Final Report 18 Sakshi - 1

ATC & CNS - AAI AY- 2019-20
A REPORT ON
Air Traffic Control and Communication

Navigation Surveillance at Airports Authority of
India
Submitted By:
Sakshi Sen
Course: MBA Tech. (EXTC)

Roll No.: J034
Semester: VII
Academic Year: 2019-20
Carried out at:

Udaipur - 313001
I
A REPORT ON
Air Traffic Control and Communication
Navigation Surveillance - Airports Authority of India
By,
Sakshi Sen
A Report submitted in partial fulfillment of requirements of 5 years Integrated MBA

(Tech.) program of
Mukesh Patel School of Technology Management &Engineering, NMIMS
Industry Guide
Harish Kumawat
Manager CNS
AAI
College Guide
Manjusha Joshi
Professor,
EXTC Department
NMIMS
MPSTME
II
COMPLETION CERTIFICATE
III
SVKM’s NMIMS
Mukesh Patel School of Technology Management & Engineering

Vile Parle (W), Mumbai - 400 056.
TECHNICAL INTERNSHIP REPORT Semester VII – (MBA.Tech)
Submitted in Partial Fulfillment of the requirements for Technical

Project/Training under Master of Business Administration - Technology
Management for VII Semester (MBA.Tech)
Name of the Student: Sakshi Sen
Roll No. & Batch: J034,

MBA.Tech EXTC
Academic Year: 2019-20
Name of the Discipline: EXTC
Name and Address of the Company: Airports Authority of India, Udaipur
Corporate Office: Maharana Pratap Airport Dabok, Udaipur 313001.
Training Period: From 1st May 2019 To 22nd June 2019
THIS IS TO CERTIFY THAT
Ms. Sakshi Sen, SAP No.70431016037 has satisfactorily completed her Training,
submitted the training report and appeared for the Presentation & Viva as
required.
External Examiner Internal Examiner Head of Dept. Chairperson/Dean
Date:
Place:
Seal of the University
IV
ACKNOWLEDGEMENT
This report describes the training that underwent, in the month of May and June 2019 at air
traffic control (ATC) and Communication Navigation and Surveillance under airports
authority of India (AAI). It was completed, keeping in mind the course curriculum as per the
university requirements.
I would like to express my sincere gratitude to all the people who have helped and supported
me throughout. I am deeply indebted to Mr. Harish Kumawat (Manager(CNS)), Mr. Yogesh
Bhojak (Jt. General Manager), and other faculty members from CNS wing for organizing our
training programme, efficiently and providing us valuable resources and also for their
cooperation and willingness to share their expertise and knowledge and to devote their
precious time to discuss related topics.
The help and cooperation extended by the staff of AAI is fully acknowledged. I thoroughly
enjoyed my entire training programme and would like to thank everyone at AAI for their
guidance and support.
V
ABSTRACT
Today the world has become very small. People in one part of the world can not only
communicate with person sitting in other parts of the world instantaneously but also can
reach to them within hours. Air travel has made it so easy. As a student of B. Tech I felt the
need to understand the various technologies & equipment involved in the communication,
navigation and surveillance service rendered by Air Traffic Control Systems.
The industrial training is intended to give the trainee a better understanding of the concepts
taught in class through their application in the form of various equipment and processes
being used in ATC under the control of AAI. This industrial training was successfully
completed at ATS Building, Udaipur under the guidance of training head & individual head
of different units in CNS Wing. The first week was utilized in getting an overview of all the
CNS units in Air Traffic services, after which particular units was allotted to trainee for
practical study.
VI
TABLE OF CONTENTS
OFFER LETTER III

COMPLETION CERTIFICATE IV
T.I.P. CERTIFICATION V
ACKNOWLEDGEMENT VI
ABSTRACT VII
TABLE OF CONTENTS VIII
LIST OF FIGURE X
LIST OF TABLES XI
LIST OF ABBREVIATIONS XI
1. INTRODUCTION 1
1.1. INTRODUCTION OF THE INDUSTRY 1
1.2. BACKGROUND OF THE PROJECT TOPIC 2
1.3. MOTIVATION AND SCOPE OF THE REPORT 3
1.4. SALIENT CONTRIBUTION 3
2. LITERATURE SURVEY 4
2.1. INTRODUCTION TO LITERATURE SURVEY 4
2.2. SCOPE OF LITERATURE SURVEY 4
3. PROBLEM STATEMENT 8
4. METHODOLOGY 9
4.1. VERY HIGH FREQUENCY 9
4.1.1. INTRODUCTION: TRANSMITTER, CHANNEL &
9
RECEIVER
4.1.2. FREQUENCY BAND AND ITS USES IN
12
COMMUNICATIONS
4.2. RADAR 12
4.2.1. CLASSIFICATION OF RADARS 13
4.2.2. RADAR SYSTEMS AT ATC 14
4.2.3. RADAR APPLICATIONS 15
4.3. DISTANCE MEASURING EQUIPMENT (DME) 17
4.3.1. DME OPERATION 17
4.3.2. DME HARDWARE 18
4.3.3. DME TIMING 19
4.3.4. DME DISTANCE CALCULATIONS 19
4.4. DOPPLER VERY HIGH FREQUENCY OMNI RANGE (DVOR) 20
4.4.1. DVOR PROPAGATED INFORMATION 20
4.4.2. PRINCIPLES OF DVOR 21
VII
4.4.3. DVOR OPERATIONAL USE 22

4.5. NON DIRECTIONAL BEACON (NDB) 23
4.5.1. PURPOSE OF NDB 24
4.6. INSTRUMENT LANDING SYSTEM (ILS) 25
4.6.1. ILS LOCALIZER 26
4.6.2. ILS GLIDE PATH 29
4.7. SECURITY 31
4.7.1. THE MAJOR HIJACKING EVENTS IN INDIA 31
4.7.2. OBJECTIVES OF SECURITY CHECKS 32
4.7.3. SECURITY EQUIPMENT AT THE AIRPORT 32
4.7.3.1. TYPES OF METAL DETECTORS USED 33
4.7.3.2. X-RAY SCANNERS 35
4.7.3.3. CHEMICAL SNIFFERS: ETD 36
4.7.3.4. CCTV SURVEILLANCE 37
4.7.3.5. FLIGHT INFORMATION DISPLAY SYSTEM 38
4.7.3.6. PUBLIC ANNOUNCEMENT SYSTEM 38
4.7.3.7. SNIFFER DOGS 39
5. SYSTEM ANALYSIS 40
6. SOFTWARE DESCRIPTION 41
7. TESTING AND RESULTS 42
8. ADVANTAGES LIMITATIONS AND APPLICATIONS 43
8.1. ADVANTAGE 43
8.2. LIMITATIONS 43
8.3. APPLICATIONS 43
9. CONCLUSION AND FUTURE SCOPE 44
9.1. CONCLUSION 44
9.2. FUTURE SCOPE 44
REFERENCES 46
VIII
LIST OF FIGURE
FIGURES DESCRIPTION
1 MINISTRY OF CIVIL AVIATION INDIA
2 ATC TOWER OF UDAIPUR AIRPORT
3 AIR TRAFFIC MANAGEMENT PILLARS
4 VHF TRANSMITTER BLOCK DIAGRAM
5 VHF RECEIVER BLOCK DIAGRAM
6 VHF EQUIPMENT ROOM
7 PTT AT UDAIPUR
8 RADAR TRANSPONDER AND ANTENNA
9 RADAR DISPLAY
10 DME TRANSPONDER
11 DME ANTENNA
12 DME INSTRUMENT IN COCKPIT DISPLAY
13 COCKPIT DVOR INDICATOR
14 DVOR ANTENNA REFERENCE DIAGRAM
15 DVOR FROM UDAIPUR
16 NON DIRECTIONAL BEACON
17 ILS PATH PLANES
18 EMISSION PATTERN OF LOCALIZER AND GLIDE PATH
19 ATTITUDE INDICATOR
20 LOCALIZER TRANSPONDER AND ANTENNA
21 GLIDE PATH TRANSPONDER AND ANTENNA
22 ILS SERVICE RANGE
23 HAND HELD METAL DETECTOR

