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INDUSTRIAL TRAINING 
PROJECT REPORT 
AT
ACKNOWLEDGEMENT 
I express my deep gratitude to Ms. Rama Gupta 
,Jt.G.M.(Comm.),Airports Authority of India Jaipur 
Airport for providing me this golden opportunity to 
attend the Industrial/Vocational training. 
My sincere thanks to Sh.Kamlesh Kumar, 
Manager (Elex), our training co-ordinator for 
providing the proper guidance and continuous 
encouragement for making this training successful . 
I am also thankful to all the CNS faculty 
members for their keen interest and at last my 
coordinal thanks to my batch mates and friends for 
their cooperation. 
Dated : / / 2013
TABLE OF CONTENTS 
Name Page No. 
1. Brief Description of Jaipur 03 
2. General Information 05 
3. Brief Description of CNS Department 06 
4. Classification of CNS Facilities 08 
5. Basic Communication system 13 
6. VCCS/Tape recorder/DATIS 18 
7. Frequency bands uses in comm.. 20 
8. AFTN/AMSS 21 
9. Nav-aids DVOR/DME 28 
10. Instrument Landing System (ILS) 32 
11 .Security Equipments 42 
12. Automation system 45 
13. ADS-B 49 
14.Intranet/LAN/WAN 56 
15.Figures
Brief Description of JAIPUR 
Jaipur is the Capital city of Rajasthan and is also called the PINK CITY. 
(Zero mile point). It is well connected with other major cities by Rail/Road 
and air. 
Area: 3, 42,237Sq Km 
Population: 2.6 Million as per 2001 census 
Tourist Places: - 
(i) Amber Palace: 20 Km from Airport, in Red sandstone with 
marble interiors famous for fascinating blend of Rajput and 
Mughal architecture. 
(ii) Hawa Mahal: Palace of wind with latticed Jharokhas 14 Km 
away from Airport. Heart of city, is a fusion of Rajputana and 
Mughal Acrtitecture 
(iii) City Place: Fabulous museum displays possessions of the 
Jaipur Royal family. 
(iv) Jantar Mantar: An Unique open air observatory built by the 
founder of Jaipur- Sawai Jai singh. It is complex instruments 
used for measuring local time ,the altitude of stars, meridian etc. 
(v) Jai Garh :The victory forts-world’s largest cannon Jaivan. 
Perched atop the hill Jaigarh. 
Distance from Railway Station: 12 Km 
Jaipur Runway strip 15/33 with one terminal office and two Hanger was 
constructed by Maharaja Mansingh II in 1932 named as Sanganer 
Airport. Dakota Aircraft was used for domestic and International flight 
from Jaipur to Karachi/Lahore. New Runway with orientation 09/27 of
length 9000 feet has been constructed and de-used Runway 15/33 is 
being used for parking the Aircrafts. The salient features of the New 
Terminal Building (Terminal-2) are: - 
Glass and steel structure with passenger friendly facilities such as: 
(a) Most modern security system 
(b) Centrally air-conditioning system. Passenger Boarding Bridge 
(Aerobridges), 
(c) Two glass aerobridges with visual docking system. 
(d) On Line Baggage conveyer system. 
(e) Escalator and Glass Lifts. 
(f) Large Duty Free Shoe Area. 
(g) Twin-Level connection segregating arrival and Departure area. 
(h) Underground pedestrian link to/from car parking area to 
Concourse. 
(i) Peak Pax-500 (250 Departure, 250 Arrival) 
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. 
All domestic flights are to be operated from new terminal building (T-2) 
and all International flights are to be operated from the existing old 
terminal building (T-1). 
Technical Data of the Airport: 
a) Aerodrome Reference Code: 4D 
b) Elevation: 1263.10 Feet (385 meter) 
c) ARP coordinates: 26°49′26.3″N 075°48′′12.5″E 
d) Main RWY orientation: 27/09 
e) RWY dimension: 2797.05m X 45m
f) Apron dimension 230 m X 196 m 
g) Parking Bays 
GENERAL INFORMATION 
1. Name of Airport : Jaipur Airport, Jaipur 
2. Type of Airport : Civil Aerodrome 
3. Address : OIC, AAI, Jaipur Airport 
Jaipur - 302029 
4. Operational Hours : 24 hours 
5. Name & Designation of : Rama Gupta 
Officer-in-Charge Jt.GM (Com) 
6. Region : Northern Region 
7. RHQ : New Delhi 
8. Nature of Station : Non Tenure 
JAIPUR AIRPORT – VIJP IST=(UTC + 0530) 
Geographical Coordinates (WGS–84) : 26º 49' 26.3” N 
75º 48' 12.5” E 
Aerodrome Reference Code : 4 D 
Aerodrome Reference Point (ARP) Elevation : 384.96 M
BRIEF DESCRIPTION / 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.
Classification of CNS facilities 
Name of the Equipment Make QTY FREQ POWER 
COMMUNICATION EQUIPMNET 
VHF AM Sets 
Transmitters 
OTE 
DT-100 
PARKAIR 
125.25 
126.6 
50W 
Receivers 
OTE 
DR-100 
PARKAIR 
125.25 
126.6 
VHF AM Transreceivers 
PAE 5610 
PAE BT6M 
125.25
DS-Radio 
JORTON 
I-COM 
125.25 
125.25 
125.25 
DVR 
RETIA 
64 
Chnl NA 
64 kbps line 
NA NA 
FIDS 
IDDS 
SOLARI NA NA 
Digital Clock 
Bihar 
Commn. NA NA 
DSCN VIASAT 
LAN/WAN Cisco Tele NA NA 
EPABX 
Coral 
Panasonic 
NA 
NA 
NA 
NA 
VCCS SCHMID NA NA 
Mobile Radio (FM) 
Communication 
(BASE STATION) 
MOTORO 
LA 
161.825 
Mhz 
For 
CISF 
166.525 
Mhz 
For 
AAI 
-- 
10W 
--
VERTEX 
Standard 
Mobile Radio (FM) 
Communication 
(Hand Held Sets) 
MOTORO 
LA 
SIMCO) 
Vertex 
Standard 
KENWOO 
D 
161.825 
Mhz 
166.525 
Mhz 
-- 
-- 
-- 
AUTOMATION INDRA NA NA TYPE B1 
ADS-B 
COMSOFT 1090 
Mhz 
NA 
NAVIGATION EQUIPMENT 
DVOR (JJP) 
THALES 
420 
112.9 
Mhz. 
