must transit
centreline of the runway and descend in an area, from the terminal flight to the final approach along
which is free from obstructions on a defined glide the extended runway centreline by using the standard
angle 1• The major limitation of ILS is its sensitivity to instrument approach procedures, prescribed for each
the environment. The ILS accuracy degradation runway of the airport. From minimum approach
(beam bends) can occur due to reflections from altitude, pilot will follow the final approach
buildings, terrain, airborne aircraft, taxing aircraft and procedure. The precision approach of the aircraft is
ground vehicles. The reflected (multipath) signals guided by radio beams generated by the ILS. Aircraft
combine with the direct signal and cause bends or maintains a speed of 100-150 knots during decent,
scalloping in the course line due to variation in along the glide path beginning at the final approach
difference in depth of modulation (DDM) of the fix (outer marker). When the aircraft reaches the
received signal 2 . To asses these effects, calibration- authorized decision height, pilot lands the aircraft
aircraft-signal-field receiver for inspection of radio only if the runway or its lights are visible; otherwise,
and navigation aids is necessary. This involves he aborts the landing3 . The airborne receiver receives
evaluation and certification of the signal in space. In both the direct and the reflected signals. The field
this paper, salient features of landing, ILS signal strength of reflected signal is a function of reflection
format and the effect of environmental changes on coefficient of the reflecting surfaces. As the aircraft
ILS performance are presented. As the ground based flies along a flight path, the difference in path lengths
ILS equipment is susceptible to multipath effects, an of the direct and reflected signals varies and gives a
432 INDIAN J RADIO & SPACE PHYS, DECEMBER 2005

change in the radio frequency (RF) phase difference. array consists of 12 antenna elements. The elements
This results in the variation in DDM of the received · are spaced at a distance of % A. of the operating
. 14 .
s1gna frequency . The radiation pattern of the antenna array
The ILS employs amplitude modulation of a radio becomes the course guidance. Modu lation frequencies
frequency carrier to provide the guidance information. of 90 Hz and 150 Hz are used to provide right and left
It radiates two RF signals, namely (i) carrier with side indications to the pilot. When the DDM is zero, the
band (CSB) signal and (ii) side band only (SBO) aircraft is correctly positioned on the runway
signa1 2 . In CSB and SBO signals the carrier is centreline. If a DDM exists, the pilot must correct the
amplitude modulated simultaneously by 90 Hz and aircraft's position until the DDM is zero. The depth of
4
!50 Hz. The resultant CSB signal is expressed as , modulation of 150 Hz and 90 Hz signals depends on
the relative strength of SBO signal with respect to
CSB signal and also on the advance or retard angle of
RF phase between them. The DDM can be expressed
where, Vc cs 13 sinWct is radio frequency carrier (/;_.), m as 1
the modulation index, lik)o and W150 are the angular
frequencies of90 Hz and 150Hz, respectively. ESBO .
In SBO signal, carrier component is removed . If
DDM = M 150 - M 90 = 2--(cos<jlr) ... (3)
ECSB
VcsinWct is the carrier signal, the resultant SBO signal
can be expressed as, where, M 90 , M1so are the degree of modulation of the
90 Hz and 150 Hz components, respectively; Es 80 ,
VSBO = vcSBO (sinwtl50 -sin CDt90 )sinCDJ ... (2) Ecss are the amplitudes of the SBO and CSB signals,
respectively; and <l>r is the RF phase angle between
The SBO and CSB signals are radiated from SBO and CSB signals.
separate antennas. The SBO is not modulated with the The Esso and Ecss in Eq. (3) can be expressed as
carrier, but is mixed with the carrier in space in a
process referred to as "space modulation". The total Esso= Esso. direct+ Esso. indirect
SBO component will combine with the carrier =Esso (0) + Esso (8) .. . (4)
component in space at a phase angle <l>n where <l>r
varies from 0° to 360°. Ecsn =Ecss. direct + EcsB, indirect
= Ecss (0) + Ecss(8) ... (5)
3 ILS facilities at Hyderabad airport
Hyderabad airport is situated in the middle of the The indirect signals represent the radiation from the
city surrounded by high raise buildings. Hyderabad is reflecting object. The path structure at the course line,
one of the fast developing city for both National and where £ 580 , direct = 0 is mainly interesting. Equation
International air traffic. The environment has been (3) can be rewritten as
fast changing because of the urbanization. Locali zer is
situated at 09 runway stop end of the Hyderabad E 58 0 (8)
airport and glidepath is located in north at 450 ft away DDM = 2 (cos<!> ) ... (6)
E CS B (0) + EC SB (8) r
from the runway touch-down point. Outer marker and
middle markers are located at 3.9 and 0.57 nautical
miles (nmi), respectively, from the runway threshold where, Ecs 8 (0) is the maximum radiation. As Ecss (0)
point. The approach direction of the aircraft for is>> Ecss (8), Eq. (6) can be written as
landing is from the runway 27.
Localizer at Hyderabad airport operates at a ... (7)
frequency of 110.1 MHz. It provides course guidance
throughout the descent path up to the runway
threshold , providing a maximum coverage di stance of where, <l>r 1 is the resultant phase betwee n the reflected
18 nmi from the antenna location. The guidance is £ 580 , indirect signal and the directly radiated CSB
provided along the course line at an altitude of 1,000 signal. The <l>r 1 may vary several periods along the
ft above the highest terrain and up to 4,500 ft above flight path, which results in a variation of DDM
the elevation of the antenna site. Localizer antenna through ± values.
 RAMALlNGAM et al.: EFFECT OF ENVIRONMENTAL CHANGES ON ILS 433