6 OVERLAPPING DETECTION ZONES OF DOOR FRAME
24
METAL DETECTORS
25 X-RAY SCANNER
26 EXPLOSIVE TRACE DETECTOR
27 CCTV SURVEILLANCE
28 FLIGHT INFORMATION DISPLAY SYSTEM
IX
LIST OF TABLES
TABLES CONTENT
1 FREQUENCY BAND
2 ILS PARAMETER AND COMPONENTS
LIST OF ABBREVIATIONS
ABBREVIATIONS FULLFORM
ATC AIR TRAFFIC CONTROL

COMMUNICATION NAVIGATION
CNS
SURVEILLANCE
INTERNATIONAL CIVIL AVIATION
ICAO
ORGANIZATION
AAI AIRPORT AUTHORITY OF INDIA
VHF VERY HIGH FREQUENCY
DME DISTANCE MEASURING EQUIPMENT

DOPPLER VERY HIGH FREQUENCY OMNI
DVOR
RANGE
ILS INSTRUMENT LANDING SYSTEM
NDB NON DIRECTIONAL BEACON
RADAR RADIO DETECTION AND NAVIGATION
HHMD HAND HELD METAL DETECTOR
DFMD DOOR FRAME METAL DETECTOR
ETD EXPLOSIVE TRACE DETECTOR

GGPS AIDED GEO AUGMENTED
GAGAN
NAVIGATION
CCTV CLOSED CIRCUIT TELEVISION
X
CHAPTER 1
1. INTRODUCTION
1.1. Introduction Of The Industry

The International Civil Aviation Organisation (ICAO) is a specialized agency of the
UN. It codifies the principle and technologies of international air navigation and
fosters the planning and development of international air transport to ensure an
orderly growth. 191 UN Countries are member of ICAO.
Figure 1: Ministry of Civil Aviation India
The Airport Authority Of India (AAI) is an organization working under the ministry
Of civil aviation that manages all the airports in India. Airports Authority Of India
(AAI) came to existence on 1st April 1995. It was formed under the act of
parliament (AIRPORT AUTHORITY OF INDIA ACT 1994) by merging the
International Airports Authority Of India and National Airport Authority with a
view to accelerate the integrated development, expansion and modernization of the
air traffic service, passenger terminals, operational areas and cargo facilities at the
airport in the country.
AAI manages and operates 126 airports and 329 airstrips including 16 International
Airport, 89 Domestic Airport & 26 Civil Enclaves
Services Provided By The AAI-

AAI provides two main services:
1. Air traffic services
2. Construction and development of airport and air routes
Air traffic services have two main departments that manage different functions:
1. Air Traffic Control
2. CNS (Communication Navigation Surveillance) 1
1.2. Background Of The Project Topic

ATC: Air Traffic Control
Air traffic control (ATC) is a service provided by ground-based air traffic
controllers who direct aircraft on the ground and through controlled airspace, and
can provide advisory services to aircraft in non-controlled airspace. The primary
purpose of ATC worldwide is to prevent collisions, organize and expedite the flow
of air traffic, and provide information and other support for pilots. In some
countries, ATC plays a security or defensive role, or is operated by the military.
It Provides control over the air traffic.
Under this Air Traffic Control (ATC) department control comes which performs the
following functions and services-
1. Flight information control
2. Area control (250 NM)
3. Approach position (50 NM)
4. Aerodrome position(25 NM)
5. Surface movement control
Figure 2: ATC Tower of Udaipur Airport
CNS: Communication Navigation Surveillance

Communication, Navigation and Surveillance are the three basic facilities which aid
civil aviation. Thus CNS is the building block of air traffic management.
Communication; aviation communication, refers to radio communication between
two or more aircraft, or the exchange of data or verbal information between aircraft
and air traffic control. For continental airspace, VHF (civil) and UHF (military)
systems are used whereas for oceanic areas, high frequency systems and SATCOMs
are used.
Navigation; i.e. air navigation, refers to the process of planning, recording, and
controlling the movement of an aircraft from one place to another by providing
accurate, reliable and seamless position determination capability.
Surveillance; is the monitoring of the behavior of person or group of people, often
in a surreptitious manner. The word surveillance is commonly used to describe
2
observation from a distance by means of electronic equipment. In civil aviation

surveillance, equipment is installed in each airport to monitor the movement of all
the aircrafts within its region of operation.
Figure 3: Air Traffic Management Pillars
1.3. Motivation And Scope Of The Report

This report has explained all the basic technical requirements for the functioning of
an airport and equipment required by the aircraft to communicate with ATCO (Air
Traffic Control Operator) to Navigate the aircraft in air with ground based
equipment DME and DVOR to reach to the destinations , and landing of the aircraft
with the help of Instrument Landing System (ILS): Localizer(for central reference
line) and Glide path (for 3⁰Glide Path angle) and RADAR system used for
Surveillance of Aircrafts moving in our Air Space.
1.4. Salient Contribution

• This training provides basic knowledge about how an Airport works, with detailed
study of principles of equipment used, to meet international standards and
experience smooth functioning of airplanes in the vicinity of Contribution as an
undergraduate trainee was to learn the principles of equipment based of subjects
studied in Electronics and Telecommunication engineering.
• Subjects like digital communication, computer communication network,
modulation techniques, Optical fiber communication, Satellite communication and
Antennas were of practical use in this training.
3
Chapter 2
2. Literature Survey
2.1. Introduction To Literature Survey
As a part of Industry Analysis of the Aviation Sector in India, 10 articles, reports and
newspaper articles were referred for the subject matter. A literature review involves
the review of the previous study that has been carried out in reference to the same
subject.
A Literature review can help us better understand:
1. To learn what has been studied in the past.
2. To save time on trying to conduct a primary search, when the topic may have
already been studied.
3. To understand the opinion expressed by the experts and researchers.
2.2. Scope of Literature Survey
Literature review can help us identify the GAP and provide a guideline on what topic
needs to be studied and whether what type of research design can help us achieve the
desired results, which may be done using an exploratory research, descriptive
research or cause and effect relationship research which is also known as causal
research.
The following points are considered while reading the literature review:
Growth in the Airline Industry

Shah (2008), this article extensively speaks about the period of grandeur that the
aviation sector in India has seen. This growth was an outcome of many macro
economic factors such as government reforms and market lead dynamics. Further the
articles talk about the Marketing concept of POD- Point of Differentiation which
various airlines use in order to attract the customers to fly with them.
Airline companies are using techniques such a multiple pricing policies, wherein the
prices of the airline tickets change in seconds and are sold to customer at different
prices based on the availability of the seats and the date of travel. All the airlines have
to adhere to some bare minimum barriers such as minimum number of fleet size,
equity, and minimum 5 years of domestic operation to be able to fly internationally.4
The article also sheds light on popular merger and acquisition that have happened
recently in the Indian Aviation Sector such as Kingfisher Airlines with Air Deccan,
Jet Airways with Sahara Airlines.
Major orders in the Aviation Industry

The article about the “Indian Airlines Show Vitality”, talk about how the Indian
Airline companies are not able to manage their cash flow and do not have enough
cash reserves to carry their operations, overburdened by high fuel prices which are
always on rise along with heavy airport charges and lack of sales due to expensive
ticket fares as per the Indian Markets.
Indigo Airlines has placed one of the biggest order of the aviation history of 180 out
of which 150 are A320 Neo Planes with Airbus. Indigo has also order and upgraded
most of its planes with SHARKLETS which is a different shaped wings that improves
the fuel efficiency and thus help save a lot on cost.
Aviation Strategy of Indian Civil Aviation

