Seminar Report on Airport Authority of India [AAI]

A

TRAINING SEMINAR REPORT

ON

AIRPORT AUTHORITY OF INDIA, JAIPUR

Submitted in Partial Fulfillment for the Award ofBachelor of Technology (B.Tech.) Degree

ofRajasthan Technical University, KOTA

Session:-2015-16

Guided by: Submitted by:Rakesh Kumar Meena Aditya Gupta(Manager, CNS) (PIET/EC/12/110)

DEPARTMENT OF ELECTRONICS & COMMUNICATION ENGINEERINGPOORNIMA INSTITUTE OF ENGINEERING & TECHNOLOGY

ISI-2, RIICO INSTITUTIONAL AREASITAPURA, JAIPUR-302022

(RAJASTHAN)

A

TRAINING SEMINAR REPORT

ON

AIRPORT AUTHORITY OF INDIA, JAIPUR

Submitted in Partial Fulfillment for the Award ofBachelor of Technology (B.Tech.) Degree

ofRajasthan Technical University, KOTA

Session:-2015-16

SUBMITTED TO: Submitted by:ANKUR SAHARIA Aditya Gupta(Asst. Prof.) (PIET/EC/12/110)ECE

DEPARTMENT OF ELECTRONICS & COMMUNICATION ENGINEERINGPOORNIMA INSTITUTE OF ENGINEERING & TECHNOLOGY

ISI-2, RIICO INSTITUTIONAL AREASITAPURA, JAIPUR-302022

(RAJASTHAN)

i

ii

POORNIMA INSTITUTE OF ENGINEERING & TECHNOLOGY

DEPARTMENT OF ELECTRONICS & COMMUNICATION ENGG.

ISI-2, RIICO INSTITUTIONAL AREA

SITAPURA, JAIPUR-302022

CERTIFICATE

This is to certify that the TRAINING report entitled “AIRPORT AUTHORITY

OF INDIA, JAIPUR” is submitted by ADITYA GUPTA (PIET/EC/12/110),

Final Year VII semester in partial fulfillment of the degree of Bachelor of

Technology in Electronics and Communication Engineering of Rajasthan

Technical University, Kota during the academic year 2015-16. The work has

been found satisfactory and is approved for submission.

Mr. ANKUR SAHARIA

(SEMINAR Coordinator, Section-A)

Mr. Sachin Chauhan Mr. Ajay Kr. Bansal

(HOD, Deptt. of ECE) (Director)

iii

ACKNOWLEDGEMENT

I express my deep gratitude to Ms. Rama Gupta Jt.G.M. (Comm.), Airports Authority of

India Jaipur for providing me this golden opportunity to attend the Industrial/Vocational

training.

My sincere thanks to Mr. Rajesh Kumar Meena, Manager (CNS), our training coordinator

for providing the proper guidance and continuous encouragement for making this training

successful.

I am also thankful to all the CNS faculty members for their keen interest and at last my

coordinal thanks to my batch mates and friends for their cooperation.

ADITYA GUPTA

IV YEAR

ECE

(PIET/EC/12/110)

iv

PREFACE

Only theoretical knowledge is not sufficient for expertise in any field. Theoretical

knowledge given in books is not of much use without knowing its practical implementation. It

has been experienced that theoretical knowledge is volatile in nature; however practical

knowledge makes solid foundation in our mind.

To accomplish this aspect, Rajasthan Technical University has included Industrial

Summer Training for the students of degree Bachelor of Technology. After VI semester. I

accomplished my Summer Training at AIRPORT AUTHORITY OF INDIA, JAIPUR in

“Communication, Navigation and Surveillance”.Today in modern rush period Airports provides the best means of easy transport and

communication, which saves valuable time as well as money. The Domestic & International

Airports provides good facilities & infrastructure with security.

The report presents an overview of various sections of Airports like Communication

equipment’s, AIS, Navigational Aids as well as the basics of the antenna, operation and

equipment’s used there. The major source of material for preparing this practical training report

is verbal lectures given to us by Engineers at different technical sites.

v

LIST OF TABLES

Table no. Particulars Page no.

3.1 Medium Range navigational aids 12

3.2 Short Range navigational aids 13

4.1 Radio Waves Classification 25

4.2 Equipment Frequency range 26

vi

LIST OF FIGURES

Figure No Particulars Page No.

1.1 Logo of Airports Authority of India 2

1.2 Organizational Structure 6

1.3 Product Engineering 7

3.1 DME 14

3.2 DVOR 15

3.3 DVOR Antenna 16

3.4 DVOR Antenna 16

3.5 ILS 17

3.6 Glide Path Antenna 19

3.7 CAT-I 22

3.8 CAT-II 22

3.9 Shows the Typical Locations of ILS Components 23

5.1 XBIS 27

5.2 XRAY 29

5.3 DFMD 30

5.4 HHMD 31

5.5 Operation of HHMD 32

5.6 CCTV 34

6.1 User Terminal 42

7.1 Flight Plan 45

8.1 Categories of Network 47

8.2 SLAN 47

8.3 MLAN 47

8.4 WAN 48

vii

ABSTRACT

Today in modern rush period Airports provides the best means of easy transport and

communication, which saves valuable time as well as money. The Domestic & International

Airports provides good facilities & infrastructure with security.

The report presents an overview of various sections of Airports like Communication

Equipment, IT, Security System & Navigational Aids as well as the basics of the antenna,

operation & equipments used there. The report also comprises of a brief description of work

done at various sites of Airports Authority of India, Jaipur. The major source of material for

preparing this practical training report is verbal lectures given to us by Engineers at different

technical sites.

