AVIONICS SYSTEM

P R E PA I D B Y: A S S T. P R O F. H A R D I K VA L A
A E R O N A U T I C A L D E PA R T M E N T
 OUTLINE
 Introduction to Avionics
 Radio Frequency, Band and Spectrum
 Application of Different Frequency Band
 ILS (INSTRUMENT LANDING SYSTEM)
 MLS (MICROWAVE LANDING SYSTEM)
 DME(DISTANCE MEASURING EQUIPMENT)
 INTRODUCTION TO AVIONICS

 Avionics Systems are the electronic systems used on

aircraft, artificial satellites, and spacecraft.

Avionic systems include :

 Communications
 Navigation,
 The display and management of multiple systems,
 And the hundreds of systems that are fitted to aircraft to
perform individual functions
 RADIO FREQUENCY, BAND AND SPECTRUM

SPECTRUM

 A Spectrum (plural ‘spectra’ or ‘spectrums’) is used to

classify something on a scale between two extreme
points.
 For example:
 The ‘socio-economic’ spectrum comprising of working
class, middle class and upper class.
 WHAT IS ‘FREQUENCY’?

 Radio Frequency is a electromagnetic wave using AC

(Alternating Current).
 “frequency” is something that happens over and over and
over again.
 It is very frequent, consistent, and repetitive
 WHAT IS ‘FREQUENCY’?

Frequency is the number of times a specified event occurs within a

specified time interval. A standard measure of frequency is hertz (Hz) –
number of cycles per second
 THE ELECTROMAGNETIC SPECTRUM

 The electromagnetic spectrum is a collective term to refer

to the entire range and scope of frequencies of
electromagnetic radiation, from 3 Hertz (written as Hz) to
300 Exahertz(300,000,000,000,000,000,000 Hz)
 1000 Hz = 1 kilo Hz (kHz)
 1000 kHz = 1 Mega Hz (MHz)
 1000 MHz = 1 Giga Hz (GHz)
 1000 GHz = 1 Tera Hz (THz)
 1000 THz = 1 Peta Hz (PHz)
 1000 PHz = 1 ExaHz (EHz)
The Radio Spectrumis part of spectrum from
3Hz to 3000GHz (3 THz)
 WHAT IS FREQUENCY OR SPECTRUM ‘BAND’

 Bands are group of frequencies, defined to make it easier to remember

 Bandwidth (BW) is the difference between max and min of any defined
or undefined band.
 For example you have a band from 700MHz to 800MHz, BW = 100MHz
LARGER BANDWIDTH MEANS MORE DATA FLOW

 Visualise bandwidth as pipes carrying water. The fatter

the pipe, the more water can flow through it
 WAVELENGTH

 Wavelength (generally written as Greek letter Lambda ‘λ’) is the

distance between similar points on two back-to-back waves.
 Its calculated λ = c / f, where c is the speed of light, 299,792,458
m/s
 For 1MHz, λ =299.792458 metres or roughly 300 m
 For 1GHz, λ is roughly 30cm
 AMPLITUDE

 Amplitude is the height, force or power of the wave

 The power of signal is proportional to its amplitude
 Amplitude has no relationship with frequency,
wavelength or phase of a signal
TABLE OF FREQUENCY BANDS
 The main uses of the HF spectrum are:

 Military and governmental communication systems

 Aviation air-to-ground communications
 Amateur radio
 Over the horizon radar systems
Examples of HF bands application
 Application of VHF band

 87-108 MHz: Radio broadcast

 108–118 MHz: Air navigation bacons
 VOR and Instrument Landing System localiser.
 118–137 MHz: Airband for air traffic control,AM
 121.5 MHz is emergency frequency
 144–146 MHz: Amateur radio.
 In some countries 144–148 MHz.
 APPLICATION OF UHF BAND

 300 – 420 MHz: Meteorology and federal two-way use

 420 – 450 MHz: Government radiolocation.
 450 – 470 MHz: UHF Business Band, GMRS, FRS, public
safety
EXAMPLES OF UHF BAND APPLICATION
 APPLICATION OF L BAND

 Astronomy
 Digital Audio Broadcasting
 Satellite navigation
 Mobile service
EXAMPLES OF L BAND APPLICATION
 APPLICATION OF S BAND

 Weather radar
 Surface ship radar
 Some communications satellites.
EXAMPLES OF S BANDAPPLICATION
 APPLICATION OF C BAND

