CHAPTER 1

INTRODUCTION
1.1 INTRODUCTION
The Ministry of Civil Aviation of the Government of India (MCA) is the nodal
Ministry responsible for the formulation of national policies and programmes for
development and regulation of Civil Aviation and for devising and implementing
schemes for the orderly growth and expansion of civil air transport. Its functions
also extend to overseeing airport facilities, air traffic services and carriage of
passengers and goods by air. The Ministry also administers implementation of the
1934 Aircraft Act and is administratively responsible for the Commission of
Railways Safety.

1.2 STRUCTURE OF MCA

Ministry
of Civil
Aviation
Director
General
of Civil
Aviation

Civil
Aviation
Departmen
t

Bureau of
Civil
Aviation
Security

Airports
Authority
of India

Flying
Clubs

Private
Airport
s

Air
India

Private
Airlines

FIGURE 1.1: CIVIL AVITION SET UP IN INDIA

Indira
Gandhi
Rastriya
Uran
Academy

Airline
s

Air
Taxi

1.2.1 DGCA
The Directorate General of Civil Aviation (DGCA) is the Indian
governmental regulatory body for civil aviation under the Ministry of Civil
Aviation. This directorate investigates aviation accidents and incidents. It is
headquartered along Sri Aurobindo Marg, opposite Safdarjung Airport,
in New Delhi. Endeavour to promote safe and efficient Air Transportation
through regulation and proactive safety oversight system.

1.2.2 BCAS
The Bureau of Civil Aviation Security (BCAS) is an agency of the Ministry
of Civil Aviation of India. Its head office is on the first through third floors of
the A Wing of the Janpath Bhawan along Janpath Road in New Delhi. The
agency

has

four

regional

Airport in Delhi, Chhatrapati

offices,

located

Shivaji

at Indira

Gandhi

International

Airport in Mumbai, Chennai International Airport in Chennai, and Netaji

Subhas Chandra Bose International Airport in Kolkata.

1.2.3 AAI
The Airports Authority of India (AAI) under the Ministry of Civil Aviation
is responsible for creating, upgrading, maintaining and managing civil
aviation infrastructure in India. It provides Air traffic management (ATM)
services over Indian airspace and adjoining oceanic areas.

1.2.4 PRIVATE AIRPORTS

The airports in India are categories as Custom, Domestic, International,
Defence, Future and Privates. Private Airports are used for specific purpose.
List of private airports in India are:

Sri Sathya Sai Airport, Andhra Pradesh

OP Jindal Airport, Chhattisgarh
Mehsana Airport, Gujarat
Vidyanagar Airport, Karnataka

Amravati Airport, Shirpur Airport, Baramati Airport, Gondia Airport,

Maharashtra
Savitri Jindal Airport, Barbil Tonto Aerodrome, Jajpur Airstrip,
Kendujhar Airstrip, Lanjigarh Airstrip, Phulbani Airstrip, Rourkela
Airport, Odisha etc.

1.2.5 AIR LINES

The total fleet size of commercial airlines in India was 371 by 20 February
2013. In 1994, the Air Corporation Act of 1953 was repealed with a view to
remove monopoly of air corporations on scheduled services, enable private
airlines to operate scheduled service, convert Indian Airlines and Air India to
limited companies and enable private participation in the national
carriers. Since 1990 private airline companies were allowed to operate air
taxi services, resulting in the establishment of Jet Airways and Air Sahara.
These changes in the Indian aviation policies resulted in the increase of the
share of private airline operators in domestic passenger carriage to 68.5% in
2005 from a meagre 0.4% in 1991

1.2.6 IGRUA
Indira Gandhi Rashtriya Uran Akademi (IGRUA) is a premier pilot
training institute of India. Its an autonomous institution and comes
under Ministry of Civil Aviation, Government of India. Course offered are :
Commercial Pilot License (CPL), Simulator training.

1.3 FUNCTION

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.

1.4 AIRPORT AUTHORITY OF INDIA

Airports Authority of India (AAI) was build 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.AAI at various airports handled
about 5 lakhs aircraft movements (4 lakhs domestic and 1 lakh international); 40
million passengers (26 million domestic and 14 million international) and 9 lakh
tonnes of cargo (3 lakh domestic and 6 lakh international). AAI manages 126
airports, which include 11 international airports, 89 domestic airports and 26 civil
enclaves at Defence airfields.

1.5 BACKGROUND
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. The organisations were merged in April 1995 by an Act of Parliament
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.

1.6 OPERATIONS
1.6.6PASSENGER FACILITIES

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.

1.6.7AIR NAVIGATION SERVICES

In tune with its global approach to modernise Air Traffic
Control (ATC) infrastructure for seamless navigation across
state and regional boundaries, AAI is upgrading to satellite
based Communication, Navigation, Surveillance (CNS) and
Air

Traffic

Management.

number

of

co-operation

agreements and memoranda of co-operation have been

signed with the 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.

1.6.8IT IMPLEMENTATION
AAI website is a website giving a host of information about
the organization besides domestic and international flight
schedules and such other information of interest to the public
in general and passengers in particular.

1.6.9HRD TRAINING
AAI has a number of training establishments, viz. NIAMAR in
Delhi, CATC in Allahabad, Fire Training Centres at Delhi &
Kolkata for in-house training of its engineers, Air Traffic
Controllers, Rescue & Fire Fighting personnel etc. NIAMAR &

CATC are members of ICAO TRAINER programme under which

they share Standard Training Packages (STP) from a central
pool for imparting training on various subjects.

1.6.10

REVENU

Most of AAI's revenue is generated from landing/parking fees

and fees collected by providing CNS & ATC services to aircraft
over the Indian airspace.

1.7 AAI, JAIPUR

Jaipur Airport (IATA: JAI, ICAO: VIJP) is in the southern suburb of Sanganer,
13 km from Jaipur, the capital of the Indian state of Rajasthan.
Jaipur airport is the only international airport in the state of Rajasthan. It was
granted

the

status

of international

airport on

29

December

2005. The

civil apron can accommodate 14 A320 aircraft and the new terminal building can
handle up to 1000 passengers at a time. There are plans to extend the runway to
12,000 ft (3,658 m) and expand the terminal building to accommodate 1,000
passengers per hour. The runway is now being extended to 11,500 ft (3,505 m).
This extension will help to land big planes such as Boeing 747 and Airbus A380.
Thus, the air traffic will be more and the international destinations will be also
more. This project will be completed on July 2015.

1.8 STRUCTURE OF AAI, JAIPUR

The new domestic terminal building at Jaipur Airport was inaugurated on 1 July
2009.The new terminal has an area of 22,950 sqm, is made of glass and steel
structure having modern passenger friendly facilities such as central heating
system, central air conditioning, inline x-ray baggage inspection system integrated
with

the

departure

conveyor

carousels, escalators, public

system,

inclined

address system, flight

arrival

baggage

information

claim
display

system (FIDS), CCTV for surveillance, airport check-in counters with Common
Use Terminal Equipment (CUTE), car parking, etc. The International Terminal
Building has peak hour passenger handling capacity of 500 passengers and annual

handling

capacity

of

400,000.The

entrance

gate

made

of sandstone and Dholpur stones along with Rajasthani paintings on the walls,
give tourists a glimpse of the Rajasthani culture. Two fountains on both sides of
the terminal, dotted with palm trees, maintain normal temperature within the
airport premises. The transparent side walls of the building have adjustable shades
that control the passage of sunlight into the airport premises, thereby cutting down
heavily on electricity bills.

FIGURE 1.2: JAIPUR AIRPORT

TERMINAL-2,JAIPUR

FIGURE 1.

3:

AIRPORT

The Airlines operating at this airport are: (a) International : Indian , Air Arabia, & Air India Express
(b) Domestic: Indian, Jet Airways, Jet lite, Indigo, Kingfisher, Go Air, Spice Jet.

TABLE NO. 1: TECHNICAL DATA OF THE AIRPORT

AERODROME REFERENCE CODE
ELEVATION

4D
1263.10 Feet (385 meter)
264926.3N
0754812.5E
27/09
2797.05m X 45m
230m X 196 m

ARP COORDINATES
MAIN RWY ORIENTATION
RWY DIMENSION
APRON DIMENSION
PARKING BAYS

TABLE NO. 2: GENERAL INFORMATION OF AIRPORT

AIRPORT NAME
AIRPORT TYPE
OPERATOR

JAIPUR AIRPORT,JAIPUR
CIVIL AERODROME
AIRPORT AUTHORITY OF INDIA

ADDRESS

OIC,AAI,JAIPUR AIRPORT,JAIPUR-

NAME & DESGINATION OF OPERATOR

302029
RAMA GUPTA

INCHARGE
REGION
RHQ
NATURE OF STATION

NORTHERN REGION
NEW DELHI
NON TENURE

TABLE NO. 3: RUNWAY

DIRECTION

LENGTH

SURFACE

09/27

9,177ft

CONCRETE/ASPHALT

15/33

5,233ft

ASPHALT

TABLE NO. 4: TERMINALS, AIRLINES & DESTINATION

TERMINA

AIRLINES

DESTINATION

AIR ARABIA

SHARJAH

AIR COSTA

BANGALORE,CHENNAI,HYDERABAD,VISAKHAPATNAM

AIR INDIA

MUMBAI,DELHI

DUBAI

ABU DHABI

AIR INDIA
EXPRESS

ETIHAD
AIRWAYS

GOAIR
INDIGO

CHENNAI, MUMBAI
AHMEDABAD, BANGALORE, CHENNAI, GUWAHATI,
HYDERABAD, KOCHI, KOLKATA, MUMBAI, INDORE

JET AIRWAYS
JETKONNEC

AHMEDABAD, CHANDIGARH, DELHI, MUMBAI,

LUCKNOW, INDORE

2
2

DELHI, INDORE, PUNE

OMAN AIR

MUSCAT

SPICEJET

DELHI

1.9 Conclusion

CHAPTER 2
INTRODUCTION-BOSCH
2.1 INTRODUCTION
Robert Bosch GmbH, or Bosch is a German multinational engineering and electronics
company headquartered in Gerlingen, near Stuttgart, Germany. It is the world's largest
supplier of automotive components measured by 2011 revenues. The company was founded
by Robert Bosch in Stuttgart in 1886.
Bosch's core products are automotive components (including brakes, controls, electrical
drives, electronics, fuel systems, generators, starter motors and steering systems), industrial
products (including drives and controls, packaging technology and consumer goods) and
building products (including household appliances, power tools, security systems and
thermotechnology).
Bosch has more than 350 subsidiaries across over 60 countries and its products are sold in
around 150 countries.[4] Bosch employs around 306,000 people and had revenues of
approximately 52.5 billion in 2012. In 2012 it invested around 4.8 billion in research and
development and applied for around 4,800 patents worldwide.[4]In 2009 Bosch was the
leader in terms of numbers of patents at the German Patent and Trade Mark Office (GPTO)
with 3,213 patents.
However, Bosch continued to extend its international footprint through company
acquisitions and investments in new plants, and will continue along with this path in 2013.
For example, the Bosch Group is planning to set up a manufacturing site for automotive
windshield-wiper systems near Belgrade, Serbia. By 2019 some 70 million euros will be
invested. Construction work was set to begin in early 2012, with production due to
commence at the start of 2013. Initially, some 60 associates will work in manufacturing
operations with a floor area of around 22,000 square meters. By 2019 the number of
associates is set to rise to some 620. Its objectives are to achieve a better increase in sales
than in 2012 and to improve result significantly.[5]
Robert Bosch GmbH is privately owned, and 92% of its share capital is held by Robert
Bosch Stiftung GmbH, a charitable foundation.[4] The majority of voting rights are held by
Robert Bosch Industrietreuhand KG, an industrial trust.[4] The remaining shares are held by
the Bosch family and by Robert Bosch GmbH.[4] The Bosch logo represents a
simple magneto armature and casing, one of the company's first products.

