AIRPORT AUTHORITY OF INDIA

Industrial Project File

UNIT COVERED

Telephone
Exchange AMSS
Automation
S-Band
VHF

Submitted by:
Mr. Dharmanshu Sharma
INDEX

CONTENT PAGE NO:

Candidate Declaration 5
Acknowledgement 6
Introduction 11
Telephone exchange 15
Automation 20
Automatic Message Switching system(AMSS) 25
VHF 28
S band 30
Conclusion 34
Reference 35
Candidates Declaration

, Dharmanshu Sharma, hereby declare that the work presented

in the training report submitted to IP university for partial
fulfillment of the award of degree in B. Tech is an authentic
record of my work carried out after completion of the sixth
semester at the New ATS Complex, IGI Airport.

Dharmanshu Sharma
Acknowledgement

We the member of batch -1, summer training (10th July 2019 to

16th Aug 2019) would like to thank the Airport Authority of India
for giving us this chance to be a part of this summer training and
be guided by their skilled mentors. It was a privilege for us to get
the training in CNS wing of Air Traffic Service under the Airport
Authority of India (AAI). Our appreciation and gratitude to
AGM(C-O) Sh. S.K. Tomar for his guidance throughout the
training program.
AAI has made sure to equip us with the best of their resources
for a comprehensive learning experience throughout the 6
weeks’ period, for that our batch would like to express gratitude to
the facility for giving us all the knowledge and learning of the
equipment’s.
We throughout learned and enjoyed our entire training program
and would like to thank everyone at ATC for their guidance and
support.
INTRODUCTION

Airports Authority of India (AAI) is a statutory body working under the

Ministry of Civil Aviation. It came into being on 1st April 1995 by merging
National Airports Authority and International Airports Authority of India. This
organization entrusted with the responsibility of creating, upgrading,
maintaining and managing civil aviation infrastructure both on ground & air
space in country. AAI also has ground installations at all the Airports.

MAIN FUNCTIONS OF AAI:

• Control and management of the Indian air space extending beyond the
territorial limits of the country.
• Provision of controlling, navigation and surveillance aids.
• Design, development, operation and maintenance of passenger
terminals.
• Development and management of cargo terminals at international and
domestic airports.
• Provision of passenger’s facilities and information system in
passenger terminals.

DEPARTMENTS UNDER AAI:

CNS (Communication, Navigation & Surveillance)
ATM (Air Traffic Management)
These provide services over airspace and adjoining oceanic areas.
CNS (Communication Navigation
and Surveillance)
Communication, navigation and surveillance are the three main domains
which constitute the foundation of Air Traffic Management (ATM)
infrastructure. The following provides further details about relevant
domains of CNS

Communication:
It is the process of transferring data from one source to another.
Communication can be perceived as a two way process. But in civil
aviation it is one way process. At any time either the controller can speak
or the pilot can speak.
It can be classified further as;

Ground to Ground – this enables various stations in the AFTN to

communicate via low or high speed links.
Ground to Air – this includes all the communication b/w the
controller and the pilot.
Air to Air – this includes all the communication b/w the pilots of
two aircrafts in the air.
 COMMUNICATION

VHF HF AMSS

➢ VHF (Very High Frequency):

• Communication is done through VHF.

• The range of VHF is 30MHz to 300MHz.
• It is a type of line of sight Communication.
• Modulation Technique used is Amplitude modulation.
• It is used for short range Communication.
• It is less noisy than HF.
• AAI operates in 118-136MHz frequency range.
• Frequencies immediately below VHF are denoted as high frequency
(HF).
• Three basic components required for VHF communication are:
Transmitter, Receiver, Antennas.
➢ AMSS (Automatic Message Switching System):
The process of getting an aircraft safely and efficiently to its
destination depends largely on an efficient communication system
besides navigation and surveillance systems. The communication
system must be able to provide an accurate and speedy exchange of
Aeronautical Information between stations to enable them to control
the air space and movement of air traffic to ensure highest standards
of safety and quality in air traffic services.

