Project Report On Chaudhary Charan Singh International Airport

AAI
CNS
AIRPORTS AUTHORITY OF INDIA
CERTIFICATE
OF
COMPLETION
This certificate is awarded
to
A student of 3rd year in Electronics

and Communication Engineering (B.TECH)
from Babu Banarasi Das National Institute of
Technology and Management, has completed
his Summer Vocational Training on Communication
Navigation and Surveillance (CNS) at Airports
Authority of India Chaudhary Charan Singh
International Airport Amausi, Lucknow-(UP)
from 10th June, 2019 to 10th July, 2019
STUDENTS DECALARATION
I hereby declare that I, DHIRENDRA PRATAP SINGH has completed my SUMMER

vocational training on COMMUNICATION, NAVIGATION AND SURVEILLANCE
(CNS) and submitted my project report to Communication Navigation and
Surveillance (CNS) at Airports Authority of India Chaudhary Charan Singh
International Airport Amausi, Lucknow-(UP) on the
completion of the same from 10th June to 10th July 2019.
To the best of my knowledge, this project report has not been submitted for
any other examination and does not form a part of any other course
undergone by the candidate.
-------------------------------------------------
Signature of Student
Name of Student: DHIRENDRA PRATAP SINGH
College :-BABU BANARASI DAS NATIONAL INSTITUTE
OF TECH AND MANAGEMENT(BBDNITM)
Place: Lucknow, Uttar Pradesh
Date:
ACKNOWLEDGEMENT
I take this opportunity to express my profound gratitude and deep regards
to my guide Shri. A.P. GUPTA, JT General Manager (CNS) for their exemplary
guidance, monitoring and constant encouragement throughout this
training.
Sitting at the office of the airport and listening to the lectures of the aircraft
communication made us think that it was an easy task to fly into the vast
expanse on COMMUNICATION NAVIGATION & SURVEILLANCE but it was only
when we gathered knowledge about this topic, we realized how much helpful
were some people to us. Without them this exploration could never have
been materialized.
I sincerely thank Mr Kamlesh Kumar (Assistant general manager CNS)
(Training- Coordinator) for his guidance and encouragement in carrying out
this report.
I am obliged to the staff members at AAI of CCS airport, for the valuable
information provided by them in their respective fields. I am grateful for
their cooperation during the period of my assignment.
SPECIAL REGARDS*
I take this opportunity to express my sincere gratitude to Prof. Dr.Shailendra

Tahilyani , head of the Electronics and Communication Engineering
Department, Babu Banarasi Das National Institute of Technology &
Management ,who gave the permission to be associated with one of the best
organisation, Airports Authority of India(AAI), Chaudhary Charan Singh
International Airport,Lucknow.
Chaudhary Charan Singh
International Airport
Introduction
Lucknow Uttar Pradesh
1.1 Brief description of Lucknow

1.2 General Information of Lucknow Airport
1.3 Airport Authority of India
1.4 Functions of AAI
1.5 International Projects
1.6 Organizational Structure
AAI
Communication Navigation
& Surveillance (CNS)
Uttar Pradesh
Ghanta Ghar The Tallest clock tower in India
1 ©Dhirendra Pratap Singh

INTRODUCTION
Lucknow ( is the capital city of the Indian state of Uttar Pradesh,and is also the
administrative headquarters of the eponymous district and division. It is the
eleventh most populous city and the twelfth most populous urban agglomeration
of India. Lucknow has always been known as a multicultural city that flourished
as a North Indian cultural and artistic hub, and the seat of power of Nawabs in
the 18th and 19th centuries. It continues to be an important centre of governance,
administration, education, commerce, aerospace, finance, pharmaceuticals,
technology, design, culture, tourism, music and poetry.
The city stands at an elevation of approximately 123 metres above sea level.
Lucknow district covers an area of 2,528 square kilometres (976 sq mi). Bounded
on the east by Barabanki, on the west by Unnao, on the south by Raebareli and
in the north by Sitapur, Lucknow sits on the northwestern shore of the Gomti
River.
Historically, Lucknow was the capital of the Awadh region, controlled by the
Delhi Sultanate and later the Mughal Empire. It was transferred to the Nawabs of
Awadh. In 1856, the British East India Company abolished local rule and took
complete control of the city along with the rest of Awadh and, in 1857,
transferred it to the British Raj. Along with the rest of India, Lucknow became
independent from Britain on 15 August 1947. It has been listed as the 17th fastest
growing city in India and 74th in the world.
TRANSPORT
ROADS
Two major Indian National Highways have their intersection at Lucknow's
Hazratganj intersection: NH-24 to Delhi, NH-30 to Allahabad via Raebareli,
NH-27 to Porbandar via Jhansi and Silchar via Gorakhpur.
CITY BUSES
Lucknow city's bus service is operated by Uttar Pradesh State Road
Transport Corporation (UPSRTC), a public sector passenger road transport
corporation headquartered in Mahatma Gandhi road. It has 300 CNG buses
operating in the city.

LUCKNOW RAILWAY STATION
CCS INTERNATIONAL AIRPORT

INTRODUCTION
RAILWAYS
Lucknow is served by several railway stations in different parts of the city. The
main long-distance railway station is Lucknow Railway Station located at
Charbagh. It has an imposing structure built in 1923 and acts as the divisional
headquarters of the Northern Railway division. Its neighbouring and second
major long-distance railway station is Lucknow Junction railway station operated
by the North Eastern Railway. The city is an important junction with links to all
major cities of the state and country such as New Delhi, Mumbai, Hyderabad,
Kolkata, Chandigarh, Amritsar, Jammu, Chennai, Bangalore, Ahmedabad,
Pune, Indore, Bhopal, Jhansi, Jabalpur, Jaipur, Raipur and Siwan.
AIR TRANSPORT
Direct air connections are available in Lucknow to New Delhi, Patna, Kolkata,
Mumbai, Bangalore, Ahmedabad, Hyderabad, Chennai, Guwahati, Jaipur, Raipur
and other major cities via Chaudhary Charan Singh International Airport. The
airport has been ranked the second best in the world in small airport
category.The airport is suitable for all-weather operations and provides parking
facilities for up to 10 aircraft. At present, Air India, Air India Express, Jet Air,
GoAir, IndiGo, Saudi Airlines, Flydubai, Oman Air and Air Vistara operate
domestic and international flights to and from Lucknow. Covering 1,187 acres ,
with Terminal 1 for international flights and Terminal 2 for domestic flights, the
airport can handle Boeing 767 to Boeing aircraft allowing significant passenger
and cargo traffic. International destinations include Abu Dhabi, Dubai, Muscat,
Riyadh, Singapore, Bangkok, Dammam and Jeddah.
The Planned expansion of the airport will allow Airbus A380 jumbo jets to land at
the airport; the Airport Authority of India is also planning to expand the
international terminal to increase passenger traffic capacity. There is also a plan
for runway expansion. It is the 10th-busiest airport in India, busiest in Uttar
Pradesh, and second-busiest in North India.

LUCKNOW METRO

INTRODUCTION
METRO
Lucknow Metro is a rapid transit system which started its operations from 6
September 2017. Lucknow Metro system is the fastest built metro system in the
world and most economical high-speed rapid transit system project in India.The
commencement of civil works started on 27 September 2014.
In February, Chief Minister Akhilesh Yadav gave the approval to set up a metro
rail system for the state capital. It is divided into two corridors with the North-
South corridor connecting Munshipulia to CCS International Airport and the
East-West corridor connecting Charbagh Railway Station to Vasant Kunj. This
will be the most expensive public transport system in the state but will provide a
rapid means of mass transport to decongest traffic on city roads. Construction of
the first phase will be complete by March 2017. The completion of metro rail
project is the primary object of Uttar Pradesh government currently headed by the
chief minister Yogi Adityanath.
On 5 September 2017, Home Minister Rajnath Singh and CM Yogi Adityanath

showed green flag to the Lucknow Metro.

TERMINAL -2 CCS INTERNATIONAL

AIRPORT

*/ & %&4()1 /,/'
CHAUDHARY CHARAN SINGH AIRPORT
Chaudhary Charan Singh International Airport (IATA: LKO, ICAO: VILK) is an

international airport serving Lucknow, the capital of the Indian state of Uttar
Pradesh. It is situated in the Amausi area of the city, and was earlier known as
Amausi Airport before being renamed after Chaudhary Charan Singh, the fifth
prime minister of India.
HISTORY
The airport was constructed in 1986 to facilitate corporate and government

officials. With an increasing number of passengers, AAI decided to upgrade the
airport. On 17 July 2008, the Government of India officially renamed it
Chaudhary Charan Singh Airport. It was granted international status in May 2012.
The airport was constructed with the purpose of facilitating VVIPs. It was only in
2005 when the AAI took decision to upgrade the airport owing to an increased
number of passengers, and also because of the introduction of private operators in
the sector.A new terminal, equipped with the latest technology, at Lucknow's
Chaudhary Charan Singh Airport, has been operative since 2 June 2012. It is used
both for arrivals and departures of domestic and international flights. The new
terminal is a three-tier building which can accommodate around 2000 passengers
at a time.
STRUCTURE
The airport consists of two terminals: domestic and international. AAI has also
approved approximately 1383 crore rupees for a new integrated terminal.
RUNWAY-The airport has a single runway that is 3,750 metres (12,300 ft)
long. AAI has also planned for runway expansion at Lucknow Airport.
LANDING AMENITIES -CCS International Airport has ILS CAT-III-B

compliant for landing in bad weather and foggy conditions. Delhi, Lucknow,
Jaipur, Amritsar and Kolkata are the only airports in India with ILS CAT-III-B
which helps flights land safely even with8a visibility as low as 50 metres.

TERMINALS
The airport has two operational terminals and one in the planning stage:
TERMINAL 1 The original terminal, built to complement Charbagh Railway

Station's architecture, is now used for international flights after the opening of
Terminal 2. It has two arrival and three departing gates as well as two
immigration counters.
TERMINAL 2 The terminal was inaugurated by civil aviation minister Ajit Singh
on 19 May 2012 before opening on 2 June 2012. With five boarding gates,
Terminal 2 is used for domestic flights. Terminal 2 of Lucknow airport deals with
huge passenger traffic every year. Air traffic growth has put some pressure on
aerodromes as of 2017. Minister of State for Civil Aviation said, project
management consultant has been awarded for expansion of existing terminal
building for an estimated cost of Rs 880 crores.
TERMINAL 3 On 2nd May 2018, Suresh Prabhu, Minister of Civil Aviation

(India) announced that a new terminal building will have a capacity to handle
29.6 million passengers annually and will be built at of INR 1383 crores.
On 25th Feb 2019, Adani Group was awarded with the operations and expansion
of the existing as well as new terminal.
CONNECTIVITY
The airport is connected to Lucknow by Lucknow Metro. The Red Line metro
station of Chaudhary Charan Singh International Airport metro station acts as a
terminus for Lucknow Metro's Red Line with the ending terminus being
Munshipulia.
AWARDS The airport was awarded AAI's Best Airport award in July 2013 along
with Jodhpur Airport. Lucknow airport was rated second-best in the category of
small airports catering to 5-10 million passengers per annum by Airports Council
International, a global non-profit organisation of airport operators.In 2018,
Lucknow Airport was awarded the best airport in the category Best Airport by
Size and Region by the Airports Council International.
VILK AD 2.6 RESCUE AND FIRE FIGHTING SERVICES
AD catC!gory for fire fighting Cat 7

2 Rescue equipment AVBL as per category.
3 Capability for removaJ of disabled aircraft Nil
4 Remarks Nil
VILK AD 2.7 SEASONAL AVAILABILITY· CLEARING
Types of CIC!aring Equipment Nil

2 Clearance priorities Nil
3 Remarks Nil
VILK AD 2.8 APRONS, TAXIWAYS AND CHECK LOCATIONS DATA
l. Apron surface and strength SURFACE APRON • I / II /III Concrete.

STRENGTH: PCN74/R/C/X/T, PCN70/R/C/W/T, PCN74/R/C/W/T
2. Taxiway width, surface and TWY WIDTH SURFACE PCN
strnngth
A 23M Bitumen 37/F/C/W/T
B 23M Bitumen 70/F/C/W/T
C 23M Concrete 70/R/C/W/T
D(RET) 23M Concrete 74/R/C/W/T
E 23M Concrete 74/R/C/W/T
3. ACL and cJC?vation LOCATION NOT AVBL
ELEVATION:
4. VOR/INS checkpoints VOR VOR/DME LLK
TWY A R097/0.4NM
TWY B R099/0.2NM
TWY C RI09/0.1NM
INS
5. Remarks DETAILS OF APRON:- i). Stand 1,2,3,4,5: Up to B737-900/A321 ii). Stand 6:
Up to B767-400 series
New temporary apron ·3 (nC!W apron) consisting of six stands '1' to '6' is being commisioncd and used for
-
operation.critical ACFT for stand no. 'l' to '5' is CAT·'C' and below & critical ACFT tcr stand no. '6' is CAT·'D'.
Details of apron -3 as follows;.