10

2.2 Operations
Bosch comprises more than 350 subsidiary companies. In addition to automotive
components, which generate around 60% of its revenues, Bosch produces industrial
machinery and hand tools.

2.2.1 Locations
The Bosch world headquarters in Gerlingen, Germany
Although most of the company's plants and employees are located in Germany (112,300
employees), Bosch is a worldwide company.
In North America, Robert Bosch LLC (a wholly owned Bosch subsidiary) has corporate
headquarters in Farmington Hills, MI; with factories and distribution facilities in Mt.
Prospect,
Illinois; Hoffman
Estates,
Illinois; Broadview,
Illinois; Kentwood,
Michigan; Waltham,
Massachusetts; Clarksville,
Tennessee; Anderson,
South
Carolina; Charleston, South Carolina; South Bend, Indiana (to close 2011[13]); and 11 other
cities. The Research Technology Center is located in Palo Alto, California nearStanford
University. There are also two corporate sites in Brazil and ten in Mexico where a central
purchasing office for all divisions of Bosch Group is located in Broadview, Illinois. In
North America, Bosch employs about 24,750 people in 80 locations, generating $8.8 billion
in sales in 2006.[14]
There are other wholly owned Bosch subsidiaries in:
India (18,450)

Romania

Brazil (14,190)

Netherlands (3,320)

China (12,370)

Switzerland (2,780)

France (9,720)

Australia (2,300)

Czech Republic (8,690)

Malaysia (2,220)

Japan (8,130)

Austria (2,140)

Spain (7,950)

Belgium (2,040)

Turkey (7,000)

South Korea (2,000)

Hungary (6,280)

Russia (1,730)

Italy (5,160)

Poland (1,640)

United Kingdom (4,920)

Sweden (1,230)

Portugal (3,940)

South Africa (1,010)

11

Viet Nam (1,000)

Tunisia (770)

and other countries. Bosch employs over 281,717 people in more than 50 countries,
supplying a complex distribution network of new products and parts.[16]

2.2.2 Activities
1. Automotive components
The Bosch R&D center in Abstatt,Germany, which is a major site for the development of
automotive components.
About 60% of Bosch's worldwide annual sales are produced in automotive technology.
Bosch invented the first practicalmagneto, an early ignition electrical source, which
provided the spark to ignite the fuel in most of the earliest internal combustion engines.
Bosch's corporate logo to this date depicts the armature from a magneto. Bosch was an early
manufacturer of Anti-lock Braking System (ABS), and as time passed, Bosch became a
leader in such specialized fields as traction control systems (TCS), the Electronic Stability
Program (ESP), body electronics (such as central locking, doors, windows and seats), and
oxygen sensors, injectors and fuel pumps. Even in such humble technological areas as spark
plugs, wiper blades, engine cooling fans and other aftermarket parts, Bosch has over
$1 billion in annual sales.
Bosch is a leading player in car stereo systems and in-car navigation systems.
Bosch is supplying hybrid diesel-electric technology to automakers, including PSA Peugeot
3008.[17]
2. Industrial technology
Bosch's subsidiary Bosch Rexroth is a supplier of industrial technology, producing
hydraulic, electric, and pneumatic machinery for driving, controlling, and moving machines
in applications ranging from automotive to mining.[3]
Bosch's packaging technology division plans, designs, manufactures and installs packaging
lines for manufacturers of pharmaceutical, confectionery, food, and similar products. Bosch
is one of the largest supplier of packaging technology.
3. Consumer goods and power tools[edit]
Bosch caters to the areas of consumer goods and building technology with its power tool,
thermotechnology, and security systems, as well as with its household appliances business
within the BSH Bosch and Siemens Hausgerte GmbH joint venture. In the US, power tools
are provided by the Robert Bosch Tool Corporation based in Mt. Prospect, Illinois.
With its brands Bosch, Hawera, Skil, Dremel, RotoZip, Freud, Vermont American, and
many more, Bosch is one of the largest manufacturer of portable power tools worldwide.
Bosch manufactures power tools for the building trade, industry, and do-it-yourselfers (DIY12

ers). In or around 1956, Dr. Hans Erich Slany worked with Bosch to design one of the first
plastic power tools. Prior to this time, power tools were metal castings that often conducted
electrical sparks or current into the user as well as being very heavy. Today the power tools
designed by TEAMS Design have been winning awards worldwide for many years.[20]In
2011, the 12" Dual-Bevel Glide Miter Saw won an EID Silver Award.[21] In 2012, the
Dremel Saw Max was awarded a Good Design Award[22] and was chosen as an IDEA
Award finalist.[23] The product range also includes accessories such as drill bitsand saw
blades, under its Vermont American brand, as well as gardening and water gardening
products under its Gilmour, LR Nelson, and Sunterra brands.[24]
Bosch is the largest European manufacturer of thermotechnology (heating units, etc.) with
its subsidiary BBT Thermotechnik GmbH. It had revenues of 2.8 billion in 2006. Its
brands include Bosch, Buderus, Junkers, Dakon, e.l.m leblanc S.A., Florida Heat Pump
(FHP), Geminox, IVT, Nefit, Sieger, Vulcano and Worcester.
4. Security systems[edit]
In 2001, Bosch bought Detection Systems and Radionics, Inc., to build their business in the
North American security and life safety products manufacturing/supply business. Through
the Detection Systems acquisition, Bosch also obtained additional sales channels in Latin
America, Asia-Pacific (including Australia), and Europe.[25][26]
In 2002, Bosch acquired Philips Communications and Security, Inc., adding a video
surveillance portfolio, as well as sales channels, to its business.[27]
In 2008, Bosch acquired Extreme CCTV, a rugged camera and IP camera manufacturer, to
further expand their video surveillance portfolio.[28][29]
5. Mobile phones[edit]
Bosch also used to create mobile phones for a short time. Their first three mobile phones
were the Com 906, Com 738 and World 718, all from 1996. In 1997, they released two
other phones: Com 207 and Com 607. The Com 908 came out in 1998, and in 1999 they
released their final phones: the Com 509, the 909 Dual and the 909 Dual S.

2.3 Joint ventures

1. BSH Bosch und Siemens Hausgerte
BSH Bosch und Siemens Hausgerte GmbH, in which Bosch and Siemens AG each hold a
50% share, is one of the world's top three companies in the household appliances industry.
In Germany and Western Europe, BSH is the market leader. Its portfolio includes the
principal brand names Bosch and Siemens, Gaggenau, Neff,Thermador, Constructa, Viva,
and ufesa brands, and further six regional brands. Bosch household appliances for the North
American market are mainly manufactured at its factory near New Bern, North Carolina.

13

2.

Purolator Filters

Bosch owned 50% of Purolator Filters in a joint venture with Mann+Hummel until 2013. In
2013 the Mann+Hummel Group has taken over the remaining 50% stakes from Bosch.
Bosch owns 50% of the home appliance manufacturer Bosch-Siemens Hausgerte.[3] The
vehicle audio equipment company Blaupunkt was a subsidiary of Bosch until March 2009.
[3]
3.

SB LiMotive

In June 2008 Bosch formed SB LiMotive, a 50:50 joint company with Samsung SDI. The
company held ground breaking ceremony for a 28.000 m2 lithium-ion battery cell
manufacturing plant in September 2009 and it is scheduled to start production for hybrid
vehicles in 2011 and for electric vehicles in 2012 The plant will generate a 1.000 jobs
in Ulsan, Korea in addition to the 500 employees in Korea, Germany and the USA. SB
LiMotive was officially ended in September 2012 with both companies focusing on
automotive batteries alone.

2.4 Corporate affairs

Robert Bosch GmbH, including its wholly owned subsidiaries such as Robert Bosch LLC in
North America, is unusual in that it is an extremely large, privately owned corporation that
is almost entirely (92%) owned by a charitable foundation. Thus, while most of the profits
are invested back into the corporation to build for the future and sustain growth, nearly all
of the profits distributed to shareholders are devoted to humanitarian causes.
For example, in 2004, the net profit was US$2.1 billion, but only US$78 million was
distributed as dividends to shareholders. Of that figure, US$72 million was distributed to
the charitable foundation, and the other US$6 million to Bosch family stockholders. The
remaining 96% of the profits were invested back into the company. In its core automotive
technology business, Bosch invests 9% of its revenue on research and development, nearly
double the industry average of 4.7%.

2.5 Accreditations
Almost all Bosch locations are both ISO 9001 certified (quality) and ISO 14001 certified
(environmental protection). In addition to that, their management is compliant with OHSAS
18001.

2.6 Conclusion

CHAPTER 3
TRAINING ATTENDED &
TECHANICAL DESCRIPTON
3.1

INTRODUCTION
Training at Airport Authority of India was a 45 days packed package, filled with
information and knowledge regarding Communication, Navigation, Surveillance,
Security equipments and required associated equipments.

3.2

CNS DEPARTMENT
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:
(a) Communication: Communication is the exchange of voice and data
information between the pilot and air traffic controllers or flight information
centres.
(b) Navigation: Navigation Element of CNS/ATM Systems is meant to provide
Accurate, Reliable and Seamless Position Determination Capability to
aircrafts.
(c) Surveillance: The surveillance systems can be divided into two main types:
Dependent surveillance and Independent surveillance.
In dependent surveillance systems, 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 on-board navigation equipment and

then conveyed by the pilot to ATC.