The aviation industry is growing at an exponential rate. According to Thomas “The
estimated compound annual growth rate (CAGR) of passenger traffic to be planned
for, in the aggregate, would be conservatively of the order of 15 per cent (roughly
twice the GDP growth rate) and, perhaps, even more if the stimulating effect of low
fares is considered. This means a doubling of passenger traffic in about five years. At
this rate, by 2020, the nominal end point of the new Vision, there would be a
whopping six fold increase in passenger traffic.” (Thomas, 2007). To capture this
growth a strong aviation strategy is required for all the players in the market. Thomas
further discusses that there is a lack of explicit aviation strategy “In the absence of an
overarching super ordinate goal that is widely shared, the concerted and sustained
efforts of the assorted players involved in this complex, time-, space- and capital-
intensive sector may not be forthcoming and actions on the ground and over time may
be at cross purposes. Instead of affecting the desired paradigm shift in civil aviation,
we would end up with a dubious non – strategic drift.” (Thomas, 2007). Further to
gain competitive advantage in the future in aviation market Thomas suggested that
“Indian aviation needs to be "democratized", which requires moving from an elitist to
a "mass transit" mode, for which cost – effectiveness is an imperative.” (Thomas,
2007).
5
Merger and Acquisitions

Due to the development of the Aviation sector the infrastructure has also developed to
a great extent which is proving to be beneficial for the economy to a large extent due
to its cyclical effect.
All the companies are continuously engaged in innovation and are now able to attract
more and more new customers due to various pricing policies. Companies have
expanded exponentially due to merger and acquisition except Kingfisher and Air
Deccan which has added to losses. Government of India has also refined the Foreign
Direct Investment (FDI) policies which are now attracting foreign investors to invest
in Indian Aviation Sector.
Challenges of Indian aviation industry

Deregulation of the Indian airline industry was in 1990 and due to many rules and
regulations it has become impossible for carriers to be efficient. There have seen
many restrictions on foreign ownership and labor laws which has kept the industry
away from innovating. Instead of protective measures like survival fund, bailouts,
airlines have to work with government in order to tackle long term problems.
There are few missions of the airline industry like introducing more low cost carriers
for an average Indians who dreams to travel by air once in life and also building more
runways, efficiently running the airports and reigning labor costs. There are shortage
of workers and professionals, concerns about safety, lack of accompanying capacity
and infrastructure in the airline industry this has led to stiff competition and rising of
the fuel prices.
There have been high debt burden and liquidity constraints and there needs to be an
improvement in the balance sheet. Improved financial profile would help these
players to focus on steps to improve long term viability and improve its customer
service and brand building. In the long term the operators must focus on improving
cost structure, through rationalization at all levels which includes routes and fleets
which aims at cost efficiency. It also includes return of pricing power through better
alignment of capacity to the demand growth at the industry level.
There has been a high cost of air travel due t the unnecessary government ownership
and regulations of airlines. There has been a change rapidly over the last few decades
which has led to explosive growth supported by structural reforms, modernizations of
airports and improvement in the service standards. In many parts of the world air
travel has been transformed into a major mode of mass transportation.
6
89
Aviation industry in India – Challenges for the low cost carriers
Due to the liberalization of aviation industry in India there has been a boom for
domestic and international passenger carriers. There has been a growth rate of 44.6%
and 8.7% in the domestic passenger and cargo traffic and there has been a growth
rates of 15.8% and 13.8% in the international passenger and cargo traffic during 2006.
The Airport Authority of India (AAI) manages total 122 airports in the country
including 11 international and 94 domestic airports and 28 civil enclaves. 70% of the
passenger traffic in the country is handled by top 5 airports and out of that Delhi and
Mumbai together account for more than 50% of the passenger traffic.
According to the latest data compiled by Airport Authority of India (AAI) shows that
all the airports handled 90.44 million passengers during the year 2006 as compared to
67.95 million passengers handled during the same period in the previous year. Indian
Aviation Industry has seen substantial growth due to;-
1. Low-cost carriers (LCC) like Spice Jet, Go Air, etc.
2. Scheduled domestic air services are available now from 75 airports which was 50
earlier.
7
Chapter 3
3. Problem Statement
In 1983, the Council of ICAO determined that the systems and procedures supporting
civil aviation had reached their limits, and established the Special Committee on Future
Air Navigation Systems (FANS Committee). In concluding their work in 1989, the
FANS Committee determined that it would be necessary to develop new systems that
would overcome limitations of conventional systems and allow air traffic management
(ATM) to develop on a global scale. In July 1989, the ICAO Council established the
Special Committee for the Monitoring and Co-ordination of Development and Transition
Planning for the Future Air Navigation System (FANS Phase II Committee). In October
1993, the FANS Phase II Committee completed its work. The FANS Phase II Committee
recognized that implementation of related technologies and expected benefits would
evolve over a period of time.
In order to progress toward implementation of CNS/ATM systems, a plan of action was

needed. The first such effort towards developing a plan was the ICAO Global
Coordinated Plan for Transition to ICAO CNS/ATM Systems. In 1996, the ICAO
Council recognized that this plan had served its purpose well and had made a significant
contribution toward realizing the vision established by the FANS Committee. However,
the Council concluded that the CNS/ATM systems had matured and, therefore, a more
concrete plan which would include all developments, while putting focus on regional
implementation, was required. In 1996 the Council directed the ICAO Secretariat to
revise the Global Plan as a “living document”. In 1996 the Council directed the ICAO
Secretariat to revise the Global Plan as a "living document" comprising technical,
operational, economic, financial, legal and institutional elements, offering practical
guidance and advice to regional planning groups and States on implementation and
funding strategies, which should include technical co-operation aspects. These aspects of
CNS/ATM systems are addressed in the Global Air Navigation Plan for CNS/ATM
Systems.
8
Chapter 4
4. Methodology
4.1. Very High Frequency

4.1.1. Introduction: Transmitter, Channel & Receiver
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. For reception these electromagnetic waves received
by the antenna, converted into electrical signals, amplified, detected and
reproduced in the original form of information/message with the help of
speaker.
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.
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.
9
Figure 4: VHF Transmitter Block Diagram
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).
It is inevitable that the signal will deteriorate during the process of
transmission and reception as a result of some distortion in the system, or
because of the introduction of noise, which is unwanted energy, usually of
random character, present in a transmission system, due to a variety of
causes. Since noise will be received together with the signal, it places a
limitation on the transmission system as a whole. When noise is severe, it may
mask a given signal so much that the signal becomes unintelligible and
therefore useless. Noise may interfere with signal at any point in a
communications system, but it will have its greatest effect when the signal is
weakest. This means that noise in the channel or at the input to the receiver is
the most noticeable.
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, as does the simple receiver
whose block diagram is shown.
10
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, which will be
expanded upon in Chapter 6. Whatever the receiver, it’s most important
function is demodulation (and sometimes also decoding).
Figure 5: VHF Receiver Block Diagram
Main frequency for VHF communication at Udaipur Airport: 118.65 MHz
Standby frequency for VHF communication at Udaipur Airport: 122.3 MHz
Figure 6: VHF Transmitter and Receiver of main and standby frequency at equipment room
Udaipur
Push-to-Talk (PTT) is a half-duplex communication technology allowing instant

voice messaging on the push of a button. It is one-to-one and one-to-many
communication; one talks and the other listen. With this communication style one
is “always on” – there is no need to dial a number and wait for the other person to
pick up. PTT is used for VHF communication between ATC Operator and Pilot.
11
Figure 7: PTT Device at Udaipur Airport
4.1.2. Frequency Band And Its Uses In Communications
Table 1: Frequency Band
4.2. RADAR
RADAR stands for radio detection and ranging system. It is basically a means of
gathering information about distant objects called ‘targets’ by sending
electromagnetic waves at them and analyzing the returns called the ‘echoes’.
BASIC PRINCIPLE OF RADAR: It transmits electromagnetic waves to the
atmosphere.
• These electromagnetic wave are reflected back by target in the form of echoes.
• The received echoes are analyzed and using this information like speed, height,
distance from the radar is calculated.
12
4.2.1. Classification Of Radars

