Internship Report CAA PAKISTAN

Internship Report17th Jan, 2011 – 11th Feb, 2011 Pakistan Civil Aviation AuthorityElectronics Engineering Department

Muhammad Ziaullah HussainSir Syed University of Engineering and Technology, Karachi.

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Internship Report CAA PAKISTAN

ACKNOWLEDGEMENT

All praise unto Almighty Allah, the lord of all worlds, who endowed me with the ability to complete successfully this period as internee, though I did not conceal myself capable to do so.

It is the indulgence to acknowledge my deep gratitude to Sir Syed University of Engineering and Technology, who took great interest in providing me this internship in Pakistan Civil Aviation Authority in Electronics Engineering Depot, JIAP, Karachi.

I am highly obliged for the kindness of OIC Mr. Jawaid Shams and for great cooperation provided by staff of the Electronics Engineering Depot. I am extremely thankful for the cooperation and help provided by Mr. Muzaffer, Mr. Iftikhar, Mr. Saeed, Mr.Jafry, Mr. Shamim, Mr. Tahir, Mr. Majid and Mr Junaid in their sections Nav. Aids., VHF/UHF, GE, Telecom, HF and RCWS respectively.

Last but not least, I am also thankful to all those personnels’ who always have sincere feelings and guided me at their best.

Muhammad Ziaullah Hussain

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Internship Report CAA PAKISTAN

Table of Contents

Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3

Overview of EED. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3

1. Nav. Aids. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4 Terminal Navigation. . . . . . . . . . . . . . .. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .4 Components of (ILS) . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4 Localizer . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4Glide Slope . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. . 4 TDME. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .5Marker Beacons . . . .. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5 En-route Navigation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5 NDB . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .5 VOR. .. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .5 Comparision between D- VOR & C-VOR. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6 DME .. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .62. VHF/UHF Section. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7

3.General Electronics. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9 Digital Voice Logging System (DVLS) . . . .. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9 PA Systems . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10 4. Telecom Section. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 105. HF Department: . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10 6.Radar Central Workshop . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. . .11 Diff. between Primary & Secondary RADAR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ..14 List of Test Equipments/Benches available in RCWS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ..14 Specification of model of Radars in Karachi. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15

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Internship Report CAA PAKISTAN

Introduction:

Pakistan Civil Aviation Authority is a Public sector autonomous body working under the Federal Government of Pakistan through the Ministry of Defence. It was established on 7th December, 1982 as an autonomous body.

The CAA not only serves as a regulatory body on behalf of the Government of Pakistan, its functions include provision of services such as facilitation, air space management, Air Traffic Control and Fire Fighting Services. The Authority is also responsible for the planning, development and maintenance of all civil aviation infrastructures in the country.

For the fulfillment of its function as a regulatory body, the CAA ensures conformity to the standards laid down by the International civil aviation organization (ICAO), regard to flight safety, aircraft maintenance and medical fitness of pilots, air traffic controllers and engineers. It is also responsible for negotiating of air services agreements with other countries.

Overview of EED:

CAA provides communication, navigation and surviliance through its stations all over Pakistan.Electronics Engineering Depot is the service and maintenance depot of Civil Aviation Authority, it's work is to facilitate the CAA stations all over Pakistan with its service of maintenance and repairing of the Electronics Equipment.

The Basic working of the EED is to install the equipment or supervise the installation incase of installation/upgrading is done by contractor and test the latest equipment that have been brought from abroad for Civil Aviation Authority and also to repair the equipments at different stations, either by going there or bringing the equipment to the EED,Karachi.

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Internship Report CAA PAKISTAN

In EED, there are various departments that deal with different types of equipments.

Nav. Aids:

Navigational Aids department deals with the equipments of navigation and aiding that compromises of Terminal Navigation and En-route Navigation.

Terminal Navigation:

Terminal Navigation is provided through Instrument Landing System(ILS). ILS is the precise control system which helps and guides the pilot during landing of the aircraft. Components of ILS

An instrument landing system (ILS) is a ground-based instrument approach system that provides precision guidance to an aircraft approaching and landing on a runway, using a combination of radio signals. These informations are: Guidance information: the localizer and glide slope. Range information: the outer marker (CM) and the middle marker (MM) beacons. Visual information:(high-intensity lighting arrays to enable a safe landing) PAPI approach

lights, touchdown and centerline lights, runway lights Localizer :

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Internship Report CAA PAKISTAN

The localizer signal provides information to guide the aircraft to the centerline of the runway

The localizer antenna is located at the far end of the runway. The approach course of the localizer is called the front course. The course line in the opposite direction to the front course is called the back course. The localizer signal normally usable 18 NM from the field. The Morse code Identification of the localizer consists of a three-letter.