Independent surveillance is a system which measures aircraft position
from the ground.

3.2.1

ROLE OF CNS DEPARTMENT

1. To provide uninterrupted services of Communication, Navigation and

Surveillance (CNS) facilities for the smooth and safe movement of aircraft
(over flying, departing & landing) in accordance with ICAO standards and
recommended practices.
2. To maintain Security Equipments namely X-Ray Baggage systems (XBIS),
Hand Held Metal Detectors (HHMD) and Door Frame Metal Detectors
(DFMD).
3. To provide and maintain inter-unit communication facility i.e. Electronic
Private Automatic Exchange Board (EPABX)
4. To maintain the Computer systems including peripherals like printers, UPS
etc. provided in various sections connected as standalone as well as on Local
Area Network (LAN).
5. To maintain the passenger facilitation systems like Public Address (PA)
system, Car Hailing System and Flight Information Display System (FIDS).
6. To maintain and operate Automatic Message Switching system (AMSS) used
for exchange of messages over Aeronautical Fixed Telecommunication
Network (AFTN).
7. To provide Communication Briefing to pilots by compiling NOTAM
received from other International NOF.
8. To maintain and operate Fax machine.
9. To co-ordinate with telephone service providers for provision and smooth
functioning of auto telephones/ hotlines/ data circuits.

3.2.2

DIFFERENT CNS DEPARTMENT

CNS Departments in AAI are:

(a) CNS-Operation and Maintenance (CNS- O&M)
(b) CNS- Planning (CNS- P)
(c) Flight Inspection Unit & Radio construction and Development Units (
FIU & RCDU)

3.2.3

SERVICES PROVIDED BY CNS FOR ATS &

AIRCRAFT OPERATION
Various services provided are:
(a) Aeronautical Radio Navigation Service
(b) Aeronautical Mobile Service
(c) Aeronautical Fixed Service

(d) Aeronautical Information Service

(e) Aeronautical Broadcast Service

3.3

CLASSIFICATION OF CNS
TABLE NO. 5: COMMUNICATION EQUIPMENTS
NAME OF

EQUIPMENT

MAKE
OTE

Transmitters

DT-100
PARKAIR
OTE

Receivers

DR-100
PARKAIR
PAE 5610

VHF AM
Transreceivers

DVR

125.25
126.6
125.25

125.25

I-COM

125.25

RETIA

64 Channel

NA

NA

NA

NA

NA

NA

NA

NA

NA

NA

NA

NA

NA

IDDS
SOLARI

LAN/WAN

Cisco Tele
Coral
Panasonic
SCHMID

161.825MHz

Mobile Radio FM
(BASE STATION)

50W

JORTON

VIASAT

Communication

126.6

125.25

DSCN

VCCS

125.25

POWER

DS-Radio

Digital Clock

EPABX

FREQUENCY

PAE BT6M

64 kbps line
FIDS

OPERATING

MOTOROLA

For CISF
166.525MHz
For AAI

10W

VERTEX Standard
MOTOROLA

Mobile Radio FM

161.825MHz

Communication
(HAND HELD SET)

VERTEX Standard

166.525MHz

KENWOOD

AUTOMATION

INDRA

NA

NA

ADS-B

COMSOFT

1090MHz

NA

TABLE NO. 6: NAVIGATION EQUIPMENTS

NAME OF
MAKE

EQUIPMENTS
DVOR(JJP)
HP DME(JJP)
Collocated with
DVOR
LOCALIZER(IJIP)
GLIDE PATH
LP DME(IJIP)
Collocated with GP

OPERATING
FREQUENCY

POWER

THALES-420

112.9MHz

100W

THALES
Airsys-435

1100MHz
1163MHz

1KW

NORMAC-7013

109.9MHz

15W

NORMAC-7033

333.8MHz

5W

997MHz
1060MHz

100W

295KHz

50W

THALES
Airsys-415

Locator Outer

SAC100

TABLE NO. 7: SECURITY EQUIPMENTS

NAME OF EQUIPMENTS
X-BIS SYSTEM
DEPARTURE LAUNCH
100100V
SECURITY HOLD AREA
6040i
EXPLOSIVE TRACE DETECTORS
Smith 500DT
DFMD
HHMD
CCTV
PA SYSTEM

MAKE
Heimann(Ger)
Heimann(Ger)
Smith
IONSCAN500DT
(Singapore)
METOR-200
CEIA
METOR-28
INFINOVA
BOSCH

3.4

COMMUNICATION SYSTEM
Communication is process of conveying message at a distance. The electronics
equipments which are used for communication purpose are called communication
equipments. Different communication equipments when assembled together form a
communication system. Typical examples of communication system are: line
telephony and line telegraphy, radio telephony and radio telegraphy, radar
communication, mobile communication, radio aids to navigation, radio aids to
aircraft landing etc.
It started with wire telegraphy in 1840 followed by wire telephony and subsequently
by radio/wireless communication. The introduction of satellites and fiber optics has
made communication more widespread and effective with an increasing emphasis on
computer based digital data communication.
In Radio Communication, signals are send in form of radio. The radio equipment
involved in communication systems includes a transmitter and a receiver, each
having an antenna and appropriate terminal equipment such as a microphone at the
transmitter and a loudspeaker at the receiver in the case of a voice-communication
system. The power consumed in a transmitting station varies depending on the
distance of communication and the transmission conditions. The power received at
the receiving station is usually only a tiny fraction of the transmitter's output, since
communication depends on receiving the information, not the energy, that was
transmitted.

3.4.1

BASIC COMMUNICATION ELEMENTS

1.
2.
3.
4.

Transmitter
Receiver
Antenna
Transmission Line

3.4.1.1 TRANSMITTER
In electronics and telecommunications a transmitter or radio transmitter is
an electronic device which, with the aid of an antenna , produces radio
waves. The transmitter itself generates a radio frequency alternating current,
which is applied to the antenna. When excited by this alternating current, the
antenna radiates radio waves. In addition to their use in broadcasting ,
transmitters are necessary component parts of many electronic devices that

communicate by radio , such as cell phones , wireless computer networks,

Bluetooth enabled devices, two-way radios in aircraft, ships, and spacecraft,
radar sets, and navigational beacons.
VHF Transmitter uses an oscillator to produce the desired radio frequency
current. Crystal-Controlled oscillators are normally employed to provide
better frequency stability. Thinner the crystal, higher will be the operating
frequency.

OPERATING STATES

ON Line state: If the AF line port, located onto the ALB-x rear panel,

is used to manage the AF + signaling connection.

OFF line state: If the microphone connector , located onto the
control panel front side, is used to manage the AF+ signaling
connection.

The DT100 equipment can operate in the 108 to 156 MHz frequency band.

FIGURE 3.1: OTE DT 100 VHF TRANSMITTER

TABLE NO. 8: VHF TRANSMITTER

S.NO

DESCRIPTION

FUNCTION

1.

LEDs (Green and Red)

PSU Module Status

2.

LEDs (Green and Red)

Tx/PA Module Status

3.

LEDs (Green, Red and Yellow)

BB Module Status

4.

LCD Display 2x10 digits

Display on Control Panel

5.

Switch

ON/OFF AC Switch

6.

Switch

ON/OFF DC Switch

7.

Mini- DIN 8-Pin Connector

Test Connector

8.

RP17

Headset/ Microphone Connector

9.

Four Control Keys

Keyboard on Control Panel

3.4.1.2 RECEIVER
A radio receiver receives its input from an antenna, uses electronic filters to
separate a wanted radio signal from all other signals picked up by this
antenna, amplifies it to a level suitable for further processing, and finally
converts through demodulation and decoding the signal.
The VHF RX has the function of selecting the desired signal at vhf
frequencies from all the other unwanted signals, amplifying and
demodulating it, and reproducing it in the actual shape / desired manner.

OPERATING STATES

ON Line state: If the AF line port, located onto the ALB-S rear

panel, is used to manage the AF + signaling connection.

OFF Line state: If the Microphone connector, located onto the
Control Panel front side, is used to manage the AF+ signaling
connection.

The DR100 equipment can operate in the 108 to 156 MHz frequency band.

FIGURE 5: OTE DR 100 VHF RECEIVER

TABLE NO. 9: VHF RECEIVER

S.NO.
1.
2.

DESCRIPTION

FUNCTION

LEDs (Green and Red)

LEDs (Green, Red and Yellow)

Rx Module Status
BB Module Status

3.
4.
5.

LCD Display 2x10 digits

Mini-DIN 8-Pin Connector
RP17

Display on Control Panel

Test Connector
Headset/ Microphone Connector

6.

Four Control Keys

Keyboard on Control Panel

3.4.1.3 ANTENNA
An antenna (or aerial) is an electrical device which converts electric
power into radio waves, and vice versa. It is usually used with a radio
transmitter or radio receiver. In transmission, a radio transmitter supplies an
electric current oscillating at radio frequency to the antenna's terminals, and
the antenna radiates the energy from the current as electromagnetic
waves (radio waves). In reception, an antenna intercepts some of the power
of an electromagnetic wave in order to produce a tiny voltage at its terminals,
that is applied to a receiver to be amplified.
Antennas are essential components of all equipment that uses radio. They are
used in systems such as radio broadcasting, broadcast television, two-way
radio, communications
communications,
openers, wireless

as

receivers, radar, cell

well

as

other

devices

phones,
such

microphones, Bluetooth-enabled

and satellite
as garage

door

devices, wireless

computer networks, baby monitors, and RFID tags on merchandise.

Typically

an

antenna

consists

of

an

arrangement

of

metallic conductors (elements), electrically connected (often through a

transmission line) to the receiver or transmitter. An oscillating current
of electrons forced through the antenna by a transmitter will create an
oscillating magnetic field around the antenna elements, while the charge of
the electrons also creates an oscillating electric field along the elements.

These time-varying fields radiate away from the antenna into space as a
moving transverse electromagnetic field wave. Conversely, during reception,
the oscillating electric and magnetic fields of an incoming radio wave exert
force on the electrons in the antenna elements, causing them to move back
and forth, creating oscillating currents in the antenna.

CHARACTERSTICS OF ANTENNA
1

GAIN
Gain is a parameter which measures the degree of directivity of the antenna's
radiation pattern. A high-gain antenna will preferentially radiate in a
particular direction. Specifically, the antenna gain, or power gain of an
antenna is defined as the ratio of the intensity (power per unit surface)
radiated by the antenna in the direction of its maximum output, at an
arbitrary distance, divided by the intensity radiated at the same distance by a

hypothetical isotropic antenna.

BANDWIDTH
An antenna's bandwidth specifies the range of frequencies over which its

performance does not suffer due to a poor impedance match.