Based on role of targets:
Primary Radar- In primary radars, the cooperation of the target is not

required to find the range, the position, the relative velocity of the target.
The target is said to be passive and is limited only to reflect the radar signals
back to the radar. Most of the radars used for the air traffic control to the
group of primary radars.
Advantages:
• Works independently i.e. the active cooperation of the target is not

required
• Simple and does not get saturated easily.
• Requires only one set of transmitter and receiver.
Disadvantage:
• Poor efficiency.
• Require transmitter power high.
• Receiver has to be highly sensitive.
• Critical alignments of the transmitter and receiver frequency require.
• Selective response of targets is not possible.
Secondary Radar- Here the active cooperation of targets is very much

required. Hence the role of the targets is said to be active. Secondary radar
system basically consists of two principal components namely the
‘interrogator’ which is ground based and the ‘transponder’ which is carried
on the targets. Each of these components consists of set of pulse transmitter
and receiver. The interrogator radiates pulses which when received by a
corresponding transponder on a target will initiate a reply from that
transponder. These replies are then collected by the interrogator to extract
information about the targets.
Advantages:
• Considerable range increase is possible
• It allows low powers to be used to get a given performance.
• Echo is no longer dependent on the target size, material etc.
• Since there is a frequency difference between the transponder & the

interrogator, received signals are totally free from permanent target
echoes.
13
• By suitable coding, some useful information can be conveyed from the

target to ground
Disadvantage:
• It can be used for friendly targets only.
• The system operation depends upon the equipment on the target

remaining serviceable.
• All secondary radars are liable to be saturate.
4.2.2. Radar Systems at ATC

L - Band radar
L band radars operates on a wavelength of 15 - 30 cm and a frequency of 1-

2 GHz. L band radars are mostly used for clear air turbulence studies. They
have a detection range of 220 nautical miles and rotation frequency of 5
RPM.
S - Band radar
S-band radar operates on a wavelength of 8 - 15 cm and a frequency of 2 - 4

GHz. Because of the wavelength and frequency, S band radars are not easily
attenuated. This makes them useful for near and far range weather
observation. The national weather service (NWS) uses S band radars on a
wavelength of just 10 cm. the drawback to this band of radar is that it
requires large antenna dish and a large motor to power it to make it rotate at
the rate of around 15 RPM. Its detection range is 60 - 150 nautical miles.
Radar Transmitting frequency: 1030 MHz
Radar Receiving Frequency: 1090 MHz
14
Figure 8: Radar Transponders unit and Radar Antenna at Udaipur Airport
4.2.3. Radar Applications

Radar has been employed on the ground, in the air, on the sea and in space.
Ground based radar has been used primarily for the detection, location and
tracking aircraft of spacecraft. Ship-board radars are used as navigational aid
and safety device to locate buoys, shore-lines and other ships. Air-borne
radars are used to detect other aircrafts, ships, for land mapping, for weather
indication etc. in space radar has assisted in the guidance of spacecraft and for
remote-sensing.
The major use of radar has been the military, although there have been
increasingly important civil applications chiefly for air and marine
navigation. The major areas of radar applications are briefly described below.
1. Air traffic control
2. Aircraft navigation
3. Maritime navigation
4. Military applications
5. Meteorological applications
6. Space applications
15
Use of Radar in Air Traffic Control Service
Radars are employed throughout the world for the purpose of safely
controlling air traffic enroute and in the vicinity of airports. aircraft as well
as vehicular traffic at large airports are monitored by means of high-
resolution radar. Radar has also been used to guide aircraft to a safe landing
in bad weather.
Functions
The information presented on a radar display may be used to maintain a

watch on the process of air traffic in order to provide the air traffic control
unit concerned with:
1. Improved position information regarding aircraft under control.
2. Supplementary information regarding other traffic.
3. Information regarding any significant deviations, by aircraft, form the

terms of their respective air traffic control clearances.
Figure 9: Radar Display
Radars used in air traffic control
1. Aerodrome surface control: it is also known as airport surface

movement indicator (ASMI) and airport surface detection equipment
(ASDE). It is an aid for maintaining separation between the aircraft
taxing, taking off and landing. When the controller may not be able to
actually see an aircraft maneuvering on the ground due to poor visibility.
2. Airport surveillance radar: it is also called terminal approach radar. It

is short range radar with a maximum range of about 60 nautical miles.
This radar continuously scans the airspace surrounding the radar site and
is used for terminal control i.e., for guiding the aircraft from the initial
approach to a point on the extended centerline of the runway from where
final approach starts.
16
3. Precision approach radar: this radar is used to guide a landing aircraft

for a safe landing. It is designed to accurately determine the range from
the touchdown point, bearing with reference to the extended centerline of
the runway and the elevation with reference to the glide angle of an
aircraft on the final approach to land. This radar can also be used to cross
check the performance of the instrument landing system.
4. Air route surveillance radar: this is a long range with a maximum

range of about 200 nautical miles. The main purpose of this radar Is to
monitor the air traffic in the area region.
5. Secondary surveillance radar: this is secondary radar. The aircraft

carries a transponder which replies to suitably coded interrogations from
a ground station. From the transponder replies, it is possible to extract
information regarding the aircraft like its call- sign, altitude, originating
point, destination point etc. which are all included in the flight plan.
4.3. Distance Measuring Equipment (DME)
Distance measuring equipment (DME) is a radio navigation technology that

measures the slant range (distance) between an aircraft and a ground station by
timing the propagation delay of radio signals in the frequency band between 960
and 1215 megahertz (MHz). Line-of-visibility between the aircraft and ground
station is required. An interrogator (airborne) initiates an exchange by transmitting a
pulse pair, on an assigned ‘channel’, to the transponder ground station. The channel
assignment specifies the carrier frequency and the spacing between the pulses. After
a known delay, the transponder replies by transmitting a pulse pair on a frequency
that is offset from the interrogation frequency by 63 MHz and having specified
separation.
DME is similar in principle to secondary radar ranging function, except the roles of
the equipment in the aircraft and on the ground are reversed. DME was a post-war
development based on the IFF (identification friend or foe) systems of World War
II.
4.3.1. DME Operation
In their originally intended use, aircraft employ DME to determine their

distance from a land-based transponder by sending and receiving pulse pairs.
The ground stations are typically collocated with VORs or VORTACs. A
low-power DME can be collocated with an Instrument Landing System, ILS
localizer, or Microwave landing system (MLS) where it provides an accurate
distance to touchdown, similar to that otherwise provided by ILS marker
beacons (and, in many instances, permitting removal of the latter).
17
4.3.2. DME Hardware
The DME system comprises a UHF (L-band) transmitter/receiver

(interrogator) in the aircraft and a UHF (L-band) receiver/transmitter
(transponder) on the ground.
Figure 10: DME Transponder
Figure 11: DME Antenna
18
4.3.3. DME Timing
DME woks in 2 modes:
1. Search mode
2. Track Mode
SEARCH MODE: 150 interrogation pulse-pairs per second.