Principle of Operation of Localizer:A localizer antenna array is normally located beyond the departure end of the runway and generally consists of several pairs of directional antennas. Two signals are transmitted on one out of 40 ILS channels between the carrier frequency range 108.10 MHz and 111.95 MHz (with the 100 kHz digit always odd). One is modulated at 90 Hz, the other at 150 Hz and these are transmitted from separate but co-located antennas. Each the left of the runway centerline, the other to the right.antenna transmits a narrow beam, one slightly to the left of the runway centerline, the other to the right.

Glide Slope:

A glide slope (GS) or glide path (GP) antenna array is sited to one side of the runway touchdown zone. The GP signal is transmitted on a carrier frequency between 329.15 and 335 MHz using a technique similar to that of the localizer. The centerline of the glide slope signal is arranged to define a glide slope of approximately 3° above horizontal (ground level). The beam is 1.4° deep; 0.7° below the glideslope centerline and 0.7° above the glideslope centerline.

TDME:

Terminal Distance Measuring Equipment (TDME) gives the information of distance from touch down point. Terminal DME, referred to as a TDME in navigational charts, is a DME that is designed to provide a 0 reading at the threshold point of the runway, regardless of the physical location of the equipment. It is typically associated with Glide Slope.

Marker Beacons:

Marker beacons are used to alert the pilot by audio and visual cues. It gives the distance from threshold point on the extended center line of the runway, at a particular hieght. ILS contain three marker beacons: inner, middle and outer.

The inner marker is used only for Category II operations. The marker beacons are located at specified intervals on the extended center line. All marker beacons operate on a frequency of 75 MHz.

En-route Navigation:

NDB:

A non-directional (radio) beacon (NDB) is a radio transmitter at a known location, used as an

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Internship Report CAA PAKISTAN

aviation or marine navigational aid. As the name implies, the signal transmitted does not include inherent directional information, in contrast to other navigational aids such as low frequency radio range, VHF omnidirectional range (VOR). NDB signals follow the curvature of the earth, so they can be received at much greater distances at lower altitudes, a major advantage over VOR. However, NDB signals are also affected more by atmospheric conditions, mountainous terrain, coastal refraction and electrical storms, particularly at long range. NDBs used for aviation are standardised by ICAO Annex 10 which specifies that NDBs be operated on a frequency between 190 kHz and 1750 kHz. Each NDB is identified by a one, two, or three-letter Morse code callsign. In Pakistan NDB operates at 190 – 525 Khz.Models of NDBs. used by CAA are:Aerocom 5401, 5034Nautel ND-500, ND-2000 Southren Avionics SS - 1000

VOR:

VOR, short for VHF omnidirectional radio range, is a type of radio navigation system for aircraft. A VOR ground station broadcasts a VHF radio composite signal including the station's identifier, voice (if equipped), and navigation signal. The identifier is morse code. The voice signal is usually station name, in-flight recorded advisories, or live flight service broadcasts. The navigation signal allows the airborne receiving equipment to determine a magnetic bearing from the station to the aircraft (direction from the VOR station in relation to the Earth's magnetic North at the time of installation). VOR stations in areas of magnetic compass unreliability are oriented with respect to True North. This line of position is called the "radial" from the VOR. The intersection of two radials from different VOR stations on a chart provides the position of the aircraft.

D-VOR are for hilly area C-VOR are for plane area

Comparision between D- VOR & C-VOR:

Doppler VOR beacons are inherently more accurate than Conventional VORs because they are more immune to reflections from hills and buildings. The variable signal, in a DVOR, is the 30Hz FM signal. In a CVOR it is the 30Hz AM signal. If the AM signal from a CVOR beacon, bounces off a building or hill, the aircraft will see a phase that appears to be at the phase centre of the main signal and the reflected signal, and this phase centre will move as the beam rotates. In a DVOR beacon, the variable signal will, if reflected, seem to be two FM signals of unequal strengths and different phases. Twice per 30Hz cycle, the instantaneous deviation of the two signals will be the same, and the phase locked loop will get (briefly) confused. As the two instantaneous deviations drift apart again, the phase locked loop will follow the signal with the greatest strength, which should be that due to the line-of-sight signal. This will depend on the bandwidth of the output of the phase comparator in the aircraft. Hence some reflections can cause minor problems, but these are usually about an order of magnitude less than in a CVOR beacon.