POLARIZATION
The polarization of an antenna refers to the orientation of the electric field of
the radio wave with respect to the Earth's surface and is determined by the
physical structure of the antenna and by its orientation. Therefore, straight
wire antenna will have one polarization when mounted vertically, and a
different polarization when mounted horizontally. For most of antennas, it is
very easy to determine the polarization. It is simply in same plane as
elements of antenna. So, a Vertical Antenna will receive vertically polarized
signals and similarly, Horizontal Antenna will receive horizontally polarized

4
5

signals.
DIRECTIVITY
It is measure of how directional an antennas radiation pattern are.
BEAMWIDTH
Half power beam width is angle between half power (-3dB) points of main
lobes, when referenced to peak effective radiated power of main lobe. An
antennas radiation in the far field is often characterized by its beam width.

3.4.1.4 TRANSMISSION LINE

In communications and electronic engineering, a transmission line is a

specialized

cable

or

other

structure

designed

to

carry alternating

current of radio frequency, that is, currents with a frequency high enough that
their wave nature must be taken into account. Transmission lines are used for
purposes such as connecting radio transmitters, receivers with their antennas,
distributing cable

television signals, trunk

lines routing

calls

between

telephone switching centres, computer network connections, and high speed

computer data buses.
Coaxial lines confine virtually all of the electromagnetic wave to the area
inside the

cable. Coaxial lines can therefore be bent and twisted (subject

to limits) without negative effects, and they can be strapped to conductive

supports without inducing unwanted currents in them. In radio-frequency
applications up to a few gigahertz, the wave propagates in the transverse
electric and magnetic mode (TEM) only, which means that the electric and
magnetic fields are both perpendicular to the direction of propagation (the
electric field is radial, and the magnetic field is circumferential). However, at
frequencies for which the wavelength (in the dielectric) is significantly
shorter than the circumference of the cable, transverse electric (TE) and
transverse magnetic (TM) waveguide modes can also propagate. The most
common use for coaxial cables is for television and other signals with
bandwidth of multiple megahertz.

3.5

FREQUENCY BANDS USED IN COMMUNICTAION

TABLE NO. 10: FREQUENCY BANDS

BAND NAME

FREQUENCY BAND

Ultra Low Frequency (ULF)

3Hz-30Hz

Very Low Frequency (VLF)

3KHz-30KHz

Low Frequency (LF)

30KHz-300KHz
300KHz-3MHz

Medium Frequency (MF)

3MHz-30MHz
High Frequency (HF)
Very High Frequency (VHF)

30MHz-300MHz
300MHz-3GHz

Ultra High Frequency (UHF)

3GHz-30GHz
Super High Frequency (SHF)
30GHz-300GHz
Extra High Frequency (EHF)
3THz-30THz
Infrared Frequency (IF)

TABLE NO. 11: VARIOUS EQUIPMENTS FREQUENCY BANDS

NAME OF THE
EQUIPMENT
NDB

200 450 KHz

HF

3 30 MHz

Localizer

VOR
VHF
Glide Path
DME
UHF LINK
RADAR

3.6

FREQUENCY BAND

108 112 MHz

108 118 MHz

USES
Locator, Homing &
En-route
Ground to Ground, Ground
to Air Comm.
Instrument Landing System
Terminal, Homing &
En-route

30 300 MHz

Ground to Air Comm.

328 336 MHz

Instrument Landing System

960 1215 MHz

Measuring of distance

0.3 2.7 GHz

Remote control, monitoring

0.3 12 GHz

Surveillance

SPACE MODULATION

Space modulation is a radio amplitude modulation technique used in instrument

landing systems that incorporates the use of multiple antennas fed with various radio
frequency powers and phases to create different depths of modulation within various
volumes of three-dimensional airspace. This modulation method differs from
internal modulation methods inside most other radio transmitters in that the phases
and powers of the two individual signals mix within airspace, rather than in a
modulator.
An aircraft with an on-board ILS receiver within the capture area of
an ILS, (glide slope and localizer range), will detect varying depths
of modulation according to the aircraft's position within that
airspace, providing accurate positional information about the
progress to the threshold.

Another type of amplitude modulation process may be required to be used in many

places like Navaids where the combination (addition) of sideband only (SBO
comprising one or more TSB(s)) and the carrier with or without the transmitter
modulated sidebands takes place in space. Note that both of the SBO or carrier with
sidebands (CSB) are transmitter modulated but when all the required signals out of
these three namely SBO, CSB or carrier are not radiated from the same antenna the
complete modulation process will be realized rather the composite modulated
waveform will be formed at the receiving point by the process of addition of all the
carriers and all the sidebands (TSBs). The process of achieving the complete
modulation process by the process of addition of carriers and sidebands (TSBs) at
the receiving point in space is called the Space Modulation which means only that
modulation process is achieved or completed in space rather than in equipment itself
but not at all that space is modulated.

3.7

NAVIGATIONAL AIDS
Navigation is the 'ART' of determining the position of an aircraft
over earth's surface and guiding its progress from one place to
another. To accomplish this ART, some sort of 'aids' are required by

the PILOTS. In the twentieth century, electronics also entered in the

Aviation field. Direction finders and other navigational aids enabled
the navigators to obtain 'Fixes' using electronic aids only. Hence
such aids became more and more popular and came into extensive
use.

NAVIGATION FACILITIES:
6

VHF Omni-range (VOR).

Distance Measuring Equipment (DME).

Instrument Landing System (ILS).

FIGURE 6: DVOR
3.7.1

VHF OMNI RANGE (VOR)

VHF Omni Directional Radio Range (VOR) is a type of shortrange radio navigation system for aircraft, enabling aircraft with a
receiving unit to determine their position and stay on course by

receiving

radio

ground radio

signals

beacons.

transmitted
It

uses

by

frequencies

network
in

of

the very

fixed
high

frequency (VHF) band from 108 to 117.95 MHz

A VOR ground station sends out an omnidirectional master signal,
and a highly directional second signal is propagated by a phased
antenna array and rotates clockwise in space 30 times a second.
This signal is timed so that its phase (compared to the master)
varies as the secondary signal rotates, and this phase difference is
the same as the angular direction of the 'spinning' signal. By
comparing the phase of the secondary signal with the master, the
angle (bearing) to the aircraft from the station can be determined.
This bearing is then displayed in the cockpit of the aircraft, and can
be used to take a fix as in earlier radio direction finding (RDF)
systems. This line of position is called the "radial" from the VOR.
The intersection of two radials from different VOR stations on a
chart gives the position of the aircraft. VOR stations are fairly short
range: the signals are useful for up to 200 miles.

3.7.1.1 PURPOSE OF 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.

VOR enables the Air Traffic Controllers in the Area Control

Radar (ARSR) and ASR for identifying the aircraft in their
scopes

easily.

They can

monitor whether

aircraft

are

following the radials correctly or not.

VOR located outside the airfield on the extended Centre line

of the runway would be useful for the aircraft for making a
straight VOR approach.

VOR located enroute would be useful for air traffic 'to

maintain their PDRS (PRE DETERMINED ROUTES) and are also
used as reporting points.

VORs located at radial distance of about 40 miles in different

directions around an International Airport can be used as
holding VORs for regulating the aircraft for their landing in
quickest time.

DME
Antenna

Doppler VHF
FIGURE 7: DVOR ANTENNA WITH DME ANTENNAOmni-Directional
Range Antenna

3.7.2

DISTANCE MEASURING EQUIPMENT (DME)

Distance measuring equipment (DME) is a transponder-based radio

navigation technology that measures slant range distance by
timing the propagation delay of VHF or UHF radio signals. The DME
system is composed of a UHF transmitter/receiver (interrogator) in
the aircraft and a UHF receiver/transmitter (transponder) on the
ground.

3.7.2.1

OPERATION

Aircraft use DME to determine their distance from a land-based transponder

by sending and receiving pulse pairs two pulses of fixed duration and
separation. The ground stations are typically co-located with VORs. A
typical DME ground transponder system for en-route or terminal navigation
will have a 1 kW peak pulse output on the assigned UHF channel.

A low-power DME can be co-located with an ILS Localiser antenna

installation where it provides an accurate distance to touchdown function,
similar to that otherwise provided by ILS Marker Beacons.

3.7.2.2

ASSOCIATION OF DME WITH VOR

Associated VOR and DME facilities shall be co-located in accordance with

the following:
(a) Coaxial co-location: the VOR and DME antennas are located on the
same vertical axis; or
(b) Offset co-location:
For those facilities used in terminal areas for approach purposes or
other procedures where the highest position fixing accuracy of
system capability is required, the separation of the VOR and DME
antennas does not exceed 30 m (100 ft) except that, at Doppler VOR
facilities, where DME service is provided by a separate facility, the
antennas may be separated by more than 30 m (100 ft), but not in

excess of 80 m (260 ft);

For purposes other than those indicated above, the separation of the
VOR and DME antennas does not exceed 600 m (2,000 ft).

3.7.2.3

ASSOCIATION OF DME WITH ILS

Associated ILS and DME facilities shall be co-located in accordance with the
following:
(a) When DME is used as an alternative to ILS marker beacons, the
DME should be located on the airport so that the zero range
indication will be a

point near the runway.

(b) In order to reduce the triangulation error, the DME should be sited to
ensure a small angle between the approach path and the direction to
the DME at the points where the distance information is required.

3.7.3

INSTRUMENT LANDING SYSTEM (ILS)

An instrument landing system (ILS) is a radio beam transmitter that provides a

direction for approaching aircraft that tune their receiver to the ILS frequency. It
provides both lateral and a vertical signals. It is a ground-based instrument
approach system that provides precision guidance to an aircraft approaching and
landing on a runway, using a combination of radio signals and, in many cases, highintensity lighting arrays to enable a safe landing during instrument meteorological
conditions (IMC), such as low ceilings or reduced visibility due to fog, rain, or
blowing snow.
An instrument approach procedure chart (or approach plate) is published for each
ILS approach to provide the information needed to fly an ILS approach
during instrument flight rules (IFR) operations. A chart includes the radio
frequencies used by the ILS components or navaids and the prescribed minimum
visibility requirements.

3.7.3.1

ELEMENTS OF ILS
Localizer
Glide Path
Marker Bacon
DME

FIGURE 8: INSTRUMENT LANDING SYSTEM

3.7.3.2

PRINCIPLE OF OPERATION

An aircraft approaching a runway is guided by the ILS receivers in the

aircraft by performing modulation depth comparisons. Many aircraft can
route signals into the autopilot to fly the approach automatically. An ILS
consists of two independent sub-systems. The localiser provides lateral
guidance; the glide slope provides vertical guidance.