TABLE OF CONTENTS

Certificate…………………………………………………………………………………ii

Acknowledgement………………………………………………………………………..iii

Preface………………………………………………………………………………….…iv

Table Index…………………………………………………………………….………….v

Figure Index………………………………………………………………………………vi

Abstract …………………………………………………………………………….vii

Table of Contents………………………………………………………………….……viii

CHAPTER 1: Introduction 1-7

1.1 Introduction 1-2

1.2 Technical Data of the Airport 3

1.3 Structure 3

1.4 Function of AAI 3-4

1.4.1 Mission 4

1.4.2 Vision 4

1.5 Production and Services 4-6

1.5.1 Passenger Facilities 4

1.5.2 Air Navigation services 5

1.5.3 Security 5

1.5.4 Aerodrome Facilities 5

1.5.5 HRD Training 5-6

1.6 Hardware and software 7

CHAPTER 2: Navigation 8-9

2.1 Introduction 9

2.2 Types of Navigation 8-9

2.2.1 Visual Navigation 9

2.2.2 Astronomical Navigation 9

2.2.3 Dead Reckoning 9

2.2.4 Radio Navigation 9

CHAPTER 3: NAV-AIDS 11-44

3.1 Introduction 11

3.2 Categorization of Radio Navigational AIDS 11-12

3.2.1 Long Range Navigational AIDS 12

3.2.2 Medium Range Navigational AIDS 12

3.2.3 Short Range Navigational AIDS 12

3.3 Distance Measuring Instrument 13-14

3.4 DVOR 14-16

3.5 ILS 17-23

3.5.1 Localizer 18

3.5.2 Glide Slope 19

3.5.3 Marker Beacons 19

3.5.4 Outer Marker 20

3.5.5 Middle Marker 20

3.5.6 Outer Locater 20

3.5.7 ILS Categories 20-23

3.5.7.1 CAT I 20

3.5.7.2 CAT II 20-21

3.5.7.3 CAT III 21

CHAPTER 4: Communication System 24-26

4.1 Introduction 24

4.2 Transmitter 24

4.3 Channel 24

4.4 Receiver 24-25

4.5 Frequency Band and Its Uses in Communication 25

4.6 Equipment Used at AAI with Frequency Range 25-26

CHAPTER 5: Security System 27-35

5.1 XBIS 27-29

5.1.1 Working Principle 28-29

5.1.1.1 Nature of X-rays 28

5.1.1.2 Production of X-rays 28-29

5.2 DFMD 29-30

5.3 HHMD 30-32

5.3.1 Operation 31-32

5.4 CCTV 32-34

5.4.1 Crime Prevention 33

5.4.2 Traffic Monitoring 33-34

5.5 ETD 34

5.5.1 Characteristics 34-35

5.5.1.1 Sensitivity 35

5.5.1.2 Light Weight 35

5.5.1.3 Size 35

CHAPTER 6: Switching and Monitoring System 36-42

6.1Automation 36

6.1.1 Introduction 36

6.1.2 Maintenance 36

6.2 Automation System Overview 36-37

6.2.1 Radar Data Processing System 37

6.2.2 Flight Data Processing System 37

6.2.3 Communication Gateway Processor/

Aeronautical Information System 37

6.2.4 Data Recording Facility 37

6.2.5 Data Management System 37

6.2.6 Voice Processing Facility 37

6.3Automation System Description 37-39

6.3.1 Local Area Network 38

6.3.2 Time Reference System 38

6.3.3 Radar Data Processing System 39

6.3.4 Flight Data Processing System 39

6.4 AMSS 40

6.4.1 System 40

6.4.2 Switching 40

6.4.3 Messages 40

6.5 Hardware Configuration 41-

6.5.1 Core System 41

6.5.2 Recording System 41

6.5.3 User‘s Terminal 41-42

CHAPTER 7: Aeronautical Information Service 43-46

7.1 Introduction 43

7.2 Automated Self Briefing System 43

7.3 Flight plan 43-46

CHAPTER 8: Categories of Networks 47-49

8.1 Introduction 47

8.1.1 Local Area Network 47-48

8.1.2 Wide Area Network 48-49

CHAPTER 9: Conclusion 50

References 51

COMMUNICATION, NAVIGATION AND SURVEILLANCE

1 ECE-A/2015-16/ PIET, JAIPUR

CHAPTER-1

INTRODUCTION

1.1 Introduction

Jaipur airport is the only international airport in the state of Rajasthan. It was granted the

status of International Airport on 29 December 2005. The civil apron can accommodate

14 A320 aircraft and the new terminal building can handle up to 1000 passengers at a time.

There are plans to extend the runway to 12,000Ft. (3,658 m) and expand the terminal building

to accommodate 1,000 passengers per hour.

Jaipur Runway strip 15/33 with one terminal office and two Hanger was constructed by

Maharaja Man Singh II in 1932 named as Sanganer Airport. Dakota Aircraft was used for

domestic and International flight from Jaipur to Karachi/Lahore. New Runway with orientation

09/27 of length 9000 feet has been constructed and de-used Runway 15/33 is being used for

parking the Aircrafts. The salient features of the New Terminal Building (Terminal-2) are: -

Glass and steel structure with passenger friendly facilities such as:

1. Most modern security system

2. Centrally air-conditioning system. Passenger Boarding Bridge (Aerobridges),

3. Two glass aerobridges with visual docking system.

4. On Line Baggage conveyer system.

5. Escalator and Glass Lifts.

6. Large Duty Free Shoe Area.

7. Twin-Level connection segregating arrival and Departure area.

8. Underground pedestrian link to/from car parking area to Concourse.

9. Peak Pax-500 (250 Departure, 250 Arrival)



Figure 1.1 Logo of Airports Authority of India

Type - PSU

Industry - Aviation section

Founded - 1 April 1995

Headquarters - Rajiv Gandhi bhawan, Safdeuding airport, New Delhi

Region - Northern Region

Key people - R.K.Srivastave (IAS) Chairman,

S.Suresh, Member (HR),

S.Raheja, Member (Planning),

C.Samasundaram, Member (ANS),

G.K. Chaukiyal, Member (Operations)

Products - Airports, ATS, CNS

No. of employees - 22000

Slogan - Service with security

Website - www.aai.aero

Manages - 125 airports



1.2 Technical Data of the Airport

Aerodrome Reference Code: 4D

Elevation: 1263.10 Feet (385 meter)

ARP coordinates: 26°49′26.3″N 075°48′′12.5″E

Main RWY orientation: 27/09

RWY dimension: 2797.05m X 45m

Apron dimension 230 m X 196 m

1.3 Structure

The new domestic terminal building at Jaipur Airport was inaugurated on 1 July 2009. The

new terminal has an area of 22,950 sq. m, is made of glass and steel structure having modern

passenger friendly facilities such as central heating system, central air conditioning, inline x-

ray baggage inspection system integrated with the departure conveyor system, inclined arrival

baggage claim carousels, escalators, public address system, flight information display

system (FIDS), CCTV for surveillance, airport check-in counters with Common Use Terminal

Equipment (CUTE), car parking, etc. The International Terminal Building has peak hour

passenger handling capacity of 500 passengers and annual handling capacity of 4lakhs.

The entrance gate, made of sandstone and Dholpur stones along with Rajasthani paintings

on the walls, give tourists a glimpse of the Rajasthani culture. Two fountains on both sides of

the terminal, dotted with palm trees, maintain normal temperature within the airport premises.

The transparent side walls of the building have adjustable shades that control the passage

0210 of sunlight into the airport premises, thereby cutting down heavily on electricity bills.

1.4 Function of AAI

Design, Development, Operation and Maintenance of international and domestic airports and

civil enclaves.

1. Control and Management of the Indian airspace extending beyond the territorial limits of

the country, as accepted by ICAO.

2. Construction, Modification and Management of passenger terminals.

3. Development and Management of cargo terminals at international and domestic airports.



4. Provision of passenger facilities and information system at the passenger terminals at

airports.

5. Expansion and strengthening of operation area, viz. Runways, Aprons, Taxiway etc.

6. Provision of visual AIDS.

7. Provision of Communication and Navigation AIDS, viz. ILS, DVOR, DME, Radar etc.

1.4.1 Mission

''To achieve highest standards of safety and quality in air traffic services and airport

management by providing state-of-the-art infrastructure for total customer satisfaction,

contributing to economic growth and prosperity of the nation.''

1.4.2 Vision

''To be a world-class organization providing leadership in air traffic services and airport

management & making India a major hub in Asia Pacific region by 2016''.

1.5 Production and Services

1. Passenger Facilities

2. Air Navigation Services

3. Security

4. Aerodrome Facilities

5. HRD Training

1.5.1 Passenger Facilities

The main functions of AAI inter-alia include construction, modification & management of

passenger terminals, development & management of cargo terminals, development &

maintenance of apron infrastructure including runways, parallel taxiways, apron etc.,

Provision of Communication, Navigation and Surveillance which includes provision of

DVOR / DME, ILS, ATC radars, visual AIDS etc., provision of air traffic services, provision

of passenger facilities and related amenities at its terminals thereby ensuring safe and secure

operations of aircraft, passenger and cargo in the country.



1.5.2 Air Navigation Services

Induction of latest state-of-the-art equipment, both as replacement and old equipment and also

as new facilities to improve standards of safety of airports in the air is a continuous process.

Adoptions of new and improved procedure go hand in hand with induction of new equipment.

Some of the major initiatives in this direction are introduction of Reduced Vertical Separation

Minima (RVSM) in India air space to increase airspace capacity and reduce congestion in the

air; implementation of GPS and Geo Augmented Navigation (GAGAN) jointly with ISRO

which when put to operation would be one of the four such systems in the world.