 Microwave radio relay chains Television receive-only

satellite reception systems
 802.11a Wi-Fi
 Cordless telephone applications
EXAMPLES OF C BAND APPLICATION
 APPLICATION OF X BAND

 Motion detector
 Space communication
 Terrestrial network
EXAMPLES OF X BAND APPLICATION
 APPLICATION OF KU BAND

 Satellite communication
 Vehicle speed detection
EXAMPLES OF KU BAND APPLICATION
INSTRUMENT LANDING
SYSTEM (ILS)
 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?
 HISTORY OF ILS

 The first scheduled passenger airliner to land using ILS

was in 1938.
 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.
FLIGHT PROFILE
 POOR VISIBILITY LANDINGS

 Scheduled service would be impossible without a way to

land in poor weather.
 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
 RUNWAY APPROACH

Precision Runway (P)

Non-Instrument Runway (NI)

Aiming
point
Touchdown
zone

Threshold

Non-Precision Runway (NP)

 PRECISION RUNWAY (P) CATEGORIES

 Runway Threshold: Beginning of runway for landing.

 Touchdown zone: The first point for the aircraft should

touch the runway during landing.

 Aiming point: serves as a visual aiming point for a landing

aircraft.
 ILS COMPONENTS

ILS consists of Ground Installations and Airborne Equipments

 There are 3 equipment's 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
 ILS COMPONENTS

ILS INDICATOR INSIDE

THE COCKPIT
 ILS COMPONENTS

Ground Localizer Ground Glide Path Antenna

Antenna
 ILS INDICATOR

Signal Integrity
Flag
Indicates if
instrument is
unreliable

Glidepath Localizer
Deviation from Deviation from
optimal glide runway centre
path line
 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 cantered, the pilot can guide his aircraft
down to end of landing runway aligned with the runway centre line
and aiming the touch down.
ILS COMPONENTS
 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
 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

HOW LOCALIZER WORKS
LOCALIZER

Centered Needle =
Correct Alignment

Needle indicates
direction of
runway.
 GLIDE PATH ANTENNA

 Glide Path is the vertical antenna located onone side of

the runway about 300 m to the end of runway.
 Glide Path operates in UHF band between 329.15 and 335
MHz
 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.

HOW GLIDE PATH WORKS
GLIDE PATH
 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.
 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.
 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
 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.
MARKER BEACONS
 ADVANTAGES OF ILS

 The most accurate approach and landing aid that is used

by the airliners.
 DISADVANTAGES OF ILS

 Interference due to large reflecting objects, other vehicles

or moving objects.
 This interference can reduce the strength of the
directional signals.
Microwave Landing System
(MLS)
 ILS LIMITATIONS

 It only has 40 channels.

 It only can serve one runway, causing congestion in bad
weather.
 It is subject to interference by powerful FM broadcasts.
 It can be blocked by terrain.
 INTRODUCTION

 The Microwave Landing System (MLS) was designed to replace

ILS with an advanced precision approach system.

 MLS is a precision approach and landing system that provides

position information and various ground to air data.

 The position information is provided in a wide coverage

sector.

 Determined by an azimuth angle measurement, an elevation

measurement and a range measurement.
 THE MLS SYSTEM
 There are 200 channels available worldwide.

 The azimuth coverage is at least ± 40° of the runway on-

course line and glideslopes from .9° to 20° can be selected

 It operates in the SHF band, 5031 - 5090 MHZ. This enables it

to be sited in hilly areas without having to level the site.

 Course deviation errors (bending) of the localiser and glide

path caused by aircraft, vehicles and buildings are no longer
problem because the MLS scanning beam can be interrupted
and therefore avoids the reflections.
 THE MLS SYSTEM

 Because of its increased azimuth and elevation coverage

aircraft can choose their own approaches.

 This will increase runway utilisation and be beneficial to

helicopters and STOL aircraft.

 The MLS has a built-in DME.

 MLS is compatible with conventional localiser and glide

path instruments, EFIS, auto- pilot systems and area
navigation equipment.
 MLS AZIMUTH BEAM
 A narrow scanning beam from the MLS sweeps back
and forth beyond either side of the runway.

 A new receiver was made to receive MLS, called a

Multi-Mode receiver and can handle ILS, MLS and GPS.