The aircraft interrogates the ground transponder with a series of pulse-pairs
(interrogations) and, after a precise time delay (typically 50 microseconds),
the ground station replies with an identical sequence of pulse-pairs. The
DME receiver in the aircraft searches for reply pulse-pairs (X-mode = 12
microsecond spacing) with the correct interval and reply pattern to its
original interrogation pattern. (Pulse-pairs that are not coincident with the
individual aircraft's interrogation pattern e.g. not synchronous, are referred
to as filler pulse-pairs, or squitter. Also, replies to other aircraft that are
therefore non-synchronous also appear as squitter).
TRACK MODE: less than 30 interrogation Pulse-pairs per second, as the

average number of pulses in SEARCH and TRACK is limited to max 30
pulse pairs per second.
The aircraft interrogator locks on to the DME ground station once it
recognizes a particular reply pulse sequence has the same spacing as the
original interrogation sequence. Once the receiver is locked on, it has a
narrower window in which to look for the echoes and can retain lock.
4.3.4. DME Distance Calculations
A radio signal takes approximately 12.36 microseconds to travel 1 nautical

mile (1,852 m) to the target and back—also referred to as a radar-mile. The
time difference between interrogation and reply, minus the 50 microsecond
ground transponder delay, is measured by the interrogator's timing circuitry
and converted to a distance measurement (slant range), in nautical miles,
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.
19
Figure 12: DME Instrument In Cockpit Display
DME frequencies are paired to VHF omnidirectional range (VOR)

frequencies and a DME interrogator is designed to automatically tune to the
corresponding DME frequency when the associated VOR frequency is
selected. An airplane’s DME interrogator uses frequencies from 1025 to
1150 MHz. DME transponders transmit on a channel in the 962 to
1213 MHz range and receive on a corresponding channel between 1025 and
1150 MHz. The band is divided into 126 channels for interrogation and 126
channels for reply. The interrogation and reply frequencies always differ by
63 MHz. The spacing of all channels is 1 MHz with a signal spectrum width
of 100 kHz.
4.4. Doppler Very High Frequency Omni Range (DVOR)
The DVOR is a radio navigation aid recommended by the ICAO and introduced
internationally for short and medium range aircraft guidance. The DVOR radio
navigation equipment is a further development of the conventional VOR. Todays
airway network is marked by a number of DVOR ground beacons operating in the
108...118 MHz VHF frequency range and having a transmission range of 300 km.
4.4.1. DVOR Propagated Information
Using the VOR receiver installed in the aircraft the pilot is able to obtain the
following information from a DVOR radio navigation installation: - The
azimuth indication of the aircraft’s position relative to the ground beacon, i.e.
the angle between magnetic North and the direction ground beacon to aircraft.
The bearing which indicates whether the aircraft is flying to the left or right20of
the preselected course (position line) or whether it is exactly on it. -The

"from/to" indication which shows whether the aircraft is flying toward the
DVOR beacon or away from it.
The aircraft position is marked by the intersection of two position lines in the
cockpit DVOR indicator. To evaluate the indications only a map is required,
and the knowledge of the DVOR positions and a DVOR frequency chart.
Figure 13: Cockpit DVOR Indicator
4.4.2. Principles Of DVOR
1. The principle on which the DVOR operates is based on the measurement

of the phase angle difference of two 30 Hz signals radiated by the station
at the same time.
2. One signal (reference signal) is radiated with the same phase in all
directions. For the second 30 Hz signal (variable signal), the phase of
signal is variable.
3. The electric phase angle measured in the airborne receiver to identify the
azimuth angle.
4. This bearing (azimuth) angle also known as RADIALS will be displayed
on DVOR indicator inside the cockpit.
5. Azimuth as a function of the phase angle.
6. Reference Signal: the 30 Hz modulation which amplitude−modulates
(AM) the VHF carrier now acts as the reference signal. The modulated
carrier signal is transmitted Omni directionally by a center antenna. It is
amplitude−modulated with the voice (300...3000 Hz) and the identity
Morse code in addition to the 30 Hz reference signal.
21
7. Variable Signal: the 30 Hz modulation which frequency−modulated (FM)

30 Hz modulation (variable signal) is contained in the 9960 Hz subcarrier.
The 9960 Hz subcarrier signal is transmitted directionally by a sideband
radiator antenna, which can be considered to be rotating along a circular
path. The radiated sideband frequency is offset by +9960 Hz or −9960 Hz
with respect to the carrier frequency.
8. ICAO stipulated ±480 Hz signal in order to obtain the frequency
deviation.
Figure14. DVOR Antenna Reference Diagram
4.4.3. DVOR Operational Use
DVOR located at or near an airport not only provides bearing information

for an approach to that airport, but also provides en-route bearing
information to aircraft overflying or using the airway on which the DVOR is
serving. A number of DVOR’s are therefore placed along the airways to
provide continuous bearing information.
22
Figure 15: DVOR from Udaipur Airport
4.5. Non Directional Beacon (NDB)

• NDB is an acronym for Non-Directional Beacon. This is derived from the
function of the facility. Beacon means guide. This facility guides the aircraft.
• A non-directional beacon, also called a low or medium frequency homing beacon
transmits non-directional signals whereby a pilot of an aircraft suitably equipped
with a directional antenna and receiver can determine his bearing to the ground
beacon and “home” on it.
• These facilities operate on frequencies available in that portion of the frequency
band between 190 and 1750 KHz (however, the frequency band is selected
according to the purpose for which it is designated), with identification normally
provided by keyed 1020 Hz or 400Hz modulation, continuous carrier. Identified
by on-off keying of the carrier.
• The pilot then tunes his ADF equipment to the NDB frequency. The needle on
the ADF gauge will point to the NDB if it is in range and a signal is received.
The ADF equipment consists of a movable needle that point to the tuned NDB
station.
• Remember the needle always points to the NDB. So all the pilots has to do, is to
fly to the NDB, and make sure the needle is pointing to 12 O’clock on the
instrument and he will get to the NDB.
• The needle will either point to 12 O’clock if going to the NDB or 6 O’clock if
flying away from the NDB.
23
Figure 16: Non Directional Beacon
4.5.1. Purpose Of NDB
As an En route Aid: NDB is most useful as a long range enroute aid,

because it points the direction of the NDB from distances as large as 1000
miles. A series of NDBs located at strategic points help the aircraft’s
movement from one point to another.
Position Fixing: Aircraft can get its position fixed on a map if it takes its
Relative Bearing from two NDBs.
Holding: When the traffic density is high the aircraft may be asked to hold
over some fixed point for subsequent clearance to the approach. The aircraft
will be asked to hold or circle over NDB area for sometime. The overhead
indication and relative bearing indicator will be used to hold the aircraft
over NDB area.
Homing: The aircraft can reach over the NDB station from the coverage
range, by adjusting its heading towards the NDB. In this case the Relative
Bearing Indicator (RBI) should be “000”. The aircraft can home from any
direction towards the NDB. The RBI indications fluctuates when aircraft is
over the NDB station and change to “180” when aircraft crosses NDB.
24
As an Aid to Final Approach: Low Power NDBs located along with Middle
and Outer Markers are called Middle Locator and Outer Locator. This helps
the aircraft to reach and adjust proper approach path in Instrument Landing
System (ILS).
Weather Broadcast: The NDB transmitter is capable of transmitting audio

signals on the carrier. Usually identification is transmitted in the form of
coded tone. Voice transmission can also be made. Weather messages can
also be voice modulated and transmitted. This facility is not used in India.
As a backup aid in case of VHF failure: The voice modulation facility in the
NDB transmission can also be used to communicate message to aircraft in
case of failure of other means of communication.
4.6. Instrument Landing System (ILS)
An instrument landing system operates as a ground-based instrument

approach system that provides precision lateral and vertical 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.
An instrument approach procedure chart (or 'approach plate') is published for each
ILS approach to provide the information needed to fly an ILS approach
during instrument flight rules (IFR) operations. A chart includes the radio
frequencies used by the ILS components and the prescribed minimum visibility
requirements.
Radio-navigation aids must provide a certain accuracy (set by international
standards of CAST/ICAO); to ensure this is the case, flight inspection organizations
periodically check critical parameters with properly equipped aircraft to calibrate
and certify ILS precision.
An aircraft approaching a runway is guided by the ILS receivers in the aircraft by
performing modulation depth comparisons. Many aircraft can route signals into
the autopilot to fly the approach automatically. An ILS consists of two independent
sub-systems. The localizer provides lateral guidance; the glide slope provides
vertical guidance.
25
Figure 17: ILS Planes
4.6.1. ILS Localizer
Instrument landing system localizer is a system of horizontal guidance in

