Summer Training

Presented By:
Aman Motiyar
Ankit Kaushik
Ankit Verma

COURSE CONTENTS
1. Very High Frequency
1. Definition
2. Universal Use
3. Merits and Demerits
4. DVTR
Architecture of DVTR
5. ATIS
D-ATIS
V-ATIS
METAR
6. Uses of VHF in Aviation
7. VCS Concepts
Tower frequency
Approach frequency
Area frequency
8. TED
9. RCAG

2. NAVIGATIONAL AIDS
1. Types of Navigation
2. Classification of RADIO NAVIGATIONAL AIDS
Long range
Medium range
Short range
3. Purpose and use of ILS
4. Components OF ILS
5. Localizer unit
6. Glide Path Unit
7. Marker Units
8. Distance Measuring Equipment (DME)

9. Aircraft ILS Component

10.Function of ILS Components
Function of Localizer unit
Function of Glide Path unit
Function of marker Beacon / DME
Function of Locators
3. AMSS
1.
2.
3.
4.
5.

Introduction
Hardware
Software
System Configuration
Components
Ethernet Switch / Hub.
Workstations / Nodes.
AMSS Server (s).
Disk Switch.
Database Server (s).
X.25 / Communication Server.
Communication Channel Multiplexer (CCM) Adaptor.
Line Termination Unit (LTU) Rack.
Patch Panel Rack.
Remote Printers.
Uninterrupted Power Supply (UPS)
4. GAGAN
1.
2.
3.
4.

Introduction
Technology
Working
Effective Flight Management System

5. DSCN
1. Introduction
2. use in aviation
3. Working
4. Important Satellite Communication features

5. Signal and Bandwidth Efficiency

6. RADAR
1. Introduction
2. Primary RADAR
3. Secondary RADAR

7. AUTOMATION/ADS
1.
2.
3.
4.

Introduction
Uses
System Architecture
The system contain
a. Local Area Network (LAN)
b. Common Time System (CTS)
c. Radar Data Control Unit (RDCU)
d. Flight Data Processor (FDP)
e. Situation Data Processor (SDP)
f. Safety Net (SNET)
g. Control and Monitoring Display (CMD)
h. Database Management System (DBM)
i. Controller Work Position
i. Situation Data Display (SDD)
ii. Flight Data Display (FDD)
iii. Flight Strip printer
j. UPS System

8. SECURITY AND MAINTANANCE

1. Introduction
2. Objectives of Security Checks
3. Security Equipment used at Airport
4. X-RAY Scanner
a. Detectors arrays
b. Image Processing

c. Conveyer system and luggage detection

5. Metal Detectors
a. VLF Technology
b. PI Technology
c. Operation
d. Door frame metal detector
e. Hand held metal detector
6. EXPLOSIVE TRACE DETECTION SYSTEM (ETD)
7. FLIGHT INFORMATION DISPLAY SYSTEM (FIDS)

1. Very High Frequency (V. H. F.)

Introduction:
It is range of radio frequency electromagnetic waves from 30 MHz to 300 MHz and with
corresponding wavelength of 1 to 10 meters. It provides good signal strength as noise
immunity is very good in VHF range of frequencies. The line of sight coverage is normally
limited up to 250NM.
Universal Use :
Certain subparts of the VHF band have the same use around the world.
These are mentioned below:
108 118 MHz is used in Air Navigation like takeoff or landing of an aircraft.
118 137 MHz is basically called Air band for traffic control.
121.5 MHZ is emergency frequency.

NOTE: - 1 NM = 1.8520 KM
NM acronyms for Nautical Miles.
Spectrum of frequency:-

DVTR :
Recording and storage of all voice communication between air and ground and ground to
ground is a basic requirements which is fulfilled by voice recording system or Digital Voice
Tape Recorder (DVTR) equipment installed at airports.
Recording media is retained for at least 30 days

DVTR System:-

RLU (RICOCHET LINE UNIT): RLU is an Interface module for analogue input lines.
The purpose of the module is to adapt and isolate the line input signals before connecting
to the digitizer board.
DC and Ring Voltage are removed and the input signals are isolated from the DA
converter by use of transformers.
For DVTR 32 channels onwards, RLU is an external unit.

Either LAN
switch 1

Either LAN
switch 2

RLU Ricochet
Line Unit (A)
RLU Ricochet
Line Unit (B)

NI Connectors
The connectors are used to connect the RLU to the national Instruments cards in the
Ricochet computer. The two 68 pin connectors are in parallel with the 100 pin
Connector. Connectors J1, J4 and J5 are NI connectors.
J4:
A 68 Pin Connector marked as Digitiser Lines 1-16 is used to connect NI Digitizer card
Via cable.
J5:
A 68 Pin Connector marked as Digitiser Lines 17- 32 is used to connect NI Digitizer
Card via cable.
J1:
A 100 Pin Connector marked as Digitiser Lines 1- 64 is used to connect NI Digitizer
Card via cable.

National Instrument (NI) Digitiser Cards

Function:- Analog to Digital converter
NI Card PCI6013, cable SH6868 for 8/16/32
systems
NI Card PCI6071E, cable SH100100 for 40, 64 128
systems

DATIS

The current and real-time aeronautical information is essential for aircrafts operation and air
navigation, particularly the meteorological information, METAR information.
One of the systems providing this type of service to aircraft is the ATIS systems (Automatic
Terminal Information Service)
It is a continuous broadcasts of recorded information like weather, runway, etc.

ATIS is defined by
1.) D-ATIS (Data link-automatic terminal information service)
2.) V-ATIS (Voice- automatic terminal information service)
METAR is a format for reporting weather information. A typical METAR contains data for
temperature, dew point, wind speed and direction, precipitation, cloud cover and heights,
visibility, and barometric pressure.