1.5.3 Security

The continuing security environment has brought into focus the need for strengthening security

of vital installations. There was thus an urgent need to revamp the security at airports not only

to thwart any misadventure but also to restore confidence of traveling public in the security of

air travel as a whole, which was shaken after 9/11 tragedy. With this in view, a number of steps

were taken including deployment of CISF for airport security, CCTV surveillance system at

sensitive airports, latest and state-of-the-art X-ray baggage inspection systems, premier security

& surveillance systems. Smart Cards for access control to vital installations at airports are also

being considered to supplement the efforts of security personnel at sensitive airports.

1.5.4 Aerodrome Facilities

In Airports Authority of India, the basic approach to planning of airport facilities has been

adopted to create capacity ahead of demand in our efforts. Towards implementation of this

strategy, a number of projects for extension and strengthening of runway, taxi track and aprons

at different airports has been taken up. Extension of runway to 7500 ft. has been taken up to

support operation for Airbus-320/Boeing 737-800 category of aircrafts at all airports.

1.5.5 HRD Training

A large pool of trained and highly skilled manpower is one of the major assets of Airports

Authority of India. Development and Technological enhancements and consequent refinement

of operating standards and procedures, new standards of safety and security and improvements

in management techniques call for continuing training to update the knowledge and skill of



officers and staff. For this purpose AAI has a number of training establishments, viz. NIAMAR

in Delhi, CATC in Allahabad, Fire Training Centres at Delhi & Kolkata for in-house training

of its engineers, Air Traffic Controllers, Rescue & Fire Fighting personnel etc. NIAMAR &

CATC are members of ICAO TRAINER programme under which they share Standard Training

Packages (STP) from a central pool for imparting training on various subjects. Both CATC &

NIAMAR have also contributed a number of STPs to the Central pool under ICAO TRAINER

program.

Figure 1.2 Organizational Structure



1.6 Hardware and Software (Services)

Figure 1.3 Product Engineering



CHAPTER-2

NAVIGATION

2.1 Introduction

Navigation is the ‘ART’ of determining the position of an aircraft over earth’s surface and

guiding its progress from one place to another. To accomplish this ‘ART’ some sort of AIDS

are required by the pilots. In the early days, voyages were accomplished by the navigators

through the knowledge of terrain or movements of sun, stars and winds. As the time progressed,

some instruments such as Compass, Chronometer and theodolite came on the scene. In the

twentieth century, electronics also entered in the aviation field, direction finders and other

navigational AIDS enabled the navigators to obtain fixes using electronics AIDS only.

As an integral part of the Air Traffic Services, the performance of the Navigational AIDS

directly affects the quality of the services.

The functions of the NAV-AIDS unit are as follows:

1. To provide and maintain Doppler VHF Omni Range (DVOR) for Mumbai Airport.

2. To provide and maintain Distance Measuring Equipment (DME) co-located with DVOR.

3. To provide and maintain Instrument landing System (ILS) for runway 27.



In an ILS system, the Localizer and the Glide Slopes are invariably present. However, all or

some of the Marker Beacons can be present or absent. The Marker Beacons can be replaced by

a DME whose performance is better than any individual Marker.

2.2 Types of Navigation

The methods of navigation can be divided into four categories:

1. Visual

2. Astronomical (Celestial)

3. Navigation by dead reckoning

4. Radio navigation



2.2.1 Visual Navigation

In this method the navigator `fixes' his position on a map by observing known visible

landmarks, such as rivers, railway lines, mountains, coast lines etc. During night. 'Light beacons

from cities and towns can provide information about the position of aircraft however this is

possible only under good visibility conditions.

2.2.2 Astronomical Navigation

This is accomplished by measuring the angular position of celestial bodies with a sextant

and noting the precise time at which the measurement is made with a chronometer! The position

of celestial bodies at various times are given in almanacs. With two or three observations, the

position (‘Fix’) of the aircraft can be obtained. The advantage of celestial navigation is its

relative independence of external AIDS. But good visibility is required to take elevation angles

of heavenly. Under favorable conditions, this method gives position with an accuracy of 1 NM

(nautical miles).

2.2.3 Dead Reckoning

The term 'Dead Reckoning' abbreviated as `DR' stands for deduced calculation. In this

method the ground 'Position' of an aircraft at any instant is calculated from its previously

determined position, the speed of its motion with respect to earth along with the direction of

motion (i.e. velocity vector) and the motion time elapsed. For navigation by dead reckoning,

direction of motion is provided by magnetic compass and speed by air-speed indicator.

Navigation would be straight forward if the medium, in which the aircraft is moving, is

stationary. But, while flying, the wind speed and the direction from which it blows affects the

aircraft's speed and may also drift the aircraft from the direction to which its nose is pointing.

Hence the ground position of an aircraft is determined from the knowledge of its speed.

Direction of the fore and aft axis and the prevailing wind conditions, using the principle of

triangle of velocities.

2.2.4 Radio Navigation

This method is based on the use of Radio Transmitter, Radio Receiver and propagation of

electromagnetic waves to find navigational parameters such as direction, distance etc., required



to find the position of the aircraft. The Radio Navigational AIDS provide information to the

pilot regarding the position of his/her aircraft in azimuth and/or elevation at any instant of time.

Radio communication and navigational AIDS also provide useful information to Air Traffic

Control Officers for effective control of air traffic.



CHAPTER-3

NAV-AIDS

3.1 Introduction

The Navigational AIDS (NAV-AIDS) unit is responsible for providing and maintaining

Area Navigational AIDS such as VHF Omni Range (VOR), Distance Measuring Equipment

(DME) and Terminal Navigational AIDS such as Instrument Landing System (ILS). The

Navigational equipment are scattered throughout the operational area and are centrally

monitored and controlled through Remote Control Equipment’s.

As an integral part of the Air Traffic Services, the performance of the Navigational AIDS

directly affects the quality of the services. Navigation is the guidance of aircraft from one

place to another. The equipment and support received by an aircraft starting from the take-off

at departing aerodrome to touchdown point at destination is known as Navigational AIDS or

NAV-AIDS. Various NAV-AIDS are available like DVOR, DME and ILS etc.

The functions of the NAV-AIDS unit are as follows

1. To provide and maintain Doppler VHF Omni Range (DVOR) for Mumbai Airport.

2. To provide and maintain Distance Measuring Equipment (DME) co-located with DVOR.

3. To provide and maintain Instrument Landing System (ILS) for runway 27.



3.2 Categorization of Radio Navigational AIDS

Radio navigational AIDS can be classified in different ways. The classification helps in

identifying the usefulness of a given facility. All navigational AIDS, which provide guidance

by using Radio waves, are called Non-visual AIDS.

According to service range, the radio navigational AIDS are broadly classified into three

categories:

1. Long range

2. Medium range

3. Short range



3.2.1 Long Range Navigational AIDS

Some of the AIDS operating worldwide in this category are OMEGA and Long Range Aid

to Navigation (LORAN). They operate in Very Low Frequency (VLF) and Low Frequency

(LF) bands of frequency spectrum, i.e. 10 KHz, 50 – 100 KHz and 100 – 200 KHz respectively

to give very long ranges of the order of 7000 Km. and 700 Km. respectively. They are based

on hyperbolic system of navigation. Airports Authority of India (AAI) does not provide these

AIDS, although aircraft equipped with corresponding receiving equipment can use these

facilities while flying over Indian air space.

3.2.2 Medium Range Navigational AIDS

NDB (Non Directional Beacon) falls in this category. It operates in the LF/MF band of

frequency spectrum with a nominal range of 150 – 250 nautical miles (NM), and even up to

350 NM over high seas.

Table 3.1 Medium Range Navigational AIDS

Name of The

Equipment

System Frequency

Band

Power

(In Watts)

Range (Nm)

NDB Homing & En-

route

200 – 450 KHz 500 & >1KW 150 & >250

VHF D/F Homing 118 – 136 MHz -- 150

VOR Homing 112 – 118 MHz 100 200

DME Homing 960 –1215 MHz 1KW 200

3.2.3 Short Range Navigational AIDS

Some of the important and widely used short-range AIDS are: VHF DF, VOR, DME, ILS

and RADARS. These AIDS operate in and above VHF bands and hence the coverage is

dependent upon line-of-sight phenomenon.