the instrument landing system, which is used to guide aircraft along the axis
of the runway.
In aviation, a localizer is the lateral component of the instrument landing
system (ILS) for the runway centre-line when combined with the
vertical glide slope, not to be confused with a locator, although both are parts
of aviation navigation systems.
A localizer (like a glide-slope) works as a cooperation between the
transmitting airport runway and the receiving cockpit instruments. An older
aircraft without ILS receiver cannot take advantage of any ILS facilities at
any runway, and much more importantly, the most modern aircraft have no
use of their ILS instruments at runways which lack ILS facilities. In parts of
Africa and Asia large airports may lack any kind of transmitting ILS system.
Some runways have ILS only in one direction, this can however still be used
(with a lower precision) known as back beam or "Back Course" which is not
associated with a glide slope.
Two signals are transmitted on one of 40 ILS channels. One is modulated at
90 Hz, the other at 150 Hz. These are transmitted from co-located antennas.
Each antenna transmits a narrow beam.
26
Figure 18: Emission Pattern Of Localizer And Glide Slope
The localizer indicator is (on most aircraft manufactured from the late 1950s)
shown below the Attitude Indicator, but is still a part of this instrument
together with the glide slope indicator and the cross in the center of the
instrument which is called Flight Director.
The glideslope scale is located to the right of the attitude sphere. On aircraft
which have a mechanical gyro compass are both the localizer and glideslope
indicated as a vertical and a horizontal arrow in the compass as well. But they
are essentially read in the same way. On some aircraft is only the glideslope
indicated on two main instruments, and the oldest version of ILS-instruments
was an instrument of its own used instead. This used two dangling bars, fixed
in the middle of the top (localizer indicator) and in the middle of the left side
(glideslope indicator), and if the aircraft was located on the intended
glidepath, the dangling bars formed a cross. This is, in theory, however, more
difficult to learn—but even for pilots experienced with using such indicators,
it added another instrument they needed to focus on. With the indicators
added to the artificial horizon (and to the compass), the pilot can theoretically
watch the attitude simultaneously with the localiser and glideslope.
In modern cockpits, the localizer is seen as a colored dot (usually in the shape
of a diamond) at the bottom of the artificial horizon gauge. It does not appear
during cruise, but comes up during the descent and approach to the selected
runway, provided that the navigation radio is set to the ILS frequency of that
specific runway. If the transmitted localizer beam, which usually, but not
always, is directed in the heading of the runway extension. (exceptions exist,
for instance, in Innsbruck, Austria and in Macao, China) If the aircraft is
located on this line, the localizer dot will appear in the middle of the scale.
But if the aircraft is located a little left of the beam, the marker will appear to
the right on the localizer gauge scale in cockpit. The pilot then knows he or
she must adjust the heading towards the dot.
When the glideslope is unserviceable, the localizer element can often be
conducted as a separate non-precision approach, abbreviated to 'LOC'.27A
standalone instrument approach installation without an associated glide path

carries the abbreviation 'LLZ'.
Figure 19: Altitude Indicator

In some cases, a course projected by localizer is at an angle to the runway
(usually due to obstructions near the airport). It is then referred to as
a localizer type directional aid (LDA). The localizer system is placed about
1,000 feet from the far end of the approached runway. Usable volume extends
to 18 NM for a path up to 10° either side of runway centerline. At an angle of
35° either side of runway centerline, the useful volume extends up to 10 NM.
Horizontal accuracy increases as distance between the aircraft and localizer
decreases. Localizer approach specific weather minimums are found
on approach plates.
28
Figure 20: Localizer Transponder And Antenna
4.6.2. ILS Glide Path
Instrument landing system glide path is A system of vertical guidance

embodied in the instrument landing system which indicates the vertical
deviation of the aircraft from its optimum path of descent.
A glide slope station uses an antenna array sited to one side of the runway
touchdown zone. The GS signal is transmitted on a carrier signal using a
technique similar to that for the localizer. The centre of the glide slope signal
is arranged to define a glide path of approximately 3° above horizontal
(ground level). The beam is 1.4° deep (0.7° below the glide-path centre and
0.7° above).
The pilot controls the aircraft so that the glide slope indicator remains
centered on the display to ensure the aircraft is following the glide path to
remain above obstructions and reach the runway at the proper touchdown
point (i.e., it provides vertical guidance).
Two signals are transmitted on one of 40 ILS channels. One is modulated at
90 Hz, the other at 150 Hz. These are transmitted from co-located antennas.
Each antenna transmits a narrow beam.
Localizer (LOC) and glide slope (G/S) carrier frequencies are paired so that
the navigation radio automatically tunes the G/S frequency which
corresponds to the selected LOC frequency. The LOC signal is in the
110 MHz range while the G/S signal is in the 330 MHz range. 29
Figure 21: Glide-Path Transponder And Antenna
Figure 22: ILS Service Range
30
Table 2: ILS Parameters And Components
4.7. Security
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. In the earliest days
of aviation, however, aviation security was only a minor concern.
4.7.1. The Major Hijacking Events In India
Dec 24, 1999: Indian Airlines Kathmandu-Delhi Airbus 300 with 186
people on board hijacked shortly after take-off to Lahore. Lahore denies
permission to land and the plane finally touches down at Amritsar.
Jan 13, 1994: Indian Airlines Bangalore-Madras a-320 Airbus with 56

passengers, 7 crew hijacked. The hijacker wanted Marathwada University to
be renamed after Dr. B. R. Ambedkar.
April 24,1993: Delhi-Srinagar IA Boeing 737 with 141 passengers and six
crew members hijacked to Amritsar. Hijacker wanted it to be diverted to
Kabul.
31
April 10,1993: Indian Airlines Lucknow-Delhi Flight IC-436 hijacked by

four college students, demanding that the problems plauging lucknow arts
college be resolved lands at Amausi Airport.
March 27,1993: An Indian Airlines Hyderabad-Lucknow-Delhi flight IC-

439 hijacked by Hari Singh. Landed at Rajasansi airport, Amritsar.
Jan 22, 1993: A Patna-Lucknow-Delhi bound Indian Airlines Flight IC-810,

hijacked by Satish Chandra Pandey shortly after take-off. He surrendered at
the instance of the then Prime Minister Shri Atal Bihari Vajpayee.
4.7.2. 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
4.7.3. Security Equipment At The Airport

1. Metal detectors
2. X-Ray scanners for bags
3. Chemical Sniffers
4. CCTV Surveillance.
5. Flight Information Display System
6. Public Announcement System
7. Sniffer Dogs
32
4.7.3.1. There Are Two Types Of Metal Detectors Used At Airport

3. Hand Held Metal Detector
4. Door Frame Metal Detector
Hand Held Metal Detector

When electricity flows through the transmitter coil, it creates a
magnetic field all around it. If you sweep the detector above
a metal object (such as this old gray spanner), the magnetic field
penetrates right through it. The magnetic field makes an electric
current flow inside the metal object.
• Transmitter coil - This is the outer coil loop. Within it is a coil

of wire. Electricity is sent along this wire, first in one direction
and then in the other, thousands of times each second. The
number of times that the current's direction switches each
second establishes the frequency of the unit.
• Receiver coil - This inner coil loop contains another coil of

wire. This wire acts as an antenna to pick up and amplify
frequencies coming from target objects in the ground.
Figure 23: HHMD
Door Frame Metal Detector
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 33 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. When the pulse's magnetic field collapses, causing the reflected
pulse, the magnetic field of the object makes it take longer for the
reflected pulse to completely disappear. This process works something
like echoes: If you yell in a room with only a few hard surfaces, you
probably hear only a very brief echo, or you may not hear one at all.
But if you yell into a room with a lot of hard surfaces, the echo lasts
longer. In a PI metal detector, the magnetic fields from target objects
add their "echo" to the reflected pulse, making it last a fraction longer
than it would without them.
A sampling circuit in the metal detector is set to monitor the length of

the reflected pulse. By comparing it to the expected length, the circuit
can determine if another magnetic field has caused the reflected pulse
to take longer to decay. If the decay of the reflected pulse takes more
than a few microseconds longer than normal, there is probably a metal
object interfering with it.
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.
Many of the newer metal detectors on the market are multi-zone. This
means that they have multiple transmit and receive coils, each one at a
different height. Basically, it's like having several metal detectors in a
single unit.
Figure 24: 6 Overlapping Detection Zones Of DFMD
34
4.7.3.2. X-Ray Scanners
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.
After the X-rays pass through the item, they are picked up by a
detector. This detector then passes the X-rays on to a filter, which
blocks out the lower-energy X-rays. The remaining high-energy X-
rays hit a second detector. A computer circuit compares the pick-
ups of the two detectors to better represent low-energy objects, such
as most organic materials.
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
5. Inorganic
6. Metal
While the colours 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.
While the colours 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 o 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.
35
Figure 25: X-Ray Scanner
4.7.3.3. Chemical Sniffers: ETD (Explosive Trace Detectors)