LOCALISER (LOC, OR LLZ)

A localiser is an antenna array normally located beyond the departure end of
the runway and generally consists of several pairs of directional antennas. Two
signals are transmitted on one of 40 ILS channels. One is modulated at 90 Hz,
the other at 150 Hz. These are transmitted from co-located antennas. Each
antenna transmits a narrow beam, one slightly to the left of the runway
centreline, the other slightly to the right.

The localiser receiver on the aircraft measures the difference in the depth of
modulation (DDM) of the 90 Hz and 150 Hz signals. The depth of modulation
for each of the modulating frequencies is 20 percent. The difference between
the two signals varies depending on the deviation of the approaching aircraft
from the centreline.
If there is a predominance of either 90 Hz or 150 Hz modulation, the aircraft is
off the centreline. In the cockpit, the needle on the instrument part of the ILS
(the

omni-bearing

indicator

(nav

indicator), horizontal

situation

indicator (HSI), or course deviation indicator (CDI)) shows that the aircraft
needs to fly left or right to correct the error to fly toward the centre of the
runway. If the DDM is zero, the aircraft is on the LOC centreline coinciding
with the physical runway centreline. The pilot controls the aircraft so that the
indicator remains centered on the display (i.e., it provides lateral guidance).

FIGURE 9: LOCALIZER
GLIDE SLOPE (GS) OR GLIDE PATH (GP)
A glide slope station is an antenna array sited to one side of the runway
touchdown zone. The GS signal is transmitted on a carrier frequency using a
technique similar to that for the localiser. The centre of the glide slope signal is
arranged to define a glide path of approximately 3 above horizontal (ground

level). The beam is 1.4 deep (0.7 below the glide-path centre and 0.7
above).
The pilot controls the aircraft so that the glide slope indicator remains centered
on the display to ensure the aircraft is following the glide path to remain above
obstructions and reach the runway at the proper touchdown point (i.e., it
provides vertical guidance).

MARKER BEACON
Marker beacon is operating at a carrier frequency of 75 MHz. When the
transmission from a marker beacon is received it activates an indicator on the
pilot's instrument panel and the tone of the beacon is audible to the pilot. The
distance from the runway at which this indication should be received is
published in the documentation for that approach, together with the height at
which the aircraft should be if correctly established on the ILS. This provides a
check on the correct function of the glide slope. In modern ILS installations,
a DME is installed, co-located with the ILS, to augment or replace marker
beacons. A DME continuously displays the aircraft's distance to the runway.

i.

Outer marker

The outer marker is normally located 7.2 kilometres (3.9 nmi; 4.5 mi) from
the threshold, except that where this distance is not practical, the outer
marker may be located between 6.5 and 11.1 kilometres (3.5 and 6.0 nmi;
4.0 and 6.9 mi) from the threshold. The cockpit indicator is a blue lamp that
flashes in unison with the received audio code. The purpose of this beacon
is to provide height, distance, and equipment functioning checks to aircraft
on intermediate and final approach.

FIGURE 10: OUTER MARKER

ii.

Middle marker

The middle marker should be located so as to indicate, in low visibility

conditions, the missed approach point, and the point that visual contact with
the runway is imminent, ideally at a distance of approximately 3,500 ft
(1,100 m) from the threshold. The cockpit indicator is an amber lamp that
flashes in unison with the received audio code.

FIGURE 11: MIDDLE MARKER

iii.

Inner marker

The inner marker, when installed, shall be located so as to indicate in low

visibility conditions the imminence of arrival at the runway threshold. This is
typically the position of an aircraft on the ILS as it reaches Category II
minima. Ideally at a distance of approximately 1,000 ft (300 m) from the

threshold. The cockpit indicator is a white lamp that flashes in unison with
the received audio code.

FIGURE 12: INNER MARKER

DME substitution

Distance

measuring

equipment (DME)

provides

pilots

with

a slant

range measurement of distance to the runway in nautical miles. DMEs are

augmenting or replacing markers in many installations. The DME provides
more accurate and continuous monitoring of correct progress on the ILS
glide slope to the pilot, and does not require an installation outside the airport
boundary. When used in conjunction with an ILS, the DME is often sited
midway

between

the

reciprocal

runway

thresholds

with

the

internal delay modified so that one unit can provide distance information to
either runway threshold. For approaches where a DME is specified in lieu of
marker beacons, DME required is noted on the Instrument Approach
Procedure and the aircraft must have at least one operating DME unit to
begin the approach.

TABLE NO. 12: ILS PERFORMANCE CATEGORY

OPERATION
CAT I

DECISION HEIGHT
Above 60m

RUNWAY VISUAL
RANGE
Not less than 550m

3.8

CAT II

Between 30 to 60m

Not less than 350m

CAT IIIA

Lower than 30m

Not less than 200m

CAT IIIB

Lower than 15m

CAT IIIC

No Decision Height

Less than 200m but not less

than 50m
No runway visual range
limitation

SURVEILLANCE
Surveillance is the monitoring of the behaviour, activities, or other changing
information, usually of people for the purpose of influencing, managing, directing,
or protecting them. This can include observation from a distance by means of
electronic equipment (such as CCTV cameras), or interception of electronically
transmitted information. An Airport Surveillance Radar (ASR) is a radar system
used at airports to detect and display the position of aircraft in the terminal area. The
Digital Airport Surveillance Radar (DASR) is a new terminal air traffic control radar
system that replaces current analog systems with new digital technology. The DASR
system detects aircraft position and weather conditions in the vicinity of civilian and
military airfields. The civilian nomenclature for this radar is ASR-11.

FIGURE 13: SURVEILLANCE

3.8.1

RADAR

Radar is an object-detection system that uses radio waves to determine the range,
altitude, direction, or speed of objects. It can be used to detect aircraft,
ships, spacecraft, guided missiles, motor vehicles, weather formations, and terrain.
The radar dish or antenna transmits pulses of radio waves or microwaves that
bounce off any object in their path. The object returns a tiny part of the wave's
energy to a dish or antenna that is usually located at the same site as the transmitter.

FIGURE 13: SURVEILLANCE RADAR

3.8.1.1PRINCIPLE OF RADAR
A radar system has a transmitter that emits radio waves called radar signals in
predetermined directions. When these come into contact with an object they
are usually reflected or scattered in many directions. Radar signals are
reflected especially well by materials of considerable electrical conductivity
especially by most metals, by seawater and by wet lands. Some of these
make the use of radar altimeters possible. The radar signals that are reflected
back towards the transmitter are the desirable ones that make radar work. If
the object is moving either toward or away from the transmitter, there is a
slight equivalent change in the frequency of the radio waves, caused by
the Doppler effect.
Radar receivers are usually, but not always, in the same location as the
transmitter. Although the reflected radar signals captured by the receiving
antenna are usually very weak, they can be strengthened by electronic

amplifiers. More sophisticated methods of signal processing are also used in

order to recover useful radar signals.
The weak absorption of radio waves by the medium through which it passes
is what enables radar sets to detect objects at relatively long rangesranges
at which other electromagnetic wavelengths, such as visible light, infrared
light, and ultraviolet light, are too strongly attenuated. Such weather
phenomena as fog, clouds, rain, falling snow, and sleet that block visible light
are usually transparent to radio waves. Certain radio frequencies that are
absorbed or scattered by water vapor, raindrops, or atmospheric gases
(especially oxygen) are avoided in designing radars, except when their
detection is intended.
Radar relies on its own transmissions rather than light from the Sun or
the Moon, or from electromagnetic waves emitted by the objects themselves,
such as infrared wavelengths (heat). This process of directing artificial radio
waves towards objects is called illumination, although radio waves are
invisible to the human eye or optical cameras.

3.8.1.2

APPLICATION OF RADAR

1. The information provided by radar includes the bearing and range (and
therefore position) of the object from the radar scanner. The first use of
radar was for military purposes: to locate air, ground and sea targets. This
evolved in the civilian field into applications for aircraft, ships, and
roads.
2. In aviation, aircraft are equipped with radar devices that warn of aircraft
or other obstacles in or approaching their path, display weather
information, and give accurate altitude readings. The first commercial
device fitted to aircraft was a 1938 Bell Lab unit on some United Air
Lines aircraft. Such aircraft can land in fog at airports equipped with
radar-assisted ground-controlled approach systems in which the plane's

flight is observed on radar screens while operators radio landing

directions to the pilot.
3. Marine radars are used to measure the bearing and distance of ships to
prevent collision with other ships, to navigate, and to fix their position at
sea when within range of shore or other fixed references such as islands,
buoys, and lightships.
4. Meteorologists use radar to monitor precipitation and wind. It has
become the primary tool for short-term weather forecasting and watching
for severe

weather such

as thunderstorms, tornadoes, winter

storms,

precipitation types, etc. Geologists use specialised ground-penetrating

radars to map the composition of Earth's crust.

3.9

SECURITY EQUIPMENTS
Airport security refers to the techniques and methods used in protecting passengers,
staff and aircraft which use the airports from accidental/malicious harm, crime and
other threats.
Airport security attempts to prevent any threats or potentially dangerous situations
from arising or entering the country. If airport security does succeed in this, then the
chances of any dangerous situations, illegal items or threats entering into both
aircraft, country or airport are greatly reduced. As such, airport security serves
several purposes: To protect the airport and country from any threatening events, to
reassure the travelling public that they are safe and to protect the country and their
people.

Various security equipments used at airport are:

1. X- RAY Scanners

Multi Energy Machine

2. Metal Detectors

Hand Held Metal Detector (HHMD)

Door Frame Metal Detector (DFMD)

3. Explosive Trace Detector System (ETDS)

4. CCTV
3.9.1

X-RAY SCANNER

X-radiation (composed of X-rays) is a form of electromagnetic radiation. Most Xrays have a wavelength in the range of 0.01 to 10 nanometers, corresponding
to frequencies in the range 30 petahertz to 30 exahertz(31016 Hz to 31019 Hz) and
energies in the range 100 eV to 100 keV. X-ray wavelengths are shorter than those
of UV rays and typically longer than those of gamma rays. Due to their penetrating
ability, hard X-rays are widely used to image the inside of objects, e.g., in medical
radiography and airport security.
3.9.1.1

PROPERTY OF X-RAY

X-ray photons carry enough energy to ionize atoms and disrupt molecular
bonds. This makes it a type of ionizing radiation, and therefore harmful to
living tissue. A very high radiation dose over a short amount of time
causes radiation sickness, while lower doses can give an increased risk
of radiation-induced cancer.
Hard X-rays

can traverse relatively thick objects without being

much absorbed or scattered. For this reason, X-rays are widely used
to image the inside of visually opaque objects. The most often seen
applications are in airport security scanners etc. The penetration depth varies
with several orders of magnitude over the X-ray spectrum. This allows the
photon energy to be adjusted for the application so as to give
sufficient transmission through
good contrast in the image.

the

object

and

at

the

same

time

X-rays have much shorter wavelength than visible light, which makes it
possible to probe structures much smaller than what can be seen using a
normal microscope. This can be used in X-ray microscopy to acquire high
resolution images, but also in X-ray crystallography to determine the
positions of atoms in crystals.