 An arriving aircraft picks up the sweeps called “TO” and

“FRO”.
 MLS AZIMUTH BEAM

 A time difference
between the TO and FRO
beams is used to
compute where the
runway centerline.
 A curved approach can
be computed if the
aircraft is equipped with
a Flight Management
System (FMS).
 AZIMUTH TRANSMITTER

 One of the 2 major components of an MLS system is

the azimuth transmitter.
 The azimuth signal is similar to the localizer signal in
ILS.
 The azimuth signal sweeps a wide area beyond the left
and right sides of the runway allowing for many
inbound courses.
 The station is located about 400 feet beyond the end of
the runway as seen by an arriving aircraft
AZIMUTH TRANSMITTER
 MLS ELEVATION BEAM
 Just like with the azimuth beam, the elevation beam scans To
and Fro.
 However, the beam goes up and down instead of side to side.
 The aircraft again uses the time difference to compute glide
path.
 Steeper glide paths can be computed for helicopter use.
TYPICAL MLS FLIGHT DECK CONTROL PANEL
 ADVANTAGES OF MLS

 Can be used to land aircraft on aircraft carriers.

 Has 200 channels, instead of just 40.

 The glideslope is selectable, which can handle steeper

approaches that helicopters use.

 Is not subject to interference from FM radio stations.

 Is not subject to blockage from terrain.

Distance Measuring Equipment
(DME)
 INTRODUCTION
 Distance Measuring Equipment (DME) means a
measurement system that provides the flight crew with
information about the distance from the aircraft’s
position to a ground station.

DME provides to aircrafts:

 Straight-line distance to the DME ground station.
 Aircraft ground-speed.
 Time to DME ground station.
THE AIRBORNE DME (INTERROGATOR)INCLUDES

 Transmitter
 Receiver
 Timing circuits
 Distance indicator
 THE GROUND-BASED DME (TRANSPONDER) CONSISTS
OF

 Transmitter
 Decoder/encoder computer-time delay
 Receiver
DME CONCEPT
 DME COVERAGE
 The DME coverage is limited by the line of sight, if there isn’t
line of sight between the emitter and the receiver there will
not be communication link.
 From 0 to 65 NM radius and above 65 NM.
 DME ASSOCIATION

 Can be used stand-alone or Master.

 It’s always used in association with: TACAN and VORTAC.
 It’s usually used in association with: VOR or ILS.
DME BLOCK DIAGRAM
DME Block Diagram: Aircraft
 BLOCK DIAGRAM: GROUND STATION

 The ground station receives,

decodes and replies to
interrogations from the
airplane.

 There is a 50 Microsecond
time delay to avoid
interference.

 Every 30 seconds, the station

transmits a Morse code ID
on 1030 Hz
 BASIC PRINCIPLE OF DME

 When a signal is sent by the aircraft on board DME

(interrogator), the on board DME starts counting the
time until it gets a reply from the ground station.
 The resulting time depends of the DISTANCE, the
propagation speed and the signal reflections.
 The DME ground station transponder generates replies
(artificial echoes) and sends it back to the aircrafts
(“Reverse” Secondary RADAR principle).
 Basic Principle of DME

 The time interval between interrogation emission and

reply reception provides the aircraft with the real
distance information from the ground station.
 This information may be read by the pilot or the
navigator directly on the airborne indicator.
 Basic Principle of DME

 The Ground station is identified by a Morse (3 or 4

letters) coded tone modulated at 1350 Hz.
 DME frequency rang is UHF : 960 MHz to 1215 MHz.
 DME have 252 Channels which are separated by 1 MHz .
 126 X channel and 126 Y channel.
 The ground station signal frequency answer is always:
[interrogator signal frequency] ± 63MHz
BASIC PRINCIPLE OF DME
 BASIC PRINCIPLE OF DME

 The ground transponder is able to answer up to about

200 interrogators at a time.
 Search Mode : On board DME will send 150 pp/s until it
finds the ground station.
 Track Mode : When On board DME connected with the
ground station so it sends 24 pp/s.
 pp/s= pair pulse / seconds
 BASIC PRINCIPLE OF DME

 Compliant with the ICAO specifications in Annex 10, 5th

edition.
 DME TUNING

 DME is tuned by tuning either a VOR or ILS station, as

applicable.
 DME EFIS DISPLAY
Here is a DME readout on an EFIS Display.
The characters “NAV1” indicate that the DME being
displayed is from the No. 1 VOR receiver.

NAV 1
2.3DME