RAJEEV GANDHI BHAVAN

AIRPORT AUTHORITY OF INDIA
The Airports Authority of India or AAI is a statutory body (created through

the Airports Authority of India Act, 1997) working under the Ministry of Civil
Aviation, Government of India is responsible for creating, upgrading,
maintaining and managing civil aviation infrastructure in India. It provides
Communication Navigation Surveillance / Air Traffic Management (CNS/ATM)
services over Indian airspace and adjoining oceanic areas. It also manages a total of
126 Airports, including 11 International Airports, 11 Customs Airports, 89
Domestic Airports and 26 Civil enclaves at Military Airfields. AAI also has ground
installations at all airports and 25 other locations to ensure safety of aircraft
operations. AAI covers all major air-routes over Indian landmass via 29 Radar
installations at 11 locations along with 700VOR/DVOR installations co-located
with Distance Measuring Equipment (DME). 52 runways are provided with
Instrument landing system (ILS) installations with Night Landing Facilities at
most of these airports and Automatic Message Switching System at 15 Airports.
AAI's implementation of Automatic Dependence Surveillance System

(ADSS), at Kolkata and Chennai Air Traffic Control Centres, made India the first
country to use this technology in the South East Asian region thus enabling Air
Traffic Control over oceanic areas using satellite mode of communication.
Performance Based Navigation (PBN) procedures have already been implemented
at Mumbai, Delhi and Ahmedabad Airports. AAI is implementing the GAGAN
project in technological collaboration with the Indian Space Research
Organisation (ISRO). The navigation signals thus received from the GPS will be
augmented to achieve the navigational requirement of aircraft. First phase of
technology demonstration system was completed in February 2008.
HISTORY
The Government of India constituted the International Airports Authority
of India (IAAI) in 1972 to manage the nation's international airports while the
National Airports Authority (NAA) was constituted in 1986 to look after domestic
airports.[3][4] The organisations were merged in April 1995 by an Act of
Parliament, namely, the Airports Authority of India Act, 1997 and has been
constituted as a Statutory Body and was named as Airports Authority of India
(AAI). This new organisation was to be responsible for creating, upgrading,
maintaining and managing civil aviation infrastructure both on the ground and
air space in the country.

FUNCTIONS OF AAI
Airports Authority of India (AAI) was constituted by an Act of Parliament

and came into being on 1st April 1995 by merging erstwhile National Airports
Authority and International Airports Authority of India. The merger brought
into existence a single Organization entrusted with the responsibility of
creating, upgrading, maintaining and managing civil aviation infrastructure
both on the ground and air space in the country.
PASSENGER FACITLITIES
The main functions of AAI inter-alia include construction, modification &

management of passenger terminals, development, management of cargo
terminals, development, maintenance of apron infrastructure including runways,
parallel taxiways, apron etc., Provision of Communication, Navigation and
Surveillance which includes provision of DVOR / DME, ILS, ATC radars, visual
aids etc., provision of air traffic services, provision of passenger facilities and
related amenities at its terminals thereby ensuring safe and secure operations of
aircraft, passenger and cargo in the country.
AIR NAVIGATION SERVICE
In tune with global approach to modernization of Air Navigation

infrastructure for seamless navigation across state and regional boundaries, AAI
has been going ahead with its plans for transition to satellite based
Communication, Navigation, Surveillance and Air Traffic Management. A
number of co-operation agreements and memoranda of co-operation have been
signed with US Federal Aviation Administration, US Trade Development Agency,
European Union, Air Services Australia and the French Government Co-
operative Projects and Studies initiated to gain from their experience.Through
these activities more and more executives of AAI are being exposed to the latest
technology, modern practices & procedures being adopted to improve the overall
performance of Airports and Air Navigation Services.


FUNCTIONS OF AAI
SECURITY
The continuing security environment has brought into focus the need for
strengthening security of vital installations. There was thus an urgent need to
revamp the security at airports not only to thwart any misadventure but also to
restore confidence of traveling public in the security of air travel as a whole, which
was shaken after 9/11 tragedy. With this in view, a number of steps were taken
including deployment of CISF for airport security, CCTV surveillance system at
sensitive airports, latest and state-of-the-art X-ray baggage inspection systems,
premier security surveillance systems. Smart Cards for access control to vital
installations at airports are also being considered to supplement the efforts of
security personnel at sensitive airports.
AERODOME FACIITIES
In Airports Authority of India, the basic approach to planning of airport

facilities has been adopted to create capacity ahead of demand in our efforts.
Towards implementation of this strategy, a number of projects for extension and
strengthening of runway, taxi track and aprons at different airports has been
taken up. Extension of runway to 7500 ft. has been taken up to support operation
for Airbus-320/Boeing 737-800 category of aircrafts at all airports.
IT IMPLEMENTATION
Information Technology holds the key to operational and managerial

efficiency, transparency and employee productivity. AAI initiated a programme to
indoctrinate IT culture among its employees and this is most powerful tool to
enhance efficiency in the organization.


FUNCTIONS OF AAI
The functions of AAI are as follows:
• Design, Development, Operation and Maintenance of international and

domestic airports and civil enclaves.
• Control and Management of the Indian airspace extending beyond the

territorial limits of the country, as accepted by ICAO.
• Construction, Modification and Management of passenger terminals.
• Development and Management of cargo terminals at international and

domestic airports.
• Provision of passenger facilities and information system at the passenger

terminals at airports.
• Expansion and strengthening of operation area, viz. Runways, Aprons,

Taxiway etc.
• Provision of visual aids.
• Provision of Communication and Navigation aids, viz. ILS, DVOR, DME,

Radar etc.

INTERNATIONAL PROJECTS

AIRPORTS AUTHORITY OF INDIA INTERNATIONAL PROJECTS


AIRPORTS AUTHORITY OF INDIA ORGANISATIONAL
STRUCTURE
ORGANISATIONAL INFORMATION
New Delhi, Civil Aviation Ministry located at Rajiv Gandhi Bhawan, at

Safdarjung Airport, is responsible for the formation of national policies and
programs for development and regulation of civil aviation sector in the country. It
is also responsible for the administration of the Aircraft Act, 1937, the Aircraft
Rules, 1937 and many other legislation related to the aircraft sector. This Ministry
deals with administrative and administrative control over allied and autonomous
organizations such as Directorate General of Civil Aviation, Civil Aviation
Security Bureau and Indira Gandhi National Flying Academy and related public
sector undertakings, National Aviation Company of India Limited, Airports
Authority of India and Pawan Hans Helicopter Limited. . The Railway Safety
Commission, which is liable for the security of operation under the provisions of
Rail Travel and Railway Act, 1989, also falls under the administrative control of
this Ministry.
PHHL(PAWAN HANS HELICOPTER LIMITED)
Pawan Hans Helicopters Limited (PHHL) is a leading helicopter company in

India and is known for its trustworthy helicopter operation. Its objective is to
provide services to helicopters, helicopter support services, remote and
mountainous areas for the offshore mining operations and to provide charter
services for promotion of tourism. The registered office of the company is located
in New Delhi and its regional offices are located in Mumbai and New Delhi.
Pawan Hans Helicopters Ltd is India's first ISO 9001: 2000 certified aviation
company. Pawan Hans has played 9 full role in the development of helicopter
industry in India.


ORGANISATIONAL
STRUCTURE
AIRPORTS AUTHORITY OF INDIA(AAI)
The Airports Authority of India (AAI), on 1 April 1995, in a vision created by

the merger of modernization and accelerating the integrated development,
expansion, operational terminal, and cargo facilities lesser than the International
Airports Authority of India and the National Airports Authority. According to the
international standards of
• Design, development, operation and maintenance of international and

domestic airlines and civil inequalities
• The control and management of the IAF area beyond the geographical
boundaries of the country, as approved by the units.
• Construction, modification and management of passenger terminals
• Development and management of cargo on international and domestic

airports
• Provision of passenger amenities and information systems on passenger

terminals at airports.
• Extension and strengthening of operational areas such as runway, apron, taxi

etc.
• The provision of visual aids
• Provision of Information and Dissemination Equipments such as ILS,

DVOR, DEME, Radar etc.


ORGANISATIONAL
STRUCTURE
AIR INDIA LIMITED(AI)
Air India Private Limited was constituted under the Companies Act 1956 on
March 30, 2007 and its Swanmitvah is under the Government of India. The
company was formed in India to make two major government autonomous
airlines: Air India and its subsidiary Air India Express and Indian Airlines and its
subsidiary Alliance Air.
RAILWAY SAFETY COMMISION(CRS)
The Railway Safety Commission, which is operating under the

administrative control of the Ministry of Civil Aviation and Government of India,
acts on issues relating to the safety of the rail operation and is charged with certain
statutory functions as prescribed in the Railway Act (1989), which is inspected by
the investigation And the consultants are of nature. The commission's most
important obligation is to ensure that any new line starting for passenger traffic is
safe from every point of passage of passenger traffic.
CIVIL AVIATION SECURITY BUREAU
Initially, the Civil Aviation Safety Bureau was established in January, 1978 as a
cell in the Directorate General of Civil Aviation on the recommendations of the
Pandey Committee. On 01 April 1997, the Civil Aviation Security Bureau was re-
established as an independent department in the Ministry of Civil Aviation. The
main responsibility of the Civil Aviation Security Bureau is to set standards and
measures in respect to civil aviation in international and domestic airports in India.
The head office of the city aviation security bureau is located in A-Wing, I-III
Floor, Janpath Bhawan, New Delhi 110001. Its four regional offices are located in
international airports such as Delhi, Mumbai, Kolkata and Chennai.


DGCA(DIRECTORATE GENERAL OF CIVIL AVAIATION)

Directorate General of Civil Aviation (DGCA) is a regulatory body in the
civil aviation sector, which primarily looks after safety matters. It is indispensable
for the regulation of aircraft transport services from India / and for the
implementation of civil aviation regulations, aircraft safety and flight-able
standards. DGCA also acts as a coordinator for all regulatory tasks with
international Civil Aviation Organization (units).
• Civil Aircraft Registration
• Regarding the formation of norms for flying aircraft for the civil aircraft
registered in India and the issuance of flying qualifications for such a plane.
• To give licenses to pilots, aircraft maintenance engineers and flying engineers

and for conducting tests and investigations for this purpose
• Licensing to Aircraft Traffic Controllers
• Certification of the aerodrome and CNS / ATM facilities
• To provide an aircraft operator certificate for Indian carriers and to regulate

the operation of the aircraft transport services from / between and outside
India by Indian and foreign operators in which the scheduled and non-
scheduled clearances of such operators are included.
• Examine accidents / incidents and implement accident preventive measures

including formation and implementation of Safety Aviation Management
Program.
• To amend the Civil Aviation Requirements to comply with the amendments

in aircraft act, aircraft rules and units contracts, and to amend the Act or to
make an international convergence effective, to pass the Act or amend
existing conventions Prepare the proposal.
• Providing accreditation to the training programs of the operators for the

carrying of dangerous goods and issuing authority for the transport of
hazardous goods etc.

Chaudhary Charan Singh 2. Communication
International Airport System
2.11 Introduction
2.11 Transmitter
2.12 Reciever
2.13 Channel
2.2 Frequency band and its uses
in Communication System
2.3 Communication Equipment
AAI

INTRODUCTION
In medical words CNS is an acronym for CENTRAL NERVOUS SYSTEM ,vital

to sustaining life. And so ,in a sense,it is in aviation.
Communication ,accurate Navigation and Surveillance- based control and

guidance system have been long important for safe and efficient flying, but as
skies become more crowded, any one of them can become a limiting factor in
airspace capacity
For pilots and operators ,CNS/ATM offers significant efficiencies adn improving
in safety ,particularly for those operating under IFR. For those involved in
airspace management , such as air traffic controllers it means being able to
process more aircraft more efficiently and safely.
COMMUNICATION
Voice Communication using very high frequence (VHF) radio remains as
essential part of routine and emergency air to ground (and air to air)
communication .In emergency operations voice tone and nuance provide
valuable information. Many pilots have spoken of the reassuring affect of a calm
controllers voice. However VHF can transmit information only as fast as a person
can speak coherently and it cannot handle multiple transmission on the same
frequency.
Technology such as controller pilot data line communication (CPDLC) can
significantly reduce the demand for bandwidth and time .Increasingly ,routine
air traffic management air-ground services management will use data
communicaiton with voice for real time critical information.
Aircraft can reply to ATC with a standard format message or in free text.
Messages from controller normally follow a standard format with response
required to most messages CPDLC's advantages include:
• reduced congestion of voice channels.
• fewer communication errors.
• lower workload for pilots and controllers.

NAME OF THE FREQUENCY BEND USES

EQUIPMENT
NDB 200-450 KHz Locator, Homing & En-
route.
HF 3-30 MHz Ground to Ground/Air

Communication.
Localizer 108-112 MHz Instrument Landing

System
VOR 108-117.975 MHz Terminal, Homing & En-

route
VHF 117.975-137 MHz Ground to Air

Communication
Glide Path 328-336 MHz Instrument Landing

System
DME 960-1215 MHz Measurement of Distance
UHF LINK 0.3-2.7 GHz Remote control,

Monitoring
RADAR 0.3-12 GHz Surveillance

Communication, Navigation and Surveillance are three main functions

(domains) which constitute the foundation of Air Traffic Management (ATM)
infrastructure. The following provide further details about relevant domains of
CNS:
Communication:-
Communication is the process of sending, processing & receiving of information

by electrical means. In Radio communication, for the transmission information
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 & radiated in the space, with the help of antenna. For reception these
electromagnetic waves are converted to electrical signals, amplified, detected &
reproduced in the original form of information with the help of speaker.
Communication is the exchange of voice and data information between the pilot
and air traffic controllers or flight information centres.
Communication is the specialized field concerned with the use of electronic

devices and systems for the acquisition or acceptance, processing, storage, display,
analysis, protection, disposition, and transfer of information. A constant
exchange of information is necessary between the aircraft and the base or Air
Traffic Control centre. Communication systems consist of a number of
components that facilitate processing of the information, its transmission and
corresponding reception at the destination, and finally retrieval of the required
message. With regards to the CNS system, communication can be classified as:
• Voice communication – it involves sending audio messages
• Data communication – it involves sending messages in the form of texts

Area Control
Approach Control
aTTower
fotwaesrwControl
Coelnltraos l
 Tower Control(25NM)
 Approach control(50NM)
 Area Control(250NM)