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Internship Report CAA PAKISTAN

Models of VOR used by CAA are: C-VOR: Wilcox 585B D-VOR: Thomson-CSF 512-C, 512-D

DME:

Distance measuring equipment (DME) is a transponder-based radio navigation technology that measures distance by timing the propagation delay of VHF or UHF radio signals.Aircraft use DME to determine their distance from a land-based transponder by sending and receiving pulse pairs - two pulses of fixed duration and separation. The ground stations are typically co-located with VORs. A typical DME ground transponder system for en-route or terminal navigation will have a 1 kW peak pulse output on the assigned UHF channel.

In Pakistan DME operates at 962 – 1213 Mhz Models of VORs used by CAA are:Wilcox 596B Thomson-CSF 712

VHF/UHF Section:

This section deals with all the equipments of VHF/UHF used for the communication between Air traffic Control to the plane or in other words ground to air communication. The maintenance of all the VHF/UHF equipments from all over Pakistan comes under this department. There are various types of antenna used in Communication of VHF/UHF, like whip antenna, long wire antenna, umbrella antenna, half and full dipole antenna, VHF extended antenna etc.

Whereas, the general range of Frequencies used in CAA is from 118MHZ to 136 MHz. Frequencies used by Civil Aviation Authority for different kind of Purposes are:

COMMUNICATORS MAIN(MHz) STANDBY (MHZ)

Tower controller 118.3 118.8

Ground controller 121.6 118.4

Surface frequency 121.8 123.0

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Internship Report CAA PAKISTAN

Approach frequency 125.5 121.3

Radar frequency 123.3 127.3

VHF extended range 128.3 133.2

VHF emergency frequency 121.5 -

VHF extended:

For the range greater than 50nm VHF Extended is used. The satellites used for this purpose are PAKSAT and ThaiCOM. VHF Extended system is installed in Karachi, Quetta, Pasni, Rojhan, Hyderabad, Faisalabad, Laram Killa, Karimabad and some other places. They are remotely operated and controlled via satellite network from Area Control Center (ACC) Karachi, to enable control of all air traffic in country.

Latest VHF/UHF Equipments used by CAA are:

JOTRON TR-810 Multi purpose VHF/AM Transceiver

• 10W output power• Detachable front panel• Automatic muting facility• Output for voice-recording Frequency range: 118-137 MHz• DC voltage range from 10 to 28V• 25kHz/8.33kHz channel separation(selectable)• Front or rear connection for microphone input• A bright and clear graphical display for easy readout• Fast recall of 3 present channels via dedicated buttons• Built-in loudspeaker with possibilities for an external loudspeaker

Rohde & SchwarzR&S®Series4200(Software Defined VHF & UHF Radios)

VHF frequency range from 112 MHz to 156 MHz UHF frequency range from 225 MHz to 400 MHz Output power of 50 W for VHF and UHF 8.33/25 kHz channel spacing for VHF 8.33/12.5/25 kHz channel spacing for UHF Serial interface for controlling automatic filters Automatic main/standby operation USB service port for configuration and software downloads Remote control and remote monitoring via Ethernet interface Best signal selection in the receiver

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Internship Report CAA PAKISTAN

Suitable for data transmission in line with VDL mode 2 standard In-band signaling for push-to-talk (PTT) and squelch (SQ) with the capability to set

different tones

FM W/TMotorola GP2000• 99 Channels• Front Panel Programming• 12.5125 kHz Channel Spacing Nuisance Channel Delete• Channel Alias• Coded Squelch. Adjustable Squelch Level• 3 Scan Lists (each with priority channel)• Selective Call• Receive-only Channel• Time-Out Timer (from 0 to 10 minutes)

AM W/T Vertex Standard

150 regular memory channels and 100 preprogrammed "Book" memory channels

• Automatic Noise Limiter • Ambient Temperature monitor • One-Touch Squelch (Monitor) Control • External DC Jack (12V) • 8.33 or 25 kHz Channel Steps • Stop Watch and Count Down Timers • PC Programmable

GEN. Elect. :

General Electronics deals with the equipment that is used in general and cannot be categorized under any of the other department. • Digital Voice Logging System (DVLS) • Public Address System

Digital Voice Logging System (DVLS):

Formely VLS was used for recording all types of conversations, works on the analog principle of magnetic tape recording. The VLS tape can record a day’s recording and has to be replaced the other day. The system is being replaced by the DVLS. It isthe most important and major equipment with which GE deals. This is the Latest machine use for the recording all types of conversation. recording stuff is reserved for 30 days in DVD-RAM . The model of DVLS used byCAA is Marathon Evolution.