Table 3.2 Short Range Navigational AIDS

Name of The

Equipment

System Frequency

Band

Power

(In Watts)

Range

(Nm)

NDB Locator 200 – 450 KHz <50 45

VOR Terminal VOR 108 – 112 MHz 13 25

Localizer ILS 108 – 112 MHz 10 25

Glide Path ILS 328 – 336 MHz 10 10

DME ILS –DME 960 –1215 MHz 100 25

3.3 Distance Measuring Instrument (Frequency range 962-1215 MHz)

Distance measuring equipment (DME) is a transponder-based radio navigation technology

that measures slant range distance by timing the propagation delay of VHF or UHF radio

signals. DME is similar to secondary radar, except in reverse. The system was a post-war

development of the IFF (identification friend or foe) systems of World War II. Aircrafts use

DME to determine their distance from a land-based transponder by sending and receiving pulse

pairs. 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. A low-power DME can also be co-located with an ILS glide slope

antenna installation where it provides an accurate distance to touchdown function, similar to

that otherwise provided by ILS Marker Beacons.

The DME system is composed of a UHF transmitter/receiver (interrogator) in the aircraft

and a UHF receiver/transmitter (transponder) on the ground.

The operation is performed by sending and receiving two pulses of fixed duration and

separation. The two pulses are known as interrogation pulse and reply pulse. The first one is

sent by the pilot to ground station, and the second one is replied back to the pilot. The aircraft

interrogates the ground transponder with a series of pulse-pairs (interrogations). The ground

station responds after a precise time delay, called the threshold time.

The permissible frequency range is 962-1215 MHz. Different airports select their

transmitting and frequencies among this range. The constraint is that the difference between the

receiving and transmitting frequencies must be 63 MHz. For Kolkata, the frequencies are 1159



MHz and 1096 MHz. A radio pulse takes around 12.36 microseconds to travel 1 nautical mile

(1,852 m) to and from; this is also referred to as a radar-mile. The time difference between

interrogation and reply 1 nautical mile (1,852 m) minus the 50 microsecond ground transponder

delay is measured by the interrogator's timing circuitry and translated into a distance

measurement (slant range), stated in nautical miles, and then displayed on the cockpit DME

display.

The distance formula, distance = rate*time, is used by the DME receiver to calculate its

distance from the DME ground station. The rate in the calculation is the velocity of the radio

pulse, which is the speed of light (roughly 300,000,000 m/s or 186,000 mi/s). The time in the

calculation is (total time - 50μs)/2.

A typical DME transponder can provide distance information to 100 aircraft at a time.

Above this limit the transponder avoids overload by limiting the gain of the receiver. Replies

to weaker more distant interrogations are ignored to lower the transponder load.

Figure 3.1 DME



3.4 DVOR (Doppler Very High Frequency Omni Range) (Frequency range

112-118 MHz)

In the earlier times, there was no facility for so many scientific equipment. The only NAV-

AID available was Visual AID. Direction of travel was determined by measuring deviations

from the Pole Star or certain pre-determined landmarks. A little development in science

produced a more accurate and precise device called the ―Compass. This was relied upon for

centuries until modern science evolved and brought rapid changes to NAV-AIDS. Now DVOR

is used for identifying exact location.

Figure 3.2 DVOR

VOR, short for VHF omnidirectional radio range, is a type of short-range radio

navigation system for aircraft, enabling aircraft to determine their position and stay on course

by receiving radio signals transmitted by a network of fixed ground radio beacons, with a

receiver unit. It uses radio frequencies in the very high frequency (VHF) band from 112 to 118

MHz Developed in the US beginning in 1937 and deployed by 1946, VOR is the standard air

navigational system in the world, used by both commercial and general aviation. There are

about 3000 VOR stations around the world and 87 alone in all over India.



Figure 3.3 DVOR Antenna

Figure 3.4 DVOR Antenna



3.5 Instrument Landing System (Frequency range: Markers 75 MHz,

Localizer 108-112 MHz and Glide Path 328-336 MHz)

An instrument landing system or 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 and, in many cases, high-intensity lighting arrays to enable a safe

landing during instrument meteorological conditions (IMC), such as low ceilings or reduced

visibility due to fog, rain, or blowing snow.

Instrument approach procedure charts (or approach plates) are published for each ILS

approach, providing pilots with the needed information to fly an ILS approach during

instrument flight rules (IFR) operations, including the radio frequencies used by the ILS

components or NAV-AIDS and the minimum visibility requirements prescribed for the specific

approach.

Radio-navigation AIDS must keep a certain degree of accuracy (set by international

standards of ICAO); to assure this is the case, flight inspection organizations periodically check

critical parameters with properly equipped aircraft to calibrate and certify ILS precision.

Figure 3.5 ILS

An ILS consists of two independent sub-systems, one providing lateral guidance

(localizer), the other vertical guidance (glide slope or glide path) to aircraft approaching a

runway. Aircraft guidance is provided by the ILS receivers in the aircraft by performing a

modulation depth comparison.

A localizer (or LLZ) 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 in the carrier frequency range between 108.10 MHz



and 111.95 MHz (with the 100 kHz first decimal digit always odd, so 108.10, 108.15, 108.30,

and so on are LLZ frequencies but 108.20, 108.25, 108.40, and so on are not).

One is modulated at 90 Hz, the other at 150 Hz and these are transmitted from separate but

co-located antennas. Each antenna transmits a narrow beam, one slightly to the left of the

runway centreline, the other to the right.

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 328.6 and 335.4

MHz using a technique similar to that of the localizer. The centreline of the glide slope signal

is arranged to define a glide slope of approximately 3° above horizontal (ground level). These

signals are displayed on an indicator in the instrument panel. This instrument is generally called

the Omni-bearing indicator or NAV-Indicator.

The Navigational equipment are located at strategic points in and around Mumbai Airports.

The DVOR and DME for Mumbai Airport are co-located and housed under the same building

located near runway 27. The Instrument Landing System is a set of equipment located at

specified locations and acts as a precision landing aid.

The standard components of ILS are as follows:

1. Localizer

2. Glide Slope

3. Inner Marker

4. Middle Marker

5. Outer Marker

6. Outer Locater

7. Distance Measuring Equipment

3.5.1 Localizer (LLZ)

The localizer provides horizontal guidance to an aircraft and aligns the aircraft with the

extended centerline of the runway. The localizer operates in VHF frequency band (108 MHz to

112 MHz) and has a range of approximately 25 nautical miles. For achieving its purpose, it

uses two navigational tones (90 Hz and 150 Hz) and a VHF carrier. Localizer system is shown

in the figure.



3.5.2 Glide Slope (GS)

The Glide Slope provides the vertical guidance to the aircraft. After establishing the

extended centerline with the help of localizer, the Glide Slope provides the rate of descent to

the aircraft for a safe landing. The Glide Slope operates in the UHF frequency band (326 MHz

to 333 MHz). To achieve the desired results, it uses two navigational tones (90 Hz and 150 Hz)

superimposed on the RF carrier. The range requirement for a Glide Slope is approximately 10

NM. Generally a Glide Slope uses two RF carriers, one for the course and other for the

clearance. The course and clearance signal have a frequency relationship in such a manner that

a single GS receiver can catch both the signals. By using a separate clearance signal the facility

ensures a high fly up signal, which is essential for flight safety. Aircrafts are generally made

to land at an angle of 2 to 3 degrees with respect to the runway.