Voice communication is a direct form of communication and is hence a faster

process than data communication which involves processing time (leading to
time delay).
There are two allotted band of frequencies which are used in communication for
aviation purpose. They are the High frequency (HF) band and the Very high
frequency (VHF) band. The HF band ranges from 3-30 MHz while VHF band
ranges from 30-300 MHzFor aviation purposes the preferred HF range is 3-12 MHz
and for VHF the range between 118-136 MHz is preferred.
Transmission of information over free space takes place in the form of
electromagnetic radiation or light (in case of optic fibres).
HF COMMUNICATION
High frequency (HF) radio provides aircraft with an effective means of
communication over long distance oceanic and trans-polar routes. In addition,
global data communication has recently been made possible using strategically
located HF data link (HFDL) ground stations. HF communication is preferred in
cases where VHF communication is not possible.
Characteristics of HF Communication:
• HF follows Sky-wave propagation (involves total internal reflection of the
HF signal in the ionosphere).
• It is used mainly for long distance propagation beyond 200 nautical miles .
• Bandwidth of HF Communication is in between 3MHz to 30 MHz, due to
reflection from the ionised layers in the upper atmosphere. Due to variations
in height and intensities of the ionised regions, different frequencies are
used at different times of day and night and for different paths.
• Polarisation is horizontal.
• It has a wider range and is not affected by obstruction.
• Between the transmitter and the receiver there is a considerable region of
blind range, where no signal is available. This distance is known as skip
distance (Disadvantages of Sky Wave Propagation).
• Due to its wider coverage area, as we know, there are three types of Controls
in aviation that uses VHF. Beyond the Area Control the use of VHF is not
possible. Hence for coverage of area greater than 250NM from the ATC, HF
communication is used. This is more prevalent in place where the aircraft is
passing over sea area and communication between ATC and aircraft has to
be established.
Fig: Block Diagram of VHF Transmitter

TRANSMITTER
+CHANNEL
VHF TRANSMITTER
VHF stands for Very High Frequency Communication. It is the most
common means of airborne
communication. VHF Communication System consists of VHF transmitter,
receiver, Transceiver
handset, control head, antenna and an interface to the aircraft audio system
for access to the
microphone or cockpit speaker.
Characteristics of VHF Communication:
• VHF follows Line of Sight Communication or Point to Point
Communication. Since the transmission is line of sight, the range depends
on altitude of the aircraft and ground station.
• VHF communication is used for short distance communication.
• Frequency range of VHF Communication is in between 30 MHz and 300
MHz
• VHF Communication is a Noise free communication.
• As per ICAO, frequency range for AMS (Aeronautical Mobile Service)
allotted 118 MHz to 136.975 MHz (for aviation purpose).
• Range of VHF is 200 nautical miles.
• In light aircraft, transceiver is mounted in the instrument panel and
contains all the necessary controls and displays.
• In larger aircraft the control head which is used for selecting the receiver and
transmitter frequencies is usually located in the centre console between the
pilot and co-pilot, transceiver is remotely located in the radio rack.
• VSWR (Voltage Standing Wave Ratio) for VHF is 1.05.
• PARK AIR T6T 50 WATT VHF (IP Base) Transmitter is intended for use in
fixed ground environments such as airports and en-route centres.
• Transmitters are used for Voice Communication between Air traffic
controller and pilot of aircraft and vice versa.
• Power Output of VHF Transmitter: 50 Watt.
• Modulation Technique used for VHF transmitter is AM (Amplitude
Modulation).
• Polarisation: Vertical Polarisation.

Fig: Block Diagram of VHF Reciever

RECIEVER
VHF receiver have two receivers in a single equipment. One receiver is on air
while other is on Standby.
The antennas used for transmission are Directive antenna and Omni directional
antenna.
VHF Receiver has the function of selecting the desired signal at VHF frequencies
from all the other unwanted signal amplifying and demodulating it, and
reproducing it in the actual shape or desired manner. It helps to receive the
signals transmitted from another transmitter.


AIRPORTS AUTHORITY OF INDIA FREQUENCY BAND AND ITS USES IN
COMMUNICATION SYSTEM


AIRPORTS AUTHORITY OF INDIA COMMUNICATION EQUIPMENT
CONTROLLER PILOT DATA LINK COMMUNICATION (CPDLC)

A means of digital communication between controller and pilot, using data
link instead of voice.
· Initial application for en-route operations in areas where the use of
voice communication is considered not efficient.
· CPDLC message have a standard formats, using familiar ICAO
phrases.
· Before sending a CPDLC message, it can be viewed on the computer
display unit and modified, if required.
Advantages of CPDLC over Voice Communications
· Significant reduction of workload for Pilot and Controller
· Alleviate voice channel congestion problems
· Allow ATC to handle more traffic
· Eliminate misunderstanding of poor voice quality
· Eliminate misinterpretation and corruption due simultaneous voice
transmission
· Significant reduction of response time
· Automatic down linking a report such as way point crossing
AFTN (AERONAUTICAL FIXED TELECOMMUNICATION NETWORK)

The Aeronautical Fixed Telecommunication Network (AFTN) is a worldwide
system of aeronautical
fixed circuits provided, as part of the Aeronautical Fixed Service, for the exchange
of various
Aeronautical Messages and/or digital data between aeronautical fixed stations
having the same or
compatible communications characteristics which is necessary for ensuring safety
of air navigation
and the regularity of air traffic between aeronautical fixed stations of different
states and between
aeronautical stations.


Type of Messages.
DISTRESS MESSAGES ( priority indicator SS ).
URGENCY MESSAGES ( priority indicator DD ).
FLIGHT SAFETY MESSAGES: ( priority indicator FF ) [FPL-Flight Plan, DEP-Departure,
ARRArrival.
Etc].
METEOROLOGICAL MESSAGES : ( priority indicator GG ) [1. Messages concerning
forecast e.g.
terminal aerodrome forecasts (TAFs), area and route forecasts. 2. Messages concerning
Weather
observations and reports of Aerodrome e.g. METAR, SPECI.]
FLIGHT REGULARITY MESSAGES.
AERONAUTICAL ADMINISTRATIVE MESSAGES.
NOTAM MESSAGES (Priority indicator GG).
The message format of AFTN messages is defined in ICAO Annex 10 Aeronautical
Telecommunications Volume II.
Example of AFTN message format ( FPL-Flight Plan) message:
ZCZC AEA0129 050358
FF VECFZQZX VIDFZQZX VILKZTZX
050356 VTBDZPZX
(FPL-AIC67-IS
-B744/H-SHIJDRYWZG/S
-VTBD1900
-N0514F320 L507 CEA R460 TEPAL R460 LLK R460W
-VIDP 0330 VILK
-EET/VYYF0025 VECF0122 VGFR0134 VECF0146 VIDF0130 REG/VTEFG SEL/DHGR
DAT/SV RMK/TCAS EQUIPPED NAV/JRNAV DOF/160105)
NNNN


AIRPORTS AUTHORITY OF INDIA COMMUNICATION EQUIPMENT
EXPLANATIONS:
First Line represent the Heading of the message in which ZCZC is the Start-of-Message
Signal,
AEA0129 refers to the Transmission Identification and 050358 is an Additional Service
Indication
indicate Date and time of Transmission of the message.
Second Line represent Address consists of Two letter Priority Indicator (here it is FF), eight-
letter group
Addressee Indicators (here it is Delhi ATC, Lucknow ATC and Kolkata ATC). (Maximum
21 Addressee
Indicators in 3 Address Line can be used for single message).
Third Line represent the Origin of the message consists of message Filing Time (six-digit
date-timegroup),
the Originator Indicator (eight-letter group-Location Indicator & Unit, here it is Bangkok
ATC
).
Next part (Here Fourth to Tenth Lines) represent the Message Text. Here it is a Text of FPL
message. (When a text is exceeding 1800 characters, the message is divided into two or more
parts).
Last Line/Last part is the Ending of the message is indicated by NNNN which is the End-of-
Message
Signal.
(Text of the Message will contain ZCZC or NNNN).
DECODE of above FPL message:
FPL- Message Type, AIC67-Aircarft Identification AIRINDIA67 , IS – Flight Rules(IFR) &
Flight
Type (Schedule).
B744/H-Aircraft Type (Boeing 744), H- Wake Turbulence(Heavy), SHIJDRYWZG/S-
Equipment
COM/NAV.
VTBD1900-Departure Aerodrome Location Indicator (Bangkok) & Time (EOBT-Estimated
Off
Block Time).
N0514- Cruising Speed, F320-Flight level , L507 CEA R460 TEPAL R460 LLK R460W-
ATS Route.
VIDP0330- Destination Aerodrome(Delhi) & EET(Total Estimate Elapsed Time), VILK-
Alternate
Aerodrome (Lucknow).
EET/VYYF0025 VECF0122 VGFR0134 VECF0146 VIDF0130 REG/VTEFG SEL/DHGR DAT/
SV
RMK/TCAS EQUIPPED NAV/JRNAV DOF/160105-Other Information consist of EET of
each FIRs,
Aircraft Registration(VTEFG),SELCAL CODE(DHGR),
52 DOF(Date of Flight) etc.

AIRPORTS AUTHORITY OF INDIA COMMUNICATION
EQUIPMENT
High Frequency Radio Telephony ( voice communication) is a part of
Aeronautical Mobile Service
reserved for air-ground communications between Pilots and Ground
Controllers, related with the safety
and regularity of flights, flying primarily along national or international civil
air routes. As VHF
coverage is insufficient due to range limitation to cover all portions of the routes
flown, the use of HF
frequencies are necessary because they provide long range communications
coverage over Thousand
miles.
In HFRT Network there are number of Aeronautical Stations to assist each other
in order to provide the
air-ground communication service required of the network by aircraft flying on
the air routes for which
the network is responsible.
In HFRT communication 2 frequencies are assigned to Aircrafts , one Higher
frequency as
Primary and one Lower frequency as Secondary.
HFRT communication reception affected by Atmospheric noise because
Transmission is through sky
wave propagation.
On HFRT following categories of Aeronautical Messages are handled:
Distress, Urgency, Flight safety, Meteorological, Flight regularity.
Example of Aircraft Position Report Message:
AIC175 VABB-VECC POSITION NIPAD1105 FL350 EST KINKI1135 JJS NEXT
SELCAL CODE
FGDL
ATS Routes having number of reporting points which are many VOR codes like
NNP. JJS etc and
number imaginary 5 letter name like NIPAD,KINKI, MABUR,URKOK etc
(which are having fixed
coordinates).


Equipment: HF Transmitter ( ZENETAL) with SELCAL Facility & Remote

Radio Receiver (ICOM) &
ECIL AMSS workstation with ATC.
Language used: English
Hours of Operation: H24
Timings: In UTC
Call Sign: LUCKNOW RADIO
HFRT NETWORK at lucknow:
1. RDARA (Regional Domestic Air Route Area) for communication by Domestic
Flights. Frequencies used are
8861,8948,6583,5580,2872 KHz.
2. MWARA (Major World Air Route Area) for communication by International
Flights. Frequencies used are 10066,10051,6556,3491,2947KHz
In each Network one Frequency is maintained as Primary frequency and another
frequency as Secondary
frequency.
Higher frequencies are used during Day time and Lower frequencies are used
during Night time.
VOLMET: ( Meteorological information for aircraft in flight ). Kolkata Radio
broadcast VOLMET
on HF.
Frequencies are 2965,6676,11387KHz. Broadcast time 5 minutes twice in every hour
at interval of 30
minutes.(HR+05 to HR+10 , HR+35 to HR+40). Latest MET REPORT of
VOLMET Stations in India are at MUMBAI(VABB) & KOLKATA(VECC)
Communication Procedure: As per ICAO ANNEX10 VOL II & other various
Documents.


Chaudhary Charan Singh 3. Navigation
3. Naviagation
3.1 Navigational Aids
3.11 NDB(Non Directional Beacons)
3.12 ILS(Instrument Landing System)
3.121 Localizer
3.122 Glide Path
3.2 DME(Distance Measuring Equipment)
3.3 DVOR(Doppler VHF Omni Range)
AAI
NAVIGATIONAL AIDS
NAV-AIDS: Stands for navigational aids. They are the tools which helps the
aircraft in various navigational functions such as aircraft take-off, landing and
also helps it to maintain a correct bearing on its route towards its destination.
NAV-AIDS are generally of four types:-
1) NDB (Non-directional beacon)
2) VOR (VHF Omni range)
3) DME (Distance measuring equipment)
4) ILS (Instrument landing system)
*NON-DIRECTIONAL BEACON (NDB): It helps the aircraft to determine its

own position with respect to the station/airport. It works on MF band. The range
of frequencies allotted to it is 200 to 400 KHz. It helps in:
1) En-route aid
2) Homing
3) Position Fix
*VERY HIGH FREQUENCY OMNI RANGE (VOR): 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. It also
helps the aircraft in the scopes of the controller to be identified easily.
The VOR generally uses a frequency range between 108 to 118 MHz
The VOR’s are generally of two types:-
1) Terminal VOR-Not so commonly used
2) En-route VOR –This is the more frequently used and the maximum attainable
frequency present in this is 117.5 MHz.

NDB(Non Directional Beacons)
The models of VOR’s used in AAI are:-

1) Conventional VOR(CVOR)
2) Doppler VOR(DVOR)
Conventional VOR include the LORENZ, WILCOX models.
Doppler VOR’s include the models such as AWA,GCEL, and THALES-432 etc.
Nowadays THALES-432 is the most commonly used VOR.
Generally it has been found that the DVOR have better precision rates and are
less error prone than the
CVOR’s. The DVOR uses the Doppler principle which states that an apparent
frequency is generated
when there is relative movement between then source and the receiver
NON-DIRECTIONAL BEACONS(NDB)
(Frequency range 190-535 KHz)
A non-directional (radio) beacon (NDB) is a radio transmitter at a known
location, used as an aviation
or marine navigational aid. As the name implies, the signal transmitted does not
include inherent
directional information, in contrast to other navigational aids such as low
frequency radio range, VHF
omnidirectional range (VOR) and TACAN. NDB signals follow the curvature of
the earth, so they can
be received at much greater distances at lower altitudes, a major advantage over
VOR. However,
NDB signals are also affected more by atmospheric conditions, mountainous
terrain, coastal
refraction and electrical storms, particularly at long range.
NDBs used for aviation are standardized by ICAO Annex 10 which specifies that
NDBs be operated on
a frequency between 190 kHz and 1750 kHz, although normally all NDBs in
North America operate
between 190 kHz and 535 kHz. Each NDB is identified by a one, two, or three-
letter Morse code call
sign North American NDBs are categorized by power output, with low power
rated at less than 50
watts, medium from 50 W to 2,000 W and high being over 2,000 W.
Beacons System

NDB(Non Directional Beacons)
A bearing is a line passing through the station that points in a specific direction,
such as 270 degrees
(due West). NDB bearings provide a charted, consistent method for defining
paths aircraft can fly. In
this fashion, NDBs can, like VORs, define "airways" in the sky. Aircraft follow
these pre-defined
routes to complete a flight plan. Airways are numbered and standardized on
charts; coloured
airways are used for low to medium frequency stations like the NDB and are
charted in brown on
sectional charts. Green and red airways are plotted east and west while amber and
blue airways are
plotted north and south. While most airways in the United States are based on
VORs, NDB airways
are common elsewhere, especially in the developing world like India and in
lightly populated areas of
developed countries, like the Canadian Arctic, since they can have a long range
and are much less
expensive to operate than VORs.
Other information:
NDBs operate in Medium frequency range.
NDB provides magnetic bearing and DVOR provides relative bearing.
Bearing is always measured from Magnetic North.
True North is fixed and magnetic North varies, In India variation is about 2-6
degrees.