Uses of VHF in Aviation: There are different purpose of using VHF in aviation technology/ aviation industries, viz.: air to ground (A/G) communication
air to air (A/A) communication

Use of different type of frequency

Voice communication frequencies in air traffic control. These frequencies are specified for
Ahmedabad airport. There are always two frequency used in aviation one is main and other is
stand by frequency
Tower frequency: - it is low range frequency for covering runway area .It covers up to 25
NM area.
Tower main freq. 119.6 MHz
Tower s/by freq. 118.1 MHz
Approach frequency: - There is only single frequency using for approach. No need
of stand by frequency because the approach area is already covered by tower
frequency and area frequency. The approach frequency cover up to 60 NM area.
Approach freq. 119.8 MHz
Area frequency: - It covers min. 250NM area and for RCAG its covers up to 350
NM area.
Area main freq. 123.75 MHz
Area s/by freq. 134.2 MHz
Tower frequency area 25
NM (119.6 Mhz)
Aproach frequency
area 60 NM (119.8
Mhz)
Area frequency area
250 NM (134.2 Mhz)

Different frequency band used

Ahmedabad aviation aviation: -

Facility

Freq. (MHz) Offset (KHz)

Power

HRS of open

TWR S/BY
TWR
APPROACH
AREA(main)
AREA(s/by)
RCAG (udp)
RCAG (bhuj)
EMERGENCY
ATIS
W/T (AAI)
W/T (CISF)

118.1
119.6
119.8
123.75
134.2
123.75
123.75
121.5
126.8
166.525
161.825

25W
25W
25W
45W
40W
45W
45W
40W
35W
10W(base)
3W(H/H set)

H-24
H-24
H-24
H-24
H-24
H-24
H-24
H-24
H-24
H-24
H-24

-7.5
+7.5

in

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 longdistance communications, transmitter is required to process, and possibly encode, the
incoming information so as to make it suitable for transmission and subsequent reception.
Eventually, in a transmitter, the information modulates the carrier, i.e., is superimposed on a
high-frequency sine wave. The actual method of modulation varies from one system to
another. Modulation may be high level or low level, (in VHF we use low level modulation)
and the system itself may be amplitude modulation, frequency modulation, pulse modulation
or any variation or combination of these, depending on the requirements. Figure 1.1 shows a
low-level amplitude-modulated transmitter type.

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.
Receivers run the whole range of complexity from a very simple crystal receiver, with
headphones, to a far more complex radar receiver, with its involved antenna arrangements
and visual display system,
Whatever the receiver, its most important function is demodulation (and sometimes also
decoding). Both these processes are the reverse of the corresponding transmitter modulation

processes.

TED: - Touch Entry Device.

It provide the operator with GUI layout consisting of the function keys, access buttons for
radio/telephone/others CWPs, dial pad and telephone book, etc. .
Its give aural and visual indication for incoming call, busy indication for channels which are
operated from other positions, indications for the channels selected for monitoring and being
operated from that position and display of any alarm message.

It also enable the operator to adjust the headset/handset audio volume and store various user
specific audio volume set.

RCAG
RCAG stands for Remote Communications Air to Ground.
A remote operated transmitter and receiver along with local setup was the key of this system.
The remote transmitter was operated simultaneously with local transmitter and the best
receiver audio was given out to the operator. This has enhanced the VHF range up to 500 NM.
Diagram of three station RCAG:-

Local Tx/Rx
Ahmedabad

Remote (bhuj)

Remote (Udaipur)

In this diagram an aircraft at the inter section receives audio from all three stations
simultaneously and all ground stations also receives audio from aircraft.
To overcome this problem frequency off set is made within these station Tx and Rx bandwidth
+/- 10 KHz.
For two stations off set is +/- 5 KHz
For three +/- 7.5 KHz
For four stations +/- 2.5 KHz.
From here RCAG system generally is called Off Set carrier system,
And out of three the best speech is selected as received signal.

2. NAVIGATIONAL AIDS:
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 electronic aids only.
Hence such aids became more and more popular and came into extensive use.

TYPES OF NAVIGATION
The methods of navigation can be divided into four categories:

1.
2.
3.
4.

Visual
Astronomical (Celestial)
Navigation by dead reckoning
Radio navigation

CLASSIFICATION OF RADIO NAVIGATIONAL AIDS

Radio navigational Aids can he 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:
a. Long range
b. Medium range
c. Short range

a. Long Range Navigational Aids: Some of the aids operating world-wide in, this
category are OMEGA and Long Range Aid to Navigation (LORAN).
They are operate in the Very Low Frequency (VLF) and Low Frequency (LF)
bands of the 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. These aids are
not, provided by Airports Authority of India (AAI), although aircraft equipped
with corresponding receiving equipment can use these facilities while flying
over Indian air space.

b. 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, and even up to 350 NM over high seas.
c. Short Range Radio 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 the VHF bands and hence the coverage is dependent upon line-ofsight phenomenon.
Factors affecting coverage of medium range navigational aids.
a.
b.
c.
d.

Transmitter power
Frequency in use
Geographical location
Atmospheric conditions

The factor which affects the coverage area of a short range navigational aids.
a.
b.
c.
d.

Transmitter power
Height of transmitter and receiver
Site/terrain conditions
Sensitivity of the receiver

The inter-relationship between Transmitted Power, Frequency and Range of different

-medium/short range navigational aids are shown in Table below.
Short Range Aids:
NAME
OF SYSTEM
THE
EQUIPMENT

FREQUENCY
BAND

POWER

RANGE

(IN
WATTS)

(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

POWER

RANGE

(IN
WATTS)

(NM)

Medium Range Aids:

NAME
OF SYSTEM
THE
EQUIPMENT

FREQUENCY
BAND

NDB

Homing
route

&

VHF

Homing

VOR

Homing
route

&

DME

Homing
route

&

En- 200 450 KHz

118 136 MHz

500
& 150
>1KW
>250
--

150

En- 112 118 MHz

100

200

En- 960 1215 MHz

1KW

200

&

Purpose and use of ILS:

The Instrument Landing System (ILS) provides a means for safe landing of aircraft at
airports under conditions of low ceilings and limited visibility. The use of the system
materially reduces interruptions of service at airports resulting from bad weather by

allowing operations to continue at lower weather minimums. The ILS also increases the
traffic handling capacity of the airport under all weather conditions.
The function of an ILS is to provide the PILOT or AUTOPILOT of a landing aircraft with
the guidance to and along the surface of the runway. This guidance must be of very high
integrity to ensure that each landing has a very high probability of success.