3.5.3 Marker Beacons

The ILS system recommends three marker beacons located at pre-designated locations. The

markers are designated as Outer, Middle and Inner. However, the presence of marker beacons

in an ILS system depends on the category of the operation and availability of collocated

Distance Measuring equipment along with Glide Slope.

Figure 3.6 Glide Path Antenna



3.5.4 Outer Marker

The Outer Marker is normally located on the extended centerline at a distance of 3.9 NM.

The marker operates at a frequency of 75 MHz and is tone coded with an audio signal of 400

Hz signal. It radiates a fan shaped beam and while descending, the aircraft checks its height

and compares it with the specified height. Any deviation in the height data indicates the Glide

Slope is not providing the designated angle. The outer marker is used as the first checkpoint,

while using the Glide Slope.

3.5.5 Middle Marker

The Middle Marker is normally located on the extended centerline at a distance of 1.5 NM.

The Middle Marker operates at a frequency of 75 MHz and is tone coded with an audio signal

of 400 Hz. It radiates a fan shaped beam and while descending the aircraft checks its height

and compares it with the specified height. Any deviation in the height data indicates that the

Glide Slope is not providing the designated angle. This acts as a second checkpoint while using

the Glide Slope. For a Category I operation, Middle Marker is optional whereas for Category

II operation Middle Marker is a must, as it provides the marking of the decision height’s.

3.5.6 ILS Categories

There are three categories of ILS which support similarly named categories of operation.

Information below is based on ICAO.

1. CAT I

2. CAT II

3. CAT III

3.5.6.1 Category I (CAT I)

A precision instrument approach and landing with a decision height not lower than 200 feet

(61 m) above touchdown zone elevation and with either a visibility not less than 800 meters or

2400 ft. or a runway visual range not less than 550 meters (1,800 ft.) on a runway with

touchdown zone and runway centreline lighting.



3.5.6.2 Category II (CAT II)

A precision instrument approach and landing with a decision height lower than 200 feet (61

m) above touchdown zone elevation but not lower than 100 feet (30 m), and a runway visual

range not less than 350 meters (1,150 ft.).

3.5.6.3 Category III (CAT III) is subdivided into three sections:

I.Category III A

A precision instrument approach and landing with:

A decision height lower than 100 feet (30 m) above touchdown zone elevation, or no

decision height (alert height);

A runway visual range not less than 200 meters (660 ft.).

II.Category III B

A precision instrument approach and landing with:

A decision height lower than 50 feet (15 m) above touchdown zone elevation, or no decision

height (alert height).

A runway visual range less than 200 meters (660 ft.) but not less than 50 meters (160 ft.).



Figure 3.7 CAT-I Figure 3.8 CAT-II



Figure 3.9 Shows the Typical Locations of ILS Components



CHAPTER 4

COMMUNICATION SYSTEM

4.1 Introduction

Communication is the process of sending, receiving and processing of information by

electrical means. It started with wire telegraphy in 1840 followed by wire telephony and

subsequently by radio/wireless communication. The introduction of satellites and fiber optics

has made communication more widespread and effective with an increasing emphasis on

computer based digital data communication. In Radio communication, for transmission

information/message are first converted into electrical signals then modulated with a carrier

signal of high frequency, amplified up to a required level, converted into electromagnetic waves

and radiated in the space, with the help of antenna.

4.2 Transmitter

Unless the message arriving from the information source is electrical in nature, it will be

unsuitable for immediate transmission. Even then, a lot of work must be done to make such a

message suitable. This may be demonstrated in single-sideband modulation, where it is

necessary to convert the incoming sound signals into electrical variations, to restrict the range

of the audio frequencies and then to compress their amplitude range. All this is done before any

modulation. In wire telephony no processing may be required, but in long-distance

communications, transmitter is required to process, and possibly encode, the incoming

information so as to make it suitable for transmission and subsequent reception.

4.3 Channel

The acoustic channel (i.e., shouting!) is not used for long-distance communications and

neither was the visual channel until the advent of the laser. "Communications," in this context,

will be restricted to radio, wire and fiber optic channels. Also, it should be noted that the term

channel is often used to refer to the frequency range allocated to a particular service or

transmission, such as a television channel (the allowable carrier bandwidth with modulation).



4.4 Receiver

There are a great variety of receivers in communications systems, since the exact form of

a particular receiver is influenced by a great many requirements. Among the more important

requirements are the modulation system used, the operating frequency and its range and the

type of display required, which in turn depends on the destination of the intelligence received.

Most receivers do conform broadly to the super heterodyne type.

4.5 Frequency Band and Its Uses in Communications

Table 4.1 Radio Waves Classification

Band Name Frequency Band

Ultra Low Frequency (ULF) 3Hz - 30 Hz

Very Low Frequency (VLF) 3 kHz - 30 kHz

Low Frequency (LF) 30 kHz - 300 kHz

Medium Frequency (MF) 300 kHz - 3 MHz

High Frequency (HF) 3 MHz - 30 MHz

Very High Frequency (VHF) 30 MHz - 300 MHz

Ultra High Frequency (UHF) 300 MHz - 3 GHz

Super High Frequency (SHF) 3 GHz - 30 GHz

Extra High Frequency (EHF) 30 GHz - 300 GHz

Infrared Frequency 3 THz- 30 THz

4.6 Equipment Used at AAI with Frequency Range

Table 4.2 Equipment Frequency Range

Name Of The Equipment Frequency Band Uses

NDB 200 – 450 KHz Locator, Homing & En-

route

HF 3 – 30 MHz Ground to Ground/Air Com.

Localizer 108 – 112 MHz Instrument Landing System



VOR 108 – 117.975 MHz Terminal, Homing & En-

route

VHF 117.975 – 137 MHz Ground to Air Comm.

Glide Path 328 – 336 MHz Instrument Landing System

DME 960 – 1215 MHz Measurement of Distance

UHF LINK 0.3 – 2.7 GHz Remote Control, Monitoring

RADAR 0.3 – 12 GHz Surveillance



CHAPTER-5

SECURITY SYSTEM

5.1 XBIS (X-RAY Baggage Inspection System)

The machine used in airports usually is based on a dual-energy X-ray system. This system

has a single X-ray source sending out X-rays, typically in the range of 140 to 160 kilovolt peak

(KVP). KVP refers to the amount of penetration an X-ray makes. The higher the KVP, the

further the X-ray penetrates.

Since different materials absorb X-rays at different levels, the image on the monitor lets the

machine operator see distinct items inside your bag. Items are typically colored on the display

monitor, based on the range of energy that passes through the object, to represent one of three

main categories:

1. Organic

2. Inorganic

3. Metal

Figure 5.1 XBIS



While the colors used to signify "inorganic" and "metal" may vary between manufacturers,

all X-ray systems use shades of orange to represent "organic." This is because most explosives

are organic.

Machine operators are trained to look for suspicious items and not just obviously suspicious

items like guns or knives, but also anything that could be a component of an improvised

explosive device (IED). Since there is no such thing as a commercially available bomb, IEDs

are the way most terrorists and hijackers gain control. An IED can be made in an astounding

variety of ways, from basic pipe bombs to sophisticated, electronically-controlled component

bombs.

5.1.1 Working Principle:

5.1.1.1 Nature of X-rays

X-rays are electromagnetic waves whose wavelengths range from about (0.1 to 100) x

10-10 m. They are produced when rapidly moving electrons strike a solid target and their

kinetic energy is converted into radiation. The wavelength of the emitted radiation depends on

the energy of the electrons.