100W 
HP DME(JJP) 
(Collocated with D-VOR) 
THALES 
Airsys-435 
1100 
1163 
Mhz 
1 KW 
LOCALIZER (IJIP) 
NORMAC- 
7013 
109.9 
Mhz 
15W
GLIDE PATH 
NORMAC- 
7033 
333.8 
Mhz 
5W 
LP DME (IJIP Collocated 
with GP) 
THALES 
Airsys -415 
997 
1060 
Mhz 
100W 
Locator Outer SAC 100 295 Khz 50W 
SECURITY EQUIPMENTS 
X-BIS SYSTEM 
Departure Lounge 
100100V 
Heimann (Ger) 
Security Hold Area 
6040i Heimann (Ger) 
Departure Lounge 
100100V 
Heimann (Ger) 
Security Hold Area 
6040i Heimann (Ger) 
Explosive Trace 
Detectors 
Smith 500 DT 
Smith 
IONSCAN500DT 
(Singapore) 
DFMD 
METOR-200 
CEIA 
CCTV INFINOVA 
PA SYSTEM 
BOSCH
BASIC COMMUNICATION SYSTEM 
1.1 Introduction: Transmitter, Receiver & Channel 
Introduction 
Communication is the process of sending, receiving and processing of 
information by electrical means. It started with wire telegraphy in 1840 
followed by wire telephony and subsequently by radio/wireless 
communication. The introduction of satellites and fiber optics has made 
communication more widespread and effective with an increasing 
emphasis on computer based digital data communication. In Radio 
communication, for transmission information/message are first converted 
into electrical signals then modulated with a carrier signal of high 
frequency, amplified up to a required level, converted into 
electromagnetic waves and radiated in the space, with the help of 
antenna. For reception these electromagnetic waves received by the 
antenna, converted into electrical signals, amplified, detected and 
reproduced in the original form of information/message with the help of 
speaker. 
Transmitter 
Unless the message arriving from the information source is electrical in 
nature, it will be unsuitable for immediate transmission. Even then, a lot 
of work must be done to make such a message suitable. This may be 
demonstrated in single-sideband modulation, where it is necessary to 
convert the incoming sound signals into electrical variations, to restrict 
the range of the audio frequencies and then to compress their amplitude 
range. All this is done before any modulation. In wire telephony no 
processing may be required, but in long-distance communications, 
transmitter is required to process, and possibly encode, the incoming 
information so as to make it suitable for transmission and subsequent 
reception.
Eventually, in a transmitter, the information modulates the carrier, i.e., is 
superimposed on a high-frequency sine wave. The actual method of 
modulation varies from one system to another. Modulation may be high 
level or low level, (in VHF we use low level modulation) and the system 
itself may be amplitude modulation, frequency modulation, pulse 
modulation or any variation or combination of these, depending on the 
requirements. Figure 1.1 shows a low-level amplitude-modulated 
transmitter type. 
Antenna 
CRYSTAL 
OSC & AMP 
AUDIO IN 
Figure 1.1 Block diagram of typical radio transmitter 
Channel 
MODULATOR 
& DRIVER PA 
RF OUTPUT 
POWER AMP 
AUDIO 
AMPLIFIER 
The acoustic channel (i.e., shouting!) is not used for long-distance 
communications and neither was the visual channel until the advent of 
the laser. "Communications," in this context, will be restricted to radio, 
wire and fiber optic channels. Also, it should be noted that the term 
channel is often used to refer to the frequency range allocated to a
particular service or transmission, such as a television channel (the 
allowable carrier bandwidth with modulation). 
It is inevitable that the signal will deteriorate during the process of 
transmission and reception as a result of some distortion in the system, 
or because of the introduction of noise, which is unwanted energy, 
usually of random character, present in a transmission system, due to a 
variety of causes. Since noise will be received together with the signal, 
it places a limitation on the transmission system as a whole. When 
noise is severe, it may mask a given signal so much that the signal 
becomes unintelligible and therefore useless. Noise may interfere with 
signal at any point in a communications system, but it will have its 
greatest effect when the signal is weakest. This means that noise in the 
channel or at the input to the receiver is the most noticeable. 
Receiver 
There are a great variety of receivers in communications systems, 
since the exact form of a particular receiver is influenced by a great 
many requirements. Among the more important requirements are the 
modulation system used, the operating frequency and its range and the 
type of display required, which in turn depends on the destination of the 
intelligence received. Most receivers do conform broadly to the super 
heterodyne type, as does the simple receiver whose block diagram is 
shown in Figure 1.2. 
Antenna 
Speaker 
Mixer 
RF Stage 
Intermediate 
Frequency 
Amplifier 
Demodulator 
Audio Voltage 
and Power 
amplifiers 
Local 
Oscillator 
Figure 1.2 Block diagram of AM super heterodyne receiver
Receivers run the whole range of complexity from a very simple crystal re-ceiver, 
with headphones, to a far more complex radar receiver, with its 
involved antenna arrangements and visual display system, which will be 
expanded upon in Chapter 6. Whatever the receiver, it’s most important 
function is demodulation (and sometimes also decoding). Both these processes 
are the reverse of the corresponding transmitter modulation processes. 
As stated initially, the purpose of a receiver and the form of its output 
influence its construction as much as the type of modulation system 
used. The output of a receiver may be fed to a loudspeaker, video 
display unit, teletypewriter, various radar displays, television picture 
tube, pen recorder or computer: In each instance different arrangements 
must be made, each affecting the receiver design. Note that the 
transmitter and receiver must be in agreement with the modulation and 
coding methods used (and also timing or synchronization in some 
systems). 
Transmitter (or equipment) modulation. 