FIGURE 14 : X-RAY BAGGAGE SYSTEM

3.9.1.2 X-RAY PRODUCTION
Xray are produced within the X-ray machine. No external radioactive
material involved. X-ray are produced by interaction of accelerated electrons
with tungsten nuclei within tube anode. Two types of radiation are generated:
characteristic radiation and bremsstrahlung (braking) radiation. Changing the
X-ray machine current or voltage settings alters the properties of the X-ray
beam. Different X-ray beam spectra are applied to different body parts.
Change in the current and voltage settings on the X-ray machine results in
manipulation of properties of the X-ray beam.

X-ray Tube
A small increase in the filament voltage (1) results in a large increase in tube
current (2) which accelerates high speed electrons from the very high

temperature filament negative cathode (3) within a vacuum, towards a

positive tungsten target anode (4). This anode rotates to dissipate heat
generated. X-rays are generated within the tungsten anode and an X-ray
beam (5) is directed towards the luggage.

FIGURE 15: X-RAY TUBE

Characteristic X-ray generation
When a high energy electron (1) collides with an inner shell electron (2) both
are ejected from the tungsten atom leaving a hole in the inner layer. This is
filled by an outer shell electron (3) with a loss of energy emitted as an X-ray
photon (4).

FIGURE 16: CHARACTERSTIC X-RAY GENERATION

Bremsstrahlung/Braking X-ray generation
When an electron passes near the nucleus it is slowed and its path is
deflected. Energy lost is emitted as a bremsstrahlung X-ray photon.
Approximately 80% of the population of X-rays within the X-ray beam
consists of X-rays generated in this way.

FIGURE 17: BRAKING X-RAY GENERATION

3.9.1.3 MULTI ENERGY MACHINE
The machine used in airports usually is based on a dual-energy X-ray
system. This system has a single X-ray source sending out X-rays, typically
in the range of 140 to 160kilovolt peak (KVP). KVP refers to the amount of
penetration an X-ray makes. The higher the KVP, the further the X-ray
penetrates.
After the X-rays pass through the item, they are picked up by a detector.
This detector then passes the X-rays on to a filter, which blocks out the
lower-energy X-rays. The remaining high-energy X-rays hit a second
detector. A computer circuit compares the pick-ups of the two detectors to
better represent low-energy objects, such as most organic materials.

Since different materials absorb X-rays at different levels, the image on the
monitor lets the machine operator see distinct items inside your bag. Items
are typically colored on the display monitor, based on the range of energy
that passes through the object, to represent one of three main categories:

Organic
Inorganic
Metal

All X-ray systems use shades of orange to represent "organic." This is

because most explosives are organic. All modern carry-on X-ray systems are
considered film-safe. This means that the amount of X-ray radiation is not
high enough to damage photographic film. Since electronic media can
withstand much more radiation than film can, it is also safe from damage.
However, the CT scanner and many of the high-energy X-ray systems used to
examine checked baggage can damage film.
Electronic items, such as laptop computers, have so many different items
packed into a relatively small area that it can be difficult to determine if a
bomb is hidden within the device. That's why you may be asked to turn your
laptop or PDA on. But even this is not sufficient evidence since a skilled
criminal could hide a bomb within a working electronic device. For that
reason, many airports also have a chemical sniffer. This is essentially an
automated chemistry lab in a box. At random intervals, or if there is reason to
suspect the electronic device that someone is carrying, the security attendant
quickly swipes a cloth over the device and places the cloth on the sniffer. The
sniffer analyzes the cloth for any trace residue of the types of chemicals used
to make bombs. If there is any residue, the sniffer warns the security
attendant of a potential bomb. In addition to desktop sniffers like this, there
are handheld versions, that can be used to "sniff" lockers and other enclosed
spaces and unattended luggage. Walk-through models, such as GE's Entry
Scan 3, are also available. These sniffers can be used to detect explosives and
narcotics.

3.9.2

METAL DETECTOR
Metal detectors are devices used for detecting metallic objects from the soil, people,
or cargo. Metallic objects can be treasures buried underground, discarded pieces of
aluminum, jewelry or valuable coins.
Metal detectors satisfy all needs in humanitarian, industrial and security fields. A
typical metal detector comprises four main parts such as stabilizer, control box,
shaft, and search coil. The search coil is also called search head, loop or antenna.
The stabilizer provides excellent stability for metal detectors in use. It is placed near
the hand grip area. The control box is the brain of a metal detector. It consists of a
microprocessor, circuitry, speaker, controls and batteries. A shaft is used to connect
the control box and search coil. It is adjustable and can be set at a level according to
the height of the user. The search coil senses the presence of metal components.
Metal detectors work in a very simple manner, based on the principle of
electromagnetism and its effects on conductive metals. The transmitter, located
inside the metal detector's search coil, makes use of battery power to generate a
penetrating electromagnetic field. When it enters the ground, the metal objects below
the ground become charged with magnetism. The magnetized metallic objects under
the ground send a signal to the control box. The speaker in the system control pack
or control box amplifies the signal and the user hears the beep sound. Some modern
metal detectors display the type of metal found below the ground. They also inform
how

deep

the

metallic

objects

are

located.

The various technologies used in metal detectors are very low frequency (VLF),
Pulse Induction (PI) and Beat-frequency oscillation (BFO). Metal detectors utilize
one of these technologies. VLF technology, also called induction balance, is perhaps
the most popular detector technology nowadays. It is highly successful in detecting
anything metallic and uses two coils, a transmitter coil and a receiver coil. In this
case, a sine wave is transmitted with one coil and received with the other. Compared
to VLF technology, pulse induction and beat-frequency oscillation are more
complicated.

They

can

be

operated

Different types of Metal Detectors are :

in

detecting

very

small

objects.

Hand Held Metal Detector (HHMD)

Door Frame Metal Detector (DFMD)

3.9.2.1 HAND HELD METAL DETECTOR

Hand Held Metal Detectors uses the principle of Very Low Frequency (VLF).

TRANSMITTER

Inside the metal detector's loop (sometimes called a search head, coil,
antenna, etc.) is a coil of wire called the transmit coil. Electronic current is
driven through the coil to create an electro-magnetic field. The direction of
the current flow is reversed several thousand times every second; the transmit
frequency "operating frequency" refers to the number of times per second
that the current flow goes from clockwise to counter clockwise and back to
clockwise again.
When the current flows in a given direction, a magnetic field is produced
whose polarity (like the north and south poles of a magnet) points into the
ground; when the current flow is reversed, the field's polarity points out of
the ground. Any metallic (or other electrically conductive) object, which
happens to be nearby, will have a flow of current induced inside of it by the
influence of the changing magnetic field, in much the same way that an
electric generator produces electricity by moving a coil of wire inside a fixed
magnetic field. This current flow inside a metal object in turn produces its
own magnetic field, with a polarity that tends to be pointed opposite to the
transmit field.

RECEIVER

A second coil of wire inside the loop, the receive coil, is arranged so that
nearly all of the current that would ordinarily flow in it due to the influence
of the transmitted field is cancelled out. Therefore, the field produced by the
currents flowing in the nearby metal object will cause currents to flow in the

receive coil which may be amplified and processed by the detector's

electronics without being swamped by currents resulting from the much
stronger transmitted field.
The resulting received signal will usually appear delayed when compared to
the transmitted signal. This delay is due to the tendency of conductors to
impede the flow of current (resistance) and to impede changes in the flow of
current (inductance). We call this apparent delay "phase shift". The largest
phase shift will occur for metal objects which are primarily inductive; large,
thick objects made from excellent conductors like gold, silver, and copper.
Smaller phase shifts are typical for objects which are primarily resistive;
smaller, thinner objects, or those composed of less conductive materials.
Some materials which conduct poorly or not at all can also cause a strong
signal to be picked up by the receiver thus "ferromagnetic" materials are
used. Ferromagnetic substances tend to become magnetized when placed in
the field like a paper clip which becomes temporarily magnetized when
picked up with a bar magnet. The received signal shows little if any phase
shift. Most soils and sands contain small grains of iron-bearing minerals
which causes them to appear largely ferromagnetic to the detector. Cast iron
(square nails) and steel objects (bottle caps) exhibit both electrical and
ferromagnetic properties.

METOR-28
Metor-28 is Hand Held Metal Detector used in airport for security. Metor-28
detect all types of metal and has light weight. Hand-held metal detectors are
an integral part of the

physical security screening process . With the

Metor-28 , a unit is designed that benefits security personnel as well as

the person being scanned.

ADDITIONAL BENEFITS
1. The circular opening assists in pinpointing metal objects
2. Comfortable handle for easy control and grip

3. Light weight 260 g (9.3 oz.) with battery

4. Wrist strap
DETECTION
Detects all metals, both ferrous and non-ferrous.
SENSITIVITY
Three (3) sensitivity settings
Detection performance:
* Level 1: small handguns and knives
* Level 2: razor blades, handcuff keys

* Level 3:.22 caliber bullet, metal shanks

OPERATION
3-way push-button operation:

On/Off/Momentary.
ALARM

Audible and visual alarm indication.

SAFETY
The Metor-28 is safe for people with pacemakers and will not affect
magnetic recording media. The magnetic field strength of the Metor28 meets with the limits set by international standards for human
safety.

3.9.2.2 DOOR FRAME METAL DETECTOR

All public access to an airport is channelled through the terminal, where
every person must walk through a metal detector and all items must go
through an X-ray machine. DFMD uses pulse induction technique (PI)
Typical PI systems use a coil of wire on one side of the arch as the
transmitter and receiver. This technology sends powerful, short bursts
(pulses) of current through the coil of wire. Each pulse generates a brief
magnetic field. When the pulse ends, the magnetic field reverses polarity and
collapses very suddenly, resulting in a sharp electrical spike. This spike lasts
a few microseconds (millionths of a second) and causes another current to
run through the coil. This subsequent current is called the reflected pulse and
lasts only about 30 microseconds. Another pulse is then sent and the process

repeats. If a metal object passes through the metal detector, the pulse creates
an opposite magnetic field in the object. When the pulse's magnetic field
collapses, causing the reflected pulse, the magnetic field of the object makes
it take longer for the reflected pulse to completely disappear. This process
works something like echoes: If you yell in a room with only a few hard
surfaces, you probably hear only a very brief echo, or you may not hear one
at all. But if you yell into a room with a lot of hard surfaces, the echo lasts
longer. In a PI metal detector, the magnetic fields from target objects add
their "echo" to the reflected pulse, making it last a fraction longer than it
would without them.
A sampling circuit in the metal detector is set to monitor the length of the
reflected pulse. By comparing it to the expected length, the circuit can
determine if another magnetic field has caused the reflected pulse to take
longer to decay. If the decay of the reflected pulse takes more than a few
microseconds longer than normal, there is probably a metal object interfering
with it.