ASC MARATHON EVOLUTION

World´S First Linux-based communications recorder Multimedia recording from, Traditional telephony and radio, VolP

(Voice over IP), Trunked radio Fax data, Screen data The system can be configured to record, live monitor and archive

communications at one location and to provide search and replay facilities locally or via LAN / WAN, Intranet or

Internet.

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Internship Report CAA PAKISTAN

Analog inputs: 4 ... 192 channels Digital inputs: 4 ... 120 channels or mixed configuration of

analog / digital / VoIP VoIP: 4 ... 32 channels (active) 4 ... 120 channels (passive)

PA Systems:

A public address system (PA system) is an electronic amplification system with a microphones, preamplifiers and/or signal routers mixer, which allows variation in sound levels, amplifier to increase the sound and loudspeakers placed in convenient locations around the broadcasting area, used to reinforce a sound source. The user speaks into a microphone, and the sound is transmitted through connected cables to the area surrounding the speakers.

Telecom Section:

This section was actually for installing and repairing intercom system. Now intercom is replaced by PBX. A private branch exchange (PBX) is a telephone exchange that serves a particular operates for many businesses or for the general public. PBXs make connections among the internal telephones of a private

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Internship Report CAA PAKISTAN

organization—usually a business—and also connects them to the public switched telephone network (PSTN) via trunk lines. Because they incorporate telephones, fax machines, modems, and more, the general term "extension" is used to refer to any end point on the branch.business or office, as opposed to one that a common carrier or telephone company

HF Section:

HF section deals with the equipment of direct communication in Long Range, providing maintenance repairing and upgrading of HF communication equipments, for four purposes: • Ground to Air Domestic• Ground to Ground Domestic • Ground to Air International• Ground to Ground International

Presently HF RT is used as standby for ground to air communication, incase of Extended VHF failure. It is also used for communication with the FIRs of Lahore, Kabul, Bombay and Delhi

HFRT(day) 10018 Khz 5658 Khz

HFRT(night) 3467 Khz 5658 Khz

HF SSB is used for ground to ground communication between CAA stations throughout the country.Latest HF Equipment used by CAA is:

HF Transceiver Codan NGT ASR

Codan NGT ASR HF SSB 1.6-30MHz 100W

Emergency selcall Smart monitoring Voice Encryption for communication security (COMSEC) Fax, data, email and internet using 9001 (fax and data) modems supports phone calling, and remote diagnostics and configuration Frequency Range: 1.6 to 30 MHz ; Receive: 250 kHz to 30 MHz Memory Channels: 600 Channels Message call up to 90 characters GPS call (with a GPS receiver) Status call for remote testing of parameters Over-The-Air (OTA) remote capabilities Clear communications with DSP noise reduction - Easitalk Multiple control interfaces Multilevel access and security Computer control and programming Remote control via a leased line or digital radio link.. GPS location and tracking Telephone Interconnect High power HF SSB systems (500 W & 1 kW) Mobile automatic tuning whip HF antenna Morse key

Radar Central Workshop:

RCWS was Established in 1996 at ACC JIAP. Workshop shifted from JIAP to EED on 3rd January 2005. RCWS EED is responsible for the repair and maintenance of all Pakistan

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Internship Report CAA PAKISTAN

CAA Radars’ unserviceable PCBs, Modules, Units of following Equipments: TA-10 K (Primary Radar) RSM-870 (Secondary Radar) AIRCAT-500 + AIRCAT-200 Systems SIMCAT-1000 (Radar Simulator CATI) TXM-4200 (RICS System) Phase-II TXM-3142 Phase-I Regulators Merlin GerinThese are installed in Karachi and Lahore Flight information Regions (FIR) and Training Center CATI Hydrabad. Controling arrangement of Radars is following: Southern region (controlled in Karachi):This region covers the most and the critical areas of Pakistan, which includes sindh, Punjab, Baluchistan while touching the northern area overlapping. Karachi is control center is located at Jinnah International airport and is one of two air traffic control centers in Pakistan. The primary responsibility is the separation of over flights and the expedited sequencing of arrivals and departure along STARs (standard terminal arrival routes) and DPs (standard instrument departure) for all of southern Pakistan including some portion of Arabian Sea.

Northern region (controlled in Lahore):This covers the most northern parts of Pakistan covering the range of mountains region till Peshawar. Lahore area control centre is located at Allama Iqbal International airport. The primary responsibility is same as above of for all of northern Pakistan.