Transmitter modulation is one in which, the carrier and total sideband 
components are combined in a fixed phase relationship in the equipment 
(say transmitter) and the combined wave follow a common RF path from 
the transmitting antenna through space to the receiver ensuring no 
introduction of phase difference between the carrier and the TSB on its 
way. It is obvious that the mixing (multiplication) of the carrier and the 
modulating signal has to be taken place to produce the TSB within the 
equipment only, before combining (adding) it with carrier within or 
outside the equipment. 
Space Modulation 
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. 
VOICE COMMUNICATION CONTROL SYSTEM 
INTRODUCTION AND NEED OF VCCS AT AIRPORTS 
The Voice Communication Control System (VCCS) is a Voice 
Switch and Control System for networking an airport VHF 
communication system. It is an electronic switching system, 
which controls the complex flow of speech data between air 
traffic controllers on ground and aircraft. The system has been 
designed using Complementary Metal Oxide Semiconductor 
(CMOS) digital circuits and is very easy to operate. 
The VCCS is based on a modular architecture. The heart of the 
system is a Central Switching Unit (CSU) in which the data 
inputs from various controller workstations are separately 
processed. The controller workstation installed at the ATS units 
works as a command centre from which the air traffic controller 
operates the VHF RT. Each Controller Workstation is assisted 
by a Radio Telephony Display Console, Audio Interface and 
Headset Interface Units. A multibus data link connects the CSU 
with each controller workstation.
INTRODUCTION TO TAPE RECORDING 
PURPOSE OF TAPE RECORDER 
The purpose of tape recorder is to store the Sound by recording 
of sound either by Disc Recording, Film Recording or Magnetic 
Recording. In our Department, we are using Magnetic 
Recording to record the communications/speech between Air 
(Aircraft) to Ground, Ground to Ground, telephones, Intercom’s 
etc. For any miss happening or any other reason, the 
conversations of past period can be checked to find out the root 
cause so that in future such types of mistakes can be avoided. 
DIGITAL AIRPORT TERMINAL INFORMATION SYSTEM (DATIS) 
Introduction 
Digital Airport Terminal Information System (DATIS) is an 
intelligent announcing system used for Automatic Terminal 
Information Service (ATIS) – for the automatic provision of 
current, routine information (weather, runway used etc.) to 
arriving and departing aircraft throughout 24 hrs or a specific 
portion thereof. The System is Completely solid-state, 
without any moving parts. The design is based around 
advanced digital techniques viz., PCM digitization, high 
density Dynamic RAM Storage and microprocessor control. 
This ensures reproduction of recorded speech with high 
quality and reliability. Storage capacity normally supplied is 
for 4 minutes Announcement, and as the system design is 
modular, it can be increased by simply adding extra memory. 
The system is configured with fully duplicated modules, 
automatic switch-over mechanism and Uninterrupted Power 
Supply to ensure Continuous System availability.
Frequency band and its uses in communications 
Table 1.1 Radio Waves ClassificatioN 
Band Name Frequency Band 
Ultra Low Frequency (ULF) 3Hz - 30 Hz 
Very Low Frequency (VLF) 3 kHz - 30 kHz 
Low Frequency (LF) 30 kHz - 300 kHz 
Medium Frequency (MF) 300 kHz - 3 MHz 
High Frequency (HF) 3 MHz - 30 MHz 
Very High Frequency (VHF) 30 MHz - 300 MHz 
Ultra High Frequency (UHF) 300 MHz -3 GHz 
Super High Frequency (SHF) 3 GHz - 30 GHz 
Extra High Frequency (EHF) 30 GHz - 300 GHz 
Infrared Frequency 3 THz- 30 THz 
Frequencies band uses in communication 
NAME OF 
THE 
EQUIPMENT 
FREQUENCY 
BAND 
USES 
NDB 200 – 450 KHz Locator, Homing & En-route 
HF 3 – 30 MHz Ground to Ground/Air Com. 
Localizer 108 – 112 MHz Instrument Landing System 
VOR 108 – 117.975 MHz Terminal, Homing & En-route 
VHF 117.975 – 137 MHz Ground to Air Comm. 
Glide Path 328 – 336 MHz Instrument Landing System
DME 960 – 1215 MHz Measurement of Distance 
UHF LINK 0.3 – 2.7 GHz Remote Control, Monitoring 
RADAR 0.3 – 12 GHz Surveillance 
AFTN SWITCHING SYSTEM & COMMUNICATION 
INTRODUCTION 
In AFTN, information is exchanged between many stations. The 
simplest form of communication is point-to-point type, where 
information is transmitted from a source to sink through a medium. 
The source is where information is generated and includes all 
functions necessary to translate the information into an agreed 
code, format and procedure. The medium could be a pair of wires, 
radio systems etc. is responsible for transferring the information. 
The sink is defined as the recipient of information; it includes all 
necessary elements to decode the signals back into information. 
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 line-switching 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 SYSTEM 
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.
A packet could be compared to an envelope into which data are 
placed. The envelope contains the destination address and other 
control information. Long messages are being cut into small 
chunks and transmitted as packets. At the destination the network 
device stores, reassembles the incoming packets and decodes the 
signals back into information by designated protocol. It can handle 
high-density traffic. Messages are protected until delivered. No 
direct connection required between source and sink. Single port 
handles multiple circuits access simultaneously and can 
communicate with high speed. 
AERONAUTICAL TELECOMMUNICATION NETWORK 
(ATN) 
The basic objective of CNS/ATM is ‘Accommodation of the users preferred 
flight trajectories’. This requires the introduction of automation and adequate 
CNS tools to provide ATS with continuous information on aircraft position and 
intent . In the new CNS/ATM system, communications with aircraft for both 
voice and data (except for polar region) will be by direct aircraft to satellite 
link and then to air traffic control (ATC) centre via a satellite ground earth 
station and ground-ground communication network . voice communication 
(HF) will be maintained during the transition period and over polar region until 
such time satellite communication is available. In terminal areas and in some 
high density airspaces VHF and SSR mode S will be used. 
The introduction of data communication enables fast exchange of 
information between all parties connected to a single network. The 
increasing use of data communications between aircraft and the various
ground systems require a communication system that gives users close 
control over the routing of data, and enables different computer systems 
to communicate with each other without human intervention. 
