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navigating pilot is concerned, is the same. These
integrated facilities are called VORTACs.
6.2TACAN ground equipment consists of either a
fixed or mobile transmitting unit. The airborne unit in
conjunction with the ground unit reduces the
transmitted signal to a visual presentation of both
azimuth and distance information. TACAN is a pulse
system and operates in the UHF band of frequencies.
Its use requires TACAN airborne equipment and does
not operate through conventional VOR equipment.
6.3A VORTAC is a facility consisting of two
components, VOR and TACAN, which provides
three individual services: VOR azimuth, TACAN
azimuth, and TACAN distance (DME) at one site.
Although consisting of more than one component,
incorporating more than one operating frequency,
and using more than one antenna system, a VORTAC
is considered to be a unified navigational aid. Both
components of a VORTAC are envisioned as
operating simultaneously and providing the three
services at all times.
6.4Transmitted signals of VOR and TACAN are
each identified by three−letter code transmission and
are interlocked so that pilots using VOR azimuth and
TACAN distance can be assured that both signals
being received are definitely from the same ground
station. The frequency channels of the VOR and the
TACAN at each VORTAC facility are paired" in
accordance with a national plan to simplify airborne
operation.
7. Instrument Landing System (ILS)
7.1General
7.1.1The ILS is designed to provide an approach
path for exact alignment and descent of an aircraft on
final approach to a runway.
7.1.2The ground equipment consists of two highly
directional transmitting systems and, along the
approach, three (or fewer) marker beacons. The
directional transmitters are known as the localizer
and glide slope transmitters.
7.1.3The system may be divided functionally into
three parts:
7.1.3.1Guidance information:localizer, glide
slope.
7.1.3.2Range information:marker beacon, DME.
7.1.3.3Visual information:approach lights,
touchdown and centerline lights, runway lights.
7.1.4Precision radar, or compass locators located at
the Outer Marker (OM) or Middle Marker (MM),
may be substituted for marker beacons. DME, when
specified in the procedure, may be substituted for the
OM.
7.1.5Where a complete ILS system is installed on
each end of a runway (i.e., the approach end of
runway 4 and the approach end of runway 22), the ILS
systems are not in service simultaneously.
7.2Localizer
7.2.1The localizer transmitter, operates on one of
40ILS channels within the frequency range of
108.10MHz to 111.95 MHz. Signals provide the
pilot with course guidance to the runway centerline.
7.2.2The approach course of the localizer is called
the front course and is used with other functional
parts; e.g., glide slope, marker beacons, etc. The
localizer signal is transmitted at the far end of the
runway. It is adjusted for a course width (full scale
fly−left to a full scale fly−right) of 700 feet at the
runway threshold.
7.2.3The course line along the extended centerline
of a runway, in the opposite direction to the front
course, is called the back course.
CAUTION−
Unless your aircraft’s ILS equipment includes reverse
sensing capability, when flying inbound on the back
course it is necessary to steer the aircraft in the direction
AIP ENR 4.1−5
United States of America 15 MAR 07
Federal Aviation Administration Nineteenth Edition
opposite of the needle deflection on the airborne
equipment when making corrections from off−course to
on−course. This flying away from the needle" is also
required when flying outbound on the front course of the
localizer. Do not use back course signals for approach
unless a back course approach procedure is published for
that particular runway and the approach is authorized by
ATC.
7.2.4Identification is in Morse Code and consists of
a three−letter identifier preceded by the letter I (  )
transmitted on the localizer frequency.
EXAMPLE−
I−DIA
7.2.5The localizer provides course guidance
throughout the descent path to the runway threshold
from a distance of 18 NM from the antenna between
an altitude of 1,000 feet above the highest terrain
along the course line and 4,500 feet above the
elevation of the antenna site. Proper off−course
indications are provided throughout the following
angular areas of the operational service volume:
　
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