5.1.1.2 Production of X-rays

There are two principal mechanisms by which X-rays are produced. The first mechanism

involves the rapid deceleration of a high-speed electron as it enters the electrical field of a

nucleus. During this process the electron is deflected and emits a photon of x-radiation. This

type of x-ray is often referred to as bremsstrahlung or "braking radiation". For a given source

of electrons, a continuous spectrum of bremsstrahlung will be produced up to the maximum

energy of the electrons.



Figure 5.2 X-Ray

5.2 DFMD (Door Field Metal Detectors)

Almost all airport metal detectors are based on pulse induction (PI). Typical PI systems

use a coil of wire on one side of the arch as the transmitter and receiver. This technology sends

powerful, short bursts (pulses) of current through the coil of wire. Each pulse generates a brief

magnetic field. When the pulse ends, the magnetic field reverses polarity and collapses very

suddenly, resulting in a sharp electrical spike. This spike lasts a few microseconds (millionths

of a second) and causes another current to run through the coil. This subsequent current is called

the reflected pulse and lasts only about 30 microseconds. Another pulse is then sent and the

process repeats. A typical PI-based metal detector sends about 100 pulses per second, but the

number can vary greatly based on the manufacturer and model, ranging from about 25 pulses

per second to over 1,000 if a metal object passes through the metal detector, the pulse creates

an opposite magnetic field in the object.

The sampling circuit sends the tiny, weak signals that it monitors to a device call an

integrator. The integrator reads the signals from the sampling circuit, amplifying and

converting them to direct current (DC).The DC's voltage is connected to an audio circuit, where

it is changed into a tone that the metal detector uses to indicate that a target object has been

found. If an item is found, you are asked to remove any metal objects from your person and

step through again. If the metal detector continues to indicate the presence of metal, the

attendant uses a handheld detector, based on the same PI technology, to isolate the cause.



Figure 5.3 DFMD

5.3 HHMD (Hand Held Metal Detectors)

These type of detector are in the hands of CRPF to check the passengers and small luggage

which he/she is carrying with him/her. These detectors allow the security staff to more

accurately locate the source of an alarm on a passenger’s body. By moving the HHMD around

and close to a passenger’s body, the operator can fairly accurately locate sources of metal that

may be on, or even in, the person’s body. When a suspect area is located, the HHMD will

generally give off an alarm signal.

Old metal detectors worked on energy absorption principle used two coils as search coils,

these were forming two loops of a blocking oscillator. When any person carrying a metallic

object or a weapon stepped through the door carrying coils, some energy was absorbed and

the equilibrium of the blocking oscillator got disrupted. This change was converted into audio

and visual indications. Size and weight of the metallic object was determined by proper

sensitivity settings. The hand held metal detectors used the same technique. These type of



metal detectors carried various shortcomings and they have been superseded by new

generation multi zone equipment working on PI technology.

5.3.1 Operation

The coil is part of the oscillating circuit which operation frequency is 23.5 kHz. When

a metal object is inside the sensing area of the coil, it will effect to amplitude of the

oscillating signal. After a while the integrating control will set the amplitude a constant

value.

Output of oscillator is rectified and it is connected through the filter section to

comparator. When the signal is lower than the adjusted reference level (sensitivity setting)

comparator generates alarm signal. It activates the alarm oscillator and

Figure 5.4 HHMD



Figure 5.5 Operation of HHMD

5.4 CCTV (Closed Circuit Television Camera)

Closed-circuit television (CCTV) is the use of video cameras to transmit a signal to a

specific place, on a limited set of monitors. It differs from broadcast television in that the signal

is not openly transmitted, though it may employ point to point (P2P), point to multipoint, or

mesh wireless links. Though almost all video cameras fit this definition, the term is most often

applied to those used for surveillance in areas that may need monitoring such as banks, casinos,

airports, military installations, and convenience stores. Video telephony is seldom called

"CCTV" but the use of video in distance education, where it is an important tool, is often so

called.

In industrial plants, CCTV equipment may be used to observe parts of a process from a

central control room, for example when the environment is not suitable for humans. CCTV

systems may operate continuously or only as required to monitor a particular event. A more

advanced form of CCTV, utilizing digital video recorders(DVRs), provides recording for

possibly many years, with a variety of quality and performance options and extra features (such

as motion-detection and email alerts). More recently, decentralized IP-based CCTV cameras,



some equipped with megapixel sensors, support recording directly to network-attached storage

devices, or internal flash for completely stand-alone operation. Surveillance of the public using

CCTV is particularly common in many areas around the world including the United Kingdom,

where there are reportedly more cameras per person than in any other country in the world.

There and elsewhere, its increasing use has triggered a debate about security versus privacy.

Uses:-

5.4.1 Crime Prevention:

The two year-old James Bugler being led away by his killers, recorded on shopping centre

CCTV.

Experiments in the UK during the 1970s and 1980s (including outdoor CCTV in

Bournemouth in 1985), led to several larger trial programs later that decade.

These were deemed successful in the government report "CCTV: Looking out for you",

issued by the Home Office in 1994, and paved the way for a massive increase in the number of

CCTV systems installed. Today, systems cover most town and city centres, and many stations,

car-parks and estates.

A more recent analysis by North-eastern University and the University of Cambridge,

"Public Area CCTV and Crime Prevention: An Updated Systematic Review and Meta-

Analysis," examined 44 different studies that collectively surveyed areas from the United

Kingdom to U.S. cities such as Cincinnati and New York.

The analysis found that:

Surveillance systems were most effective in parking lots, where their use resulted in a 51%

decrease in crime.

5.4.2 Traffic Monitoring:

Many cities and motorway networks have extensive traffic-monitoring systems, using

closed-circuit television to detect congestion and notice accidents. Many of these cameras

however, are owned by private companies and transmit data to drivers' GPS systems.

The UK Highways Agency has a publicly owned CCTV network of over 1,200 cameras

covering the English motorway and trunk road network. These cameras are primarily used to

monitor traffic conditions and are not used as speed cameras. With the addition of fixed cameras



for the Active Traffic Management system, the number of cameras on the Highways Agency's

CCTV network is likely to increase significantly over the next few years.

The London congestion charge is enforced by cameras positioned at the boundaries of and

inside the congestion charge zone, which automatically read the licence plates of cars. If the

driver does not pay the charge then a fine will be imposed. Similar systems are being developed

as a means of locating cars reported stolen.

Figure 5.6 CCTV

5.5 ETD (Explosive Trace Detector)

Explosives trace detectors (ETD) are security equipment able to detect explosives of small

magnitude. The detection can be done by sniffing vapors as in an explosive vapor detector or

by sampling traces of particulates or by utilizing both methods depending on the scenario. Most

explosive detectors in the market today can detect both vapors and particles of explosives.

Devices similar to ETDs are also used to detect narcotics. The equipment is used mainly in

airports and other vulnerable areas considered susceptible to acts of unlawful interference.



5.5.1 Characteristics

5.5.1.1 Sensitivity

Sensitivity is defined as the lowest amount of explosive matter a detector can detect reliably.

It is expressed in terms of nano-grams (ng), pico-grams (pg) or femto-grams (fg) with fg being

better than pg better than ng. It can also be expressed in terms of parts per billion (ppb), parts

per trillion (ppt) or parts per quadrillion (ppq).

Sensitivity is important because most explosives have a very low vapor pressure and give

out very little vapor. The detector with the highest sensitivity will be the best in detecting vapors

of explosives reliably.

5.5.1.2 Light weight

Portable explosive detectors need to be as light weight as possible to allow users to not

fatigue when holding them. Also, light weight detectors can easily be placed on top of robots.

5.5.1.3 Size

Portable explosive detectors need to be as small as possible to allow for sensing of

explosives in hard to reach places like under a car or an inside a trash bin.



CHAPTER-6

SWITCHING AND MONITORING SYSTEM

6.1 Automation

6.1.1 Introduction

This unit is mainly concerned with the regulation of the system. It is a centralized system

in which various workstations and units like AMSS, MET, RADAR, tower section etc. are

connected. It is therefore also called as the, ‘Centralized System of Maintenance’.