In computer data networking terminology, the infrastructure required to 
support the interconnection of automated systems is referred to as an 
Internet. Simply stated, an Internet comprises the interconnection of 
computers through sub-networks, using gateways or routers. The inter-networking 
infrastructure for this global network is the Aeronautical 
Telecommunication Network (ATN). 
The collection of interconnected aeronautical end-system(ES), 
intermediate-system(IS) and sub-network (SN) elements administered 
by International Authorities of aeronautical data-communication is 
denoted the Aeronautical Telecommunication Network (ATN). 
The ATN will provide for the interchange of digital between a wide 
variety of end-system applications supporting end-users such as Aircraft 
operation, Air traffic controllers and Aeronautical information specialists. 
The ATN based on the International organization for standardization 
(ISO). Open system interconnection (OSI) reference model allows for the 
inter- operation of dissimilar Air-Ground and ground to ground sub-networks 
as a single internet environment. 
End-system attached to ATN Sub-network and communicates with End 
system with other sub-networks by using ATN Routes. ATN Routes can 
be either mobile (Aircraft based) or fixed (Ground based). 
The router selects the logical path across a set of ATN sub-networks that 
can exists between any two end systems. This path selection process 
uses the network level addressing quality of service and security 
parameters provided by the initiating en system. Thus the initiating end
system does not need to know the particular topology or availability of 
specific sub-networks. The ATN architecture is shown in the figure. 
Present day Aeronautical communication is supported by a number of 
organizations using various net working technologies. The most eminent 
need is the capability to communicate across heterogeneous sub-networks 
both internal and external to administrative boundaries. The 
ATN can use private and public sub-net works spanning organizational 
and International boundaries to support aeronautical applications. The 
ATN will support a data transport service between end-users which is 
independent of the protocols and the addressing scheme internal to any 
one participating sub-networks. Data transfer through an Aeronautical 
internet will be supported by three types of data communication sub-networks. 
a. The ground network – AFTN,ADNS,SITA Network 
b. The Air-ground network – Satellite, Gate-link, HF, VHF, SSR 
Modes 
c. The Airborne network – the Airborne Data Bus, Communication 
management unit. 
THE GROUND NETWORK 
It is formed by the Aeronautical Fixed telecommunication network 
(AFTN), common ICAO data interchange network (CIDIN) and Airline 
industry private networks
THE AIR-GROUND NETWORK 
The Air-Ground sub networks of VHF, Satellite, Mode S, gate link, (and possibly 
HF) will provide linkage between Aircraft-based and ground-based routers 
(intermediate system). 
THE AIRBORNE NETWORK 
It consists of Communication Management Unit (CMU) and the Aeronautical 
radio incorporation data buses (ARINC). Interconnectivity to and inter 
operability with the Public data Network (PDN) will be achieved using gate-ways 
to route information outside the Aeronautical environment. 
ADNS (AIRNC DATA NETWORK SERVICE) 
The backbone of the ARINC communication services s the ARINC Data Network 
Service. The network provides a communication interface between airlines, 
AFTN, Air-route Traffic Control Centres ( ARTCC) and weather services. ADNS is 
also used to transport air ground data link messages and aircraft 
communication addressing and reporting system (ACARS). 
SITA NETWORK 
SITA’s worldwide telecommunication network is composed of switching 
centers interconnected by medium to high speed lines including international 
circuits. The consolidated transmission capacity exceeds 20 Mbps and the 
switching capacity exceeds 150 million data transactions and messages daily. 
THE AIR_GROUND COMMUNICATION SYSTEM 
The available/planned air-ground communication systems are-a. 
Satellite
b. Gate link 
c. HF radio 
d. SSR Mode S 
e. VHF 
NAVIGATIONAL AIDS 
VHF Omni Range (V.O.R) 
VOR, short for VHF Omni-directional Range, is a type of radio 
navigation system for aircraft. VORs broadcast a VHF radio signal 
encoding both the identity of the station and the angle to it, telling 
the pilot in what direction he lies from the VOR station, referred to 
as the radial. Comparing two such measures on a chart allows for 
a fix. In many cases the VOR stations also provide distance 
measurement allowing for a one-station fix. 
It operates in the VHF band of 112-118 MHz, used as a medium to 
short range Radio Navigational aid. It works on the principle of 
phase comparison of two 30 Hz signals i.e. an aircraft provided 
with appropriate Rx, can obtain its radial position from the range 
station by comparing the phases of the two 30 Hz sinusoidal 
signals obtained from the V.O.R radiation. Any fixed phase 
difference defines a Radial/Track (an outward vector from the
ground station into space). V.O.R. provides an infinite number of 
radials/Tracks to the aircrafts against the four provided by a LF/MF 
radio range. 
PURPOSES AND USE OF VOR: 
1. 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. 
2. In addition to this, 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. 
3. 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. With the help of the AUTO PILOT aircraft can be guided 
to approach the airport for landing. 
4. VOR located enroute would be useful for air traffic 'to maintain 
their PDRS (PRE DETERMINED ROUTES) and are also used as 
reporting points. 
5. 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. 
They would be of immense help to the aircraft for holding overhead 
and also to the ATCO for handling the traffic conveniently. 
DISTANCE MEASURING EQUIPMENT(DME) 
As early as 1946 many organisations in the West took an active 
part in the development of DME system. The Combined Research 
Group (CRG) at the Naval Research Laboratory (NRL) designed 
the first experimental L band DME in 1946. 
The L band, between 960 MHz and 1215 MHz was chosen for 
DME operation mainly because: 
a. Nearly all other lower frequency bands were occupied. 
b. Better frequency stability compared to the next higher 
frequencies in the Microwave band.
c. Less reflection and attenuation than that experienced in the 
higher 
Frequencies in the microwave band. 
d. More uniform omni directional radiation pattern for a given 
antenna height than that possible at higher frequencies in the 
microwave band. 
PURPOSES AND USE OF DME 
PURPOSE OF DME INSTALLATION 
Distance Measuring Equipment is a vital navigational Aid, which 
provides a pilot with visual information regarding his position 
(distance) relative to the ground based DME station. The facility 
even though possible to locate independently, normally it is 
collocated with either VOR or ILS. The DME can be used with 
terminal VOR and holding VOR also. DME can be used with the 
ILS in an Airport; normally it is collocated with the Glide path 
component of ILS. 