COMPONENTS OF ILS:
The basic philosophy of ILS is that ground installations, located in the vicinity of the
runway, transmit coded signals in such a manner that pilot is given information
indicating position of the aircraft with respect to correct approach path.
To provide correct approach path information to the pilot, three different signals are
required to be transmitted. The first signal gives the information to the pilot indicating
the aircraft's position relative to the center line of the runway. The second signal gives
the information indicating the aircraft's position relative to the required angle of
descent, whereas the third signal provides distance information from threshold, and LPDME provides distance information from touch down point
These three parameters which are essential for a safe landing are Azimuth Approach
Guidance, Elevation Approach Guidance and Range from the touch down point. These
are provided to the pilot by the three components of the ILS namely Localizer, Glide
Path and Marker Beacons respectively. At some airports, the Marker Beacons are
replaced by a Distance Measuring Equipment (DME).

This information is summarized in the following table.

ILS Parameter
a.

Azimuth

ILS Component
Approach Provided by Localizer

Guidance
b.
Elevation
Guidance
c. Fixed
Threshold

Approach Provided by Glide Path

Distances

from Provided
Beacons

by

Marker

d. Range from touch down Provided by DME

point

Localizer unit:
The localizer unit consists of an equipment hut (building), the transmitter equipment,
a platform, the antennas platform, and near field monitoring antenna. The antennas is
be located about 1,000 feet from the stop end of the runway and the building about
300 feet to the feet .

Glide Path Unit:

The Glide Path unit is made up of a building, the transmitter equipment, the radiating
antennas and monitor antennas mounted on towers. The antennas and the building are

located about 300 feet to one side of the runway center line at a distance of
approximately 300 feet from the center of the runway.

Marker Units:
Three Marker Units are provided. Each marker unit consists of a building, transmitter
and directional antenna array. The system is be located near the runway center line,

extended. The transmitters are 75 MHz, low power units with keyed tone modulation.
The units are controlled via lines from the tower.
The outer marker is located between 4 and 7 miles in front of the approach end of the
runway, so the pattern crosses the glide angle at the intercept altitude. The
modulation is be 400 Hz keyed at 2 dashes per second.
The middle marker is located about 3500 feet from the approach end of the runway,
so the pattern intersects the glide angle at 200 feet. The modulation is be a 1300 Hz
tone keyed by continuous dot, dash pattern.
Some ILS runways have an inner marker located about 1.000 feet from the approach
end of the runway, so the pattern intersects the glide angle at 100 feet. The
transmitter is modulated by a tone of 3000 Hz keyed by continuous dots.
Distance Measuring Equipment (DME):
The ILS should be supplemented by sources of guidance information which is provide
effective guidance to the desired course. The DME, installed co-located with the Glide Path
unit, is provide a continuous distance information from the touch down point to landing
aircraft.

FUNCTIONS OF ILS COMPONENTS:

A brief description of each of the ILS components is given in this section.

Function of Localizer unit:

The function of the Localizer unit is to provide, within its coverage limits, a vertical plane
o f c o u r s e a l i g n e d with the extended center-line of the runway for azimuth guidance
to landing aircraft. In addition, it shall provide information to landing aircraft as to whether
the aircraft is offset towards the left or right side of this plane so as to enable the pilot to
align with the course.
Function of Glide Path unit:
The function of the Glide Path unit is to provide, within its coverage limits, an inclined plane
aligned with the glide path of the runway for providing elevation guidance to landing
aircraft. In addition, it shall provide information to landing aircraft as to whether the aircraft
is offset above or below this plane so as to enable the pilot to align with the glide path.
Function of inner marker Beacon:
The function of the inner marker beacons is to provide distance information from the
threshold to a landing aircraft.
The marker beacons, installed at fixed distances from the runway threshold, provide specific
distance information whenever a landing aircraft is passing over any of these beacons so that
the pilot can check his altitude and correct it if necessary.
Function of Locators:
The function of locators, installed co-located with the marker beacons, is to guide aircraft
coming for landing to begin an ILS approach.

VHF Omni Range (V.O.R)

Introduction

The DVOR concept is based on 360 radials which originate from a transmitting station and
on the airborne equipment which resolves the particular radial data from the station. The
resolved radial, called line-of-position (LOP) is the displacement angle between magnetic
north and the aircraft.
Operation of DVOR is based on the phase difference between two 30Hz signals modulated
on the carrier, called the reference phase and the variable phase.
The reference phase signal is obtained by amplitude modulating the carrier with a 30Hz sinewave signal. This amplitude modulated wave is radiated Omni-directionally in the horizontal
plane by the central, carrier antenna. The radiation pattern is a circle, and produces a 30Hz
signal with a phase independent of azimuth in the aircraft receiver.
The variable phase signal is obtained from the 9960 Hz frequency modulated subcarrier
which amplitude modulates the carrier. This amplitude modulation of the carrier is often
referred to as the space modulation, since it is obtained by adding in space the Omnidirectionally radiated carrier and the separately radiated upper and lower sideband signals
emanating from the ring of sideband antennas. The upper and lower sideband signals are
displaced, on average, 9960 Hz above and below the carrier respectively and, when added in
correct phase to the carrier, will produce a resultant signal which is amplitude modulated at
9960 Hz.
The subcarrier is frequency modulated at a 30 Hz rate. The sideband signals are sequentially
distributed to and radiated from the 48 sideband antennas in such a way to simulate two
diametrically opposed antenna, rotating counter clockwise about the circumference of the
sideband antenna ring at 30 revolutions per second, with one antenna radiating the upper
sideband signal and the other the lower sideband signal. Since the effective length of the path
of travel between the rotating sources and the distant point of reception varies at 30Hz rate,
the observed frequency of the sideband signals also varies at a 30Hz rate and therefore, the
subcarrier is frequency modulated at 30 Hz.

PURPOSES AND USE OF VOR:

1. The main purpose of the VOR is to provide the navigational signals for an
aircraft receiver, which will allow the pilot to determine the bearing of the
aircraft to a VOR facility.
2. In addition to this, VOR enables the Air Traffic Controllers in the Area Control
Radar (ARSR) and ASR for identifying the aircraft in their scopes easily. They
can monitor whether aircraft are following the radials correctly or not.