It is specifically an end user application in which different sections are connected to this

unit using an Ethernet LAN, which employs a star topology.

It receives data from different sections, e.g. from AMSS it receives the data inputs about

different stations, airports, flight plans etc., from MET it receives data such as the weather

forecast, climatic conditions etc. All data of this unit are stored into its ‘Servers’, which are

also connected through a LAN.

It monitors as well as is concerned with the operational section of this unit. It is basically

categorized into two main parts viz. maintenance and operation.

6.1.2 Maintenance

This is basically a ‘Supervisory Unit’, which monitors the actual status of various sections

connected to the centralized system.

The status of various units connected is displayed on a computer monitor called as “Control

Monitor Display (CMD)”.

It monitors the actual status of different peripherals connected to the system e.g. if there is

a breakdown of any particular section of any of the section is switched OFF, then the

corresponding status of that unit will be indicated on the CMD.

Onto the CMD screen, various sections are shown in the form of different blocks. These

block turn red when any of the section turns non-functional.

6.2 Automation System Overview

The automation system is comprised of the following functional subsystems. Refer to your



“Interconnection Diagram” found in the appendix of this document for your specific

configuration.

6.2.1 Radar Data Processing System (RDPS)

Receives and processes radar data information from various radar sites.

6.2.2 Flight Data Processing System (FDPS)

Processes information associated with flight plan data based on information received from

internal or external sources and makes it accessible by the various Air Traffic Control (ATC)

working positions including the Flight Data Display (FDD).

6.2.3 Communications Gateway Processor/Aeronautical Information System

(CGP/AIS)

Subsystem which provides the interface to the Controller Pilot Data Link Communications

as well as AFTN.

6.2.4 Data Recording Facility (DRF)

Provides capability to record and replay ATC data from all subsystems on the local area

network (LAN) including operator actions at each controller working position.

6.2.5 Data Management System (DMS)

Provides capability to perform adaptation changes and downloads of new software releases.

6.2.6 Voice Processing Facility (VPF)

This is an optional component. The VPF digitizes analog audio from the Voice

Communication Control System (VCCS). This audio is typically ATC radio or telephone

communications sent through a main distribution frame (MDF) to the VPF and then recorded

by the DRF.

6.3 Automation System Description

This chapter describes the functions performed by the subsystems that comprise the

Automation System. Each section includes a block diagram of each subsystem's hardware, a

brief description of the hardware and associated interfaces, and an overview of the executable

software.

Critical processing systems such as RDPS, FDPS, and DRF have redundant processors to

eliminate the chance of a single point of failure disrupting critical Air Traffic Control (ATC)



functions. All processing systems are interconnected via a dual 100BaseT/1000BaseT Ethernet

LAN. An optional third LAN is available to provide Direct Radar Access.

The Automation System comprises of the following functional subsystems:

1. Local Area Network (LAN)

2. Time Reference System (TRS)

3. Radar Data Processing System (RDPS)

4. Flight Data Processing System (FDPS)

5. Data Recording Facility (DRF)

6. Operational Controller Position

7. Tower Position

8. Control and Monitoring Display (CMD)

9. Supervisor Position

6.3.1 Local Area Network (LAN)

The LAN connects all of the servers and workstations so that information can be shared by

all. In the event that a LAN should fail, a second LAN is provided and becomes operational in

the event the primary LAN becomes inoperative.

These LANs are designated LAN A and LAN B. LAN A and LAN B connect to all servers

and workstations. Additionally, the option for a third LAN, LAN C, exists. This LAN connects

only to the Direct Radar Access (DRA) subsystem and all Situation Data Displays (SDD). In

the event that both LAN A and LAN B fail this LAN C provides the minimum necessary

information to continue operations until either of LAN A or LAN B become available again.

6.3.2 Time Reference System (TRS)

A Global Positioning Satellite (GPS) based time reference system provides precision timing

Information to the Automation System. TRS typically consists of an antenna, receiver, and a

time and frequency processor module at each server, inputting the timing signal.

The antenna picks up the GPS signal, which is then passed on to the receiver via a coaxial

cable. The receiver puts out an IRIG-B signal, which is sent to the time and frequency processor

module in each of the Radar Data Processing Systems (RDPS). These establish timing for the

Automation System.



6.3.3 Radar Data Processing System (RDPS)

The main purpose of the RDPS is to process radar data. This includes returns consisting of

both Primary Surveillance Radar (PSR) and Secondary Surveillance Radar (SSR) track data

from detected aircraft. The Radar Data Processor (RDP) filters this data and provides it to the

tracking function, which uses the radar data to update the track data maintained on each aircraft.

The principal outputs of the RDPS are target track and flight plan data, which the RDPS supplies

to the Situation Data Displays (SDDs) via the LAN. The RDPS also generates status

information and reports for display at the Control and Monitoring Display (CMD) and makes

data available for recording at the Data Recording Facility (DRF).

The RDPS provides redundancy with an active and standby Radar Data Processor (RDP);

each equipped with its own set of radar interfaces. In the event of failure of the active RDP, the

standby RDP will automatically assume the active functions. The System Monitoring and

Control (SMC) software monitors the health of the RDPS and upon detection of a failure of the

active subsystem, causes a switchover to occur.

6.3.4 Flight Data Processing System (FDPS)

The main purpose of the FDPS is to create and update flight plans based on information

received from external sources. These external sources of data include inputs from Flight Data

Display (FDD) positions and Air Traffic Services (ATS) messages received via the

Aeronautical Fixed Telecommunications Network (AFTN) interface.

In addition, the FDPS is capable of analyzing flight plan routes, performing flight plan

conversion, calculating flight trajectory and estimated times, determining flight plan status,

validating flight plans, displaying and/or printing flight plan data, providing automatic and

manual Secondary Surveillance Radar (SSR) code allocation, processing Meteorological

(MET) data, and automatically updating flight plans based on Estimated Time Over (ETO)

provided from the Radar Data Processor (RDP).

The FDPS provides redundancy with an active and standby Flight Data Processor (FDP).

In normal operation, one FDP is active and the other is in standby. In the event of failure of the

active FDP, the standby FDP will automatically assume the active functions. The System

Monitoring and Control (SMC) software monitors the health of the FDPS and upon detection

of a failure of the active subsystem, causes a switchover to occur.



6.4 AMSS

The AMSS is a computer based system, centred on the Aeronautical Fixed

Telecommunication Network (AFTN) for exchange of Aeronautical messages by means of

auto-switching for distribution of messages to its destination(s). This system works on store and

forward principle. AMSS is an acronym for Automatic Message Switching System. It has four

major areas

1. System

2. Switching

3. Messages

4. Automation

6.4.1 System

AMSS is a dual architecture computer based system which consists of few servers and

workstations which are linked to each other over a local area network as well as other

equipment/devices for data communication.

6.4.2 Messages

AMSS is mainly for exchange of AFTN messages, but at the same time AMSS can handle

some non-AFTN messages like AMS messages (formally known as HFRT/Radio messages).

6.4.3 Switching

AMSS receives the messages from the terminals connected via other switches, and after

analysing, stores the messages as well as automatically retransmits the messages to their

destination. During the above process it uses switching system, which allows on demand basis

the connection of any combination of source and sink stations. AFTN switching system can be

classified into three major categories

1. Line Switching

2. Message Switching

3. Packet Switching

4. Automation



6.5 Hardware Configuration

AMSS consists of three major components:

1. Core System

2. Recording System

3. User ‘s Terminal

6.5.1 Core System

It incorporates communication adapters, protocols/suites, routing and gateway facilities.