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). 
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 (less than 20 degrees) between the approach 
path and the direction to the DME at the points where the distance 
information is required. 
c. The use of DME as an alternative to the middle marker 
beacon assumes a DME system accuracy of 0.37 km (0.2 
NM) or better and a resolution of the airborne indication such 
as to allow this accuracy to be attained. 
The main purposes of DME installations are summarised as 
follows: 
 For operational reasons 
 As a complement to a VOR to provide more precise 
navigation service in localities where there is: 
o High air traffic density 
o Proximity of routes 
 As an alternative to marker beacons with an ILS. 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. 
 As a component of the MLS
The important applications of DME are: 
 Provide continuous navigation fix (in conjunction with VOR); 
 Permit the use of multiple routes on common system of 
airways to resolve traffic; 
 Permit distance separation instead of time separation 
between aircraft occupying the same altitude facilitating 
reduced separation thereby increasing the aircraft handling 
capacity; 
 Expedite the radar identification of aircraft; and 
INSTRUMENT LANDING SYSTEM 
Purpose and use of ILS: 
The Instrument Landing System (ILS) provides a means for safe landing of 
aircraft at airports under conditions of low ceilings and limited visibility. 
The use of the system materially reduces interruptions of service at 
airports resulting from bad weather by allowing operations to continue at 
lower weather minimums. The ILS also increases the traffic handling 
capacity of the airport under all weather conditions. 
The function of an ILS is to provide the PILOT or AUTOPILOT of a landing 
aircraft with the guidance to and along the surface of the runway. This 
guidance must be of very high integrity to ensure that each landing has a very 
high probability of success. 
COMPONENTS OF ILS: 
The basic philosophy of ILS is that ground installations, located in the 
vicinity of the runway, transmit coded signals in such a manner that pilot is
given information indicating position of the aircraft with respect to correct 
approach path. 
To provide correct approach path information to the pilot, three different 
signals are required to be transmitted. The first signal gives the 
information to the pilot indicating the aircraft's position relative to the 
center line of the runway. The second signal gives the information 
indicating the aircraft's position relative to the required angle of descent, 
where as the third signal provides distance information from some 
specified point. 
These three parameters which are essential for a safe landing are Azimuth 
Approach Guidance, Elevation Approach Guidance and Range from the 
touch down point. These are provided to the pilot by the three 
components of the ILS namely Localizer, Glide Path and Marker Beacons 
respectively. At some airports, the Marker Beacons are replaced by a 
Distance Measuring Equipment (DME). 
This information is summarized in the following table. 
ILS Parameter ILS Component 
a. Azimuth Approach Guidance Provided by Localizer 
b. Elevation Approach 
Guidance 
Provided by Glide Path 
c. Fixed Distances from 
Threshold 
Provided by Marker Beacons 
d. Range from touch down 
point 
Provided by DME
Localizer unit: 
The localizer unit consists of an equipment building, the transmitter 
equipment, a platform, the antennas, and field detectors. The antennas 
will be located about 1,000 feet from the stop end of the runway and 
the building about 300 feet to the side. The detectors are mounted on 
posts a short distance from the antennas. 
Glide Path Unit : 
The Glide Path unit is made up of a building, the transmitter equipment, 
the radiating antennas and monitor antennas mounted on towers. The 
antennas and the building are located about 300 feet to one side of the 
runway center line at a distance of approximately 1,000 feet from the 
approach end of the runway.
Figure 2. shows the typical locations of ILS components
Marker Units : 
Three Marker Units are provided. Each marker unit consists of a 
building, transmitter and directional antenna array. The system will be 
located near the runway center line, extended. The transmitters are 75 
MHz, low power units with keyed tone modulation. The units are 
controlled via lines from the tower. 
The outer marker will be located between 4 and 7 miles in front of th e 
approach end of the runway, so the pattern crosses the glide angle at 
the intercept altitude. The modulation will be 400 Hz keyed at 2 dashes 
per second. 
The middle marker will be located about 3500 feet from the approach 
end of the runway, so the pattern intersects the glide angle at 200 feet. 
The modulation will be a 1300 Hz tone keyed by continuous dot, dash 
pattern. 
Some ILS runways have an inner marker located about 1.000 feet from 
the approach end of the runway, so the pattern intersects the glide 
angle at 100 feet. The transmitter is modulated by a tone of 3000 Hz 
keyed by continuous dots. 
Distance Measuring Equipment (DME): 
Where the provision of Marker Beacons is impracticable, a DME can be 
installed co-located with the Glide Path facility. 
The ILS should be supplemented by sources of guidance information which will 
provide effective guidance to the desired course. Locator Beacons, which are 
essentially low power NDBs, installed at Outer Marker and Middle Marker 
locations will serve this purpose.
Aircraft ILS Component : 
The Azimuth and Elevation guidance are provided by the Localizer and Glide 
Path respectively to the pilot continuously by an on-board meter called the 
Cross Deviation Indicator (CDI).Range information is provided continuously in 
the form of digital readout if DME is used with ILS. However range information 
is not presented continuously if Marker Beacons are used. In this condition 
aural and visual indications of specific distances when the aircraft is overhead 
the marker beacons are provided by means of audio coded signals and lighting 
of appropriate colored lamps in the cockpit. 
FUNCTIONS OF ILS COMPONENTS : 
A brief description of each of the ILS components is given in this section. 
Function of Localizer unit : 
The function of the Localizer unit is to provide, within its coverage 
limits, a vertical plane –o f c o u r s e a l i g n ed with the extended 
center-line of the runway for azimuth guidance to landing aircraft. In 
addition, it shall provide information to landing aircraft as to whether 
the aircraft is offset towards the left or right side of this plane so as 
to enable the pilot to align with the course. 
Function of Glide Path unit : 
The function of the Glide Path unit is to provide, within its coverage limits, an 
inclined plane aligned with the glide path of the runway for providing elevation 
guidance to landing aircraft. In addition, it shall provide information to landing 
aircraft as to whether the aircraft is offset above or below this plane so as to 
enable the pilot to align with the glide path.