3. VOR located outside the airfield on the extended Centre line of the runway
would be useful for the aircraft for making a straight VOR approach. With the
help of the AUTO PILOT aircraft can be guided to approach the airport for
landing.
4. VOR located enroute would be useful for air traffic 'to maintain their PDRS
(PRE DETERMINED ROUTES) and are also used as reporting points.
5. VORs located at radial distance of about 40 miles in different directions around
an International Airport can be used as holding VORs for regulating the aircraft
for their landing in quickest time. They would be of immense help to the aircraft
for holding overhead and also to the ATCO for handling the traffic conveniently.

3. AMSS

Introduction:
The ECIL AMSS is a personal computer and network server based computer network
system. The knowledge of inside components desktop computers/network servers, their
functioning and knowledge of computer networking is essential for maintenance,
troubleshooting and future up gradation of ECIL AMSS. This gives an overall idea of
different hardware/software components of a computer and the operation that takes place
inside the computer when it is switched on.
Server Hardware:
The hardware part of a computer comprises physical units, like main system unit, keyboard,
monitor, mouse etc., The main system unit consists of various subunits like switch mode
power supply (SMPS), various drives for hard disk / floppy disk / CD ROM / CD R/W and
main board or motherboard. The microprocessor (CPU) and RAM are separately attached on
the main board as a module and can be removed for repair or up-gradation or replacement.
Server Software:
The main advantage of a computer is its flexibility. A single machine can be used as a simple
word processor or can be used to perform complex scientific calculations(such as simulation
of high power atomic explosion) or can be used for automatic switching of messages ( for
example AMSS) and so many others. A single machine can perform these jobs without
changing any hardware. This is only made possible by introducing software with computer.
The software is basically a code or program first stored in the form of 0s and 1s, on
magnetic/optical media (HDD, FDD, and CDROM) and then loaded in RAM for execution
by microprocessor.
System Configuration:
The AFTN (Aeronautical Fixed Telecommunication Network) is a worldwide system of
aeronautical fixed circuits provided for the exchange of messages and or digital data between
aeronautical fixed stations. These messages are related primarily to the safety of air
navigation and regular, efficient and economic operation of air services. Some circuits of the
AFTN are within one state and others are provided as international circuits. In the AFTN,
messages are required to be transmitted to a number of addressees. It is impracticable for
each aeronautical fixed station to be connected physically to all other such stations.
Therefore, the AFTN is organized around a system of relay stations, wherein messages
and/or digital data are transmitted forward circuit by circuit by successive communication
centers until they reach their destinations.
ECIL AMSS is a computer based AFTN, running on UNIX and Windows NT network
operating system in which different offices/sections of an airport (like AMSS Supervisor,

HFRT, Booking, ATC, MET etc) are connected through a Local Area Network (LAN). The
Local Area Networks of different airports are connected through dedicated leased lines
provided by BSNL. The system is meant for automatic exchange of message between
various airports and related establishments. It is more users friendly and faster than TUL
AMSS and also incorporates additional features like Automatic Self-Briefing System
(ASBS) and X.25 high-speed data link. The ECIL AMSS software can support up to 128
channels.

The ECIL AMSS consists of following components :

Ethernet Switch / Hub.

Workstations / Nodes.
AMSS Server (s).
Disk Switch.
Database Server (s).
X.25 / Communication Server.
Communication Channel Multiplexer (CCM) Adaptor.
Line Termination Unit (LTU) Rack.
Patch Panel Rack.
Remote Printers.
Uninterrupted Power Supply (UPS).

1.) Ethernet Switch / Hub:Ethernet Switch or Hub is a central unit through which all the servers and
workstations/nodes are interconnected by LAN cables. The advantage of using Ethernet
Switch over Hub is that, the improved client server response time can be achieved by means
of bandwidth sharing when more number of workstations is used.

2.) Workstations / Nodes:-

Each position (like Supervisor, Notam booking, Hfrt etc.) is having a personal computer
referred as Workstation or Node which consists of Main System Unit, 15 color monitor,
TVSE Keyboard, two button mouse and serial printer. The workstations are running on
Windows NT
Workstation 4.0 operating system. Any position wants to use ECIL AMSS must run
appropriate application program (for example supervisor.exe for supervisor position or hfrt.
Exe for hfrt position) on his workstation.
3.) AMSS Server:The AMSS servers are running on SCO UNIX 5.05 operating system. The ECIL AMSS is
having two servers; one is configured as SYSTEM A and other as SYSTEM B. At one time
any one of the server can be made Online and the other Hot Standby. This is done by running
appropriate
Unix Shell Scripts (./n or ./r or . /h) in respective servers. Both of the AMSS servers are
installed with Switch Over Logic Control (SOLC) cards. Depending upon which server is
online (SYS A or SYS B), both SOLC cards provide SOLC logic to the LTU rack. This logic
connects the online server to the outgoing/incoming channel in the LTU rack. The Online
and Hot Standby servers communicate health to each other through SOLC cards. The AMSS
server is installed with Stallion card as communication controller module to serve multiple
numbers of channels. Both the AMSS servers are individually connected to parallel printers.
The system generated health / activity information are printed on these printers.
4.) Disk Switch:Both the AMSS servers, System A and System B are connected to two SCSI (Small
Computer System Interface) disks in daisy chain fashion, using SCSI connectors. The SCSI
disks are referred as DISK 0 and DISK 1. Each SCSI disk and its corresponding connector
are housed in a single cabinet and as a whole referred as Disk Switch. The SCSI Disk 0 is
housed in Disk Switch 01 and Disk 1 is housed in Disk Switch 02 respectively. The
connection of each SCSI disk with servers is shown in the following.

Each SCSI disk is logically divided into two partitions, referred as FILE 0 & 1. Online
server stores outgoing / incoming messages on these four partitions (File 0, 1 of Disk 1 &
File 0,1 of Disk 2) in sequence at the intervals of 30 seconds. Both the disks store data for 30
days.

5.) Database Server:The Database Server is running on Windows NT Server 4.0 operating system. The purpose
of this server is to maintain a database of transmitted/received Notam /MET/ATC/FIC
messages for which data have to be kept for more than 30days. In international airports
where message traffic is high, more than one-database servers are used for storage of ATC,
FIC, and MET/Notam messages.
The RAID controller card is installed in the Database server to connect more than one SCSI
disks in an array, called Redundant Array of Inexpensive/Independent Disks (RAID).
The advantages of using RAID are manifold. If any one of the disks in the array becomes
unserviceable, it can be removed without affecting the functionality of the system. Disk
mirroring is also possible if even numbers of disks are used, to enhance data security.

