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INTERNSHIP REPORT

SUBMITTED BY :

YASIR IQBAL
DURATION: 20-JAN-2014 TO 8-FEB-2014
SIR SYED UNIVERSITY OF ENGINEERING & TECHNOLOGY
Acknowledgement

I have taken efforts in this project. However, it would not have been possible without the kind support
and help of many individuals and organizations. I would like to extend my sincere thanks to all of them.

I am highly indebted to Sir Shamim for their guidance and constant supervision as well as for providing
necessary information regarding the project & also for their support in completing the project.
I would like to express my gratitude towards member of Electronic Engineering Depot for their kind co-
operation and encouragement which help me in completion of this project.
I would like to express my special gratitude and thanks to industry persons for giving me such attention
and time.

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TABLE OF CONTENTS

1. OVERVIEW OF CIVIL AVIATION AUTHORITY OF PAKISTAN


1.1 Brief History…………………………………………………………………………………………....1
1.2 Nature of Organization…………………………………………………………………………….....1
1.3 Product Lines………………………………………………………………………………………….1
2. Organizational Structure
2.1 Main Offices…………………………………………………………………………………………...2
2.2 Organizational Structure Chat……………………………………………………………………….2
2.3 Scope of Work Being Carried Out…………………………………………………………………..2
3. Overview of EED
3.1 Structure of EED……………………………………………………………………………………...3
3.2 Functions and Operations of EED………………………………………………………………….3
4. Overview of internship
4.1 Radar Central Workshop…………………………………………………………………………….4
4.2 VHF/UHF Section…………………………………………………………………………………….7
4.3 HF Section…………………………………………………………………………………………….8
4.4 Navigational-Aids Section……………………………………………………………………………9
4.5 Airport Electronic Facility
4.5.1 Telecom Section………………………………………………………………………………..11
4.5.2 General Electronics Section…………………………………………………………………..12
5. Visit
5.1 Area Control Centre………………………………………………………………………………….13
5.2 AMHS………………………………………………………………………………………………….13
5.3 ECR……………………………………………………………………………………………………13

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1. OVERVIEW OF CIVIL AVIATION AUTHORITY OF PAKISTAN

1.1 Brief History


Pakistan Civil Aviation Authority (CAA) is a public sector autonomous body working under the
Federal Government of Pakistan through Aviation Division Cabinet Secretariat. CAA was
established on 7th December, 1982 through Pakistan Civil Aviation Authority ordinance 1982. Prior
to creation of CAA, a Civil Aviation Department (CAD) in the Ministry of Defence (MoD) used to
manage the Civil Aviation related activities. Ministry of Defence (MoD) continued to be the
controlling Ministry even after creation of CAA on 7th December, 1982. However, in June, 2013,
Government of Pakistan assigned this responsibility to Cabinet Secretariat (Aviation Division).

1.2 Nature of Organization


The nature of Civil Aviation Authority Pakistan is that of a regulatory body, ensuring the safety of all
civilian flight operations on ground and in air. The services include controlling air traffic in Pakistan
airspace, airport management and providing facilities to passengers and airlines. Civil aviation
authority Pakistan is also responsible for growth and development of airport’s infrastructure.

1.3 Product Lines


The services provided by Civil Aviation Authority Pakistan to different airlines, companies and
passengers are regulating flight standards, flight inspection unit, personnel licensing, air
navigational services, airport services, aero medical and air transport.

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2. ORGANIZATIONAL STRUCTURE

2.1 Main Offices


The head office of CAA is in Karachi. The main offices of Pakistan Civil Aviation Authority are
located at:
 Karachi
 Lahore
 Islamabad

2.2 Organizational Structure


The chart of organizational structure is shown below:

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2.3 SCOPE OF WORK BEING CARRIED OUT IN THE ORGANIZATION:
The scope of work being carried out by Pakistan Civil Aviation Authority is of the highest standards
because it involves lives and safety of the general public.

3. OVERVIEW OF EDD
Pakistan Civil Aviation Authority provides communication, navigation and surveillance through its
stations all over Pakistan. Electronics Engineering Depot (EED) in Karachi is the central and
biggest facility of CAA all over Pakistan with respect to electronics engineering services provided
by the authority. EED covers all the electronic equipments which provide aviation services all over
Pakistan.