The core system is composed of two identical computer machines (known as AMSS main

servers) which run in an operational/hot standby combination. Both units supervise each other‘s

software and hardware. In case of software/hardware failure of the operational unit, the hot

standby unit is activated automatically so that it can take over immediately without loss of data.

The core system also includes remote communication adaptors, multiplexers and one/two

computer(s), known as communication servers, to avail the communication gateway facilities

(if any).

6.5.2 Recording System

It has two identical mass data storage devices for storing of all incoming and outgoing

AFTN messages. It also has two identical mirrored Database servers which are operated in

parallel. The mirroring between the two database servers is performed in the background to

store specified type messages like NOTAM, MET, ATC, HFRT, with no effect on the regular

operation.

6.5.3 User’s TerminalsIt is the interface between user and the system with capability for uniform administration

and monitoring facilities for all system components, networks and data as well as exchange of

data as per requirement of users vide different type application software. Any number of user

terminals (maximum 60) can be installed and used simultaneously.



Figure 6.1 User Terminal



CHAPTER-7

Aeronautical Information Service

7.1 Introduction

Aeronautical Information Service (AIS) is responsible for collection, collation, editing and

publishing of the aeronautical information for used by all types of aircraft operations as

specified by ICAO. One of the main functions of AIS is to provide an exchange aeronautical

information with the AIS of other states. It’s other functions include establishing NOTAM

office for reception, monitoring an issuance of NOTAM to and from other states, provide pre-

flight information service prepare Aeronautical Information Publication (AIP) and its

amendment service, prepare AIP supplement and prepare Aeronautical Information Circular

(AIC).

The objective of AIS is to provide information, necessary for the safety, regularity, economy

and efficiency of air navigation. Such information must be adequate, accurate and timely

updated.

Pilots are the primary users of AIS. The secondary category of users includes those

engaged in airline operational chart and document producing agencies.

7.2 Automated Self Briefing System (ASBS)

It is the part of AIS to provide Automated Aeronautical Information Services to the users.

The provision of daily Pre-flight Information Bulletin (PIB) is of primary significance in self-

briefing service. Essentially an automated AIS system should be capable of providing a more

flexible PIB service by tailoring its automation process to cater a wider spectrum of users.

7.3 Flight Plan

Flight plan can be shown by the figure which is shown below.

Flight plan information uploaded on the system database and these are generated

automatically every day at the scheduled time. The Airport Authority of India has launched a

new website for online filing of flight plans. The concerned authorities responsible for the flight

now can register their flight plans directly from anywhere, anytime.

The main information provided in the flight plan is as follows:



1. 7 letter Aircraft Identification Code

2. Flight Rules - I (IFR), V (VFR) or Y (Both)

3. Type of Flight – N (Non Scheduled), S (Scheduled) or M (Military)

4. Number – Denotes number of aircraft (1 for normal flights, more for formation flights)

5. Type of Aircraft – Boeing (B737), Airbus (A320, A380), and ATR flights (AT72), etc.

6. Wake Category – L (less than 7000Kg), M(7000-136000Kg) or H( greater than 136000Kg)

7. Equipment – N (NDB), V (DVOR), I (ILS), etc.

8. Departure Aerodrome (4 letter Airport Identification Code)

9. Time – Time of departure in GMT

10. Cruising Speed (expressed in Nautical Miles per hour)

11. Level – Denotes flight level or the altitude

12. Route – The full route from source to destination, via all the major airports

13. Destination Aerodrome (4 letter Airport Identification Code)

14. Estimated time to reach destination aerodrome

15. 1st alternate aerodrome

16. 2nd alternate aerodrome



Figure 7.1 Flight Plan

Some other important information is also filled up, but it is flight specific and relays

miscellaneous information about the aircraft. This flight plan is checked and verified by Comm.

Briefing department and then the aircraft becomes authorized to take-off. The figure above



shows the International Flight Plan registration form. Any form of aircraft, be it commercial,

defense, or private, has to file a flight plan to the ATC almost 24 hours and at least 2 hours

before flight take-off.



CHAPTER-8

Categories of Networks

8.1 Introduction

Today when we speak of networks, we are generally referring to three primary categories:

local area networks, metropolitan area networks, and wide area networks. In which category a

network falls is determined by its size, its ownership, the distance it covers, and its physical

architecture (see Figure below).

Figure 8.1 Categories of network

8.1.1 Local Area Network (LAN)

A local area network (LAN) is usually privately owned and links the devices in a single

office, building, or campus (see Figure below).

Figure 8.2 SLAN Figure 8.3 MLAN



Depending on the needs of an organization and the type of technology used, a LAN can be

as simple as two PCs and a printer in someone's home office; or it can extend throughout a

company and include audio and video peripherals. Currently, LAN size is limited to a few

kilometers. LANs are designed to allow resources to be shared between personal computers or

workstations. The resources to be shared can include hardware (e.g., a printer), software (e.g.,

an application program), or data. One of the computers may be given a large capacity disk drive

and may become a server to the other clients. Software can be stored on this central server and

used as needed by the whole group. In this example, the size of the LAN may be determined by

licensing restrictions on the number of users per copy of software, or by restrictions on the

number of users licensed to access the operating system.

8.1.2 Wide Area Network (WAN)

A wide area network (WAN) provides long-distance transmission of data, voice, image,

and video information over large geographic areas that may comprise a country, a continent,

or even the whole world (see figure below).

Figure 8.4 WAN



In contrast to LANs (which depend on their own hardware for transmission), WANs may

utilize public, leased, or private communication equipment, usually in combinations, and can

therefore span an unlimited number of miles. A WAN that is wholly owned and used by a single

company is often referred to as an enterprise network

The Internet is built on the foundation of TCP/IP suite. The dramatic growth of the Internet

and especially the World Wide Web has cemented the victory of TCP/IP over OSI. TCP/IP

comprises of five layers:

1. Application Layer

2. Transport/TCP Layer

3. IP/Network layer

4. Network Access/Link Layer



CHAPTER-8

CONCLUSION

The training involved theoretical and study about the navigational AIDS, Communication

and Surveillance system used at airport and how they work apart from the practical visualization

and handling of the equipment associated with it.

In this report I have tried to give an overview of the Communication, Navigation and

Surveillance system. Communication system is categorized into two parts air to ground

communication and ground to ground communication. Navigation is the ART of determining

the position of an aircraft over earth’s surface and guiding its process from one place to another.

To accomplish this art some sort of AIDS are required by the pilots, called the navigational

AIDS. These navigational AIDS include ILS, DME and DVOR.

On this training I learnt some other units of AAI in which some of the units are Power

System, Communication System, Automation, AMSS, and Aeronautical Information Service.

The training provided a very new experience of working in an organization and to

understand the work culture and ethics.

It also provided a strong base by supplementing the theoretical knowledge with practical

exposure to make me ready for working in such an organization.



REFRENCES

[1] http://www.aai.aero/misc/Business_Times.pdf

[2] http://pib.nic.in/newsite/efeatures.aspx?relid=69345

[3] http://www.aai.aero/public_notices/aaisite_test/main_new.jsp

[4] http://www.aai.aero/public_notices/aaisite_test/orign.jsp

[5] http://www.aai.aero/public_notices/aaisite_test/airtraffic_management.jsp

[6] http://www.aai.aero/public_notices/aaisite_test/commun_nav_surv.jsp

[7] http://www.aai.aero/public_notices/aaisite_test/policy.jsp

[8] en.wikipedia.org/wiki/Aeronautical_Fixed_Telecommunication_Network

[9] en.wikipedia.org/wiki/Metal_detector

[10] http://www.bridgewave communication/home/products.html

Seminar Report on Airport Authority of India [AAI]

Engineering

Transcript of Seminar Report on Airport Authority of India [AAI]