Function of marker Beacon / DME : 
The function of the marker beacons,/DME is to provide distance information 
from the touch down point to a landing aircraft. 
The marker beacons, installed at fixed distances from the runway threshold, 
provide specific distance information whenever a landing aircraft is passing 
over any of these beacons so that the pilot can check his altitude and correct it if 
necessary. 
The DME, installed co-located with the Glide Path unit, will provide a continuous 
distance information from the touch down point to landing aircraft. 
Function of Locators: 
The function of locators, installed co-located with the marker beacons, is to 
guide aircraft coming for landing to begin an ILS approach. 
Different models used in AAI: 
Different models of ILS used in AAI are as follows: 
1. GCEL ILS :In this ILS mechanical modulator is used and both the 
near field monitoring system is utilized. 
2. NORMARC ILS :In this system advance technology is used and for 
monitoring purpose along with near field monitoring integral 
monitoring has been utilized .Now a days 2 models viz. NM 
3000 series and NM 7000 series are mostly used in AAI.
3. ASI ILS : In Mumbai and Delhi airport these ILS are used under 
modernization programme. One of the ILS model at Delhi is a 
CAT III ILS.
GENERAL CONCEPTS 
ON 
SECURITY EQUIPMENTS 
& 
PUBLIC ADDRESS SYSTEM
MULTI ENERGY MACHINES 
The machine used in airports usually is based on a dual-energy X-ray system. 
This system has a single X-ray source sending out X-rays, typically in the range 
of 140 to 160 kilovolt peak (KVP). KVP refers to the amount of penetration an 
X-ray makes. The higher the KVP, the further the X-ray penetrates. 
After the X-rays pass through the item, they are picked up by a detector. This 
detector then passes the X-rays on to a filter, which blocks out the lower-energy 
X-rays. The remaining high-energy X-rays hit a second detector. A 
computer circuit compares the pick-ups of the two detectors to better 
represent low-energy objects, such as most organic materials. 
Since different materials absorb X-rays at different levels, the image on the 
monitor lets the machine operator see distinct items inside your bag. Items are 
typically colored on the display monitor, based on the range of energy that 
passes through the object, to represent one of three main categories: 
1. Organic 2. Inorganic 3. Metal 
While the colours used to signify "inorganic" and "metal" may vary between 
manufacturers, all X-ray systems use shades of orange to represent "organic." 
This is because most explosives are organic. Machine operators are trained to 
look for suspicious items -- and not just obviously suspicious items like guns or 
knives, but also anything that could be a component of an improvised 
explosive device (IED). Since there is no such thing as a commercially available 
bomb, IEDs are the way most terrorists and hijackers gain control. An IED can 
be made in an astounding variety of ways, from basic pipe bombs to 
sophisticated, electronically-controlled component bombs. 
While the colours used to signify "inorganic" and "metal" may vary between 
manufacturers, all X-ray systems use shades of orange to represent "organic." 
This is because most explosives are organic. Machine operators are trained to 
look for suspicious items -- and not just o also anything that could be a 
component of an improvised explosive device (IED). Since there is no such 
thing as a commercially available bomb, IEDs are the way most terrorists and 
hijackers gain control. An IED can be made in an astounding variety of ways,
from basic pipe bombs to sophisticated, electronically-controlled component 
bombs. 
While the colors used to signify "inorganic" and "metal" may vary between 
manufacturers, all X-ray systems use shades of orange to represent "organic." 
This is because most explosives are organic. Machine operators are trained to 
look for suspicious items -- and not just obviously suspicious items like guns or 
knives, but also anything that could be a component of an improvised explosive 
device (IED). Since there is no such thing as a commercially available bomb, 
IEDs are the way most terrorists and hijackers gain control. An IED can be 
made in an astounding variety of ways, from basic pipe bombs to sophisticated, 
electronically-controlled component bombs. 
WORKING PRINCIPLE 
Nature of X-rays 
X-rays are electromagnetic waves whose wavelengths 
range from about (0.1 to 100)x 10-10 m. They are produced when 
rapidly moving electrons strike a solid target and their kinetic energy 
is converted into radiation. The wavelength of the emitted radiation 
depends on the energy of the electrons. 
Production of X-Rays 
There are two principal mechanisms by which x-rays are 
produced. The first mechanism involves the rapid deceleration of a 
high-speed electron as it enters the electrical field of a nucleus. 
During this process the electron is deflected and emits a photon of x-radiation. 
This type of x-ray is often referred to as bremsstrahlung or 
"braking radiation". For a given source of electrons, a continuous 
spectrum of bremsstrahlung will be produced up to the maximum 
energy of the electrons. 
The second mechanism by which x-rays are produced is through 
transitions of electrons between atomic orbits. Such transitions 
involve the movement of electrons from outer orbits to vacancies
within inner orbits. In making such transitions, electrons emit 
photons of x-radiation with discrete energies given by the differences 
in energy states at the beginning and the end of the transition. 
Because such x-rays are distinctive for the particular element and 
transition, they are called characteristic x-rays. 
Both of these basic mechanisms are involved in the production of x-rays 
in an x-ray tube. Figure 1 is a schematic diagram of a standard x-ray 
tube. A tungsten filament is heated to 20000C to emit electrons. 
A very high voltage is placed across the electrodes in the two ends of 
the tube and the tube is evacuated to a low pressure, about 1/1 000 
mm of mercury. These electrons are accelerated in an electric field 
toward a target, which could be tungsten also (or more likely copper 
or molybdenum for analytical systems). The interaction of electrons 
in the target results in the emission of a continuous bremsstrahlung 
spectrum along with characteristic x-rays from the particular target 
material. Unlike diagnostic x-ray equipment, which primarily utilize 
the bremsstrahlung x-rays, analytical x-ray systems make use of the 
characteristic x-rays. 
INTRODUCTION TO AIRPORT METAL DETECTORS 
Old metal detectors worked on energy absorption principle used two coils as 
search coils, these were forming two loops of a blocking oscillator. When any 
person carrying a metallic object or a weapon stepped through the door carrying 
coils, some energy was absorbed and the equilibrium of the blocking oscillator 
got disrupted. This change was converted into audio and visual indications. Size 
and weight of the metallic object was determined by proper sensitivity settings.