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Internship Report CAA PAKISTAN

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Internship Report CAA PAKISTAN

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Internship Report CAA PAKISTAN

Difference between Primary and Secondary RADAR:

Primary Radar provides continuous surveillance of air traffic disposition. Precise knowledge of the positions of aircraft would permit a reduction in the normal procedural separation standards, which in turn promised considerable increases in the efficiency of the airways system. A primary radar can detect and report the position of anything that reflects its transmitted radio signals. While secondary radar is with (IFF) system, relies on "transponder." The transponder is a radio receiver and transmitter which receives on one frequency (1030 MHz) and transmits on another (1090 MHz). The target aircraft's transponder replies to signals from an interrogator (usually, but not necessarily, a ground station co-located with a primary radar) by transmitting a coded reply signal containing the requested information.

Specification of model of Radars in Karachi:

PSR Model: TA-10K (Terminal Approach 10 cm Waveguide Klystron (Final Output Stage Power Amplifier)) (Frequency Band 2700 MHz to 2900 MHz)

Range (In Diversity Mode) = 98 NM at height of 30,000 feet

(When Both Channels are operational)

Peak Power (Per Transmitting Pulse) = 1.5 M Watts (maximum)

Peak Power (Per Transmitting Pulse) = 1.25 M Watts (Operational)

Average Power (Output) = 4 Kilo- Watts

Pulse Repetition Frequency (PRF1) = 666 Hz (Operational)

Pulse Repetition Time (PRT1) Interval = 1.5 milliseconds (Operational)

Pulse Repetition Frequency (PRF2) = 333 Hz (Option)

Pulse Repetition Time (PRT2) Interval = 3 milliseconds (Option)

Operating Frequency Range = From 2700 MHz to 2900 MHz

Pulse Width = 1.7 Microseconds

Antenna Rotation Speed (High) = 10 RPM

Antenna Rotation Speed (Low) = 5 RPM

Standing Wave Ratio (SWR) < 02

Range Resolution = 60 Meters (400 Nanoseconds )

Azimuth Resolution = 1.4 Degrees

Minimum Target Area to detect = 2 Square Meters (Minimum Radar Cross-Sectional Area)

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Internship Report CAA PAKISTAN

SSR Model: RSM-870 (Radar Secondary Mono Pulse)

Range (One Way) = 200 NM (1 NM = 1852 Meters)

Interrogation Frequency = 1030 MHz

Reply from Transponder = 1090 MHz (This is not part of SSR Equipment)

Power Consumption (Transmitter Equip.) = 600 Watts

Pulse Width = 0.8 Microseconds

Capacity = 300 Aircrafts (Processing)

Operating band = L – Band

Transmitter output Power (High) = 1.5 K Watts

SSR Modes (Available) = Alpha (Identity) & Charlie (Altitude)

List of Test Equipments/Benches available in RCWS:

1. AFIT-1500 In Circuit digital IC Tester (Excluding RAM & EPROM ICs) up to 24 Pins Digital / TTL ICs only.

2. Tracker “Huntron=5100DS” (Hardware change Cold Tester)3. Micro-System Trouble Shooter.4. Frequency Counter5. Power Meter.6. Synthesizer / Level Generator.7. VHF Switch.8. Relay Actuator9. System Power Supply of Hewlett Packard.10. Combinational System S-645 Programmable Fault Finder of Schlumberger.

(Unserviceable)11. Curve Tracer. Tektronix-57112. EPROM Programmer “Unisite” 13. TEST BENCH OF RICS TXM-4200 SYSTEM14. Chip Master Compact (Digital IC Tester)15. Linear Master Compact (Analogue ICs Tester)16. Component Analyzer (Up to 3-Pins Components Tester)17. Relative Humidity & Temperature Tester.18. ROBIN Microwave Leakage Tester.19. BK Precision Auto Ranging Capacitance Meter, Model 830A20. BK Precision Inductance Meter, Model # 875B21. Fluke Scope Meter, Model # 199C22. Fluke Multimeters, Model # 18723. Toolkit Xcelite TC-100ST24. Soldering Station “Weller”25. Huntron Pro-Track-I Model 2026. DATAMAN Universal EPROM Programmer27. De-Soldering Station “Weller” .28. Huntron Scanner-I (part of Tracker)29. Agilent Digital Colour LCD Oscilloscope30. 6-GHz Spectrum Analyzer Model FSL631. Battery Load Tester (200A)32. ERSA Infra-Red Rework Station IR/PL-550A

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