ILS(INSTRUMENT LANDING SYSTEM)
Definition
Instrument Landing System (ILS) is defined as a precision runway approach aid

based on two radio beams which together provide pilots with both vertical and
horizontal guidance during an approach to land.
Description
An Instrument Landing System is a precision runway approach aid employing two

radio beams to provide pilots with vertical and horizontal guidance during the
landing approach. The localiser (LOC)provides azimuth guidance, while the
glideslope (GS) defines the correct vertical descent profile. Marker beacons and
high intensity runways lights may also be provided as aids to the use of an ILS,
although the former are more likely nowadays to have been replaced by a DME
integral to the ILS or one otherwise located on the aerodrome, for example with a
VOR.
The ILS LOC aerials are normally located at the end of the runway; they
transmit two narrow intersecting beams, one slightly to the right of the runway
centerline, the other slightly to the left which, where they intersect, define the
"on LOC" indication (see Figure 1). Airborne equipment provides information to
the pilot showing the aircraft’s displacement from the runway centerline.
The ILS GS aerials are normally located on the aerodrome; they transmit
two narrow intersecting beams, one slightly below the required vertical profile
and the other slightly above it which, where they intersect, define the "on GS"
indication (see Figure 2). Aircraft equipment indicates the displacement of the
aircraft above or below the GS. The GS aerials are usually located so that the glide-
slope provides a runway threshold crossing height of about 50 ft. The usual GS
angle is 3 degrees but exceptions may occur, usually to meet particular approach
constraints such as terrain or noise abatement.


Special categories of ILS approach are defined which allow suitably qualified
pilots flying suitably equipped aircraft to suitably equipped runways using
appropriately qualified ILS systems to continue an ILS approach without
acquiring visual reference to a lower DH than the Category I standard of 200 feet
above runway threshold elevation (arte) and do so when a lower reported RVR
than the 550 metres usually associated with Category I:
Category II permits a DH of not lower than 100 ft and an RVR not less than 300
m;
Category IIIA permits a DH below 100 ft and an RVR not below 200 m;
Category IIIB permits a DH below 50 ft and an RVR not less than 50 m;
Category IIIC is a full auto-land with roll out guidance along the runway
centreline and no DH or RVR limitations apply. This Category is not currently
available routinely primarily because of problems which arise with ground
manoeuvring after landing.
The special conditions which apply for Category II and III ILS operation cover
aircraft equipment; pilot training and the airfield installations. In the latter case,
both function, reliability and operating procedures are involved. An example of
the latter is the designation of runway holding points displaced further back
from the runway so as to ensure that aircraft on the ground do not interfere with
signal propagation. Reliability requirements for Category II and III ILS include a
secondary electrical power supply which should be fully independent of the
primary one.
Validity of ILS Guidance
An ILS is only valid if used within strict boundaries either side of the transmitted
LOC and GS beams as documented on the corresponding AIPs Instrument
Approach Procedure (IAP). From a pilot perspective, these limits are defined as
Full Scale Deflection (FSD) of the deviation indication on the ILS displays in the
flight deck, since once the deviation in respect of either the LOC or GS reaches
FSD, it becomes impossible to know the extent of the deviation.
Because of this, pilots navigating their aircraft onto an ILS, whether from below
the GS or above, have always been expected, when acquiring an ILS GS, to cross-
check their range from touchdown against their indicated altitude/height and
confirm that their aircraft is on the promulgated IAP GS.


The instrument landing system is consisting of ground based equipment

(airport ground equipment) and onboard receiving equipment (onboard aircraft's
equipment).
1. Ground basedequipments
(In some cases DME system has been authorized for use when markers are not
available or cannot be installed), and addition to a suitable radio navigation aid is
provided to assist in interception of the localizer and holding procedures, this aid
can be either a VOR or a low-powered NDB (Locator), figure.1ShowsILS diagram.
1.1 Localizer system
The localizer transmitter radiates at a frequency in a band of 108-112 MHz,
the purpose of the localizer beam is to locate the airplane on lateral trajectory so
that it will intercept the centerline of the runway, this is performed by creating
azimuth guidance signals that are recognized by the onboard localizer
receiver.The azimuth guidance signal is created by superimposing a 90 Hz
modulated signal directed toward the left and a 150 Hz modulated signal directed
to the right on the carrier signal. The modulation depth must be is 18-22% for ILS
CAT I or II and 19-21% for ILS CAT III , the accuracy of guidance is on the level
of 15 arc minutes . figure.2shows thepattern of the localizersignal. When the
aircraft is flying straight along the projected extension of the runway centerline,
both superimposed signals are detected with equal strength,however when the
aircraft deviates to the right of centerline, the 150Hz signal is stronger. the
deviation of an aircraft from an extended runway centre line (as an angular
deviation is 2.5° to the right) so the receiver in the aircraft detects the difference
(the vertical bar on the ILS indicator that shows the airplane to the right of the
runway) and guides the pilot to fly the aircraft to the left. If the aircraft deviates to
the left, the indicator will turn the bar to the left of the runway marker.The
localizer beam 'width is common 5° for uncategorized systems and all other
systems are adjusted to 210 meters wide at the landing threshold, Total width in
terms of degrees will depend on position of localizer's aerials and length of
runway. The localizer equipment is designed to provide a serviceable on-course
signal at a minimum distance of 25 nautical miles from the runway at a minimum
altitude of 2,000 ft above the runway threshold.


1.2 Glide path system

The transmitter buildings and their antenna are located in closeness and
are commonly located approximately 225–380 meters from the approach end and
120–210 meters to the side of the runway centerline,and radiates at a frequency in
the range of 329.3-335.0 MHz, its purpose is to guide the aircraft down a
predetermined descent path. The glide slope is normally an angle of 2.5 ~ 3° to the
horizontal, figure.4 Shows a schematic of the glide path beam. The glide path
operates on a principle Very similar to the localizer, two signals are superimposed
on the carrier frequency to give an error signal if the aircraft is either high or low
with relative to the glide path angle, this usually is indicated by a horizontal bar
on the ILS indicator that moves up or down with relevance to the glide path
indicator.The glide path course is much sharper than the localizer, measuring less
than 1.5° from full fly up‟ to full fly down.
1.3 Coverage of signal for glide path system
The glide slope is normally usable to a distance of 10NM (it can be extended
when requested). The glide path provided by the glide slope transmitter is
arranged so that it flares from 5 to 8m (18 to 27ft) above the runway[6], as in
figures(5.1,5.2) Whereas letter R indicate to point at which downward extended
straight portion of the glide path intersect the runway center line .
1.4 Marker beacons system
It provide the aircraft position relative to the runway. There are three
marker beacons used with ILS System, the first is located at 4 to7 NM from the
runway, is called the outer marker. the second, is middle marker is located at 3500
ft (1km) from the runway threshold and the third is inner marker located at the
beginning (threshold) of the runway. The beams are directed vertically into
the descent path at transmits of 400 Hz , 1300Hz ,3000Hz tone signals
respectively on a low-powered (3 watts), at carrier frequency of 75 MHz .The
signals are coded, and when the airplane flies overhead the signals are detected by
an onboard receiver. The pilot is alerted to the passage over a marker beacon by
both an audio signal and visual signal. The audio signal is heard over the aircraft's
communication system and the visual signal is presented by way of a colored
indicator light on the instrument panel.
DISTANCE MEASURING EQUIPMENT

DME(DISTANCE MEASURING EQUIPMENT)
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[1].
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.
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.
A typical DME ground based responder beacon has a limit of 2700

interrrogations per second (pulse pairs per second – pps). This means that it can
provide distance information for up to 100 aircraft at a time—95% of
transmissions for aircraft in tracking mode (typically 25 pps) and 5% in search
mode (typically 150 pps). Above this limit the transponder avoids overload by
limiting the sensitivity (gain) of the receiver. Replies to weaker (normally the
more distant) interrogations are ignored to lower the transponder load.

DME antenna beside the DME transponder shelter

DME(DISTANCE MEASURING EQUIPMENT)
DISTANCE CALCULATION
A radio signal takes approximately 12.36 microseconds to travel 1 nautical

mile (1,852 m) to the target and back. 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.
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.

DVOR-DME Antenna
DVOR Equipment
DVOR(Doppler VHF
OmniDirectional-Range)
Introduction
The VOR (Very high frequency Omnidirectional Radio range) is a radio navigation aid recommended
by the ICAO and introduced internationally for short and medium range aircraft guidance. It can be
remote controlled and remote monitored.
The DVOR radio navigation equipment is a further development of the conventional VOR. Through
its utilisation of the Doppler effect and a wide-based antenna system it is able to produce a considerĆ
ably more precise azimuth signal. DVOR radio navigation installations are used mainly where the geoĆ
graphical conditions are difficult.
The principle on which the (D)VOR operates is based on the measurement of the phase angle of two
30 Hz signals radiated by the station. One signal (reference signal) is radiated with the same phase
in all directions. For the second 30 Hz signal (variable signal), the phase relationship relative to the
first signal changes as a function of the azimuth. The electric phase angle measured in the airborne
receiver corresponds to the azimuth angle.
Using the VOR receiver installed in his aircraft the pilot is able to obtain the following information from
a DVOR or VOR radio navigation installation:
1. The azimuth indication of the aircraft's position relative to the ground beacon, i.e. the angle beĆ
tween magnetic North and the direction ground beacon to aircraft.
2. The bearing which indicates whether the aircraft is flying to the left or right of the preselected course
(position line) or whether it is exactly on it.
3. The "from/to" indication which shows whether the aircraft is flying toward the (D)VOR beacon or
away from it.
The aircraft position is marked by the intersection of two position lines, which can be obtained by
switching the VOR airborne receiver consecutively to the frequencies of two CVOR or DVOR beacons
(C=Conventional, D=Doppler). To evaluate the indications only a map is required, and the knowlĆ
edge of the CVOR or DVOR positions and a CVOR/DVOR frequency chart. In addition, a VOR beacon
can be approached on a homing flight using the CDI instrument (Course Deviation Indicator) or with
help of an automatic flight management system.
DVOR B DVOR c
DVOR A
Fig. 1-1 Enroute navigation with DVOR, principle

DVOR(Doppler VHF
The main features of the Navaids family in general and the DVOR 432 in particular are as follows:
- Available as single or dual equipment with power up to 50 W or 100 W

- advanced technology "state of the art", in conformance with ICAO standards
- Antenna configuration: 50 sideband antennas with DSB radiation, having a minimum of distortion
on the 9960 Hz subcarrier
- High signal quality and long time stability of transmitted signals, real time monitoring
- Microprocessor controlled transmitter: Generation of sinusoidal modulation signals and control
of amplitude and phase of the RF signals, therefore no readjustment necessary
- Microprocessor controlled monitoring system: internal and field sensing points providing the input
to the monitoring process. Monitoring signals are sampled and computed by means of Discrete
Fourier Transforms (DFT) and evaluated by the processor of the MSP.
- Optional: nextfield monitor provision implementation which allows the evaluation of the DVOR-
signal received by a nextfield dipole at the counterpoise edge.
- BITE routine permits continuous, automatic testing of the installation with measurement of trends.
Automatic fault diagnostic to LRU level (LRU=Line Replaceable Unit).
- Modular design, extensive common use of subassemblies within the Navaids 400 family. All transĆ
mitter and monitor subassemblies including power supply (BCPS) are housed in the same cabinet.
With DVOR a separate cabinet for the Antenna Switching Unit (ASU) is added. This ASU cabinet
also houses the BCPS-modules for DVOR versions >50 W.
- Local LCD display and control panel for system status indication, basic controls and measurement
data indication of transmitter and monitor. Manual key lock and enable/disable function for operaĆ
tion modes.
- Standard PC used as local or remote interface (via RMMC) between the system and the operator
for first setup, operation and maintenance: All signal parameter settings and monitor alarm limits
can be entered by a menu driven supervisory program (e.g. ADRACS). The status (overall and deĆ
tailed) as well as all measured data can be displayed or printed.
- Central remote control and monitoring possibility using the RMMC system (Remote Monitoring
and Maintenance Configuration) at any distance (e.g. dial-up line and auto-dialling). Hence
drastic reduction in maintenance effort. The remote equipment is self testing and signalizes failure
or line interruption.
The DVOR system can be combined with a DME (Distance Measuring Equipment) to form a DVOR/
DME station. Then an aircraft can determine its position by referring to the location of a single DVOR/
DME station.
The DVOR equipment can be supplied already installed in a 10 ft container shelter. The DVOR-antenĆ
na system is mounted on a counterpoise optionally available in different heights as made necessary
depending on local conditions.