6.) X.25 Server:In airports where traffic is very high it is required to send data over a high-speed line and for
this purpose X.25 server is used. This server acts as an interface between LAN of any
particular airport and X.25 line. The X.25 server is connected to X.25 line through a highspeed modem or PAD (Packet assembler and Dissembler). The X.25 server is also running
on Windows NT Server 4.0 operating system and having additional hardware (EICON card)
to incorporate X.25 communication interface.

7.) CCM Adaptors:The CCM adaptors are used as the interface between of the Unix server and the LTU rack. It
works in coordination with Stallion card for multiplexing of messages through different
channels.
Each CCM adaptor can support up to 16 numbers of channels.

8.) Line Termination Unit (LTU) Rack:The LTU rack consists of its own power supply modules and three types of line termination
units, LTU C, LTU B/C/M, and LTU D. The term B/C/M refers to the modes of LTU
operation.
All of these LTU cards are terminated on the same back plane motherboard in the LTU rack.
9.) Patch Panel Rack:The Patch panel, Modems and Line Drivers are housed in this rack.
--Patch panel:
The output of LTU B/C is connected to TP lines at patch panel using U LINK. Each patch
panel module is capable of connecting
16 channels. The loop back test for the system side as well TP line side can be done by
changing the position of U LINK.
--Modems:
Any remote computer can be connected to the ECIL AMSS using Dial Up modems.
--Line Drivers:
The line drivers are used to connect remote printers, which are far away from the system site.

Line drivers can drive the line up to a distance of 15 Kms at 300 bps, 12 Kms at 1200 bps, 8
Kms at 9600 bps, and up to a distance of 2 Kms at 19.2Kbps.
10.) Remote Printers:The ECIL AMSS is incorporated with Report Printer; Reject Printer located in supervisor
position and Drop Printers located in other positions as required. These printers are referred
as Remote Printers. The remote printers are connected to UNIX server through LTU C.
--Report Printer:
System generated Hourly, Half hourly reports and other system information are
automatically printed on this printer.
--Reject Printer:
Messages rejected by the system and Channel Check and Mis-check messages are
automatically printed on this printer.
--Drop Printers:
As per the requirement of the station, Drop printers can be provided to any location through
LTU C.
The address locations of these remote printers have to be defined in the data files of UNIX
server.

11.) Uninterrupted Power Supply (UPS):The ECIL AMSS is equipped with a VINITEC Alpha series UPS to supply
uninterrupted AC power of high quality to the system, even when the incoming main
is cut off completely. The capacity of the UPS depends upon the load. A battery bank
does the necessary storage of electric energy.

4. GAGAN
Introduction:The GPS aided geo augmented navigation or GPS and geo-augmented navigation system
(GAGAN) is an implementation of a regional satellite-based augmentation system (SBAS)
by the Indian government. It is a system to improve the accuracy of a GNSS receiver by
providing reference signals. The AAIs efforts towards implementation of operational SBAS
can be viewed as the first step towards introduction of modern communication, navigation,
surveillance/Air Traffic Management system over Indian airspace.
The project has established 15 Indian Reference Stations, 3 Indian Navigation Land Uplink
Stations, 3 Indian Mission Control Centers, and installation of all associated software and
communication links. It will be able to help pilots to navigate in the Indian airspace by an
accuracy of
3 m This will be helpful for landing aircraft in tough weather and terrain.

Technology:To begin implementing a satellite-based augmentation system over the Indian

airspace, Wide Area Augmentation System (WAAS) codes for L1 frequency and L5
frequency were obtained from the United States Air Force and U.S Department of
Defense on
November
2001
and
March
2005. The
system
will
in Delhi,Guwahati, Kolkata, Ahmedabad, Thiruvananthapuram, Bangalore, Ja
mmu and Port Blair, and a master control center at Bangalore. US defense
contractor Raytheon has stated they will bid to build the system.
One essential component of the GAGAN project is the study of the ionosphere behavior over
the Indian region. This has been specially taken up in view of the rather uncertain nature of
the behavior of the ionosphere in the region. The study will lead to the optimization of the
algorithms for the ionosphere corrections in the region.
To study the ionosphere behavior more effectively over entire Indian airspace, Indian
universities and R&D labs, which are involved in the development of regional based
inotropic model for GAGAN, have suggested nine more TEC stations.

Working:The GAGAN system consists of a network of 15 Indian Navigation Reference Earth Stations
(INRES) spread over the country that are precisely surveyed to compare the position
determined from GPS satellite signals against the location of the receiver. The observed
deltas are then be sent to 2 Indian Navigation Master Control Centers (INMCC) where
computer processing will extrapolate the data to generate correcting deltas for GPS signals
anywhere within the network.
These correcting deltas will be relayed via 3 Indian Navigation Land Uplink Stations
(INLUS) and geostationary satellites to civil aircraft so more precise fixes of their position
can be derived from GPS satellite signals.
INRES sites and INMCCs are connected using Optical Fiber Cable Data Communication
Network as well as VSAT link.
ISRO will launch and manage the data link satellites.
The cost savings in using a system like GAGAN accrue from the fact that its ground system
does not need to be duplicated for each runway, as is the case for an ILS. The GPS signals, as
well as the correcting deltas, can be made available to aircraft for any runway within the
network using satellite based communication.

Effective Flight Management System:-

A flight-management system based on GAGAN will then be poised to save operators time
and money by managing climb, descent and engine performance profiles. The FMS will
improve the efficiency and flexibility by increasing the use of operator-preferred trajectories.
It will improve airport and airspace access in all weather conditions, and the ability to meet
the environmental and obstacle clearance constraints. It will also enhance reliability and
reduce delays by defining more precise terminal area procedures that feature parallel routes
and environmentally optimized airspace corridors.

GAGAN will increase safety by using a three-dimensional approach operation with

course guidance to the runway, which will reduce the risk of controlled flight into terrain
i.e., an accident whereby an airworthy aircraft, under pilot control, inadvertently flies into
terrain, an obstacle, or water.

