Again planes use an automated landing system at certain runways, now that is the most horrifying thing I can think of. as I believe another blackhat found it was spoof-able and the number of active radars was being reduced. Asking the question of what happens if you offset the ground by 100m, or the position so the plane comes up short, These ones would be hard for a pilot to correct for. and would come down to how paranoid they where of the automated systems.
CAT III ILS is what you are talking about. If not needed the pilots are going to fly the CAT I or CAT II where with CAT I you break out of the clouds 200 feet above the ground.
I said, don't go all Die Hard II, but you did.......
ILS approaches have nothing to do with radar. They use a localizer in the VHF range and a glide slope in UHF, and many times also DME.
You can't change the position of the ground. The field is at an elevation above sea level, MSL. Approach gives you the local altimeter setting. So your ALT is reading the plane's MSL and doesn't depend on anything on the ground. Even if ATC mess up and gives you something wrong, you are going to intercept the glide slope beam at the wrong spot, and know you have screwed the approach somehow and go around. But the biggest thing, is once you break out of the clouds it becomes a visual approach. So if somehow you were too low, you are going to hit DH, that is 200' for a CAT I before you break out, so you go missed. Now the big guys have ground radar with also gives them the distance to the ground so when that doesn't match, with other things, you go missed.
I will not even get into required ground approach lighting and cues it gives as to the end of the runway, the VASI glide slope lights and runway lights and markings that all add to a correct and stable landing.
Now to move the position of something, end of the runway for example, you would've to go out on the field and take down the glide slope antenna and physical move it. If the approach also has DME, then unless you move that antenna also, were you meet the glide slope will be wrong, go missed. Maybe you can go out and screw with the GS elements on the pole so the slope is higher or lower, but then again, you will intercept it in the wrong place, go missed again.
The procedure is you ID the signals, and then while using it if the red flag drops in the instrument window, you go missed. Also some distance from the airport is an ILS monitor on the ground, if it the signal goes away, or is wrong, it causes the ISL transmitter to go down, you get a red flag, you go missed.
You need to look at an approach plate. You fly the initial at a set MSL, you will intercept the glide slope signal from below at fixed point. You can tell this point from markers, DME or radial off of some other nav aid. If you get the slope early or late you may be following a false lobe, you go missed. It is not a matter of your trust of the ISL signals, it is a matter if you as the pilot messed up somehow. Go missed and sort it out.
All of the above works without Radar or taking to ATC. But if those other two things are in the mix, then you would have to spoof the radar data, which would mess up all the radar tracks in the area, and ATC would know something is wrong.
The final nail in the Die Hard coffin. ATC talks on the 2.5 meter VHF band, with AM modulation. You don't need any fancy to listen to or talk to planes from the ground. Up in the tower cab, (this is not the place approach controllers sit, as shown in movies, they are in a dark room at the base of the tower), they have a battery powered radio they can pull out and dial up the right frequency and listen and and talk to any plane.
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