3.1 Structure of EDD


The Operational In charge of EED is Mr. Junaid Akther. The EED is divided into different sub
sections, each dealing with the equipment of its own concern. The following figure explains the
different section:

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3.2 FUNCTIONS AND OPERATIONS OF EED
EED is responsible for the following major functions:
 Procurement of all new electronic aviation equipment and thorough testing of each
equipment after purchase.
 Installing and providing on field repair and maintenance facilities at airports all over
Pakistan.
 Workshops for extensive repair facilities at EED in case the equipment could not be
repaired at site.
4. OVERVIEW OF INTERNSHIP
Our training program at EED was designed in such a way that we could understand the
functionality of each section. We spent the allocated time in ech section and got familiar with the
functioning of equipment as well as the repairing tools used. Following are the short detail of each
section’s equipment and operations.

4.1 RADAR CENTRAL WORKSHOP

The in charge of Radar Central Workshop is Mr. Majid


Radar stands for Radio Detection and Ranging. Radars are used for surveillance, detecting objects in air.
Radar central Workshop is responsible for repair and maintenance of all CAA radars in Pakistan. There
are currently two types of radar being used by CCA, first is primary radar and second is secondary radar.
The main difference between the two is that primary radar is independent while secondary radar is
dependant.

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Primary Radar:
The primary radar used in Karachi is of Thomson France model TA-10K. it is used for continuous
surveillance of air traffic. The radar emits radio waves which are reflected back from the aircraft.
The following are the specification of TA-10K radar:
Range: 98 NM at height 30,000 feet
Power: 1.5 Megawatts
Operating frequency range: from 2700Mhz to 2900Mhz
Antenna Rotation Speed: 10 RPM
Range Resolution: 60 meters
Minium target area to detect: two square meter.

SECONDARY RADAR
The secondary radar was used to distinguish between “Friend or Foe”. It relies on transponder
which is a radio receiver and transmitter. When SSR sends a signal (radio wave) to an aircraft, the
transponder of that aircraft replies back by transmitting a coded reply signal containing the
requested information. The secondary radar used by CCA is also of Thomson France model RSM-
870. It works on two different modes:
 Alpha Mode: it is used for identifying the aircraft.
 Charlie Mode: it is used for finding the altitude (height) of an aircraft.

The following are the specification of RSM-870:


Range: 200NM
Power consumption: 600 Watts
Capacity: 300 Aircrafts
Operating Band: L-Band

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LIST OF TEST EQUIPMENT AVAILABLE IN RCWS:
1. AFIT-1500 in circuit digital IC tester
2. Tracker “Huntron 5100DS”
3. Micro-System Trouble Shooter
4. Frequency Counter
5. Power Meter
6. Synthesizer/Level Generator.
7. VHF Switch
8. Relay Actuator
9. System Power Supply
10. Curve Tracer Tektronix-571
11. Combinational Systems S-645 Programmable Fault Finder of Schlumberger.
12. EPROM Programmer ”Unisite”
13. Test Bench of RICS TXM-4200 System
14. Chip Master Compact (Digital IC Tester)
15. Linear Master Compact
16. Component Analyzer
17. Relative Humidity & Temperature Tester
18. Robin Microwave Leakage Tester
19. Capacitance Meter
20. Inductance Meter
21. Scope Meter model: 199C
22. Multimeter model: 187
23. Toolkit Xcelite TC_100ST
24. Soldering Station “Weller”
25. Huntron Pro-Track-I Model 20
26. Dataman universal EPROM programmer
27. De-soldering Station “Weller”
28. Huntron Scanner-I
29. Agilent Digital Colour LCD Oscilloscope
30. 6-GHZ Spectrum Analyzer Model FSL6
31. Battery Load Tester (200Amp)
32. ERSA Infra-Red Reworl Station IR/PL-550A

CONCLUSION OF RADAR CENTRAL WORKSHOP:


In the radar section we learned about the operation, working and maintenance of radars and the
different test equipment used for the purpose. The briefing delivered by Mr.Majid and Mrs.Raiya
Sohail was very informative. We also had the opportunity of taking out a focuser from the wooden
box, which had to be repaired.

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4.2 VHF/UHF SECTION
The incharge of VHF/UHF section is Mr. Shakeel Ahmed.
This section deals with all the equipments of VHF/UHF used for communication between air traffic
controller and the pilot in the plane or in other words ground to air communication. The
maintenance of all the VHF/UHF equipments from all over Pakistan comes under this department.

The general ranges are as follows:


 VHF: 30MHz to 300MHz
 UHF: 300MHz to 30GHz.

Since the range of VHF and UHF communication has line of sight restrictions i.e. the receiver and
transmitter must be directly in sight of each other with no obstacles in between them for proper
communication. This imposes a restriction over the usage of VHF and UHF. However due to high
quality communication in VHF and UHF it is widely used because it is very feasible and gives good
results. A 50Watts unit has a range of 200NM.