GAGAN will also offer high position accuracies over a wide geographical area like
the Indian airspace. These positions accuracies will be simultaneously available to 80
civilian and more than 200 non-civilian airports and airfields and will facilitate an
increase in the number of airports to 500 as planned. These position accuracies can be
further enhanced with ground based augmentation system.

5. Dedicated Satellite Communication Network (DSCN)

INTRODUCTION:DSCN is dedicated satellite communication network. A communications satellite or com
sat is an artificial satellite sent to space for the purpose of telecommunications. Modern
communications satellites use a variety of orbits including geostationary orbits, orbits,
elliptical and low (polar and non-polar) Earth orbits.
For fixed (point-to-point) services, communications satellites provide a microwave radio
relay technology complementary to that of communication cables. They are also used for
mobile applications such as communications to ships, vehicles, planes and hand-held
terminals, and for TV and radio broadcasting.

DSCN in aviation:The effectiveness of dedicated satellite communications networks enable them to serve as a
primary communications tool or as a secure backup connection.
This ensures a real-time link between data and operations centers even in the most remote
regions of the world.

WORKING:Dedicated satellite communications service is usually available over two frequency bands C and Ku. C-band has a wide beam which affords global coverage. Whereas, Ku band offers
a
narrow,
spot
beam
intended
for
regional
service.
Overall improvements in operational equipment and routing features such as Quality of
Service, Header Compression and Payload Compression have contributed to the availability
of more cost-effective bandwidth and excellent service quality.
In these designs, an SCPC network can deliver high bandwidth to easily support the most
demanding service applications, such as, video-conferencing, voice communications, and
data transmission. Dedicated bandwidth connectivity is offered on SCPC, iSCPC, DVB and
DVP-S2 platforms

Important Satellite Communication features

Supports true multimedia capabilities - voice, video, data
Replacement of terrestrial circuits.
Backup circuits for redundancy or diversity.
Remote access where high-speed terrestrial connectivity isn't available.

Signal and Bandwidth Efficiency:Regardless of network configuration, two of the most important pricing factors for dedicated
satellite links are modulation (signal) and spectral (bandwidth) efficiency. These are also
essential to reduce the power and bandwidth requirements for reliable data transmission.
A provider may use 8-PSK and 16-PSK/APSK or 8-QAM modulation along
with LDPC (Low Density Parity Check) or TPC (Turbo Product Coding) simultaneously to
optimize power and bandwidth performance for any transponder. However, it is their ability
to use these technologies effectively in combination that can result in more efficient service
and
cost
savings
for
the
end
user.
Those service providers offering a choice of modulation, code and code rate in combination
can save your network operation money without sacrificing performance. Additionally, the
use of these powerful technologies can maximize throughput and reduce monthly operating
costs effectively

6. RADAR
Radio Detection & Ranging

Introduction:Radar is an object-detection system that uses radio waves to determine the range, altitude,
direction, or speed of objects. It can be used to detect aircraft, ships, spacecraft, guided
missiles, motor vehicles, weather formations, and terrain. The radar dish or antenna transmits
pulses of radio waves or microwaves that bounce off any object in their path. The object
returns a tiny part of the wave's energy to a dish or antenna that is usually located at the same
site as the transmitter.
Airport Surveillance Radar (ASR-11) is an integrated primary and secondary radar system
that has been deployed at terminal air traffic control sites. It interfaces with both legacy and
digital automation systems and provides six-level national weather service calibrated
weather capability that provides enhanced situational awareness for both controllers and
pilots.

PRIMARY RADAR:The primary surveillance radar uses a continually rotating antenna mounted on a tower to
transmit electromagnetic waves that reflect, or backscatter, from the surface of aircraft up to
60 miles from the radar. The radar system measures the time required for radar to echo to
return and the direction of the signal. From this, the system can then measure the distance of
the aircraft from the radar antenna and the azimuth, or direction, of the aircraft in relation to
the antenna. The primary radar also provides data on six levels of rainfall intensity and
operates in the range of 2700 to 2900 MHz The transmitter generates a peak effective power
of 25 kW and an average power of 2.1 kW. The average power density of the ASR-11 signal
decreases with distance from the antenna. At distances of more than 43 feet from the
antenna, the power density of the ASR-11 signal falls below the maximum permissible
exposure levels established by the Federal Communications Commission

PRIMARY RADAR ANNTENA

Primary radar uses four frequencies which are:a.

b.
c.
d.

2898 MHz
2878 MHz
2861 MHz
2845 MHz

Each frequency has their short pulses of 40.8s and 1.2s ON time.
Which is use to save power, transmitting power of 12.5KW. Radar employs very short
electromagnetic waves which travel at the speed of light hence it will take only 12.36s to
travel one mile and return. Hence this time interval of 12.36s is called a Radar Mile and is
defined as the time taken by a Radar signal to travel one nautical mile to and fro.
Antenna rotation speed at airport is 13.5 rpm.
Covering range of 0.5NM to 60NM
SECONDARY RADAR:The secondary radar uses a second radar antenna attached to the top of the primary radar
antenna to transmit and receive area aircraft data for barometric altitude, identification code,
and emergency conditions. Military, commercial and some general aviation aircraft have
transponders that automatically respond to a signal from the secondary radar by reporting an
identification code and altitude. The air traffic control uses this system to verify the location
of aircraft within a 60-mile radius of the radar site. The beacon radar also provides rapid
identification of aircraft in distress. The secondary radar operates in the range of 1 to 2 GHz
Transmitting power ranges from 160 to 1500 watts.

Secondary radar uses two frequencies one for transmitter which is 1030 MHz and other is for
receiver which is 1090 MHz it is use to communicate between the aircraft and the radar
server, the aircraft sends the required data according to their flight.
Using power of 2.5KW, covering range of 0.5NM to 256NM.
Primary Radar
-primary radar unit has a major quality:
it works with passive echoes. The
transmitted high-frequency impulses
are reflected by the target and then
received by the same radar unit.

Secondary Radar

-secondary radar units work according

principle: these work with active
answer signals. The secondary radar
unit transmits and also receives highfrequency
impulses,
so
called
interrogation. This isnt simply
-it provides safe information about reflected, but received by the target
direction, height and distance of the means of a transponder which receives
target.
and processes. After this the target
answers with another frequency, the
responses telegram which is produced
and transmitted.