In order to meet the growing demand for air traffic across the air
space, India was needed to upgrade and update the communication
facilities like AFTN. The Automatic Message Switching System
(AMSS) was introduced in India in the year 1986‐87 in two major
stations Mumbai and Delhi. As on date, 18 major stations are having
ECIL AMSS and other non‐AMSS stations are connected with
AMSS station over dialup circuit or working as remote client of
AMSS, known as RWS.

• IP based AMSS is a message switching system working on store

and forward principle.
Navigation:
It is the process of reading and controlling the movement of aircraft or
vehicle from one place to another. This element of CNS/ATM systems
is meant to provide accurate and seamless position Determination
capability to aircrafts.
Navigation is the art of determining the position of an aircraft over
earth’s surface and guiding its progress from one place to another. To
accomplish this art, some sort of aids are required by the pilots.

Surveillance:
The act of watching or monitoring the behavior, activities, or other
changing information. The surveillance systems can be divided into two
main types: dependent and independent surveillance. In dependent
surveillance system, aircraft position is determined on board and then
transmitted to ATC. The current voice position reporting is a dependent
surveillance system in which the position of the aircraft is determined
from the onboard navigation equipment and then conveyed by the pilot
to ATC. Independent surveillance system is a system which measures
aircraft position from the ground. Current surveillance system is either
based on voice position reporting or based on RADAR which
measures range and azimuth of aircraft from ground station.
TELEPHONE EXCHANGE

A telephone exchange is a telecommunications system used in

the public switched telephone network or in large enterprises. An
exchange consists of electronic components and in older systems also
human operators that interconnect (switch) telephone subscriber lines
or virtual circuits of digital systems to establish telephone calls between
subscribers.
For corporate or enterprise use, a private telephone exchange is often
referred to as a private branch exchange(PBX), when it has connections
to the public switched telephone network. A PBX is installed in enterprise
facilities, typically collocated with large office spaces or within an
organizational campus to serve the local private telephone system and
any private leased line circuits. Smaller installations might deploy a PBX
or key telephone system in the office of a receptionist.

EPABX (Electronic Private Automatic Branch

Exchange):
A private branch exchange (PBX) is a telephone exchange that serves a
particular business or office, as opposed to one that a common carrier or
telephone company operates for many businesses or for the general
public. PBXs are also referred to as PABX – private automatic branch
exchange and EPABX.
The electronic private automatic branch exchange (EPABX) is equipment
that has made day-to-day working in the offices much simpler, especially
in the area of communication.
The EPABX may be defined as a switching system that makes
available both internal and external switching functions of any
organisation.
By using an EPABX both the internal and external needs of the
organisation are fully served. With the advent of powerful
microprocessors and advancements in the field of computers, the EPBAX
can boast of versatile features. Hotline can be established between the
boss and his immediate subordinates.

The main features offered by any EPABX system are:

• Call transfer
• Call pick up
• Call back up
• Conference
• Barge-in etc

The system mainly contains:

• PSU (Power Supply Unit)
• CPU (Central Processing Unit)
• EC (Extension Cards)
• LC (Line Card or Trunk Card) (Optional)
• PRI (Primary Rate Interface or Digital Trunk Card) (Optional) etc.

All these are assembled in a Cabinet.

In AAI, by default IP based EPABX is used, but as a contingency, E1
based and Serial based lines are also present.

IP Technology:
The Internet Protocol (IP) is the principal communications protocol in
the Internet protocol suite for relaying datagrams across network
boundaries. Its routing function enables internetworking, and
essentially establishes the Internet.
IP has the task of delivering packets from the source host to the
destination host solely based on the IP addresses in the packet headers.
For this purpose, IP defines packet structures that encapsulate the data
to be delivered. It also defines addressing methods that are used to label
the datagram with source and destination information.
The Internet Protocol is responsible for addressing host interfaces,
encapsulating data into datagrams (including fragmentation and
reassembly) and routing datagrams from a source host interface to a
destination host interface across one or more IP networks.[2] For these
purposes, the Internet Protocol defines the format of packets and
provides an addressing system.
Each datagram has two components: a header and a payload. The
IP header includes source IP address, destination IP address, and
other metadata needed to route and deliver the datagram. The payload
is the data that is transported. This method of nesting the data payload
in a packet with a header is called encapsulation.
IP addressing entails the assignment of IP addresses and
associated parameters to host interfaces. The address space is
divided into subnetworks, involving the designation of network
prefixes. IP routing is performed by all hosts, as well as routers, whose
main function is to transport packets across network boundaries.
Routers communicate with one another via specially designed routing
protocols, either interior gateway protocols or exterior gateway
protocols, as needed for the topology of the network.

