ground-based instrument approach system that provides precision guidance to an aircraft approaching a runway, using a combination of radio signals

and, in many cases, high-intensity lighting arrays

Localizer Glideslope

Provides lateral guidance LOC (LZZ in Europe) Facility indication by periodically transmitting a 1020 Hz morse code identification signal Directional

Glidepath (GP) sited to one side of the runway touchdown zone signal is transmitted on a carrier frequency between 329.15 and 335 MHz using a technique similar to that of the localizer centerline of the glideslope signal is arranged to define a glideslope of approximately 3 above horizontal (ground level)

activates an indicator on the pilot's instrument panel and the tone of the beacon is audible to the pilot Outer, Middle, Inner

located 7.2 km (3.9 NM) from the threshold Morse-style dashes of a 400 Hz tone blue lamp that flashes in unison with the received audio code provide height, distance and equipment functioning checks to aircraft on intermediate and final approach

ideally at a distance of approximately 3,500 ft (1,100 m) from the threshold modulated with a 1300 Hz tone as alternating dots and dashes at the rate of two per second amber lamp that flashes in unison with the received audio code

Ideally at a distance of approximately 100 ft (30 m) from the threshold Morse-style dots at 3000 Hz white lamp that flashes in unison with the received audio code

Distance Measuring Equipment provides pilots with a slant range measurement of distance to the runway in nautical miles provides more accurate and continuous monitoring of correct progress on the ILS glideslope to the pilot, and does not require an installation outside the airport boundary

assess the vital characteristics of the transmissions

medium or high intensity assists the pilot in transitioning from instrument to visual flight, and to align the aircraft visually with the runway centerline

Category I Category II Category III

A B C

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)

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)

a decision height lower than 100 feet (30 m) above touchdown zone elevation, or no decision height a runway visual range not less than 200 meters (656 ft)

a decision height lower than 50 feet (15 m) above touchdown zone elevation, or no decision height a runway visual range less than 200 meters (656 ft) but not less than 50 meters (164 ft)

A precision instrument approach and landing with no decision height and no runway visual range limitations capable of using an aircraft's autopilot to land the aircraft and can also provide guidance along the runway surface

all-weather, precision landing system originally intended to replace or supplement the Instrument Landing System (ILS) provides azimuth, elevation, and distance, as well as "back azimuth" used for short-range communications with airport controllers

MLS employs 5GHz transmitters at the landing place which use passive electronically scanned rays to send scanning beams towards approaching aircraft. An aircraft that enters the scanned volume uses a special receiver that calculates its position by measuring the arrival times of the beams.

wide selection of channels to avoid interference with other nearby airports excellent performance in all weather small "footprint" at the airports

antennas were much smaller did not have to be placed at a specific point at the airport signals covered a very wide fan-shaped area off the end of the runway uses a single frequency, broadcasting the azimuth and altitude information one after the other

Approach azimuth Back azimuth Approach elevation Range communications Data communications

analogous to ILS localizer but has a proportionally wider coverage transmits MLS angle and data located 1000 ft beyond the end of the runway coverage is reliable up to 20 nm from runway threshold and 20000ft of height laterally 40 on either side of the runway centerline frequency Range of 5031-5091 MHz

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 feet (6 km), and in range, to at least 20 nautical miles (37 km)

Coverage volume of the Azimuth station

Volumes of the elevation station

provides lateral guidance for missed approach and departure navigation operates on the same frequency as approach azimuth but at a different time in the transmission sequence An MLS azimuth guidance station with rectangular azimuth scanning antenna with DME antenna at left

transmits signals on the same frequency as the azimuth station located 400 ft from the side of the runway between runway threshold and touchdown zone elevation to at least 15 An MLS elevation guidance station

provided by the precision Distance Measuring Equipment (DME, DME/P) provides continuous and highly accurate distance information

can include both the basic and auxiliary data words MLS data are transmitted throughout the azimuth (and back azimuth when provided) coverage sectors

Representative data Station identification four-letter designation starting with the letter M Exact locations of azimuth elevation and DME/P stations (for MLS receiver processing functions) Ground equipment performance level DME/P channel and status

Auxiliary data content

3-D locations of MLS

equipment Waypoint coordinates Runway conditions and Weather (e.g., RVR, ceiling, altimeter setting, wind, wake vortex, wind shear)