EXTENDE VHF:
In extended VHF the signals can be transmitted to far off places using a satellite link. The voice
signals are sent to the satellite through the uplink and the satellite transmits it back to the
destination. Here the voice signal is again transmitted in VHF band .Although this induces a delay
in communication but with modern equipment this delay is negligible.

TRANSMITTER AND RECIEVER:


Transmitter is a circuitry through which we can transmit the data or signal. While a receiver is a
circuitry through we receive the information transmitted. Some features of transmitter and receiver
are:

MUTE:
It allows to discard any frequency less than the given range of frequency.

AUTOMATIC GAIN CONTROL (AGC):


It works like a voltage stabilizer, it maintains a proper constant signal regardless of the fluctuating
input signal.

SQUALTCH:
It is used in audio control devices and it eliminates any unwanted signals, termed as noise.

CONCLUSION:
In this section we learned about the different communication spectrum of electromagnetic waves
with their respective ranges. Mr. Saeed was very kind enough to brief us and give us details about
uses of communication for long distances. He also told us about different noise elimination and
gain controlling techniques.

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4.3 HF SECTION
The in charge of HF section is Mr. Azaf.
HF stands for high frequency. HF section deals with the equipment of direct communication for
long distances, providing maintenance of the HF equipment. The uses of HF can be classified as:
 Low power HF used for domestic purposes i.e. ground to ground communication
 High power HF used not only for ground to ground but also for ground to air
communication.
Presently HF RT is used as standby for ground to air communication, in case extended VHF fails. It
is also used for communication with FIRs.
HF SSB is used for ground to ground communication between CAA stations throughout the
country.

PROPAGATION OF WAVES
Radio waves are transmitted at an angle into the sky and is reflected back to earth after striking
ionosphere. By this method HF radio waves can travel beyond horizon around the curvature of the
earth. However suitability and sustainability of this kind of communication varies greatly with
complex combination of natural factors, for example, in day time the ionosphere comes closer to
the earth than in night time. Because of this different frequencies are used in day and night time.

CONCLUSION:
In our one day visit to HF section we learned a lot about High Frequency. Mr. Azaf was very kind
enough to brief us about his section which dealt with the repair and maintenance of HF equipment.
He showed us how communication was done on a working Motorola HF set.

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4.4 NAVIGATIONAL AIDS SECTION
The incharge of NAV-AID is Mr. Hashmi Hussain.
This section deals with equipment used in en-route navigational and terminal navigation.

EN ROUTE NAVIGATIONAL AIDS:


When the plane is in the air the navigational aids used to guide the aircraft to its destination are
known as en-route navigation aids. They consist of:
 NDB (Non-Directional Beacon)
 VOR (Very High Frequency Omni-directional Ranging)
 DME (Distance Measuring Equipment)

NDB:
NDBs are basically a simple radio transmitter which radiates a signal equally in every direction.
This allows suitably equipped aircraft to “home” the beacon, bringing the aircraft to a proper
position. From there the aircraft can either track to another beacon or perform an instrument
approach procedure using the NDB for lateral guidelines.

VOR:
VORs are a type of radio navigational system for aircraft. A VOR ground station broadcasts a VHF
radio signal including all important information. The navigational signals allow the airborne to
determine a magnetic bearing from the station to the aircraft. VOR stations in areas of magnetic
compass unreliability are oriented with respect to true north. The two different types of VORs used
are:
 D-VOR is used for hilly areas.
 C-VOR is used for plane areas.

DME:
DME is a transponder-based radio navigational technology that measures distance by timing the
propagation delay of VHF and UHF radio signals. Aircrafts use DME to determine their distance
from a land based transponder by sending and receiving pulse pairs- two pulses of fixed duration
and separation. A low-power DME can also be co-related with an ILS glide scope antenna to
provide an accurate distance to touchdown.

TERMINAL NAVIGATION:
The navigational techniques used to help the aircraft in landing is known as terminal navigation.
The whole set of equipment used in the process is known as Instrument Landing System (ILS).

COMPONENTS OF ILS:
An ILS is a ground based instrument approach system that provides precision guidance to an
aircraft approaching and landing on a runway using combinations of radio signals.

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Localizer:
The localizer signal provides information to guide the aircraft to the centreline of the runway. It is
located at the far end of the runway. It consists of several pairs of directional antennas. Two signals
are transmitted on one out of 40 ILS channels.

Glide Slope:
A glide slope antenna array is sited to one side of the runway touchdown zone. The GS signal
transmitted on a carrier frequency using a technique similar to the localizer. The centreline of GS is
arranged to define a glide slope of approximately three degrees above the ground level. The beam
is 1.4 degree deep, 0.7 degree below the glide slope centreline and 0.7 degree above the glide
slope centreline.