E1 Technology:
The E-carrier is a member of the series of carrier systems developed for
digital transmission of many simultaneous telephone calls by time-
division multiplexing. The European Conference of Postal and
Telecommunications Administrations (CEPT) originally standardized
the E-carrier system, which revised and improved the earlier
American T-carrier technology, and this has now been adopted by
the International Telecommunication Union Telecommunication
Standardization Sector (ITU-T). It was widely adopted in almost all
countries outside the US, Canada, and Japan. E-carrier deployments have
steadily been replaced by Ethernet as telecommunication networks
transitions towards all IP.
An E1 link operates over two separate sets of wires, usually unshielded
twisted pair (balanced cable) or using coaxial (unbalanced cable). A
nominal 3 volt peak signal is encoded with pulses using a method
avoiding long periods without polarity changes. The line data rate is
2.048 Mbit/s (full duplex, i.e. 2.048 Mbit/s downstream and
2.48 Mbit/s upstream) which is split into 32 timeslots, each being
allocated 8 bits in turn. Thus each timeslot sends and receives an 8-
bit PCMsample, usually encoded according to A-law algorithm, 8,000
times per second (8 × 8,000 × 32 = 2,048,000). This is ideal for voice
telephone calls where the voice is sampled at that data rate and
reconstructed at the other end. The timeslots are numbered from 0 to
31.
The E1 frame defines a cyclical set of 32 time slots of 8 bits. The time slot 0
is devoted to transmission management and time slot 16 for signaling;
the rest were assigned originally for voice/data transport.

Serial Communication:
In telecommunication and data transmission, serial communication is
the process of sending data one bit at a time, sequentially, over a
communication channel or computer bus. This is in contrast to parallel
communication, where several bits are sent as a whole, on a link with
several parallel channels.
Serial communication is used for all long-haul communication and
most computer networks, where the cost
of cable and synchronization difficulties make parallel communication
impractical. Serial computer buses are becoming more common even at
shorter distances, as improved signal integrity and transmission speeds
in newer serial technologies have begun to outweigh the parallel bus's
advantage of simplicity (no need for serializer and deserializer, or
SerDes) and to outstrip its disadvantages (clock skew, interconnect
density). The migration from PCI to PCI Express is an example.
Many serial communication systems were originally designed to transfer
data over relatively large distances through some sort of data cable.
Keyboard and mouse cables and ports are almost invariably serial—
such as PS/2 port and Apple Desktop Bus and USB.
The cables that carry digital video are almost invariably serial—such
as coax cable plugged into a HD-SDI port, a webcam plugged into a
USB port or Firewire port, Ethernet cable connecting an IP camera to a
Power over Ethernet port, FPD-Link, etc.

Multiprotocol Level Switching(MPLS):

MPLS direct data from one node to next node based on short path labels
rather than long address network. MPLS can encapsulate packets of
various network protocol hence the multiprotocol.
MPLS eliminate the dependency on data link layer and eliminate the
need of multilayer 2 network to satisfy different types of traffic.
In this network data packets are assigned labels. Packet forwarding
decision are made on content of this label without the need of examine
the packet itself.
AUTOMATION SYSTEM

Automation system provides the air traffic controller with the

information required for the safe and efficient performance of their
duties.
It uses information and data from various systems and equipment’s and
organizes this information to best accomplish this purpose.