Explosives trace detectors (ETD) are explosive detection equipment
able to detect explosives of small magnitude. The detection is
accomplished by sampling non-visible "trace" amounts of
particulates. 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.
Explosive detection using ion mobility spectrometry (IMS) is based
on velocities of ions in a uniform electric field. There are some
variant to IMS such as Ion trap mobility spectrometry (ITMS) or
Non-linear dependence on ion mobility (NLDM) which are based
on IMS principle. The sensitivity of devices using this technology is
limited to PG levels. The technology also requires the ionization of
sample explosives which is accomplished by a radioactive source
such as nickel-63 or americium-241. The presence of radioactive
materials in these equipment causes regulatory hassles and requires
special permissions at customs ports. These detectors cannot be
field serviced and may pose radiation hazard to the operator if the
casing of the detector cracks due to mishandling. Bi-yearly
[clarification needed] checks are mandatory on such equipment in
most countries by regulating agencies to ensure that there are no
radiation leaks. Disposal of these equipment is also controlled
owing to the high half-life of the radioactive material used.
36
Figure 26: Explosive Trace Detection
4.7.3.4. CCTV Surveillance

Closed-circuit television (CCTV), also known as video surveillance,
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 , point to multipoint, or mesh wired or 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, stores, and other areas where security is
needed. Though Video telephony is seldom called 'CCTV' one
exception is the use of video in distance education, where it is an
important tool.
Figure 27: CCTV Surveillance
37
4.7.3.5. Flight Information Display System

Flight information display system (FIDS) technology in partnership
with the airlines, to provide flight information identical to that
showing on the monitors at the airports. Travelers and your staff
view information live from the airport, showing airlines, arrivals,
departures, flight number, flight status, flight time, and the gate.
Figure 28: Flight Information Display System
4.7.3.6. Public Announcement System

A public address system (PA system) is an electronic system
comprising microphones, amplifiers, loudspeakers, and related
equipment. It increases the apparent volume (loudness) of a human
voice, musical instrument, or other acoustic sound source or recorded
sound or music. PA systems are used in any public venue that
requires that an announcer, performer, etc. be sufficiently audible at a
distance or over a large area. Typical applications include sports
stadiums, public transportation vehicles and facilities, and live or
recorded music venues and events. A PA system may include
multiple microphones or other sound sources, a mixing console to
combine and modify multiple sources, and multiple amplifiers and
loudspeakers for louder volume or wider distribution.
38
4.7.3.7. Sniffer Dogs

Sniffer dog is a dog that is trained to use its senses to detect
substances such as explosives, illegal drugs, wildlife scat, currency,
blood, and contraband electronics such as illicit mobile phones. The
sense most used by detection dogs is smell. There is some overlap, as
in the case of cadaver dogs, trained to search for human remains. A
police dog is essentially a detection dog that is used as a resource for
police in specific scenarios such as conducting drug raids, finding
missing criminals, and locating stashed currency.
39
Chapter 5
5. System Analysis
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. Radar Data Processing System (RDPS) – receives and processes radar data
information from various radar sites.
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).
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.
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.
5. Data Management System (DMS) – provides capability to perform adaptation

changes and downloads of new software releases.
6. Supervisor Working Position – Consists of a common controller work

station(CCWS) and Control and Monitoring Display / Flight Data Display /
Aeronautical Information Display.
7. LAN -Critical subsystem components such as RDPS, FDPS, and IVDRS, are
redundant to ensure continuous operation in the event of a component failure or
maintenance action through LAN Switches. All the subsystems are interconnected
via dual 1GB Ethernet LAN except tower positions which operate on 100MBPS. A
third LAN provides Direct Surveillance Access (DSA).
40
Chapter 6
6. Software Description
Functions are controlled and executed by computer software application programs that
reside in the Automation System computers. The Sun Solaris Operating System (OS)
runs the application programs and acts as an interface between the controller and
application. The OS manages computer resources in a non-interfering manner, executing
stored applications and controlling information transfers between processors and external
devices and interfaces via the LAN. The application software is organized by function
into Computer Software Configuration Items (CSCls).
The application software references site-specific adaptation data.
Commercial Off-the-Shelf (COTS) products are used in the Automation System. The
Automation System consists of COTS hardware and software components and
Raytheon's
AutoTrac II Software, adapted specifically for use in the Automation.
AMSS (Automatic message switching system)
AFTN (aeronautical fixed telecommunication network) in India is under the control of

airports authority of India. The AAI has established AMSS Centre’s throughout the
country in major stations. India plays a role in the international AFTN, bridging the gap
between the eastern and western parts of the world. Messages originating in the western
countries are routed through India to the eastern countries countries and vice versa.
AFTN SWITCHING SYSTEM
In AFTN, information is exchanged between many stations. The simplest form of

communication is point-to-point type, where information is transmitted from a source to
sink through a medium. The source is where information is generated and includes all
functions necessary to translate the information into an agreed code, format and
procedure. The medium could be a pair of wires, radio systems etc. is responsible for
transferring the information. The sink is defined as the recipient of information; it
includes all necessary element to decode the signals back into information.
41
Chapter 7
7. Testing And Results
1. Equipments like Distance Measuring Equipment (DME), Doppler Very High Omni
Range (DVOR), Instrument Landing System (ILS) : Localizer and Glide Path
Transponder devices which help Aircrafts for navigation, are calibrated according to
the frequency of specific airports and are tested by a fully loaded and précised aircraft
sent by Airport Authority of India to different airports to check if the instruments are
working properly.
2. Redundancy used by AAI in Transmitters, Receivers, Transponders, frequencies,

power supply, ensures the smooth working of Airport.
3. All the instruments are monitored with the help of monitoring antennas present next
to radiating antennas.
4. Technical officers are assigned duties for regular checking and, monitoring all the
equipments and antennas in the airport.
5. An Interrogator with required specifications is placed in equipment room to regularly

monitor working of radar system.
6. Security equipments like HHMD are recharged regularly
7. X-Ray scanner is checked and calibrated daily with a fully loaded instrument box
with metal, inorganic and organic substances.
8. This results in smooth functioning and accurate results.
42
Chapter 8
8. Advantages Limitations and Applications

8.1. Advantages
• Control and management of the indian air space extending beyond the
territorial limits of the country.
• Provision of communication, navigation and surveillance aids,
• Expansion and strengthening of operational areas and movement control aids for
aircrafts and vehicular traffic in operational areas.
• Design, development, operation and maintenance of passenger terminals.
• Development and management of cargo terminal international and domestic
airports.
• Provision of passenger facilities and information system in passenger terminals.
8.2. Limitations
Limitations of VHF communication in ATC is when a flight is travelling in coastal

regions and above oceans, they don’t have the guidance of DME and DVOR which
are present at ground stations, so High Frequency (3-30MHz) is used instead of Very
High Frequency (30-300MHz).
In bad weather conditions even the instruments can’t help the aircrafts.
8.3. Application
To develop a seamless, globally coordinated system of air navigation services that

will cope with world-wide growth in air traffic demand while:
o Improving upon the present levels of safety.