4 Evaluation of ILS course structure using the ground-based field test receiver. These
The course structure of ILS is to be checked measurements are compared with the flight calibrated
periodically. Otherwise, the deviations can be data (12 June 2002). With reference to 12 June 2002
potentially dangerous. This mandatory checking is data, it is observed from 9 Sep. 2002 measured data
carried out using dedicated and specially equipped that the electronic centreline of the runway (0 DDM)
test flight and ground based field test receiver system. is shifted towards 150 Hz signal side by
Data acquired using these systems are analyzed to approximately 0.3° and the course width is widened
arrive at the specific performance parameters such as by 0.15°. The DDM values of 90 Hz and 150 Hz
runway centreline alignment, course width and glide signals were plotted against the course angle for
angle. The details of these are described in the measured data in Fig.1.
following section. A 0.3° shift in the centreline of ILS causes a
horizontal error of 20.9 m at 3 km distance. The
4.1 Test flight measurements change in the course structure could be due to
Flight inspection unit (FlU) of Airports Authority reflections from the recently built surrounding high
of India owns a fleet of 4 flight calibration aircrafts. It raise buildings and ground surface in front of the
consists of 2 Avro HS-748 and 2 Dornier D0-228. antenna array. It may also be due to the reflection
The A vro aircrafts are fitted with manual flight properties (from dry sand soil to a wet ground) of the
inspection systems. All types of navigation aids ground surface, which changes during these seasons .
except Category (CAT) III ILS can be inspected with The reflection coefficient of the ground increases
the available systems. For every 4- 5 months, the ILS when dry ground becomes wet 2 . In this region, the hot
facility has to be checked wi th the test aircraft. The summer ends in June and till September the area is
aircraft is tracked by a ground-based theodolite full of monsoon rains. The DDM variation is reflected
tracker. To check, whether the electronic centreline is in the electronic centreline and course width changes.
aligned with the physical centreline of the runway or The variation in the runway centreline of the system is
not and to check the quality of course signal, the test
due to variation of <j>, 1 between the reflected SBO
flight follows the procedure prescribed in NORMAC
signal (Esso. indirect) and the directly radiated CSB
ILS (Ref.2). The aircraft flies an arc about runway
signal (Ecss. direct) [Eq. (7)]. The variation of course
centreline at -5 nmi from localizer and 1000 ft above
width is due to the variation of <!>, 1 between the Esso
ground level to ensure that the course width is
and Ecss signals [Eq. (4) and (5)]. The DDM variation
satisfactory. During flight inspection four major
causes the course deviation indicator (CDI) of the
checks are carried out. They are:
aircraft receiver to show false indication and is
(i) Zero DDM on the runway centreline potentially dangerous. As the weather conditions did
(ii) Course width for 2° not vary significantly from Sep. to Oct. 2002, only a
(iii) Course bends, if any, in the course line and 45
(iv) Signal strength in the ILS coverage sector.
40
However, in this paper only the first two checks are 35
reported.
30

4.2 Ground based field test receiver measurements 25

Using the NORMAC ILS signal field test :a
receiver, which is equivalent to an ILS receiver in the § 20 Centerline
aligned to 0°
aircraft, course structure measurements were taken for 15
various radiation angles. The field test receiver 150Hz
10 Predominant Predominant
measures the DDM, sum of modulation of 90 Hz and
Zone Zone
150 Hz signals and RF signal strength of the course 5
structure.
0
-10 -8 -6 -4 . -2 2 4 6 10

5 Results and discussion COURSE, deg

Course structure measurements were taken on 9 Fig. 1-ILS course radi ation patterns during different
Sep. 2002 and 20 Oct. 2002 for ± 10° of course angle seasonal day s
434 INDIAN J RADIO & SPACE PHYS, DECEMBER 2005

0.01 o shift in centreline and no significant change in the limit of 16 m. However, no significant change is
the course width from 20 Oct. 2002 data with noticed in the centreline of the runway and course
reference to Sep. 2002 are noticed. width in October 2002 data with reference to
In order to overcome the environmental effects September 2002. To avoid the environmental effects
associated with the ILS radiation pattern, augmented on the ground-based navigational aids, a more
GPS such as Wide Area Augmentation System economical space-based satellite nav igation system,
(W AAS) can be used for navigation and landing aid. such as W AAS, may be used for aircraft landing. A
The W AAS can be used to create the straight system similar to W AAS can be designed and
instrument approach corridors, which does not have implemented for low and equatorial latitudes to
any angular dependence 5 as in ILS. The source of achieve better position accuracies.
radiation in case of ILS is at the ground, whereas in
W AAS, the source of radiation is from the space.
References
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3 ICAO PANS OPS, Procedures for Air Navigation Services
6 Conclusions (PANS), Aircraft Operations (OPS), Vol./, Flight Procedures,
The field strength data acquired using test aircraft Canada 1993.
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compared for different dates. The results indicated with PAN Status, Radio Navigation aids, Volume II, Canada
1995.
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5 Sasibhushana Rao G, Sarma A D, Venkata Rao V &
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Because of the change in the course structure, the Procedure with Vertical Guidance (IPV) for Aircraft Landings
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