The hand held metal detectors used the same technique. These type of metal 
detectors carried various shortcomings and they have been superseded by new 
generation multi zone equipments working on PI technology 
TYPES- The metal detectors, used in aviation sector are generally of two types. 
1. HAND HELD METAL DETECTORS 
2. DOOR FRAME METAL DETECTORS 
HAND HELD METAL DETECTOR 
(HHMD) 
1.MELU 5087 M28 
Electronics unit 
2.METOR coil set 
3. 8.Button M28 
4.Carring strap 
5.Button slide 
6. Battery/ charger cable 
7.Clamping screw 
8.Frame M28 
9.Button extender hose 
10 Cover M28 
11. Battery cover
4 Detailed block diagram description 
OPERATION 
The coil is part of the oscillating circuit which operation frequency is 23.5 
kHz. When a metal object is inside the sensing area of the coil, it will 
effect to amplitude of the oscillating signal. After a while the integrating 
control will set the amplitude a constant value. 
Output of oscillator is rectified and it is connected through the filter 
section to comparator. When the signal is lower than the adjusted 
reference level (sensitivity setting) comparator generates alarm signal. 
It activates the alarm oscillator and the audible alarm / the red alarm 
light. 
Battery voltage is controlled with a low voltage circuit and constant 
alarm is activated when the battery voltage is under 7V.
The connector in the rear of the unit operates as headphone and 
charger connections. The charger idle voltage is between 14 and 24 
VDC. During charging operation the green light is plinking and with full 
battery it lights constantly. If headphone is connected, audible alarm is 
not operational. 
DOOR FRAME METAL DETECTORS 
Almost all airport metal detectors are based on pulse induction (PI). Typical PI 
systems use a coil of wire on one side of the arch as the transmitter and receiver. 
This technology sends powerful, short bursts (pulses) of current through the coil 
of wire. Each pulse generates a brief magnetic field. When the pulse ends, the 
magnetic field reverses polarity and collapses very suddenly, resulting in a 
sharp electrical spike. This spike lasts a few microseconds (millionths of a 
second) and causes another current to run through the coil. This subsequent 
current is called the reflected pulse and lasts only about 30 microseconds. 
Another pulse is then sent and the process repeats. A typical PI-based metal 
detector sends about 100 pulses per second, but the number can vary greatly 
based on the manufacturer and model, ranging from about 25 pulses per second 
to over 1,000 If a metal object passes through the metal detector, the pulse 
creates an opposite magnetic field in the object. When the pulse's magnetic field 
collapses, causing the reflected pulse, the magnetic field of the object makes it 
take longer for the reflected pulse to completely disappear. This process works 
something like echoes: If you yell in a room with only a few hard surfaces, you 
probably hear only a very brief echo, or you may not hear one at all. But if you 
yell into a room with a lot of hard surfaces, the echo lasts longer. In a PI metal 
detector, the magnetic fields from target objects add their "echo" to the reflected 
pulse, making it last a fraction longer than it would without them. 
A sampling circuit in the metal detector is set to monitor the length of the 
reflected pulse. By comparing it to the expected length, the circuit can 
determine if another magnetic field has caused the reflected pulse to take longer 
to decay. If the decay of the reflected pulse takes more than a few microseconds 
longer than normal, there is probably a metal object interfering with it. 
The sampling circuit sends the tiny, weak signals that it monitors to a device 
call an integrator. The integrator reads the signals from the sampling circuit, 
amplifying and converting them to direct current (DC).The DC's voltage is 
connected to an audio circuit, where it is changed into a tone that the metal 
detector uses to indicate that a target object has been found. If an item is found, 
you are asked to remove any metal objects from your person and step through 
again. If the metal detector continues to indicate the presence of metal, the 
attendant uses a handheld detector, based on the same PI technology, to isolate 
the cause.
Many of the newer metal detectors on the market are multi-zone. This means 
that they have multiple transmit and receive coils, each one at a different height. 
Basically, it's like having several metal detectors in a single unit. 
METOR 200 (PRINCIPLE OF OPERATION) 
The transmitter coils generate a pulsed magnetic field around them. Metal 
objects taken through the detector generate a secondary magnetic field, which 
is converted into a voltage level by the receiver coils. Metor 200 consists of 
eight separate overlapping transmitter and receiver coil pairs. The signal 
received from each receiver coil are processed individually thus the transmitter 
and receiver coil pairs form eight individual metal detectors. The operation is 
based on electromagnetic pulsed field technology as below in addition to the 
above explanation. 
 Transmitter pulses cause decaying eddy currents in metal objects inside 
the sensing area of the WTMD 
 The signal induced to the receiver by the eddy currents is sampled and 
processed in the electronics unit. 
 Moving metal objects are detected when the signal exceeds the alarm 
threshold. 
METOR 200 
Eight overlapping detection zones
METOR 200 is a multi-channel metal detector with eight overlapping detection 
zones. The zones create a sequential pulsating magnetic field within the 
detection area of the WTMD. 
With overlapping construction, sensitivity differences are minimised when 
metal objects of different shape pass through the WTMD in various orientations 
Metal objects at different heights are detected separately by the individual 
detection zones producing superior discrimination. 
Advanced microprocessor technology is used for digital signal processing and 
internal controls. This provides reliable functioning of the metal detector, 
versatile features and user friendly operations. 
The electronics unit processes the signals received from the receiver coils. It 
indicates the result of the signal processing through an alphanumerical display, 
alarm LEDs and Buzzer. The zone display unit, which is mounted on transmitter 
coil panel, points out the position where a weapon was taken through the gate. 
The user controls the functions of the metal detector with a remote control 
unit. It sends to the electronics unit an IR signal corresponding to the pressed 
keyboard code. 
The traffic counter counts the number of persons walking through the gate 
and the amount of alarms generated.