o Improving upon the present levels of regularity.
o Improving upon the over-all efficiency of airspace and airport operations,
leading to increased capacity.
o Increasing the availability of user-preferred flight schedules and profiles.
o Minimizing differing equipment carriage requirements between regions.
43
Chapter 9
9. Conclusion and Future Scope

9.1. Conclusion
From an undergraduate’s learning point this training program was a great opportunity
for us to get to the ground level and experience the things that we would have never
leaned just by travelling in the airplane. I am grateful to Airports Authority Of India
for giving us this wonderful opportunity. The main objective of the industrial training
is to provide an opportunity to undergraduates to identify, observe and practice how
engineering is applicable in the real industry. It is not only to get experience on
technical practices but also to observe live equipment and to interact with the staff of
AAI. It is easy to work with people, but not with sophisticated machines. The only
chance that an undergraduate has to have this experience is the industrial training
period. I got the maximum out of that experience. Also learnt the way of work in an
organization, the importance of being punctual, the importance of maximum
commitment, and the importance of team spirit. The training included VHF
Communication, RADAR, DME, NDB, ILS. We learned not only through theory
classes but also by practical on working equipment.
9.2. Future Scope
The aviation industry is undergoing transformation through paradigm

changes in Government policies, exponential growth rate of the industry,
especially in this part of the world, and new technologies that are emerging
in extreme rapidity. With advancements in flight management systems and
avionics, aircraft are able to navigate from point to point using performance
based navigation procedures. India is also becoming self-reliant on satellite
based augmentation systems (GAGAN) and navigational satellite systems
(IRNSS), thus transforming the way navigation is performed, from being
predicated to terrestrial aids, there is shift or transition to celestial
navigational aids. Customer awareness and user expectations have reached a
new high and the service quality at airports is a key to remaining competitive
in business. Airport Infrastructural changes are inevitable with growing
market demand and it is important for airports to perform as individual cost
units and provide appropriate ROI in a very capital intensive industry. The
paradigm is constantly changing and the challenges thereof can be handled
only by employees with the correct attitude, matching skills and current
knowledge and in depth subject matter expertise.
GAGAN
GAGAN is the acronym for GPS Aided GEO Augmented Navigation. The GAGAN
uses a system of ground stations to provide necessary augmentations to the GPS
standard positioning service(SPS) navigation signal. A network of precisely
surveyed ground reference stations is strategically positioned across the country to
collect GPS satellite data. Using this information, the master control center (Indian
Master Control Centre INMCC) generates messages to correct any signal errors.
These correction messages are then uplinked through (INdian Land Uplink Station?
44
INLUS) and broadcast through communication satellites (Geostationary) to

receiver’s onboard aircraft using the same frequency as GPS.
The GAGAN is designed to provide the additional accuracy, availability, and
integrity necessary to enable users to rely on GPS for all phases of flight, from en
route through approach for all qualified airports within the GAGAN service volume.
GAGAN will also provide the capability for increased accuracy in position
reporting, allowing for more uniform and high-quality Air Traffic Management
(ATM). In addition, GAGAN will provide benefits beyond aviation to all modes of
transportation, including maritime, highways, and railroads.
The Indian Space Research Organization (ISRO) and Airports Authority of India
(AAI) have implemented the GPS Aided Geo Augmented Navigation-GAGAN
project as a Satellite Based Augmentation System (SBAS) for the Indian Airspace.
The objective of GAGAN to establish, deploy and certify satellite based
augmentation system for safety-of-life civil aviation applications in India has been
successfully completed. The system is inter-operable with other international SBAS
systems like US-WAAS, European EGNOS, and Japanese MSAS etc. GAGAN
GEO footprint extends from Africa to Australia and has expansion capability for
seamless navigation services across the region. GAGAN provides the additional
accuracy, availability, and integrity necessary for all phases of flight, from en route
through approach for all qualified airports within the GAGAN service volume.
GAGAN Payload is already operational through GSAT-8 and GSAT-10 satellites.
The third GAGAN payload will be carried onboard GSAT-15 satellite which is
scheduled for launch this year.
45
References
• "Airports Authority of India". Aai.aero. Archived from the original on 20

November 2016. Retrieved 5 April 2016.
• Training IAA (14 May 2019). "Indian Aviation Academy". Official website of
Indian Aviation Academy.
• https://www.aai.aero/hi/system/files/resources/airport-authority-training-policy-
book-300616.pdf
• https://www.isro.gov.in/applications/step-towards-initial-satellite-based-
navigation-services-india-gagan-irnss
• https://docs.google.com/document/d/1qOyUlCWN8YX1icYcyjr_2r6_287VLNbp
qGerrr5k_Iw/edit
• https://www.google.com/search?q=dfmd++8+overlapping+detection+zones&aut
huser=1&source=lnms&sa=X&ved=0ahUKEwjr3Jfw4-
_iAhXJV30KHWM3BAsQ_AUICygA&biw=1342&bih=557&dpr=1
• Content of this report was provided by Airport Authority Of India in their
technical manuals.
46

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ATC & CNS - AAI AY- 2019-20

Air Traffic Control and Communication

Course: MBA Tech. (EXTC)

Carried out at:

Air Traffic Control and Communication

Navigation Surveillance - Airports Authority of India

A Report submitted in partial fulfillment of requirements of 5 years Integrated MBA

Mukesh Patel School of Technology Management & Engineering

Submitted in Partial Fulfillment of the requirements for Technical

Name of the Student: Sakshi Sen

Roll No. & Batch: J034,

Name and Address of the Company: Airports Authority of India, Udaipur

Corporate Office: Maharana Pratap Airport Dabok, Udaipur 313001.

Training Period: From 1st May 2019 To 22nd June 2019

THIS IS TO CERTIFY THAT

External Examiner Internal Examiner Head of Dept. Chairperson/Dean

Seal of the University

OFFER LETTER III

4.4.3. DVOR OPERATIONAL USE 22

9.2. FUTURE SCOPE 44

2 ATC TOWER OF UDAIPUR AIRPORT

3 AIR TRAFFIC MANAGEMENT PILLARS

4 VHF TRANSMITTER BLOCK DIAGRAM

5 VHF RECEIVER BLOCK DIAGRAM

6 VHF EQUIPMENT ROOM

8 RADAR TRANSPONDER AND ANTENNA

12 DME INSTRUMENT IN COCKPIT DISPLAY

13 COCKPIT DVOR INDICATOR

14 DVOR ANTENNA REFERENCE DIAGRAM

15 DVOR FROM UDAIPUR

16 NON DIRECTIONAL BEACON

17 ILS PATH PLANES

18 EMISSION PATTERN OF LOCALIZER AND GLIDE PATH

20 LOCALIZER TRANSPONDER AND ANTENNA

21 GLIDE PATH TRANSPONDER AND ANTENNA

22 ILS SERVICE RANGE

23 HAND HELD METAL DETECTOR

26 EXPLOSIVE TRACE DETECTOR

28 FLIGHT INFORMATION DISPLAY SYSTEM

2 ILS PARAMETER AND COMPONENTS

ATC AIR TRAFFIC CONTROL

VHF VERY HIGH FREQUENCY

DME DISTANCE MEASURING EQUIPMENT

NDB NON DIRECTIONAL BEACON

RADAR RADIO DETECTION AND NAVIGATION

HHMD HAND HELD METAL DETECTOR

DFMD DOOR FRAME METAL DETECTOR

ETD EXPLOSIVE TRACE DETECTOR

1.1. Introduction Of The Industry

Figure 1: Ministry of Civil Aviation India

Services Provided By The AAI-

1.2. Background Of The Project Topic

Figure 2: ATC Tower of Udaipur Airport

CNS: Communication Navigation Surveillance

observation from a distance by means of electronic equipment. In civil aviation

Figure 3: Air Traffic Management Pillars

1.3. Motivation And Scope Of The Report

1.4. Salient Contribution

2.1. Introduction To Literature Survey

2.2. Scope of Literature Survey

Growth in the Airline Industry

Major orders in the Aviation Industry

Aviation Strategy of Indian Civil Aviation