DVOR(Doppler VHF
1.2 DVOR/VOR PRINCIPLE
1.2.1 General
Todays airway network is marked by a number of CVOR and DVOR ground beacons operating in the
108...118 MHz frequency range and having a transmission range of up to 300 km (optical propagation
characteristics of VHF). CVOR/DVOR produces an azimuth information which enables the pilot of an
aircraft to fly from one (D)VOR station to another on a preselected course. Deviations from this course
are indicated by an instrument giving the information "fly to the right" or "fly to the left" and also a
"to/from" indication showing whether the aircraft is flying toward the beacon or away from it. The basic
arrangement of a DVOR installation is shown in Fig. 1-2.
Antennas
Shelter
Cabinet DVOR Cabinet ASU
THALES ATM
THALES ATM
Counterpoise
DVOR 432
ASU 432
Fig. 1-2 Diagrammatic view of a DVOR installation
1.2.2 Navigation Signal Parameters
As the basis for the explanation of the DVOR method, first the principle of the VOR method is deĆ
scribed.
1.2.2.1 VOR Method
The RF signal radiated by a VOR is modulated by two 30 Hz sinewaves. Both 30 Hz signals have a
certain phase relationship, which is dependent on the direction from which the signal is received. The
phase relationship is identical to the geographical angle between North and the direction of the airĆ
craft relative to the ground beacon (azimuth). One of the two 30 Hz oscillations is irrespective of the
azimuth (reference signal), whilst the phase relationship of the second 30 Hz oscillation to the referĆ
ence signal varies with the azimuth (variable signal). The reference signal and the variable signal are
modulated in different ways.
The direction-independent (reference) signal frequency modulates a subcarrier of f0 ±9960 Hz with
a frequency shift of ±480 Hz. The subcarrier is then radiated as amplitude modulation of the carrier
f0 with 30 % modulation depth by a horizontally polarised antenna with omni-directional characterisĆ
tics. In addition, the carrier f0 is modulated with an identity code (1020 Hz) as well as with voice
(300...3000 Hz).
The direction-dependent (variable) signal is radiated by 2 crossed dipoles. The crossed dipoles reĆ
ceive sideband signals from the two sideband transmitters with a 90° phase difference in the enveĆ
lope. The carrier of the sideband signals is suppressed. This results in a signal-in-space with a "figĆ
ure-eight pattern" rotating 30 times per second.
Since the carrier f0 is radiated by an antenna with omnidirectional characteristics, the superposition
of the carrier and the 30 Hz sidebands in the field - if the phase is correctly set - produces a pure
amplitude modulation, with the phase of the resulting 30 Hz signal being dependent on the azimuth,
related to the 30 Hz reference signal.

DVOR(Doppler VHF
1.2.2.2 DVOR Method
See Fig. 1-3 to 1-7.
In the DVOR the functions of the two 30-Hz oscillations have been interchanged as compared with
the conventional VOR. This means that the 30-Hz oscillation which amplitude-modulates the VHF
carrier now acts as the reference signal, whilst the directional, frequency-modulated 30 Hz oscillation
(variable signal) is contained in the 9960 Hz subcarrier. The carrier oscillation is transmitted omnidirecĆ
tionally by a stationary center antenna. It is amplitude-modulated with the voice (300...3000 Hz) and
the identity code in addition to the 30 Hz reference signal. The 9960 Hz subcarrier signal is transmitted
by a sideband radiator, 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. If the
sideband radiator rotates with a frequency of 30 Hz, the Doppler effect will cause the subcarrier to
be frequency-modulated as a function of the azimuth.
A circle with radius "R" of 7.5...6.5 m is required in the frequency range from 108 to 118 MHz, in order
to obtain the frequency deviation of ±480 Hz stipulated by the ICAO. The equation for determining
"R" is derived from the formula for the Doppler effect.
The different methods used to generate the two 30 Hz signals in the VOR and DVOR is of equipment-
internal significance only. The VOR receiver installed in the aircraft has no means of determining exterĆ
nally whether the received signal originates from a VOR or DVOR ground station. However the DVOR
permits a considerably more precise azimuth specification thanks to the wide-base antenna system
which can be realized only by utilisation of the Doppler effect. The two 30 Hz signals have a particular
phase relationship with respect to one another and with respect to magnetic north in accordance with
the azimuth. With an azimuth angle of 0° (North) the phase angle between the two signals is 0°. With
an azimuth angle of 180° (South) the phase angle is 180°, with an azimuth angle of 90° (East) it is
90° and with an azimuth angle of 270° (West) it is 270°. The radio reference lines, along which the
azimuth angle remains constant, are radial with respect to the DVOR installation. Fig. 1-3 shows the
phase relationship which is obtained between the reference signal and the direction-dependent sigĆ
nal in various directions.
N Reference Signal
Df= 0°
Variable Signal
Df=270° Df= 90°
DVOR
t t
Df=180°
Fig. 1-3 Azimuth as a function of the phase angle

DVOR(Doppler VHF
1.2.2.2.1 Doppler Effect and Direction-Dependent FM
See Fig. 1-4 to 1-6.
Fig. 1-4 shows generation of direction-dependent frequency modulation with the aid of the Doppler
effect. If omnidirectional antenna A is orbiting mechanically in an anticlockwise direction, the frequenĆ
cy measured by the two observers B1 and B2 will be increased or reduced due to the Doppler effect
(providing the diameter "D" is negligible as compared with the distance of the observers from the sysĆ
tem), depending on whether the antenna is moving towards the observers or away from them. The
frequency change Df is a function of the orbiting speed or the orbiting frequency fn, the diameter "D"
of the orbit and the mean radiated wavelength l0. The relationship is expressed as follows:
f+p D fn
l0
If antenna A begins its orbit at point 1 and continues via 2 and 3 to 4, the frequencies received by the
two observers B1 and B2 will change as a function of time. If a reference signal with the same frequenĆ
cy is transmitted at the same time by an omnidirectional, central antenna M, the phase angle between
the reference signal (of antenna M) and the changing frequency (of antenna A) will be in proportion
to the azimuth (observer's position), i.e. the phase relationship of signal M and A with respect to one
another is a function of the azimuth. The reference point is magnetic north (point 1), where both sigĆ
nals are in-phase.
1
Movementof radiator A
on a circular path A 1 2 3 4 1
D f
t
B1
2 4 D f
B1 M
t
B2
D
3 Reference Signal
t
B1 and B2 are reception

points at a great distance B2
from the DVOR installation.
Fig. 1-4 Generation of the direction-dependent FM
It can be seen from the frequency spectrum (Fig. 1-5) that the azimuth-dependent frequency moduĆ
lation of the DVOR is located on the subcarrier f1= 9960 Hz. The two sidebands (f0+f1) and (f0 - f1)
are generated separately in the DVOR transmitter for this purpose, and radiated via "rotating" outer
antennas. The powers and phase relationships of the sidebands with respect to the carrier are set
such that when added in the farfield an amplitude-modulated composite signal re-emerges.

DVOR(Doppler VHF
If the outer antennas for the two sidebands are then allowed to orbit in an anticlockwise direction, but
with their phases reversed, the requirement for frequency modulation of the sidebands in the double
sideband mode is fulfilled automatically, namely that an increase in the frequency in the upper sideĆ
band must be coupled with a lowering of the frequency in the lower sideband and vice versa.
The depth of modulation of the individual frequencies can be adjusted within certain limits.The values
which apply for the normal cases are:
- 30 Hz navigation signal 30 %
- 9960 Hz auxiliary carrier 30 %
- Voice 30 %
- Identity code 10 %
Reference Signal
(VOR: Variable signal)
(VOR: Reference signal) Carrier (VOR: Reference signal)
Variable signal Variable signal
30 Hz FM 30 Hz FM
ËËËËËË ËËËËËËË
Deviation ±480 Hz Deviation ±480 Hz
ËËËËËË ËËËËËËË
Voice, Identity -30 Hz AM +30 Hz AM Voice, Identity
f0 - 9960 Hz
ËËËËËË f0
ËËËËËËË f0 + 9960 Hz
Subcarrier Subcarrier
Lower sideband Upper sideband
Fig. 1-5 Frequency spectrum of the DVOR (VOR) omnidirectional radio beacon
Composite RF signal
Fig. 1-6 (D)VOR signal amplitude modulated with 30 Hz and 9960 Hz
1.2.2.2.2 Electronic Simulation of the Antenna Movement

See Fig. 1-7.
The subcarrier frequency deviation of ±480 Hz and the carrier frequency range of 108...118 MHz are
the same as with the conventional VOR. Taking a mean carrier frequency of 113 MHz (l= 2.65 m) the
equation below reveals that the orbit must have a diameter of 13.5 m:
Df l
D+ ,
p fn

DVOR(Doppler VHF
The orbital movement of the sideband signals at an orbiting frequency of 30 Hz is best implemented
by electronic means. 50 fixed, equidistant single antennas are installed on the orbit for this purpose.
They are fed in sequence via an antenna switching unit such that the focal point of radiation orbits
at the desired velocity.
If the double sideband method is used (f0+f1 and f0-f1), the two sidebands whose focal points of
radiation are orbiting in the same direction are transmitted by antennas opposite one another on the
orbital path. To achieve this effect the antenna switching unit activates sideband antenna 1 with the
upper sideband (f0+9960 Hz) and sideband antenna 26 with the lower sideband (f0-9960 Hz) simulĆ
taneously (Fig. 1-7a). When antennas 1 and 26 reach their radiation peak, the adjacent antennas
2 and 27 are activated. As soon as these reach their radiation peak, the upper sideband of antenna
1 is switched to 3 and simultaneously the lower sideband of antenna 26 is switched to 28 (Fig. 1-7b).
This method of activation of the sideband antennas and the modulation of the sideband signals result
in a continuous, almost smooth orbiting of the focal points of radiation of the upper and lower sideĆ
bands.
1 3 5 7
3 2 1 50 49 t
f0 + 9960 Hz
Upper sideband
2 4 6
M
26 28 30 32
f0 - 9960 Hz
27 29 31
Lower sideband
24 25 26 27 28
t
a) b)
Fig. 1-7 Switching of the sideband antennas in the DVOR

DVOR(Doppler VHF
ANTENNAS
CENTRE ANTENNA SIDEBAND ANTENNAS

CARRIER 1...50 FIELD DIPOLE 1 FIELD DIPOLE 2
(optional)
ANTENNA SWITCHING UNIT
CSB SB1 SB2
Signal divider*
RF-DUPLEXER
CSB
CSB
SB1
SB2
SB1
SB2
TRANSMITTER 1 TRANSMITTER 2 MONITOR 1 MONITOR 2
RF RF
Signal Generation Signal Generation
and and
Amplification Amplification
Modulation Signal Modulation Signal Monitor Signal Monitor Signal

Generator Generator Processor Processor
DC/DC-Converter DC/DC-Converter DC/DC-Converter DC/DC-Converter
48 VDC nom.
(53,5 VDC) Local/Remote Communication Interface
DC/DC-Converter
in ASU cabinet with >50 W
Battery Charging Power Supply

Cabinet
Emergency Battery 48 V
Mains Telephone line RS 232
115/230 VAC Remote Control Local PC
* Signal divider to both monitors, if only one field dipole is used (standard).
Fig. 1-9 Basic structure of a DVOR system

DVOR(Doppler VHF
1.2.3 Monitoring
According to ICAO, Annex 10 all navigation systems must be permanently monitored for correct radiĆ
ation by an independently operating monitoring system.
In the case of the DVOR this signal monitoring is performed by one or two monitors, whereby signal
components are obtained via equipment-internal coupling circuits and one (or two) monitor dipoles,
and supplied to the monitor.
In case of dual monitoring these are split by the monitor divider switch and transferred to the two moniĆ
tors, whereby the monitor 1 signal processing is driven by monitor signal processor 1 and the monitor
2 by monitor signal processor 2 in order to select the various signals in accordance with a specified
control sequence. The actual values of the signals are compared with nominal values by the procesĆ
sor. Any deviation from the nominal values exceeding specified tolerance thresholds always leads to
an alarm and to an automatic switchover to the standby transmitter or shut down of the system.
As option a nextfield monitor facility instead or in addition to the nearfield monitor is available.



Chaudhary Charan Singh 4.Power Supplies
International Airport 5.Automation
4.1 UPS(Uninterrupted Power Supply)

4.11 Off line UPS
4.12 On line UPS
5.0 Automation System
5.1 (AMSS)AUTOMATIC
MESSAGE SWITCHING
SYSTEM
AAI

UPS(Uninterruptible Power Supply)
In general, a UPS protects IT equipment and other electrical loads from

problems that plague our
electrical supply. A UPS performs the following three basic functions:
1. It prevents hardware damage typically caused by surges and spikes. Many UPS
models continually
condition incoming power as well.
2. It prevents data loss and corruption. Without a UPS, data stored on devices
that are subjected to a
hard system shutdown may become corrupted or even lost completely. In
conjunction with power
management software, a UPS can facilitate a graceful system shutdown.
3. It provides availability for networks and other applications while preventing
downtime. UPSs can also
be paired with generators in order to give the generators sufficient time to power
up in the event of a
power cut.
Why To USE UPS??

There are nine power problems and UPS helps in eradicating all.
1. Power failure
2. Power sag
3. Power surge (spike)
4. Under-voltage (brownout)
5. Over-voltage
6. Electrical line noise
7. Frequency variation
8. Switching transient
9. Harmonic distortion


UPS(Uninterruptible Power Supply)
Even short outages can be trouble. Losing power for as little as a quarter second
can trigger events that may keep IT equipment unavailable for anywhere from 15
minutes to many hours. And downtime is costly. Some experts believe the U.S.
economy loses between $200 billion and $570 billion a year due to power outages
and other disturbances.
· Utility power isn't clean. By law, electrical power can vary widely enough to
cause significant problems for IT equipment. According to current U.S.
standards, for example, voltage can legally vary from 5.7 percent to 8.3 percent
under absolute specifications. That means that what utility services promising
208-phase voltage actually deliver can range from 191 to 220 volts.
· Utility power isn't 100 percent reliable. In the U.S., in fact, it's only 99.9 percent
reliable, which translates into a likely nine hours of utility outages every year.
· The problems and risks are intensifying. Today’s storage systems, servers and
network devices use components so miniaturized that they falter and fail under
power conditions earlier-generation equipment easily withstood.
· Generators and surge suppressors aren’t enough. Generators can keep systems
operational during a utility outage, but they take time to startup and provide no
protection from power spikes and other electrical disturbances. Surge suppressors
help with power spikes but not with issues like power loss, under-voltage and
brownout conditions.
· Availability is everything these days. Once, IT played a supporting role in the

enterprise. These days it’s absolutely central to how most companies compete and
win. When IT systems are down, core business processes quickly come to a
standstill.
· Availability is everything, but power costs must be managed. The cost of power
and cooling has spiraled out of control in recent years. Data center managers are
typically held responsible for achieving high availability while simultaneously
reducing power costs. Highly-efficient UPS systems can help with this goal, and
products are available today that were not an option even a few years ago.