7. AUTOMATION/ADS

Introduction:
Automation or automatic control, is the use of various control systems for operating
equipment such as machinery, processes in factories, boilers and heat treating ovens,
switching in telephone networks, steering and stabilization of ships, aircraft and other
applications with minimal or reduced human intervention. Some processes have been
completely automated.
The biggest benefit of automation is that it saves labor, however, it is also used to save
energy and materials and to improve quality, accuracy and precision.

USES:Uses in aviation industry:In aviation industry, automation plays very important role, as in aviation, the data coming
from the RADAR and AFTN in processed by FDP (flight data processer) and RDCU (radar
data controlling unit) which are synchronized by SDP (situation data processer ) for
providing the actual situation of flight.
SYSTEM ARCHITECTURE:-

CTS

The system contain:Local Area Network (LAN)

Common Time System (CTS)
Radar Data Control Unit (RDCU)
Flight Data Processor (FDP)
Situation Data Processor (SDP)
Safety Net (SNET)
Control and Monitoring Display (CMD)
Database Management System (DBM)
Controller Work Position
Situation Data Display (SDD)
Flight Data Display (FDD)
Flight Strip printer
o UPS System
o
o
o
o
o
o
o
o
o

Local area network:The LAN connects all the servers and workstations so that information can be shared
by all. In the event that a LAN fails, a second LAN is provided and becomes

operational. These LANs are designated as LAN-1 (Red) and LAN-2 (Blue). LAN-1
and LAN-2 connect to all servers and workstations. Additionally the third LAN LAN-3 (Yellow) connects only to RDCU-RX servers, DRF servers and all Situation
Data Displays (SDD). In the event that both LAN-1 and LAN-2 fails this LAN-3
provides the minimum necessary information to continue operations until either of
LAN-1 or LAN-2 become available again.
BLOCK DIAGRAM OF LAN:-

COMMON TIME SYSTEM (CTS):A Global positioning satellite (GPS) based time reference system provided precision timing
information to the Automation system.
CTS typically consist of an antenna, RF coaxial cable and Mein berg GPS processor module.
The GPS antenna picks up the GPS signal, which is then passed on to the receiver via a
coaxial cable. The receiver then sends the timing update information through the LAN to the
servers and workstations for synchronizing the time.

RADAR DATA CONTROL UNIT (RDCU):The main purpose of the RDCU is to process surveillance data received in different formats
through different Radars and supply the processed data into ASTERIX formats to SDP
servers for integration. In case of both SDP failures, RDCU provides direct radar data to
SDD positions. Two RDCU servers are used to provide the redundancy; each RDCU is
equipped with its own set of radar interfaces. This has feature that one Radar data can be

processed by RDCU-1 and the Radar line connected to RDCU-2 is kept at standby, while at
the same time another Radar data can be processed by RDCU-2 and the Radar line connected
with RDCU-1 is kept at the standby. Hence both RDCU is shown always Green at the CMD,
while the individual Radar lines status (active/standby) can be monitored.
VAPB/VAUD Radar input is coming through BSNL (2Mbps for VAPB & 128Kbps for
VAUD) line and BSNL modem, which is received by respective Dell servers. Respective
Dell servers then further supply the data to RDCU-1 and RDCU-2 through Y-cables.
VABP Radar input is coming through BSNL 64 Kbps line and BSNL modem, which is
received by BSNL modem. BSNL modem then further supplies the data to RDCU-1 and
RDCU-2 through Y-cable.
VAAH Radar data coming directly from Radar site over OFC and connected to RDCU-1 and
RDCU-2 through OFC mux and Serial Y cable. RDCU-1 and RDCU-2 serial port is used to
receive the VAAH radar data.

FLIGHT DATA PROCCESOR (FDP):The main purpose of the FDP 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 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). Two FDP servers are used to provide
redundancy, which works as active and standby. Each FDP server is connected with AMSS
line

SITUATION DATA PROCESSOR (SDP):This server provides tracking functions. It receives the radar information collected by the
RDCUs and processes it, rejecting erroneous data, and correcting the systematic radar errors.
Once the radar data is cleaned, they are correlated with the system Flight plans and used to
provide the controller an accurate air traffic situation and alerts for air traffic surveillance.
ADS tracking are performed too, if the ADS are available.

BLOCK DIAGRAM OF SERVER UNIT:-

SAFETY NET (SNET):The safety net server processes are running inside the SDP hardware itself and no additional
hardware is required for this. The SFN alert function includes minimum separation between
aircrafts i.e. Short Term Conflict Alert (STCA), Minimum Safe Altitude warning (MSAW),
Restricted Area warning (RAW),Cleared Level Adherence Monitoring (CLAM), Route
Adherence Monitoring (RAM) and Heading Alert and Distress Alerts.
DATA RECORDING FACILITY (DRF):The DRF records and allows the replay of Air Traffic Control data along with controller
actions. Data is recorded from subsystems onto DAT and hard disk. The DRF controls the
routing of the playback information by specifying the source and destination SDD position.
The destination SDD then needs to be taken into playback mode from the CMD position.

Two DRF server is used for redundancy both working simultaneously.

Every hour, a file containing recorded data corresponding to each SDD is transferred to DRF
servers-1 and 2. The file is kept to hard disk till it has been transferred to DAT-Tape and after
transfer it gets deleted from DRF hard disk.

CONTROL AND MONITORING DISPLAY (CMD):The CMD console provides an integrated capability for control and monitoring of the
automation components and Radar/AFTN interfaces status. It also provides capability to
change some of the system parameters. The operations that may be performed at CMD
workstations depend on the log in status and the authorization assigned to the operator at the
workstation. The authorizations that may be assigned are technical supervisor or operational
supervisor. Also a combined login in one CMD is possible in degraded mode, where both
functions can be performed from one CMD.

