Before buying an ILS
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Join Date: Oct 2010
Location: Belgrade
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Before buying an ILS
Could anyone be so kind to inform me about the approximate price for an ILS device and which are leading brands for this product? Is it recommended practice to buy two devices, for both direction of the runway or it is common to provide instrument approach in only one direction? I have certain information,but I would like to compare it with other sources.
And yes, I am aware this isn't quite right address to ask about financial facts, but I am sure that I will get as reliable information as my older colleagues here are willing to share their experience. I repeat - precise digit is not required, just approximate price.
Thank you in advance
And yes, I am aware this isn't quite right address to ask about financial facts, but I am sure that I will get as reliable information as my older colleagues here are willing to share their experience. I repeat - precise digit is not required, just approximate price.
Thank you in advance
Join Date: Feb 2001
Location: UK FIR South
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Depending on where you are and what type of air traffic you expect, you may want to consider GPS (satellite) type approaches. ILS is a very old technology system which will be replaced by modern (GPS) technology in a few years time. The beauty of a GPS based landing system is your airfield probably won't need any ground based equipment = cheap!
niknak
Join Date: Dec 2001
Location: UK
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We already had an ILS on one end and a non precision approach (NDB/SRA) on the other.
Under pressure from operators etc, we looked into this a couple of years ago and decided that if we did go ahead with it, we'd put the whole project out to tender.
The most competitive quote came in from UK National Air Traffic Services (NATS) and whilst I am not privy to prices etc, I am led to believe that their quote was in the region of 3/4 million UK £, inclusive of all costs.
I am not sure of the brand, but if it was good enough for NATS it was good enough for us.
I've since left the airport, but just recently they were actively pursuing retaining the NDB/SRA and adding a GPS approach as and when they are approved as an alternative to the ILS.
Whether they admit it or not, the majority of operators will fly the NDB with one eye on the GPS anyway.
Under pressure from operators etc, we looked into this a couple of years ago and decided that if we did go ahead with it, we'd put the whole project out to tender.
The most competitive quote came in from UK National Air Traffic Services (NATS) and whilst I am not privy to prices etc, I am led to believe that their quote was in the region of 3/4 million UK £, inclusive of all costs.
I am not sure of the brand, but if it was good enough for NATS it was good enough for us.
I've since left the airport, but just recently they were actively pursuing retaining the NDB/SRA and adding a GPS approach as and when they are approved as an alternative to the ILS.
Whether they admit it or not, the majority of operators will fly the NDB with one eye on the GPS anyway.
Join Date: Aug 2007
Location: The glasshouse, a stone's throw from you
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Peter
First, assess what you are going to use it for?
Do you want to use it for very foggy days (CAT IIIa,b,c) or for assisting pilots to land (CAT I)?
Second, do you have the space? The Localiser should be out of the RESA at the opposite end of the runway, have unobstructed 'view' without any vegetation higher than 5cm from the antenna array to the runway. The glidepath approximatley 100-150m off the centreline, 300m from the lnding threshold, yet still have (relatively) flat ground in front of it for beam formation.
Third, do you have the engineers to support it, to carry out ground pattern checks and the other important maintenance to support it. Not sure on your national aviation authroity but in the UK every ILS has to be checked using an approved flight checker.
Most aerodromes, like Niknak, said have an ILS on the preferred landing runway and a non-precision aproach on the other, but when buying get an option on getting the other end done, it could sweeten the cost of the first install!
Read this too: http://www.caa.co.uk/docs/33/cap670.pdf go to Part C, Section 2, - Navigation
And for cost, it really does depend on the ground requirement but around $1,000,000 should be about right for a CAT I ILS budget dependent ground requirements etc. And around $75-100,000 running costs per year including flight checks, engineering support, and failures not that there will be many.
GPS approaches are a long way off and so is MLS, despite it being around for 30 years! ILS is tried and trusted by everyone, GPS relies on those nice Americans keeping the precision codes unlocked!
First, assess what you are going to use it for?
Do you want to use it for very foggy days (CAT IIIa,b,c) or for assisting pilots to land (CAT I)?
Second, do you have the space? The Localiser should be out of the RESA at the opposite end of the runway, have unobstructed 'view' without any vegetation higher than 5cm from the antenna array to the runway. The glidepath approximatley 100-150m off the centreline, 300m from the lnding threshold, yet still have (relatively) flat ground in front of it for beam formation.
Third, do you have the engineers to support it, to carry out ground pattern checks and the other important maintenance to support it. Not sure on your national aviation authroity but in the UK every ILS has to be checked using an approved flight checker.
Most aerodromes, like Niknak, said have an ILS on the preferred landing runway and a non-precision aproach on the other, but when buying get an option on getting the other end done, it could sweeten the cost of the first install!
Read this too: http://www.caa.co.uk/docs/33/cap670.pdf go to Part C, Section 2, - Navigation
And for cost, it really does depend on the ground requirement but around $1,000,000 should be about right for a CAT I ILS budget dependent ground requirements etc. And around $75-100,000 running costs per year including flight checks, engineering support, and failures not that there will be many.
GPS approaches are a long way off and so is MLS, despite it being around for 30 years! ILS is tried and trusted by everyone, GPS relies on those nice Americans keeping the precision codes unlocked!
NATS pricing usually includes commisioning and flight checking whilst other providers might supply and instal for less but do not include the above.
My airfield was quoted £500K for supply and instal on one runway by a manufacturer but NATS offered the full package for both runways for £600K about 8 or 9 years ago.
My airfield was quoted £500K for supply and instal on one runway by a manufacturer but NATS offered the full package for both runways for £600K about 8 or 9 years ago.
niknak
Join Date: Dec 2001
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I forgot to add that, in the UK, if you install a precision approach facility (i.e an ILS), other facilities such as approach and runway lighting have to be improved as well as the instillation of additional holding points on taxiways depending on the category of the ILS.
We were looking to upgrade on the non precision end, so it would have included additional expenditure on converting 1 bar approach lighting to 5 bar, additional runway touchdown lighting, possibly more.
I don't know if that would be applicable in Belgrade.
We were looking to upgrade on the non precision end, so it would have included additional expenditure on converting 1 bar approach lighting to 5 bar, additional runway touchdown lighting, possibly more.
I don't know if that would be applicable in Belgrade.