Offline-UPS
Passive standby topology (off-line) is used for protecting PCs against power
failure, power sag and power surge. In normal mode, the UPS supplies power to
the application directly from the mains, filtered but without active conversion.
The battery is charged from the mains. In the event of a power cut or fluctuation,
the UPS delivers stable power from the battery. This topology is low cost and
provides sufficient protection for office environments. Passive standby topology
is not suitable in cases where the power supply is of low quality (for example, on
industrial sites) or subject to frequent disruptions.
Standby UPSs allow IT equipment to run off utility power until the UPS detects a
problem, at which point it switches to battery power. Some standby UPS designs
incorporate transformers or other devices to provide limited power conditioning
as well.
Line-interactive UPSs regulate input utility voltage up or down as necessary

before allowing it to pass through to protected equipment. However, like standby
UPSs, they use their battery to guard against frequency abnormalities.

Desktop and tower UPS Wallmount UPS
Rackmount UPS Two-in-one rackmount/tower UPS
Scalable UPS Large tower UPS

Online-UPS
Double-conversion topology (on-line) is a basis for UPSs designed for continuous
power protection of critical equipment against all nine of the common power
problems described earlier. It ensures a consistent quality of power supply
regardless of disturbances in the incoming mains. The output voltage is entirely
regenerated by a sequence of AC to DC conversion followed by DC to AC
conversion in order to create power supply without any electrical interference.
Double-conversion UPSs can be used with any type of equipment as there are no
transients when changing over to battery power.
In normal operation, a double-conversion UPS continually processes power twice.

If the AC input supply falls out of predefined limits, however, the input rectifier
shuts off and the output inverter begins drawing power from the battery instead.
The UPS continues to utilize battery power until the AC input returns to normal
tolerances or the battery runs out of power, whichever occurs sooner. In case of a
severe overload of the inverter, or a failure of the rectifier or inverter, the static
switch bypass path is turned on quickly, to support the output loads.

AIRCON 2100 ATS AUTOMATION SYSTEM

AIRPORTS AUTHORITY OF INDIA AUTOMATION SYSTEM
Automation is the use of control systems and information

technologies to reduce the need for human work in the production of
services.
Automation in ATS enhances:
• Safety
• Efficiency (which may include flexibility, potential cost savings, and
• reduction in staffing)
• Capacity
• Support to the controller
NEED OF ATS AUTOMATION -
• The user of ATS automation is Air Traffic Management (ATM).
• The job of ATM is to enhance safety, reduce delays and increase
• airspace & airport capacity.
• It requires lot of information to be processed efficiently .
• The information is increasing with the air traffic growth.
• Difficult to process so much information manually.
ADVANTAGES
• Tower , Approach & Area ATS functions are integrated and
• Automated.
• Multi-Sensor Surveillance Data Tracking and fusion.
• Safety Nets (STCA, APW, MSAW).
• 4-D Trajectory Prediction.
• Medium Term Conflict Detection (MTCD).
• RVSM Operation.
• AIDC/ICAO Coordination.
• Synchronized data and voice replaying
• System Availability & Recovery.
• Surveillance Bypass Facility.


The Automation System Comprises of the following functional

subsystems:
• Local Area Network (LAN) components
• Common Time System (CTS)
• Radar Data Communication Unit-RX (RDCU)
• Flight Data Processor (FDP)
• Surveillance/Situation Data Processor (SDP)
• Safety Net (SNET)
• Data Recording Facility (DRF)
• Control and Monitoring Display (CMD)
• Neptuno Voice Recorder (NEP-VR)
• Neptuno Supervisor position
• Database Management System/Data Management
• System(DBM/DMS)
• Situation Data Display (SDD)
• Flight Data Display (FDD)
• Flight Strip printer
• Radar Data Communication Unit-TX (RDCU)
• UPS System

AMSS Connected In Daisy Chain Communication

(AMSS)AUTOMATIC
MESSAGE SWITCHING
SYSTEM
Communication system that provides Air Traffic Service (ATS) messages
to control the air space and movement of Air traffic in an orderly way.
 Designed by ECIL, India.
 Computer-based message switching system.
 Works on Store and forward principle.
 Accepts AFTN (AERONAUTICAL FIXED TELECOMMUNICATION
NETWORK ) message format.
 Works on both Domain based & Non‐domain based network.
 Dual Architecture system
Three major categories of AFTN switching system -
 LINE SWITCHING
It is switching system used for switching lines or circuits. User on demand
basis end-to-end connection like Telephone exchange.
 MESSAGE SWITCHING
It is switching system works on store and forward principle in the order of
priority. Provides good line utilization, multi-addressing, message and
system accounting.
 PACKET SWITCHING
This system divides a message into small chunks called packet made of a
bit stream, each containing communication control bits and data bits. It
can handle high-density traffic. Messages are protected until delivered.
 Core System
E.g.: AMSS Main Servers operated in Hot/Standby combination,
Communication adapters, Multiplexer and Communication server.
 Recording System
E.g.: Mass Data storage devices for incoming /outgoing AFTN messages
and Database Servers.
 Users’ Terminals E.g.: Workstation


(AMSS)AUTOMATIC
MESSAGE SWITCHING
SYSTEM
WORKING OF AMSS -
 AMSS is AFTN Switching System based on computer networking.
 It receives the messages from LAN and remote lines via CCM.
 It analyses the received messages for the correctness of the format and
address,
stores them in the shared memory and also on online mass- storage
media and
automatically retransmits the messages to the addressees according to the
database files at UNIX server.
 In case the message is not as per the format or has incorrect addresses,
the
message is rejected and the service message is generated and sent back to
the originator of the message.
 While re-transmitting, AMSS keeps in view the precedence of message.

In the process of re-transmitting, AMSS checks continuously for the
availability of the line for the destination of message.
 For supervision of the switch AMSS sends reports to the supervisory

terminals about changes in status of the system and lines. AMSS
generates periodical statistical and status reports for the supervisor.
 AMSS provides facilities to store the every day’s messages on

the removable media for the long-term storage and retrieval.


Chaudhary Charan Singh
6. Survelliance
6.0 Survelliance
6.1 RADAR
6.11 Introduction to RADAR
6.2 PSR(Primary Surveillance RADAR)
6.3 MSSR(Mono-pulse Secondary Surveillance
RADAR)
6.4 ASMGCS(Advance Surface Movement
Guiding And Control System)
6.41 SMR (Surface Movement Radar)
6.42 MLAT (Multilateration)
6.5 ADS-B(Automatic Dependent Surveillance)
6.6NOTAM
6.7WEB-BASED CONTROL
AAI
Fig.Experimental cross section of the B-26 two-engine bomber at IO-cm

wavelength as a function of azimuth angle.

AIRPORTS AUTHORITY OF INDIA RADAR(Radio Detection & Ranging)
Radar is an electromagnetic system for the detection and location of objects. It
operates by transmitting a particular type of waveform, a pulse-modulated sine
wave for example, and detects the nature of the echo signal. Radar is used to
extend the capability of one's senses for observing the environment, especially
the sense of vision. The value of radar lies not in being a si~hstitutefo r the eye,
but in doing what the eye cannot do-Radar cannot resolve detail as well the eye,
nor is it capable of recognizing the "color" of objects to the degree of
sophistication which the eye is capable. However, radar can be designed to see
through those conditions impervioris to normal human vision, such as darkness,
haze, fog, rain, and snow. In addition, radar has the advantage of being able to
measure the distance or range to the object. This is probably its most important
attribute.
Radar Block Diagram. The basic parts of a radar system are illustrated in
the simple block diagram:
Transmitter. The transmitter is a power amplifier,such as a klystron, traveling-

wave tube, crossed-field amplifier, or solidstate device . A power oscillator such as
a magnetron also can be used as the transmitter; but the magnetron usually is of
limited average power compared with power amplifiers, especially the klystron,
which can produce much larger average power than can a magnetron and is
more stable.
Duplexer. The duplexer acts as a rapid switch to protect the receiver from damage
when the high-power transmitter is on. On reception, with the transmitter off,
the duplexer directs the weak received signal to the receiver rather than to the
transmitter. Duplexers generally are some form of gas-discharge device and may
be used with solid-state or gas-discharge receiver protectors. A solid-state
circulator is sometimes used to provide further isolation between the transmitter
and the receiver. 110 ©Dhirendra Pratap Singh

Antenna.
The transmitter power is radiated into space by a directive antenna which
concentrates the energy into a narrow beam. Mechanically steered parabolic
reflector antennas and planar phased arrays both find wide application in radar.
Electronically steered phased array antennas are also used. The narrow, directive
beam that is characteristic of most radar antennas not only concentrates the
energy on target but also permits a measurement of the direction to the target.
A typical antenna beam-width for the detection or tracking of aircraft might be
about 1 or 2°. A dedicated tracking radar generally has a symmetrical antenna
which radiates a pencil-beam pattern. The usual ground-based air surveillance
radar that provides the range and azimuth of a target generally uses a
mechanically rotated reflector antenna with a fan-shaped beam, narrow in
azimuth and broad in elevation.
Receiver.
The signal collected by the antenna is sent to the receiver, which is
almost always of the superheterodyne type . The receiver serves to separate the
desired signal from the ever-present noise and other interfering signals and
amplify the signal sufficiently to actuate a display, such as a cathode ray tube, or
to allow automatic processing by some form of digital device. At microwave
frequencies, the noise at the receiver output is usually that generated by
the receiver itself rather than external noise which enters via the antenna. The
input stage of the receiver must not introduce excessive noise which would
interfere with the signal to be detected.
Signal Processing.
There has not always been general agreement as to what constitutes the signal-
processing portion of the radar, but it is usually considered to be the processing
whose purpose is to reject undesired signals (such as clutter) and pass desired
signals due to targets. It is performed prior to the threshold detector where the
detection decision is made. Signal processing includes the matched filter and the
doppler filters in MTI and pulse doppler radar. Pulse compression, which is
performed before the detection decision is made, is sometimes considered to be
signal processing, although it does not fit the definition precisely.


Data Processing.
This is the processing done after the detection decision has been made.
Automatic tracking is the chief example of data processing.Target recognition
is another example. It is best to use automatic tracking with a good radar that
eliminates most of the unwanted signals so that the automatic tracker only has
to deal with desired target detections and not undesired clutter. When a radar
cannot eliminate all nuisance echoes, a means to maintain a constantfalse-alarm
rate (CFAR) at the input to the tracker is necessary.
Displays.
The display for a surveillance radar is usually a cathode-ray tube with a PPI (plan
position indicator) format. A PPI is an intensity-modulated, maplike
presentation that provides the target's location in polar coordinates (range and
angle). Older radars presented the video output of the receiver (called raw video)
directly to the display, but more modern radars generally display processed
video, that is, after processing by the automatic detector or the automatic
detector and tracker (ADT).
Radar Control
A modern radar can operate at different frequencies within
its band, with different waveforms and different signal processing, and with
different polarizations so as to maximize its performance under different
environto the local weather, the clutter environment (which is seldom uniform
in azimuth and range), interference to or from other electronic equipment, and
(if a military radar) the nature of the hostile ECM environment. The different
parameters, optimized for each particular situation, can be programmed into
the radar ahead of time in anticipation of the environment, or they can be
chosen by an operator in real time according to the observed environmental
conditions. On the other hand, a radar control can be made to automatically
recognize when environmental conditions have changed and automatically
select, without the aid of an operator, the proper radar operating parameters to
maximize performance.
Waveform.
The most common radar waveform is a repetitive train of short
pulses. Other waveforms are used in radar when particular objectives need to be
achieved that cannot be accomplished with a pulse train.

Interrogator
PSR-Primary Radar
SSR-Secondary Radar
RADAR TYPES
PSR(Primary Survelliance
Radar)
The rapid wartime development of radar had obvious applications for air traffic
control (ATC) as a means of providing continuous surveillance of air traffic
disposition. Precise knowledge of the positions of aircraft would permit a
reduction in the normal procedural separation standards, which in turn promised
considerable increases in the efficiency of the airways system. This type of
radar (now called a primary radar) can detect and report the position of
anything that reflects its transmitted radio signals including, depending on its
design, aircraft, birds, weather and land features. For air traffic control purposes
this is both an advantage and a disadvantage. Its targets do not have to cooperate,
they only have to be within its coverage and be able to reflect radio
waves, but it only indicates the position of the targets, it does not identify them.
When primary radar was the only type of radar available, the correlation of
individual radar returns with specific aircraft typically was achieved by the
controller observing a directed turn by the aircraft.

Pulse representation for different modes
HARDWARE USED

MSSR(Mono-pulse Secondary
Survelliance Radar)
Monopulse Secondary Surveillance Radar (MSSR) is a radar system that can detect
and measure the position of aircraft i.e. distance and angle and requests for
additional information from the aircraft itself such as its identity and altitude.
MSSR technology is dependent upon the transponder. The radar sends an
interrogating pulse and the aircraft replies to each query by transmitting a
response containing encoded data bits. Since the aircraft sends a single reply pulse,
the technique is termed as Monopulse SSR technique. The Monopulse technique
makes the communication process easier as it increases the azimuth accuracy. It
helps in calculating the azimuth angle of the target w.r.t magnetic north.
The diagram shows a conventional main or "sum" beam of an MSSR antenna to
which a "difference" beam has been added. The feed system is divided
into two equal halves, the signal is distributed horizontally across the antenna
aperture and the two parts are summed again to produce the original sum beam.
However the two halves are also subtracted to produce a difference output. A
signal arriving exactly normal, or at boresight, to the antenna will produce a
maximum output in the sum beam but a zero signal in the difference beam.
Away from boresight the signal in the sum beam will be less but there will be a
non-zero signal in the difference beam.
The angle of arrival of the signal can be determined by measuring the ratio of the
signals between the sum and difference beams.
There is one ENCODER present in the radar equipment box. It generates 16384
pulses in a 360 termed as Azimuth Count Pulse (ACP). By counting the no. of
pulses we can calculate the value of azimuthal angle that the aircraft subtends
with the magnetic North.
The formula can be given by Azimuthal Angle =(360/16384)x (no. of ACPs at
that point of time).
• The interrogator transmits a pair of pulses at 1030 MHz.
• Each pulse has the same duration, shape and amplitude.
• Their spacing distinguishes various modes of interrogation0.
• P2 pulse use is for control.