OBJECTIVES:
The objective of automation system is as follows:

1) Efficiency enhancement of ATC officers:

Automation system enhances the efficiency of the air traffic
controllers.

2) Accuracy of overall ATC:

Automation system also takes care of the accuracy of the air traffic
controllers as well as that of the pilot.

3) Safety of passengers and aircraft:

Efficiency and accuracy of air traffic controllers directly/indirectly
leads to safety of the passengers as well as the aircraft.
ALL THIS IS DONE THROUGH TIMELY ACQUISITION AND PRESENTATION
OF FLIGHT RELATED DATA FOR USE BY AIR
TRAFFIC CONTROLLERS AND SUPPORT STAFF.

TYPES OF EQUIPMENT’S IN THE UNIT :

Subsystem Type Subsystem Description Main H/W

Configuration

RDPS Radar data processing SUN FIRE-210

system
FDPS Flight data processing SUN FIRE-210
system
IVDRS Integrated voice & Data SUN FIRE-210
Recording System
CCWS Common Controller Work SUN BLADE-2500
Station
GPWS General Purpose Work SUN BLADE-1500
Station
CMD Control and Monitoring SUN BLADE-1500
display work Station

DSA Direct Surveillance access SUN FIRE-210

DMS Database Management SUN BLADE-1500

system
AMAN Arrival Manager SUN FIRE-210

CGP Communication Gateway SUN FIRE-210

Protocol
AUTOMATION SYSTEM OVERVIEW

The Automation System is comprised of the following functional

subsystems:

a) Radar Data Processing System (RDPS)-receives and processes

radar data information from various radar sites.

b) Flight Data Processing System (FDPS)-processes information

associated with flight plan data based on information received from
internal or external sources and makes it accessible by the various Air
Traffic Control (ATC) working positions including the Flight Data Display
(FDD).

c) Communications Gateway Processor / Aeronautical Information

System (CGP/AIS) –subsystem which provides the interface to the
Controller, Pilot Data Link Communications as well as AFTN.

d) Data Recording Facility (DRF)–provides capability to record and replay

ATC data from all subsystems on the local area network (LAN) including
operator actions at each controller working position.

e) Network Time Protocol(NTP)- The Network Time Protocol (NTP) is

a networking protocol for clock synchronization between computer
systems over packet-switched, variable-latency datanetworks
f) Supervisor Working Position –Consists of a common controller work
station (CCWS) and Control and Monitoring Display / Flight Data Display
/ Aeronautical Information Display (CMD/FDD/AID). It provides a
centralized point of control for all the system management related
actions and maintenance operations. SDD displays track and flight data
received from Radar Data Processing System (RDPS). CMD provides
an integrated capability for control and monitoring of the automation
components and radar interfaces.

g) Controller Working Position– Consists of an SDD and either

an FDD/AID or an FDD/AID/DLD and an FDD/DLD. Together these
positions are used to control aircraft that enter its assigned area of
jurisdiction and monitors aircraft flight plan progress.

h) IVDRS–The IVDRS digitizes analog audio from the Voice

Communication Control System (VCCS) and associated video data
from CCWS and GPWS. This audio is typically ATC radio or
telephone communications sent through a main distribution frame
(MDF) to the IVDRS and Video data from CCWS and GPWS
associated with audio data by the IVDRS.