FIGURE 18: DOOR FRAME METAL DETECTOR

METOR-200
It is a Multi-zone Walk-through Metal Detector

UNIQUE MULTI-ZONE PRINCIPLE

The Metor-200 walk-through metal detector features a unique multi-zone

principle to guarantee first-rate performance. Each detection zone functions
as an independent detector and automatically increases discrimination by
reducing the cumulative signal effect caused by distributed harmless objects.

i.
ii.
iii.

i.
ii.
iii.
iv.

THE BENEFITS OF THE MULTI-ZONE PRINCIPLE

Superior discrimination.
Reliable detection of threat items.
High traffic throughput.
EIGHT INDEPENDENT DETECTION ZONES
Each zone detects targets independently
Excellent discrimination reduces unnecessary alarms
Uniform Detection across the entire walk-through unit
Zone displays location of detected target
AUTOMATIC SENSITIVITY SELECTION
An automatic sensitivity program selects the correct sensitivity level
for a specific

weapon or test object. This eliminates the time

consuming trial and error method.

SELF-DIAGNOSTICS
The

Metor-200

continuously

provides

monitors

the

comprehensive
detectors

self-diagnostics.

environment,

connections and internal circuitry for any problems.

It

external

CONTINUOUSLY ACTIVE
The Metor-200 detection circuitry is continuously active, ensuring
that it is not possible to toss, pass, or slide a weapon through the
system without detection.

MOBILITY
The unit is light enough to move easily from one location to another.

REMOTE CONTROL UNIT

The remote control unit allows you to remotely change all settings to
fit your needs.

SECURITY
Password protection on the remote control unit ensures that no
unauthorized person can change settings.

SOFTWARE
Preset programs are designed to detect specific metals to meet a wide
array of security needs.

COUNTERS
Smart traffic counter can keep track of in and outbound traffic to get
an accurate count of actual people entering the detector.

USER-FRIENDLY INTERFACE
All functions are controlled through a remote control unit that shows
the results of parameter adjustments, traffic counts and selfdiagnostics.

ZONE DISPLAY
The zone display identifies the level(s) at which detected object(s) are
carried. This enables security personnel to immediately target metal
objects and ensures that maximum throughput can be maintained in
high traffic locations.

3.9.3

EXPLOSIVE TRACE DETECTOR SYSTEM

Explosives

trace

detectors (ETD)

are

security

equipment

able

to

detect explosives of small magnitude. The detection can be done by sniffing vapours
as in an explosive vapour detector or by sampling traces of particulates or by
utilizing both methods depending on the scenario. Most explosive detectors in the
market today can detect both vapours and particles of explosives. Devices similar to
ETDs are also used to detect narcotics. The equipment is used mainly in airports and
other vulnerable areas considered susceptible to acts of unlawful interference.

CHARACTERISTIC OF ETDS

3.9.3.1

SENSITIVITY

Sensitivity is defined as the lowest amount of explosive matter a detector

can detect reliably. It is expressed in terms of nano-grams (ng), pico-grams
(pg) or femto-grams (fg) with fg being better than pg better than ng. It can
also be expressed in terms of parts per billion (ppb), parts per trillion (ppt)
or parts per quadrillion (ppq).
Sensitivity is important because most explosives have a very low vapour
pressure and give out very little vapour. The detector with the highest
sensitivity will be the best in detecting vapours of explosives reliably.

LIGHT WEIGHT

Portable explosive detectors need to be as light weight as possible to allow

users to not fatigue when holding them. Also, light weight detectors can
easily be placed on top of robots.

SIZE

Portable explosive detectors need to be as small as possible to allow for

sensing of explosives in hard to reach places like under a car or an inside a
trash bin.

COLD START UP TIME AND ANALYSIS TIME

The start up time should not be a parameter for evaluation of an explosive

detector. Start up time only indicates the time required by the detector to
reach the optimized temperature for detection of contraband substances.

TECHNOLOGY USED IN ETD

3.9.3.2

ION MOBILITY SPECTROMETRY

Explosive detection using Ion mobility spectrometry (IMS) is based on

velocities of ions in a uniform electric field. There are some variant to IMS
such as Ion trap mobility spectrometry (ITMS) or Non-linear dependence
on Ion Mobility (NLDM) which are based on IMS principle. The sensitivity
of devices using this technology is limited to pg levels. The technology also
requires the ionization of sample explosives which is accomplished by a
radioactive source such as Nickel-63 or Americium-241. This technology is
found in most commercially available explosive detectors like the GE
Vapour Tracer, Smith Sabre 4000 and Russian built MO-2M and MO-8.
The presence of radioactive materials in these equipments cause regulatory
hassles and requires special permissions at customs ports. These detectors
cannot be field serviced and may pose radiation hazard to the operator if the
casing of the detector cracks due to mishandling. Bi-yearly checks are
mandatory on such equipment in most countries by regulating agencies to
ensure that there are no radiation leaks. Disposal of these equipments is also
controlled owing to the high half-life of the radioactive material used.
ElectroSpray Ionization, Mobility Analysis (DMA) and Tandem Mass
Spectrometry (MS/MS) is used by SEDET (Sociedad Europea de
Deteccin) for the Air Cargo Explosive Screener (ACES), targeted to
aviation

cargo

containers

currently

under

development

in

Spain. "SEDET" is a Joint Venture created by SEADM, Morpho and

CARTIF in order to develop a new generation of explosive trace detection
systems.

FIGURE 19: ETD MACHINE

3.9.4

CLOSED CIRCUIT TELEVISON

Closed-circuit television (CCTV) is the use of video cameras to transmit a signal to
a specific place, on a limited set of monitors. It differs from broadcast television in
that the signal is not openly transmitted, though it may employ point to point (P2P),
point to multipoint, or mesh wireless links.
In industrial plants, CCTV equipment may be used to observe parts of a process
from a central control room, for example when the environment is not suitable for
humans. CCTV systems may operate continuously or only as required to monitor a
particular event. A more advanced form of CCTV, utilizing digital video
recorders(DVRs), provides recording for possibly many years, with a variety of
quality and performance options and extra features (such as motion detection and
email alerts). More recently, decentralized IP cameras, some equipped with
megapixel sensors, support recording directly to network-attached storage devices,
or internal flash for completely stand-alone operation. Surveillance of the public

using CCTV is particularly common in many areas around the world. In recent
years, the use of body worn video cameras has been introduced as a new form of
surveillance.

CAMERA
The starting point for any CCTV system must be the camera. The camera creates the
picture that will be transmitted to the control position. Apart from special designs
CCTV cameras are not fitted with a lens. The lens must be provided separately and
screwed onto the front of the camera. Not all lenses have focus and iris adjustment.
Most have iris adjustment. Some very wide angle lenses do not have a focus ring.
The 'BNC' plug is for connecting the coaxial video cable. Line powered cameras do
not have the mains cable. Power is provided via the coaxial cable.

MONITOR
The picture created by the camera needs to be reproduced at the control position. A
CCTV monitor is virtually the same as a television receiver except that it does not
have the tuning circuits.

SIMPLE CCTV SYSTEM

The simplest system is a camera connected directly to a monitor by a coaxial cable
with the power for the camera being provided from the monitor. This is known as a
line powered camera. Probably the earliest well-known version of this was the Pye
Observation System that popularised the concept of CCTV, mainly in retail
establishments. It was an affordable, do-it- yourself, self-contained system.
The next development was to incorporate the outputs from four cameras into the
monitor. These could be set to sequence automatically through the cameras or any
camera could be held selectively. There was even a microphone built into the camera
to carry sound and a speaker in the monitor.

3.10 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. The VCCS for controlling
air traffic are located in the air control centres, both on route and on approach, and in
the airport control towers, and they provide support for:

Ground/Air (G/A) data communications, between air traffic controllers and

aircraft pilots;

Ground/Ground (G/G) data communications between air traffic controllers for

coordination and between air traffic controllers and support, management and
administrative personnel:

Support for system operation and administration.

These systems are employed by the following users:

IN THE CONTROL TOWER:

Tower supervisor and tower (or local) controllers
Taxiing controllers
Apron controllers
Clearance controllers
Flight plan operators
Coordinators
Support and Maintenance Personnel
IN THE CONTROL CENTRE:
Operations Room supervisor
Area supervisors
Executive controllers (radar)
Planning controllers
Flow Managers (FMP - Flow Management Position)
Flight plan managers (FDP - Flight data position)
Equipment room supervisor.
IN SIMULATION:
Simulation supervisor
Instructors
Simulation session controllers
Pseudo pilots
Equipment room supervisor.

Basically, a voice communications system consists of a set equipment enabling air

controllers and support personnel to initiate, receive, attend to and maintain
communication by radio or telephone, both in real situations and for training
purposes; in addition, it includes equipment by which operating system support tasks
can be performed.

3.11 AERONAUTICAL

FIXED

TELECOMMUNICATION

NETWORK (AFTN)
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 messages and/or digital data between aeronautical fixed
stations having the same or compatible communications characteristics. AFTN
comprises aviation entities including: ANS (Air Navigation Services) providers,
aviation service providers, airport authorities and government agencies, to name a
few. It exchanges vital information for aircraft operations such as distress messages,
urgency messages, flight safety messages, meteorological messages, flight regularity
messages and aeronautical administrative messages.

Via the AFTN the following message categories are submitted:

distress messages;
urgency messages;
flight safety messages;
meteorological messages;
flight regularity messages;
aeronautical information services (AIS) messages;
aeronautical administrative messages;
service messages.

3.11.1 CLASSIFICATION OF AFTN SWITCHING SYSTEM

A switching system is an easy solution that can allow on demand basis the
connection of any combination of source and sink stations. AFTN switching system
can be classified into 3 (three) major categories:
1. Line Switching
2. Message Switching
3. Packet Switching.

