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Erroneous ILS Indications

 Content

Most Valuable Lessons

ILS: 2 Types Of Errors
Erroneous ILS Signals
Erroneous Glide Slope Signal
For All Types Of Approaches
Efficient Crosscheck
Use Of FMS
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Use Of EIS
Conclusion

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 Most Valuable Lessons

The NZ60 erroneous Glide Slope incident

raises most valuable lessons to all aircrew:

NOTAM terminology must be properly understood

Operational consequences of potential system errors must

be known

Proper crew procedures must be established to trap such

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errors

Never blindly trust even the most performant navaids

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 ILS: 2 Types Of Errors

The NZ60 incident reminds us that

an ILS can exhibit 2 types of errors

False localizer and/or glide slope signals:

 Normal by-products of a valid ILS
 Known phenomena by most pilots
 Rapidly detectable by immediate cues
(e.g. abnormal sink rates…)
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Erroneous localizer and/or glide slope signals:

 Very seldom occurrence (several “faults” involved)
 No (or very few) immediate cues available

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 Erroneous
Design AndILS
Certification
Signals Requirements

In the particular case of an erroneous ILS signal:

No flag displayed

Normal ILS ident (transmitted by LOC transmitter)
“On G/S” steady indication, regardless of actual A/C path
A/C sink rate may look quite reasonable
“Normal” Auto-Pilot / Flight Director / FMA behavior
Most probably NO GPWS alert
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(except if out of sink rate tolerance)

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 Erroneous
Design AndGlide
Certification
Slope Signal
Requirements

In case of an erroneous glide slope signal, only

proper crew procedure can trap such an error:

Periodic distance / altitude crosschecks are required

(one single crosscheck is not enough)

Use of simple rule of thumb prevents gross errors

(300ft/nm)
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 For All Types
Design And Certification
Of Approaches
Requirements

The NZ60 incident raises lessons

for all types of approaches:

Thorough flight preparation: NOTAM unclear terminology, if

any, to be clarified with dispatcher
Thorough approach briefing: in case primary approach
mean suspected doubtful, prepare a secondary approach
strategy
Exercise strict vigilance during approach: be trustful only
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after efficient crosschecks

In case of serious doubt: immediately revert to secondary
approach strategy or go-around without arguing

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 EfficientAnd
Design Crosscheck
Certification Requirements

An efficient crosscheck means to

use independent data such as:

Altitude: baro. altitude, radio altitude

Distance: DME, marker, FMS, …
Bearing: LOC, VOR, ADF, FMS, …
Flight path: G/S, DIST / ALT, FPA, sink rate, …
FMS data:
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 BRG / DIST to runway threshold on PROG page

 XTK if FMS F-PLN properly sequenced

TAWS (e.g. GPWS)

Radar map

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 Use Of FMS

For efficient crosschecks, FMS data are intuitive and

valuable, provided navigation accuracy is correct:
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EIS ND : XTK and Distance

MCDU PROG page: DIST and ACCUR

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 Use Of EIS

For efficient crosschecks, data are

available on EIS displays:
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EIS ND: XTK and Distance EIS PFD: DME Distance, Altitude,
Sink Rate

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 Conclusion

As a conclusion:

Too much routine  Complacency  !…

Proper vigilance  enhances situational awareness

 
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Improves flight safety

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