i) LAN-Critical subsystem components such as RDPS, FDPS, and IVDRS,

are redundant to ensure continuous operation in the event of a
component failure or maintenance action through LAN Switches. All the
subsystems are interconnected via dual 1GB Ethernet LAN except
tower positions
which operate on 100MBPS. A third LAN provides Direct
Surveillance Access (DSA).
AMSS
AMSS stands for Automatic Message Switching System.
AMSS is a message switching system working on store and
forward principle and in accordance with relevant ICAO
recommendations.
AMSS analyses the received message for correctness of the format
and address and stores them in memory.
AFTN(Aeronautical Fixed Telecommunication Network)is a worldwide
system of aeronautical fixed circuits provided for the exchange of
message and digital data between aeronautical stations
The AMSS includes three types of user positions:
• AMHS User Agent (includes AFTN)
• AFTN intelligent terminal (for AFTN users only)
• position of control and supervision of the system.
The User Agent and the AFTN terminal allow the assisted compilation of
commonly used ATS messages (FPL, DEP, ARR, NOTAM etc.).
Both positions create a local archive of processed messages, with a
minimum capacity of thirty days.
In terms of security, the system has an access mechanism that uses
three levels of privilege (Administrator, Supervisor, Operator), which
corresponds to a specific web profile. Thus the user only has access to
the functions provided by his or her profile.
The control and supervision positions also provide guest type access
solely for tracking and viewing logs. Configuration, command and control
of the system and the hardware and software resources used (such as
disks, LAN, CPU, etc.) can be performed from the control and supervision
positions. The monitoring system is automatic and requires no user
intervention.
Features:
• Highly secured system due to advance firewall technology and
authentication mechanism.
• Prior base routing, message diversion and route diversion.
• Simultaneous monitoring of more than 10 channels.
• Supervisory position for error correctness.
• Message logging and tracing facility.
• Message storage, retrieval and retransmission.
• Unlimited storage capacity.
Functions:
• AMSS supervisory • HFRT Controller
• ATS Booking • HFRT Operator
• ATS Supervisory • NOTAM BOOKING
• ATS FIC • NOTAM Supervisory
• ATS MLV • NOTAM Processing
• ATS YA • RPL Administration
• ATS MLC • RPL Operator
• Area/Briefing • YA Nonscheduled
• MET Booking • YA Schedule
• MET Supervisory
Categories of Messages:
1. Distress-‘SS’
2. Urgency-‘DD’
3. Flight Safety-‘FF’
4. Flight Regularity-‘GG’
5. Meteorological Message-‘GG’
 6. Aeronautical Administrative Message-‘KK’
Location Indicators:
Four letter code group formulated in accordance with the rules
prescribed by the ICAO and assigned to location of Aeronautical Fixed
Station
Eg VIDP is used for Delhi in which ‘V’ is for AFS, ‘I’ for communication
center and ‘DP’ for FIR
ICAO 3 Letter Designator:
The appropriate ICAO 3 letter designator and one letter either ‘X’ or any
letter assigned by the state to form 8 letter address indication.
Location Indicator + 3 Letter Designation + Filler
Eg VIDPYFYX where ‘VIDP’ is used for location indicator of Delhi, ‘YFY’ is
used for Aeronautical Fixed Station and ‘X’ for a filler to form 8 letter
address indicator.
VHF

Very high frequency (VHF) is the ITU designation for the range of radio
frequency electromagnetic waves (radio waves) from 30 to 300
megahertz (MHz), with corresponding wavelengths of ten meters to one
meter.
VHF frequencies used in AAI is 118-136MHZ and antenna used to
transmit the VHF signal is done by using Folded Dipole Antenna.
VHF is based on Line Of Sight (LOS) communication and the line of sight
distance is calculated using the following formula
Distance in nautical miles= 1.23*Af ½ , where Af is height of antenna in
feet
Components which use VHF frequency are as follows
1. VCCS (Voice Communication Control System):
▪ VCCS controls and connects together various voice
communication systems used for Air Traffic Management
such as VHF Tx/RX, telephone, and other ATC
communications.
▪ It also provides an internetworked chain & backbone for
numerous interfaces acting as an exchange for all the
interfaces put together.
▪ It works on various IT protocols customized for each set
of facility.
▪ It is of SITTI company and is based on IP.
2. Radios
3. Recorders
4. DATIS
▪ DATIS, is a continuous broadcast of recorded aeronautical
information in busier terminal areas, i.e. airports and their
immediate surroundings. ATIS broadcasts contain essential
information, such as current weather information, active runways,
available approaches, and any other information required by the
pilots
5. Links
6. MARC Server
MARC Server is used at remote site for radio monitoring
7. Mx View
S-B AND RADAR
RADAR:
RADAR stands for Radio Detection and Ranging System. It is basically
a means of gathering information about distant objects called ‘targets’ by
sending electromagnetic waves at them and analyzing the returns called
‘echoes’.