TDME:
Terminal Direction Measuring Equipment gives the information of distance from touch down point.
Terminal DME is designed to provide a reading at the threshold point of the runway, regardless of
the physical location of the equipment. It is typically associated with Glide Slope.

MARKER BEACON:
Marker beacons are used to alert by audio and visual cues. It gives the distance from the threshold
point on the extended centre line of the runway, at a particular height.

CONCLUSION:
Navigational Aids is the most important part of CAA because it is directly related to the safety of
passengers and the aircraft. This was one of the most interesting sections of EED. We learned
about the working of Nav-Aids equipment and how important they are. The briefing provided to us
was very interesting and informative.

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4.5 AIRPORT ELECTRONIC FACILITY (AEF)
Under AEF are two different sections:
 Telecom Section
 General Electronics Section
AEF handles all electronic equipment on the airports all over Pakistan.

4.5.1 TELECOM SECTION:


The in charge of Telecom Section is Mr. Raza Muhammad. It is responsible for installing, repairing
and maintaining of the following electronic equipment:
1. Fax Machine
2. Telephone
3. Exchange Installations
4. Automatic Fire Detection System

Telecom section was originally developed to look after and install the intercom system within CAA
but now it is replaced by the modern EPABX system.
EPABX stands for Electronic Private Automatic Branch Exchange. It is a network of telephones
within an organization and is also extended to public telephone system or PSTN. Organizations
that have more than a few phones usually have an internal switching mechanism that connects the
internal phones to each other and to the outside world.
CAA Pakistan was the first organization in Pakistan to adopt CLI and privacy in their telephone
network.

CONCLUSION:
In the telecom section we were briefed by Mr. Tahir Elyas Mirza. He was very informative and
provided us with the details of not only telecom section but also explained us the working of the
entire Civil Aviation Authority Pakistan. I personally enjoyed his briefing because it was very
informative and to the point. He also explained us the working of antennas.

4.5.2 GENERAL ELECTRONICS:


The in charge of general electronics is Mr. Shamim Khan.
The general electronics section deals with the general electronic equipment which cannot be
categorized under any of the other sections. General Electronics section greatly deals with he
instalment, repairing and maintenance of the following electronic equipment
1. DVLS (Digital Voice Logging System)
2. Photocopying Machine
3. FIDS (Flight Information Display System)
4. PA Systems

DVLS:
Formerly VLS was used for recording all types of conversations, it worked on the analog principle
of magnetic tape recording. The VLS tape could record a day’s recording and had to be replaced
the other day. The system was replaced by DVLS. It is the most important and major equipment

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with which GE section deals with. The DVLS used by CAA Pakistan is Marathon Evolution. DVLS
records both calls from ground to air and air to ground. It is a licensed product.

Marathon Evolution is a Linux based system, it can be configured to record, monitor live
communications at one location and to provide search and replay facilities locally or via LAN/WAN.

FIDS:
Flight Information Display Systems broadcast information from a constantly updated database to
numerous multimedia displays placed strategically throughout the airport to inform the passengers
information regarding flight arrivals/departures.
:
CONCLUSION:
In this section we learned about the DVLS system. We were briefed by Mr. Israr and we were told
about the importance of DVLS systems and their working. He showed us the user interface of the
DVLS system. He was very kind enough to tell us about the operations of CAA and EED in
particular

5. VISIT

5.1 AREA CONTROL CENTRE:


During our internship we visited the Area Control Centre which houses the primary and secondary
radars as well as the air traffic management systems. In Pakistan there are six different locations in
which radars have been installed and their information is integrated together. We also saw different
ATCs managing air traffic in their assigned region.

5.2 AMHS (Aeronautical Message Handling System):


AMHS are used for communication purposes, they contain the following information:
 Metrological Data
 Flight Plans
 Navigational Data
 Administrator Messages (Air Service Men Messages)

We also visited the Equipment Room which contained different routers and switches which
connected the CAA internally and externally to the outer world and to different FIRs.

5.3 ECR (Equipment Control Room) and Control Tower:


ECR is the backbone of control tower. It is responsible for the communication between the
controller and the pilot in the plane. It consisted of different electronic equipment used for
communication and for transmitting signals from the on field sensors.

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CONCLUSION:
I enjoyed a lot during my 3 weeks internship in EED. It was very informative and I experienced a lot
of new things. The most exciting part of our internship was our visit to the Are Control Centre and
the Control Tower. It gave us a detailed view of how electronic equipment is being used in CAA
and it also gave us knowledge of the job nature of ATCs. This was all possible due to the hard work
and keen interest of our co-ordinator Mr. Shamim Khan, who constantly guided us throughout the
internship

Reference:

 CAA official website


 Google.com
 Wikipedia.com

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