DATABASE MANAGEMENT SYSTEM (DBM):The DBM serves as an off-line workstation for generating & preparing site adaptation
parameters. The purpose of this tool is to be able to create, manage & remove databases
using a friendly environment. The Graphic user interface (GTI) permits the creation and
modification of geographical data.
UPS SYSTEM (UPS):Numeric Power UPS are installed for providing uninterrupted power supply for ATS
Automation system. Four 15-KVA UPS along with battery bank are installed at Automation
UPS room for providing supply to Automation systems. Moreover Two 5-KVA UPS & Two
15 KVA UPS along with battery bank are installed in SSF (Software Support Facility) room
for SSF & Tower Simulator respectively. Total four 15-KVA UPS at Automation UPS room
are divided into two sets (Set-I & Set-II). Each set consist two UPS in load sharing mode
with common output. One set is supplying power to one part (Main server & Workstation) of
Automation system & another set is supplying power to another part (S/By server &
Workstations) of Automation system. This will ensure maximum redundancy and prevent the
complete breakdown of the system in case of failure of one set of UPS. The output of UPS is
supplied with MCBs installed at UPS room.

8. SECURITY AND MAINTANANCE

Introduction:Civil aviation security exists to prevent criminal activity on aircraft and in airports. Criminal
activity includes acts such as hijacking (air piracy), damaging or destroying aircraft and
nearby areas with bombs, and assaulting passengers and aviation employees. Today, aviation
security is high on the list of priorities of air travelers, the Governments, and the
international air community.

OBJECTIVES OF SECURITY CHECKS: Prevent attacks on airports or aircraft

Prevent accidents and fatalities due to transport of hazardous materials
Ensure safety and security of passengers

SECURITY EQUIPMENTS USED AT AIRPORTS:There are many security equipment used at airports according to the requirement of an
airport. The use also differs from country to country.
X-ray scanners for hand baggage and cabin baggage (All major airports in India).
Metal detectors (At all Airports in India).
Chemical sniffers (for detecting explosives and narcotics).

X-RAY Scanner
X-RAY principle: - 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.

Production of X-Rays:-

IMAGE PROCESSING:The DETECTOR MODULES provide the conversion of X-radiation into process able
voltage values. The radiation generated by means of the X-ray generator penetrates the
object transported on the conveyor; the X-rays have previously passed a double collimator
and come out as a narrow, fan-shaped beam. Depending on the chemical density and
thickness of the object, part of the radiation is absorbed; the X-RAYS not absorbed reach the
detector modules.

Conveyer system and luggage detection:Conveyer system:X-Bis use a conveyer motor, which drives the conveyer belt to transport the luggage or
baggage into the inspection tunnel. This may be a single or three phase motor depending
upon the size of the machine.
The conveyer motor must run at a uniform speed, single motor is used for running the
conveyer belt in forward and the reverse direction by suitable phase shifting arrangement.
The material of the conveyer belt is transparent to the X-Rays.
Luggage detection:Light barriers:-The light barriers serve to detect objects transported on the conveyor belt
into the inspection tunnel. As standard, a light barrier is installed at the tunnel entry so that
inspections can only be carried out in forward direction. X-ray units equipped with the
option Full-reverse mode provide another light barrier at the tunnel exit. In this case,
inspections can be carried out in both forward and reverse direction.
L SHAPED DETECTOR LINE
X-RAY ON INDICATIONS
EMERGENCY STOP BUTTON
INSPECTION TUNNEL
CONVEYOR BELT

FAN SHAPED BEAM

COLLIMATOR
X-RAY GENERATOR

ADJUSTING SPINDLES
CASTORS

FIG: CROSS SECTION VIEW OF X-BIS

The
light barriers operate with infrared beams. If an object interrupts a beam, the output signal of
the light barrier changes its state (logic level) and the object is detected. A number of light
barriers may be required at suitable locations so as to detect objects of various shape and
sizes.

METAL DETECTORS:Metal-detector technology is a huge part of our lives, with a range of uses that spans from
leisure to work to safety. The metal detectors in airports, office buildings, schools,
government agencies and prisons help ensure that no one is bringing a weapon onto the
premises. Consumer-oriented metal detectors provide millions of people around the world
with an opportunity to discover hidden treasures (along with lots of junk)
The metal detectors, used in aviation sector are generally of two types.
HAND HELD METAL DETECTORS
DOOR FRAME METAL DETECTORS

HAND HELD METAL DETECTOR (HHMD)

DOOR FRAME 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 manufacture and model.

Door Frame Metal Detector

EXPLOSIVE TRACE DETECTION SYSTEM (ETD):

This device is a highly sensitive instrument using Ion Mobility Spectrometry (IMS)
technology. Identification of many substances by IMS technology is made possible by a few
basic principles: Many chemical substances give off vapors or particles that are absorbed by

or cling to the surface of materials they come into contact with (clothing, luggage, skin,
containers, paper, etc.). These traces can be collected by wiping the surfaces.

Microscopic traces of such chemicals can be desorbed from these particles (turned into
vapor) by the application of heat. These vaporized substances enter the IMS. The vapors are
then ionized (converted to electrically charged molecules).When these ions are allowed to
drift within a controlled electric field, they move at different speeds, depending on their
molecular size and structure. The characteristic speed at which an ion moves (the ion
mobility) is a distinct thumbprint that identifies the original substance.

FLIGHT INFORMATION DISPLAY SYSTEM (FIDS):

FIDS is an integrated Flight Information Display System developed for displaying flight
information and various messages on different kind of display devices, keeping in view the
needs of various airports. The system utilizes the MS SQL Server 2000 available on

Windows platform. The prime concern in the design of the system was to display the
information in minimum possible time, ease of operation and user friendly interface.
General Functionality:
Fast and efficient storage and retrieval of flight information data.
Complete user-friendly interface that allows easy modification and changes to the
flight information.
Simultaneous display of flight information on intelligent monitors. Plasma and other
display devices.
General Messages on different display devices.
Fully multi-user with network support.
System allows updation and retrieval of flight information from different workstations
simultaneously.
Easy to use update screens for creating and maintaining pages of information, display
units and group of units.
All background tasks handled by Event router called Messaging
Framework, reducing network air traffic and congestion in Network.

MAIN
SERV
ER

BACK
UP
SERVE
R

AFT
(.EX
E)
A
NDDB
NDDB
NDDB
NDDB
MESSAGE
DEP
F FLAP
FRAMING
FLAP
FLAP
FLAP
PLASMA AND
RS- TOTCP/IP
MESS
NDD
NDD
NDD
NDD
T

P
SERVE
LAN R
(SFC
GRID)
NDAB
NDAB
NDAB
NDAB
FLAP
FLAP
FLAP
FLAP
TCP/IP
NDA
NDA
NDA
NDA