MSSR(Mono-pulse Secondary
Survelliance Radar)
SSR Mode-S Logic
SSR or IFF is an electronic, radio based means of target identification.
Sensor (interrogator) transmits RF coded signal (interrogation).
Target replies if it is in main beam of interrogtor and equipped with a working
transponder.
Reply message contains information essential for target identification and
positioning.
Civil SSR Interrogation Modes
Mode 3/A
Identification (4096 codes) – Aircraft identification set by pilot as per Air
Traffic Control request
Mode C
Pressure altitude reporting (Flight Level)
Mode S (Mark XII)
Multiple information formats to selective (negotiated) interrogations
Military SSR Interrogation Modes
Employs all civil SSR modes (A, C and S) as well as:
Mode 1
Identification (32 codes) – Role, mission, aircraft type
Mode 2
Identification (4096 codes) – Individual aircraft airframe
Mode 4
Three-pulse reply to crypto coded challenge
Mode 5
Cryptographically secured version of Mode-S and ADS-B
Incoming messages can be of any type (mode).
Identify mode of reply – Mode-A, Mode-C or Mode-S. Reject invalid signals.
Mode-S : Preamble.
Mode-A, Mode-C : Framing pulses.
Activate relevant decoder to extract data by sampling.
Once data has been sampled, activate storage management.

A-SMGCS Commisioned at Chaudhary Charan Singh Airport

AIRPORTS AUTHORITY OF INDIA ASMGCS(Advance Surface Movement
Guiding And Control System)
A-SMGCS (Advanced Surface Movement Guidance & Control System) is a
system providing routing, guidance and surveillance for the control of aircraft
and vehicles in the runway or ground in order to maintain the declared surface
movement rate under all weather conditions within the aerodrome visibility
operational level while maintaining the required level of safety.
A-SMGCS is a modular system consisting of different functionalities to
support the safe, orderly and expeditious movement of aircraft and vehicles on
aerodromes under all circumstances with respect to traffic density and complexity
of aerodrome layout, taking into account the demanded capacity under various
visibility conditions.
Basic Functions:
A-SMGCS consists of four basic functions:
Surveillance
Control
Planning/Routing
Guidance
A-SMGCS Levels :Implementation of A-SMGCS defines 4 levels:

A-SMGCS Level 1
Improved Surveillance makes use of improved surveillance and procedures,
covering the manoeuvring area for ground vehicles and the movement area for
aircraft. The procedures concern identification and the issuance of ATC
instructions and clearances. The controllers are given traffic position and identity
information which is an important step forward from the traditional Surface
Movement Radar (SMR) image.
A-SMGCS Level 2
Surveillance + Safety Nets adds safety nets which protect runways and designated
areas and the associated procedures. Appropriate alerts are generated for the
controllers in case of conflicts between all vehicles on runways and the
incursionofaircraft onto designated restricted areas.
A-SMGCS Level 3
Conflict Detection involves the detection of all conflicts on the movement area
as well as improved guidance and planning for use by controllers.
A-SMGCS Level 4
Conflict Resolution, Automatic Planning & Guidance provides resolutions for all
conflicts and automatic planning and automatic guidance for the pilots as well as
the controllers. 122 ©Dhirendra Pratap Singh
SURFACE MOVEMENT RADAR (SMR)

AIRPORTS AUTHORITY OF INDIA SURFACE MOVEMENT RADAR (SMR)
• Used to detect aircraft and vehicles on the surface of an airport.

• Used by A Controllers to supplement visual observations.
• Also used at night time and during low visibility to monitor the movement
of aircraft and vehicles
The Role of SMR :
In the permanent absence of visual observation of all or part of the

manoeuvring area or to supplement (or in poor visibility, replace) visual
observation, SMR may be utilised to:
• Monitor the movement of aircraft and vehicles on the
manoeuvring area;
• Provide routing information to pilots and vehicle drivers as necessary;
• Provide advice and assistance for the safe and efficient movement of aircraft
and vehicles on the manoeuvring area.

MULTILATERATION SYSTEM (MLAT)

MULTILATERATION SYSTEM (MLAT)

It is a navigation technique based on the measurement of the difference in
distance to two stations at known locations that broadcast signals at known
times.
Unlike measurements of absolute distance or angle, measuring the
difference in distance between two stations results in an infinite number of
locations that satisfy the measurement. When these possible locations are
plotted, they form a hyperbolic curve. To locate the exact location along that
curve, multilateration relies on multiple measurements: a second measurement
taken to a different pair of stations will produce a second curve, which intersects
with the first. When the two curves are compared, a small number of possible
locations are revealed, producing a "fix". Multilateration is a common technique
in radio navigation systems, where it is known as hyperbolic navigation. These
systems are relatively easy to construct as there is no need for a common clock,
and the difference in the signal timing can be measured visibly using an
oscilloscope.
Multilateration should not be confused with trilateration, which uses
distances or absolute measurements of time-of-flight from three or more sites,
or with triangulation, which uses the measurement of absolute angles. Both of
these systems are also commonly used with radio navigation systems;
trilateration is the basis of GPS.

ADS-B(AUTOMATIC DEPENDENT SURVEILLANCE)

AIRPORTS AUTHORITY OF INDIA ADS-B(AUTOMATIC DEPENDENT
SURVEILLANCE)
ADS-B is a surveillance technology in which an aircraft determines its position via

satellite
navigation and periodically broadcast it, enabling it to be tracked. The
information can be received by air traffic control ground stations as a replacement
for secondary radar. It can also be received by other aircraft to provide situational
awareness and allow self separation.
ADS-B is “Automatic” in that it requires no pilot or external input. It is
“Dependent” in that it depends on data from aircraft navigation system:
The Airports Authority of India (AAI), first commissioned German company
Com-soft to install ADS-B ground stations at 14 airport sites nationwide in 2012.
Com-soft finished installing seven new ADS-B ground stations under a second
phase of deployment which India subsequently integrated into its ATC system in
2014, thus completing its ground network for automatic dependent surveillance-
broadcast (ADS-B) tracking of aircraft.
Purpose of use:
Installing ADS-B ground stations to provide surveillance redundancy where Radar
coverage exists.
Filling surveillance gaps where surveillances coverage is not possible due to high
terrain and remote areas.
Components of ADS-B are:
LAN
CTS (Common time server)
RDCU (Radar data compressor unit)
FDP (Flight data processor)
SDP (Surveillance data processor)
SNET (Safety Network)
DRF (Data recording facility)
Neptune server
CMD (Control and monitoring display)
CWP (Control word position)


Theory of Operation:
The ADS-B system has three main components:
1) ground infrastructure,
2) airborne component, and
3) operating procedures.
A transmitting subsystem that includes message generation and transmission
functions at the source; e.g., aircraft.
The transport protocol; e.g., VHF (VDL mode 2 or 4), 1090ES, or 978 MHz UAT.
A receiving subsystem that includes message reception and report assembly
functions at the receiving destination; e.g., other aircraft, vehicle or ground
system.
The source of the state vector and other transmitted information as well as user
applications are
not considered to be part of the ADS-B system.
Benefits of ADS-B:
• It is cost efficient alternative for secondary surveillance radar (SSR)

• It is more efficient and provides high performance.
• It is compact, requires minimum power, has no RF emissions and can be
easily installed.


NOTAM
Notice to Air-Men
NOTAM: Notice to Airmen originated by International NOTAM Offices (NOF) of
each FIR to alert
aircraft pilots of potential hazards along a flight route or at a location that could
affect the safety of the
flight.
A NOTAM shall be originated and issued promptly whenever the information to
be distributed is of a
temporary nature and of short duration or when operationally significant
permanent changes, or
temporary changes of long duration are made at short notice, except for extensive
text and/or graphics.
NOTAMs are distributed by means of telecommunication (AFTN), that contain
information concerning
the establishment, conditions or change in any aeronautical facility, service,
procedure or hazard, the
timely knowledge of which is essential to personnel and systems concerned with
flight operations.
The International NOTAM Office (NOF) Kolkata is responsible to process and
originate NOTAMs of all
Airports & Airspace under Kolkata & Guwahati FIR and distribute all other NOFs
and Airports through
AMSS/AFTN. Kolkata NOF also receives NOTAMs from other NOFs through
AMSS/AFTN.
All these NOTAMs are stored in AMSS DATABASE Server for retrieval and
generation of Preflight
Information Bulletin of NOTAMs for specific Aerodrome, FIR, Route for Pilots
through ASBS
Terminals (Automatic Self Briefing System ) installed at Communication Briefing.
An example of NOTAM:
(A0046/16 NOTAMN
Q) VECF/QCAAS/IV/NBO/AE/000/999/
A) VECC B) 1601090905 C) 1601091500 EST
E) VHF 125.775MHZ VECC-VEBD SECTOR NOT AVBL).


NOTAM
Notice to Air-Men
Decoder of above NOTAM:
A0046/16 – Letter A indicate the Series, 0046/16 4-digit NOTAM number followed
by a stroke and two digits to indicate the year. [In India Series A for both
International & National distribution, Series C for National distribution and
Series D for facilities of Defense Aerodrome with National distribution].
NOTAMN - Suffix N Indicates this is a new NOTAM. Other options are R for
NOTAM replacing another or C for one canceling another.
Q) VECF/QCAAS/IV/NBO/AE/000/999/
This is the "Q" or qualifier line, it always starts Q) and contains the following
fields, each separated by a stroke.
FIR (here VECF , Lucknow FIR)
NOTAM Code, a 5 letter code starting with Q, defined in Annex 15. 2nd & 3rd
letters CA indicates Facility ,that it concerns about Air Ground facility. A full list
of codes is included in ICAO document 8126 (Aeronautical Information Services
Manual).
IV - Indicates that this is significant for IFR and VFR traffic
NBO - indicates for immediate attention of aircraft operators, for inclusion in
PIB's and Operationally significant for IFR flights.
AE - Indicates scope, here A is Aerodrome, E is Enroute ( W for NAV warning)
000/999 - lower and upper limits expressed as a flight level. In this case it has been
left as the default as it is not applicable.
A) VECC - ICAO Location indicator of the Aerodrome where the facility is.
B) 1601050905 – Year 2016, Month 01 (January), Date 05, Time (HR&MIN) group
(0905UTC) when this NOTAM becomes effective.
C) 1601051500 EST - Date/time group (UTC) when the NOTAM ceases to be
effective. Note "EST" means "estimated". All NOTAM with EST remain in force
until cancelled or replaced.
D) Time Schedule ( In this type NOTAM it is not required and not used)
E) VHF 125.775MHZ VECC-VEBD SECTOR NOT AVBL) - text of the NOTAM
using ICAO abbreviations.


AIRPORTS AUTHORITY OF INDIA WEB-BASED CONTROL
Zenitel Transmitter employs web based control for operation. This handout is an
introduction to web based control.
In recent years, the Internet has proved a powerful tool for distributed collaborative
work. The emerging Internet technologies have the potential to apply the
advantages of this way of working to the high-level control of equipments. The
advantages include:
Allowing remote monitoring and adjustment of equipments.
 Allowing collaboration between skilled managers situated in geographically
diverse locations.
 Allowing the business to relocate the physical location of equipment
management staff easily in response to business needs.
The design methodologies for the local computer-based control system are not
appropriate for Internet based control system, as they do not consider the Internet
environment issues such as Web-based delay, Web-based safety, Web-based
interface, and uncertain users.
NETWORKS
A network is a system of hardware, software and transmission components that
collectively allow two application programs on two different stations connected to
the network to communicate well.
Networks are classified into several categories based on the application. Two
important types of
networks are:
 Local Area Network
 Wide Area Network
Local Area Networks (LAN)
LANs are limited to short geographical distances in the case of home, office,
building, campus, industrial
park. Some features of LAN are:
 Customer premises operation: User firm chooses technology, User firm needs to
manage on ongoing basis
 Low cost per bit transmitted: Companies can afford high speed, 100 Mbps to the
desktop is typical.


Wide Area Networks (WAN)

WANs are used to link sites at long distances. WAN requires the use of carriers to
provide service. Figure 3 shows a typical WAN.
WANs are normally interconnect several LANs. Some main features of WAN are:
Limited and complex choices.
High cost per bit transmitted.
Companies cannot afford high speeds. Usually low speed (56 kbps to a few megabits
per second).
Network Topology
Network topology refers to the physical layout of the network. It refers to the
physical location of the computers and how the cables run between them. The four
commonly used topologies are the Bus, the Star, the Ring and the Mesh.
Transmission Media
Network transmission media is the medium over which the information is
exchanged between the computers. Different mediums are used for this purpose
namely Copper, Glass, Air, Radio etc. Each media has certain characteristic features
that make it suitable for particular networks. In Zenitel network, Copper media in
the form of Unshielded Twisted pair (UTP) cable is used for the LAN and Radio
in the form of UHF Link is used for the WAN.
Interconnecting Devices
Various special devices are used to interconnect components of a network. These
devices are the Hub (also called the Switch), the Router, the Bridge etc.
The Switches allow simultaneous communication between two or more nodes, at a
time. Switches are used in single networks like LANs.
Multiple Networks are connected by Routers. An example of a Wide Area Network;
the Internet is a group of networks linked together with routers in a way that allows
an application program on any station on any network in the internet to be able to
communicate with an application program on another station on any other
network.
Routers examine the network address field and determine the best route for a data
packet. They have the great advantage in that they normally support several
different types of network layer protocols.
Network Protocols
A protocol is a set of rules and formats that govern the communication between
communicating devices in a network. Protocols can be broadly divided into
hardware and software categories.