LINE SWITCHING
When the switching system is used for switching lines or circuits it is called lineswitching system. Telex switches and telephones exchanges are common examples
of the line switching system. They provide user on demand basis end-to-end
connection. As long as connection is up the user has exclusive use of the total
bandwidth of the communication channel as per requirement. It is Interactive and
Versatile.

MESSAGE SWITCHING
In the Message Switching system, messages from the source are collected and stored
in the input queue which are analysed by the computer system and transfer the
messages to an appropriate output queue in the order of priority.
The message switching system works on store and forward principle. It provides
good line utilization, multi-addressing, message and system accounting, protects
against blocking condition, and compatibility to various line interfaces.

PACKET SWITCHING
This system divides a message into small chunks called packet. These packets are
made of a bit stream, each containing communication control bits and data bits. The
communication control bits are used for the link and network control procedure and
data bits are for the user.

3.11.2

AMSS PRINCIPLE

STORE AND FORWARD is the principle on which AMSS system works.

Store and forward is a telecommunications technique in which information is sent to
an intermediate station where it is kept and sent at a later time to the final destination
or to another intermediate station. The intermediate station, or node in a networking

context, verifies the integrity of the message before forwarding it. In general, this
technique is used in networks with intermittent connectivity, especially in the
wilderness or environments requiring high mobility. It may also be preferable in
situations when there are long delays in transmission and variable and high error
rates, or if a direct, end-to-end connection is not available.
This technique originates the delay-tolerant networks. No real-time services are
available for these kinds of networks.

3.12 ADS-B
ADS-B is radically new technology that is redefining the paradigm of
COMMUNICATIONS - NAVIGATION - SURVEILLANCE in Air Traffic
Management today. Already proven and certified as a viable low cost replacement
for conventional radar, ADS-B allows pilots and air traffic controllers to "see" and
control aircraft with more precision, and over a far larger percentage of the earth's
surface, than has ever been possible before.
A = Automatic - It's always ON and requires no operator intervention
D = Dependent - It depends on an accurate GNSS signal for position data
S = Surveillance - It provides "Radar-like" surveillance services, much like

RADAR
B = Broadcast - It continuously broadcasts aircraft position and other data to any
aircraft, or ground station equipped to receive ADS-B

3.12.1
OPERATION
Far different from radar, which works by bouncing radio waves from fixed terrestrial
antennas off of airborne targets and then interpreting the reflected signals, ADS-B
uses conventional Global Navigation Satellite System (GNSS) technology and a
relatively simple broadcast communications link as its fundamental components.
Also, unlike radar, ADS-B accuracy does not seriously degrade with range,
atmospheric conditions, or target altitude and update intervals do not depend on the
rotational speed or reliability of mechanical antennas.
The ADS-B capable aircraft uses an ordinary GNSS (GPS, Galileo, etc) receiver to
derive its precise position from the GNSS constellation, then combines that position
with any number of aircraft discretes, such as speed, heading, altitude and flight
number. This information is then simultaneously broadcast to other ADS-B capable
aircraft and to ADS-B ground, or satellite communications transceivers which then
relay the aircraft's position and additional information to Air Traffic Control centers
in real time.

The 978 MHz Universal Access Transceiver ("UAT") variant is also bi-directional
and capable of sending real-time Flight Information Services ("FIS-B"), such as
weather and other data to aircraft. In some areas, conventional non-ADS-B radar
traffic information ("TIS-B"), can also be uplinked as well.
3.12.2
BENEFITS
ADS-B provides many benefits to both pilots and air traffic control that improve
both the safety and efficiency of flight.
TRAFFIC When using an ADS-B In system a pilot is able to view traffic
information about surrounding aircraft. This information includes altitude,

heading, speed, and distance to aircraft.

WEATHER Aircraft equipped with UAT ADS-B In technology will be
able to receive weather reports, and weather radar through flight information
service-broadcast (FIS-B).

FLIGHT INFORMATION Traffic Information Service-Broadcast (TISB, not to be confused with FIS-B) transmits readable flight information such
as TFRs and NOTAMs to aircraft equipped with either UAT or 1090ES.

FIGURE 20: ADS-B WORKING

3.13 FLIGHT INFORMATION DISPLAY SYSTEM

A Flight Information Display system (FIDS) is a computer system used in airports to
display flight information to passengers, in which a computer system controls
mechanical or electronic display boards or TV screens in order to display arrivals

and departures flight information in real-time. The displays are located inside or
around an airport terminal . A virtual version of a FIDS can also be found on most
airport websites and tele text systems. In large airports, there are different sets of
FIDS for each terminal or even each major airline . FID systems are used to assist
passengers during air travel and people who want to pick up passengers after the
flight.
Each line on an FIDS indicates a different flight number accompanied by:

the airline name/logo and/or its IATA or ICAO airline designator

the city of origin or destination, and any intermediate points
the expected arrival or departure time and/or the updated time (reflecting any

delays )
the gate number
the check-in counter numbers or the name of the airline handling the check-in
the status of the flight, such as "Landed", "Delayed", "Boarding", etc.

Due to code sharing, one single flight may be represented by a series of different
flight numbers, thus lines (for example, LH474 and AC9099), although one single
aircraft operates that route at that given time. Lines may be sorted by time, airline
name, or city.

FIGURE 21: FIDS AT JAIPUR AIRPORT

3.14 ATS AUTOMATION SYSTEM

3.14.1

GENERAL SYSTEM DESCRIPTION

One of the main characteristics of the system is its availability, due to the
employment of redundant elements on a distributed scenario, and to the use of
tested and highly reliable commercial equipment. The software architecture of the
system is determined by its modularity and distribution and has been organized
using distributed discrete processes for the different subsystems. At the same time,
the

system

makes

use

of

communication

by

messages,

both

for

intercommunications between tasks and for its synchronicity. In order to assure a

maximum level of maintenance, communications and application tasks have been
isolated. The Operating System used is RED HAT ENTERPRISE LINUX 5. This
system includes all the necessary functionality required in a modern ATC system.
Its main elements are following described:

FIGURE 22: ATS DISPLAY

3.14.2

MAIN COMPONENTS:

FLIGHT DATA PROCESSING (FDP) = It is based on INTEL redundant

computers. It manages the flight plans generated within the System or coming from
external sources, including the Repetitive Flight Plans (RPLs). It confirms all flight
data inputs, calculates the flights progression and keeps all controllers inform by
means of screen displays and flight plan strips printing. The System is designed in
redundant configuration, having an FDP as operative and another one as reserve,
with the possibility to switch them.

SURVEILLANCE DATA PROCESSOR (SDP) = It is based on INTEL

redundant computers. It receives and processes data (primary, secondary and
meteorological) coming from the radar sites. Next, it performs the merge all the
received information to create a coherent airspace picture for controllers (SDD)
presentation. It also performs surveillance tasks (STCA, MTCD) between aircraft
and integrates the radar information and the flight plan information in order to get a
precise tracking. The System is duplicated (operative/reserve) being possible to
switch them. Attempting to the Tower type the system shall provide or not the SDP
servers.

RADAR COMMUNICATIONS PROCESSOR (RDCU ) = It centralizes the

System radar communications to interpret and convert the received radar formats to
join them. The System is composed of two RDCU units working parallel. It is
possible to carry out the received radar data reproduction during an established
period.

3.14.3

CONTROLLING POSITIONS:

SITUATION DATA DISPLAY (SDD) = It receive data processed by FDP. Later on, it
manages all these information for a coherent displaying at the controllers screens (SDD). At

the same time, it displays additional relevant information such as geographic maps,
meteorological data, radar data, and flight plans presentations shown on the controller
screens and it can show additional information like geographical maps, airways,
meteorological data, etc.
FLIGHT DATA DISPLAY (FDD) = It displays information concerning flight plans not
supplying data display of data on air situation. It allows controllers to perform adjustments
on flight plans and other significant data. Its aim is to provide a work environment to the
operational personnel of the Air Traffic Control Centre for flight plans handling. This
environment consists of an HMI computer (screen, mouse and keyboard) connected to the
subsystem that manages Flight Plans so that the entire flight plan related information is
easily reachable by the operator. The FDD Position allows the controller mainly to handle
flight plans during the strategic planning phase. That is, the controller of this position
manages future flight plans (Flight plans received trough AFTN and Repetitive Flight Plans
(RPL)).
CONTROL AND MONITORING DISPLAY (CMD) = The Control and Monitoring
Display Position (CMD) is one of the components of the Tower and Approach Integrated
System. Its main aim is to offer help to technical staff in the Traffic Control Centre,
providing a work environment able to monitor the whole system in an easy but precise way
in real time. For that reason, the position is connected to the other subsystems. Its main
element is a computer with screen, mouse and keyboard. It continuously monitors the whole
system and shows its status in real time. When a components fails or is not working
correctly, an operator can take the appropriate actions on the CMD console. Some system
parameters can be changed trough the CMD to adequate the system configuration to the
actual working conditions, as they can be the VSP parameters or active sectorization.

3.14.4

AUXILIARY EQUIPMENT:

COMMON TIMING FACILITY (CTF) = It receives the GPS time, which is

spread to all the subsystem (via LAN) and all clocks (via Terminals) with NTP
protocol.

DATA RECORDING FACILITIES (DRF) = The Data Recording and Playback

Position (DRF) is one of the elements of the Tower and Approach Integrated Control
System. The main duties of this position are the recording of all relevant data in a
convenient order and their subsequent recognition and playback. The DRFs is a
utility for recording and play backing. The information of SDDs is saved on tapes.
The process is:
a) SDDs record all data in local files. The data are: Events, monitoring, etc.
This data files are sent to the DRFs each hour automatically.
b) When the DRFs receive the files from the SDDs, these ones are recorded on
tapes.
c) The DRFs displays to technical staff all files received from the SDDs on a
screen as well all files save on tapes.
This component records continuously all the data related to the tracks data, flight
plans data, and the controller actions to allow later playback and analysis.
To reproduce information stored in tape it would be enough with:

To gather the necessary files stored in tape. This operation is carried out by

means of an intuitive graphic interface.

The DRF will take charge loading the above mentioned information in the
SDD specified by the technician for his later reproduction.

DATA BASE MANAGEMENT (DBM)= It provides the necessary facilities the

creation and modification of the adaptation databases to supply the system with the
precise knowledge of its geographical environment to achieve the required
efficiency. From this database, all necessary data to define the control centre
characteristics are defined (fixpoints, aerodromes, airways, sectorization, adjacent
control centres, QNH zones, etc.)

NEPTUNO 4000= The Neptuno 4000 is a multi-channel signal recording.

Neptuno 4000 performs the sampling of multiple analogue and/or digital channels,
with variable bandwidth and quality requirements. The sampled signals are stored
digitally, and can be replayed, transmitted, routed or edited.