BASIC PRINCIPLES OF RADAR:

• It transmits electromagnetic waves to the atmosphere.
• These EM waves are reflected back by the targets in the form of
echoes.
• The received echoes are analyzed and useful information like
speed, distance and height from the radar is calculated.

CLASSIFICATIONS OF RADAR:

• Primary Surveillance Radar (PSR) – In Primary radars, the

corporation of targets is not required to find the range, position
and the relative velocity of the target. The target is said to be
passive and is limited only to reflect the radar signals back to the
radar. Most of the radars used for the air traffic control to the
group of primary radars.

ADVANTAGES
 o Works independently i.e. the active cooperation of the target is
not required.
o Simple and does not get saturated easily.
o Requires only one set of transmitter and receiver.
o Used for detection of non-permitted aircrafts.

DISADVANTAGES

o Poor efficiency.
o Requires transmitter power high.
o Critical alignment of the transmitter and receiver frequency
requires.
o Selective response of the targets is not possible.
o Echoes from fixed targets will cause disturbance.

• Monopulse Secondary Surveillance Radar (MSSR) – Here

the active cooperation of targets is very much required. Hence
the role of target is said to be active.

ADVANTAGES

o Considerable range increase is possible.

o It allows low power to be used to get a given performance.
o Echo is no longer dependent on the target size, material, etc.
o By suitable coding, some useful information can be conveyed
from the target to ground.
o Since there is a frequency difference b/w the transponder &
the interrogator, received signals are totally free from
permanent target echoes.
 DISADVANTAGES

o It can only be used for friendly targets only.

o All secondary radars are liable to be saturate.
o The system operation depends upon the equipment on the
target remaining serviceable.

RADAR IN AAI
1. ARSR(Air Route Surveillance Radar):
• Based on L-Band(1-2Mhz)
• Built by Raython(Canada)
• It is of two types
I. PSR(Range-200Nm, Power-40KW)
II. MSSR(Range-200Nm, Power-20KW)
2. ASR(Approach Surveillance Radar)
• Based on S-Band(2-4Mhz)
• It is constructed by two companies
I. Raython(Canada)
▪ 20 year old technology
▪ It has total 16 amplifiers, if one amplifier fails it can
work
▪ PSR(Range-60Nm, Power-30KW)
▪ MSSR(Range-200Nm, Power-2KW)
II. Eldes(Czech Republic)
▪ New technology
▪ It has total 16 amplifiers, even if one fails whole
system goes down
 ▪ PSR(Range-60Nm, Power-15KW)
▪ MSSR(Range-200Nm, Power-2.8KW)
3. Surface Movement Radar (SMR):
• Used to detect Aircraft and vehicles on the surface of an airport.
• Used by ATC to supplement visual observations.
• Also used at night time and during low visibility to monitor the
movement of aircraft and vehicles.
CONCLUSION

As an undergraduate from IP University. I would like to say that this

training program is 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 the Airports Authority of India for
giving us this wonderful opportunity.
The main purpose of the industrial training is to provide an opportunity to
undergraduates to identify, observe and practice how engineering is
applicable in the real world. It is not only to get experience on technical
practices but also to observe management practices and to interact with
seniors and fellow workers.
The only chance that an undergraduate has to have this experience is the
industrial training period. I learnt to work with sophisticated machines. I
feel I got the maximum out of that experience. Also I learnt the way to
work in an organization, the importance of being punctual, the
importance of maximum commitment, and the importance of team
spirit.
The training program having two destinations namely DATS and
NATS consisting of different units was lot more useful than staying at one
place throughout the training program. In my opinion I have gained
lots of knowledge and experience needed to be successful in a
great engineering challenge, as in my opinion engineering is after
all a challenge and not a job.
REFERENCE

1. www.aai.aero
2. www.academia.edu
3. https://www.slideshare.net
4. https://en.m.wikipedia.org