TOPOLOGIES
Open System Interconnection (OSI) Model

Hardware Protocols
Hardware protocols define the way the hardware device has to operate and work
together. For example 10 base T Ethernet protocol is a hardware protocol specifying
exactly the way the devices in a 10 basee T Ethernet network are physically
connected, the voltage levels on the cables etc. There is no software
program involved, all is done with the hardware.
Software Protocols
Programs in a network communicate with each other via software protocols.
Network servers and clients both have protocol packages that must be loaded to
allow them to talk to each other.
Open System Interconnection (OSI) Model
The International Standard Organization (ISO) developed the OSI reference model
1n 1977. Since then this has become the most widely accepted model for
understanding network communication. The OSI model is simply a conceptual
framework made for better understanding of the complex interaction that
takes place among the various devices in the network. The OSI model consists of
seven layers namely Physical, Data Link, Network, Transport, Session, Presentation
and Application layers.Each layer of OSI model has different protocols associated
with it. When more than one protocol is needed to complete a communication
process, the protocols are grouped together in a stack. In fact TCP/IP is a protocol
stack.
The Physical layer is responsible for sending the bits from one machine to the other
through the transmission medium. Hubs, Repeaters, multiplexers etc. are all belong
to physical layer in a network.
The main task of Data Link layer is to take the raw data and transform it into an
organized data stream that appears free of transmission errors to the network layer.
In order to facilitate this the data link layer adds control information to the data
being sent. It also regulates the data flow rate.
The network layer is concerned with controlling the operation of the subnet. The
data from the sender may be required to travel through several links / subnets to
reach the receiver. It is the task of the network layer to make routing decisions and
forward data packets. The Router is the network device which operates in the
network layer.
The basic function of the Transport layer is to accept data from session layer, split it
up into smaller units if needed and pass these to the network layer, and ensure that
these pieces all arrive correctly at the other end. The transport layer is a true end to
end layer, from source to destination.


SECURITY
OBJECTIVES OF SECURITY CHECKS:
• Prevents attack on aircraft and airport.
• Ensure safety and security for passengers.
• Prevent accidents due to hazardous materials.
X-RAY SCANNING
• Screening of baggage
• To ensure that hazardous materials not taken in aircraft
X-RAY THEORY:
X-Rays as electromagnetic radiation of very short wavelength, which are emitted
when fast moving electrons strike a target of high atomic weight .These are highly
penetrating rays, passed through some of the materials and absorb by some of the
materials depending upon the density and mass of the materials.
X-Rays systems distinguish the materials according to their atomic weight and
density
The are then displayed in colours according to the materials.
• Orange colour-organic materials(e.g.:-cotton, wool, alcohol ,explosives etc)
• Green colour-inorganic materials(e.g.:-salt ,glass ,pvc etc)
• Purple colour- metals(e.g.:-copper ,iron)
X-Ray Baggage Inspection System (XBIS) equipped with high resolution Dual
Energy
Solid State Detector which produces sharp and clear X-ray real time images for
baggage inspection in security areas.
Three types of X-BIS machines are used in Airport:

• Register baggage
• Hand baggage
• Cargo screening

HAND HELD METAL DETECTOR DOOR FRAME METAL DETECTOR
LIQUID EXPLOSIVE DETECTOR WALKIE-TALKIE

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CONCLUSION
I would like to say that this training program was an excellent opportunity for us
to get to the ground level and experience the things that we would have never
gained through going straight into a job.
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 feel I got the maximum out of that experience.
Also I 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 AMSS, ADS-B,DGCA,
CPDLC, HF RECEIVER, ASMGCS, SMR, RADAR, DME and ILS.
We learned not only through theory classes but also through familiarisation of
equipments.
In my opinion, I have gained lot of knowledge and experience needed to be

successful in Aviation communication engineering.


AIRPORTS AUTHORITY OF INDIA ABBREVIATIONS
Abbreviations
A/C AIRCRAFT
AAI AIRPORTS AUTHORITY OF INDIA
ACAS AIRBORNE COLLISION AVOIDANCE SYSTEM
ACP AZIMUTH CONTROL PULSE
ACS AERONAUTICAL COMMUNICATION STATION
AFIS AERODROME FLIGHT INFORMATION SERVICE
AFTN AERONAUTICAL FIXED TELECOMMUNICATION NETWORK
AGA AIR-GROUND-AIR
AGC AUTOMATIC GAIN CONTROL
AGL ABOVE GROUND LEVEL
AM AMPLITUDE MODULATION
AMC ANNUAL MAINTENANCE CONTRACT
AMF AUTOMATIC MAINS FAILURE
AMSL ABOVE MEAN SEA LEVEL
AMSS AUTOMATIC MESSAGE SWITCHING SYSTEM
ARP AZIMUTH REFERENCE PULSE
ATC AIR TRAFFIC CONTROLLER
ATM AIR TRAFFIC MANAGEMENT
ATS AIR TRAFFIC SERVICES
BIPM Bureau International des Poids et Mesures
BISR BUILT-IN SELF REPAIR
BIST BUILT IN SELF TEST
BSEB BIHAR STATE ELECTRICITY BOARD
BSNL BHARAT SANCHAR NIGAM LIMITED

BW BANDWIDTH
CAL CALIBRATION
CAR CIVIL AVIATION REQUIREMENT
CATC CIVIL AVIATION TRAINING COLLEGE
CHQ CORPORATE HEAD QUARTER
CNS COMMUNICATION NAVIGATION & SURVEILLANCE
CRC CYCLIC REDUNDANCY CHECK
CRSD CENTRAL RADIO STORES DEPOT
CTRA TRANSMITTER RECIEVER ANTENNA INTERFACE CONTROL
CTTx TRANSMITTER TRA ASSEMBLY
CTU CONTROL TRANSMITTER UNIT
CW CONTINUOUS WAVE
DAMA DEMAND ASSIGNED MULTIPLE ACCESS
DGCA DIRECTORATE GENERAL OF CIVIL AVIATION
DGPS DIFFERENTIAL GLOBAL POSITIONING SYSTEM
DME DISTANCE MEASURING EQUIPMENT
DOP DELEGATION OF POWERS
DPSK DIFFERENTIAL PHASE SHIFT KEYING
DSB DOUBLE SIDE BAND
DSCN DEDICATED SATTELITE COMMUNICATION NETWORK
DVOR DOPPLER VHF OMNI RANGE
DVTR DIGITAL VOICE TAP-RECORDER
ELM EXENDED LENGTH MESSAGE
EMU EXCITER MODULATOR UNIT
FFM FAR FIELD MONITOR
FIU FLIGHT INSPECTION UNIT
FM FREQUENCY MODULATION
FMI FM INDEX
GND GROUND
GPS GLOBAL POSITIONING SYSTEM
HDLC HIGH-LEVEL DATA LINK CONTROL
HF HIGH FREQUENCY
ICAO INTERNATIONAL CIVIL AVIATION ORGANIZATION
ILS INSTRUMENT LANDING SYSTEM

INSAT INDIAN NATIONAL SATELLITE SYSTEM
IP INTERNET PROTOCOL
IST INDIAN STANDARD TIME
LAN LOCAL AREA NETWORK
LCSU LOCAL CONTROL & STATUS UNIT
LED LIGHT EMITTING DIODE
LL LOWER LIMIT
LOG LOGARITHMIC
LSB LOWER SIDE BAND
MEX MODE-S EXTRACTOR
MFEX MODE-S EXTRACTOR POWER SUPPLY UNIT
MFTDMA MULTI FREQUENCY TIME DIVISION MULTIPLE ACCESS
MICAx ADVANCE CONTROL & INTERFACE MODULES
MORCO MORSE CODE
MRU MULTICHANNEL RECEIVER UNIT
MSL MEAN SEA LEVEL
MSSR MONOPULSE SECONDARY SURVEILLANCE RADAR
MTBF MEAN TIME BETWEEN FAILURES
MTTR MEAN TIME TO REPAIR
MVEX MODE-S EXTRACTOR FANS UNIT
NDB NON-DIRECTIONAL BEACON
NOTAM NOTICE TO AIRMEN
OCV ON-CHANNEL VIDEO
ODU OUT-DOOR UNIT
OFC OPTICAL FIBRE CABLE
OOK ON-OFF KEYING
PAMA PRE-ASSIGNED MULTIPLE ACCESS
PPI PULSE POSITION INDICATOR
PPS PULSE PAIR PER SECOND
PRF PULSE REPITITION FREQUENCY
PROM PROGRAMMABLE READ ONLY MEMORY
PS POWER SUPPLY
PSR PRIMARY SURVEILLANCE RADAR
RADAR RAdio Detection And Ranging

RAM RANDOM ACCESS MEMORY
RCAG REMOTE CONTROL AIR/GROUND
RCDU RADIO CONSTRUCTION AND DEVELOPMENT UNIT
RF RADIO FREQUENCY
RHQ REGIONAL HEAD-QUARTER
RMM REMOTE MAINTENANCE AND MONITORING
ROM READ ONLY MEMORY
RSLS RECEIVER SIDE LOBE SUPRESSION
RTC REGIONAL TRAINING CENTRE
RWS REMOTE WORKSTATION
Rx. RECEIVER
SARP STANDARD AND RECOMMENDED PRACTICES
SATNAV SATELLITE NAVIGATION
SAU SUM AMPLIFIER UNIT
SDLC SYNCHRONOUS DATA LINK CONTROL
SDU SUM DRIVER UNIT
SLS SIDE-LOBE SUPRESSION
SMU SPECIAL MAINTENANCE UNIT
SQI SQUITTER
SSB SINGLE SIDE-BAND
SSO SHIFT SUPERVISORY OFFICER
SSR SECONDARY SURVEILLANCE RADAR
STC SENSITIVITY TIME CONTROL
TCP TRANSMISSION CONTROL PROTOCOL
TFU TRANSMITTER FAN UNIT
TPS TRANSMITTER POWER SUPPLY
TRA TRANSMITTER RECEIVER ANTENNA INTERFACE
TSG TEST SIGNAL GENERATOR
TSP TECHNICAL AND STANDARD PRACTICES
Tx. TRANSMITTER
UHF ULTRA HIGH FREQUENCY
UL UPPER LIMIT
UPS UNINTERRUPTABLE POWER SUPPLY
USB UPPER SIDE-BAND

UTC CO-ORDINATED UNIVERSAL TIME
VC VOICE COMMUNICATION
VCS VOICE COMMUNICATION SYSTEM
VHF VERY HIGH FREQUENCY
VSAT VERY SMALL APERTURE ANTENNA
VSWR VOLTAGE STANDING WAVE RATIO
WPC WIRELESS PLANNING AND CO-ORDINATION
-----------*******------------


Project Report On Chaudhary Charan Singh International Airport

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Project Report On Chaudhary Charan Singh International Airport

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AAI

A student of 3rd year in Electronics

I hereby declare that I, DHIRENDRA PRATAP SINGH has completed my SUMMER

I take this opportunity to express my sincere gratitude to Prof. Dr.Shailendra

1.1 Brief description of Lucknow

Ghanta Ghar The Tallest clock tower in India

1 ©Dhirendra Pratap Singh

2 ©Dhirendra Pratap Singh

LUCKNOW RAILWAY STATION

CCS INTERNATIONAL AIRPORT

3 ©Dhirendra Pratap Singh

4 ©Dhirendra Pratap Singh

5 ©Dhirendra Pratap Singh

On 5 September 2017, Home Minister Rajnath Singh and CM Yogi Adityanath

6 ©Dhirendra Pratap Singh

TERMINAL -2 CCS INTERNATIONAL

7 ©Dhirendra Pratap Singh

CHAUDHARY CHARAN SINGH AIRPORT

Chaudhary Charan Singh International Airport (IATA: LKO, ICAO: VILK) is an

The airport was constructed in 1986 to facilitate corporate and government

LANDING AMENITIES -CCS International Airport has ILS CAT-III-B

9 ©Dhirendra Pratap Singh

TERMINAL 1 The original terminal, built to complement Charbagh Railway

TERMINAL 3 On 2nd May 2018, Suresh Prabhu, Minister of Civil Aviation

VILK AD 2.6 RESCUE AND FIRE FIGHTING SERVICES

AD catC!gory for fire fighting Cat 7

VILK AD 2.7 SEASONAL AVAILABILITY· CLEARING

Types of CIC!aring Equipment Nil

VILK AD 2.8 APRONS, TAXIWAYS AND CHECK LOCATIONS DATA

l. Apron surface and strength SURFACE APRON • I / II /III Concrete.

11 ©Dhirendra Pratap Singh

12 ©Dhirendra Pratap Singh

RAJEEV GANDHI BHAVAN

13 ©Dhirendra Pratap Singh

The Airports Authority of India or AAI is a statutory body (created through

AAI's implementation of Automatic Dependence Surveillance System

15 ©Dhirendra Pratap Singh

Airports Authority of India (AAI) was constituted by an Act of Parliament

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

AIR NAVIGATION SERVICE

In tune with global approach to modernization of Air Navigation

16 ©Dhirendra Pratap Singh

17 ©Dhirendra Pratap Singh

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

Information Technology holds the key to operational and managerial

18 ©Dhirendra Pratap Singh

19 ©Dhirendra Pratap Singh

The functions of AAI are as follows:

• Design, Development, Operation and Maintenance of international and

• Control and Management of the Indian airspace extending beyond the

• Construction, Modification and Management of passenger terminals.

• Development and Management of cargo terminals at international and

• Provision of passenger facilities and information system at the passenger

• Expansion and strengthening of operation area, viz. Runways, Aprons,

• Provision of visual aids.

• Provision of Communication and Navigation aids, viz. ILS, DVOR, DME,

20 ©Dhirendra Pratap Singh

21 ©Dhirendra Pratap Singh

22 ©Dhirendra Pratap Singh

23 ©Dhirendra Pratap Singh

New Delhi, Civil Aviation Ministry located at Rajiv Gandhi Bhawan, at

PHHL(PAWAN HANS HELICOPTER LIMITED)

Pawan Hans Helicopters Limited (PHHL) is a leading helicopter company in