ATS AUTOMATION SYSTEM 
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: 
The integration of all its subsystems is performed via: 
 Local Area Network (LAN). A redundant five (5) category with a 1- 
Gigabyte bandwidth capacity LAN is used and, therefore, future updates 
of the system can be easily implemented making use of standard 
communication protocols. 
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. 
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. 
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 
playbacking. The information of SDDs is saved on tapes. 
The process is: 
1. SDDs record all data in local files. The data are: Events, monitoring, 
etc. This data files are sent to the DRFs each hour automatically. 
2. When the DRFs receive the files from the SDDs, these ones are 
recorded on tapes. 
3. The DRFs displays to technical staff all files received from the SDDs on 
a screen as well all files save on tapes. 
Also, the DRFs allow monitoring the tapes states, the recorder files, used 
capacity 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: 
1st: To gather the necessary files stored in tape. This operation is carried 
out by means of an intuitive graphic interface. 
2nd: 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.) 
 Multichannel Signal Recorder / 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. 
ADS-B 
 Definition 
A means by which aircraft, aerodrome vehicles and otherobjects can 
automatically transmit and /or receive data such as 
identification,position and additional data , as appropriate, in a 
broadcast mode via datalink. 
 Theory Of Operation 
The ADS-B system enables the automatic broadcast of an aircraft’s 
identity,position, altitude, speed, and other parameters at half-second 
intervals usinginputs such as a barometric encoder and GNSS equipment 
The result is afunctionality similar to SSR. Under ADS-B, a target 
periodically broadcasts itsown state vector and other information
without knowing what other entitiesmight be receiving it, and without 
expectation of an acknowledgment or reply.ADS-B aircraft transmissions 
received by a network of ground stations canprovide surveillance over a 
wider area. Referred to as ADS-B OUT, this providesATC with the ability 
to accurately track participating aircraft. 
ADS-B is automatic because no external stimulus is required; it 
isdependent because it relies on on-board position sources and on-boardbroadcast 
transmission systems to provide surveillance 
information to otherparties. Finally, the data is broadcast, the 
originating source has no knowledgeof who receives and uses the data 
and there is no two-way contract orinterrogation.
Categories of Networks 
Today when we speak of networks, we are generally referring to three primary categories: 
local area networks, metropolitan area networks, and wide area networks. In which category 
a network falls is determined by its size. its ownership, the distance it covers, and its 
physical architecture (see Figure below). 
Figure: Categories of network 
Local Area Network (LAN) 
A local area network (LAN) is usually privately owned and links the devices in a single office, 
building, or campus (see Figure below). 
Depending on the needs of an organization and the type of technology used, a LAN can be 
as simple as two PCs and a printer in someone's home office; or it can extend throughout a 
company and include audio and video peripherals. Currently, LAN size is limited to a few 
kilometers.
LANs are designed to allow resources to be shared between personal computers or 
workstations. The resources to be shared can include hardware (e.g., a printer), software 
(e.g., an application program), or data. One of the computers may be given a large capacity 
disk drive and may become a server to the other clients. Software can be stored on this 
central server and used as needed by the whole group. In this example, the size of the LAN 
may be determined by licensing restrictions on the number of users per copy of software, or 
by restrictions on the number of users licensed to access the operating system. 
In addition to size, LANs are distinguished from other types of networks by their 
transmission media and topology. In general, a given LAN will use only one type of 
transmission medium. The most common LAN topologies are bus, ring, and star. 
Traditionally, LANs have data rates in the 4 to 16 megabits per second (Mbps) range. 
Today, however, speeds are increasing and can reach 100 Mbps with gigabit systems in 
development. The local area networks can also be subdivided according to their media 
access methods. The well-known media access methods are: Ethernet or CSMA/CD, Token 
Ring and Token Bus. The Ethernet LAN used in ECIL AMSS is discussed in detail later in 
this Chapter. 
Wide Area Network (WAN) 
A wide area network (WAN) provides long-distance transmission of data, voice, image, and video 
information over large geographic areas that may comprise a country, a continent, or even the 
whole world (see figure below). 
Figure: WAN 
In contrast to LANs (which depend on their own hardware for transmission), WANs may 
utilize public, leased, or private communication equipment, usually in combinations, and can 
therefore span an unlimited number of miles.
A WAN that is wholly owned and used by a single company is often referred to as an 
enterprise network 
The Internet is built on the foundation of TCP/IP suite. The dramatic growth of the 
Internet and especially the World Wide Web has cemented the victory of TCP/IP over OSI. 
TCP/IP comprises of five layers: 
 Application Layer 
 Transport/TCP Layer 
 IP/Network layer 
 Network Access/Link Layer 
Physical Layer. Internet Address 
The identifier used in the network layer of the Internet model to identify each device 
connected to the Internet is called the Internet address or IP address. An IP address, in the 
current version of the protocol (IP Version 4) is a 32-bit binary address that uniquely and 
universally defines the connection of a host or a router to the Internet. 
IP addresses are unique. They are unique in the sense that each address defines 
one, and only one, connection to the Internet. Two devices on the Internet can never have 
the same address at the same time. However, if a device has two connections to the 
Internet, via two networks, it has two IP addresses. 
The IP addresses are universal in the sense that the addressing system must be 
accepted by any host that wants to be connected to the Internet. 
There are two common notations to show an IP address: binary notation and dotted decimal 
notation. 
Binary Notation 
In binary notation, the IP address is displayed as 32 bits. To make the address lIl(J readable, 
one or more spaces is usually inserted between each octet (8 bits). Each <XI! is often 
referred to as a byte. So it is common to hear an IP address referred to as 32-bit address, a 
4-octet address, or a 4-byte address. The following is an example an IP address in binary 
notation: 
01110101 10010101 00011101 11101010
Dotted-Decimal Notation 
To make the IP address more compact and easier to read, Internet addresses are usually 
written in decimal form with a decimal point (dot) separating the bytes. Figure below shows 
an IP address in dotted-decimal notation. Note that because each byte (octet) only 8 bits, 
each number in the dotted-decimal notation is between 0 and 255. 
Figure: Dotted-decimal notation 
Classful Addressing 
IP addresses, when started a few decades ago, used the concept of classes. This archi-tecture 
is called classful addressing. In the mid-1990s, a new architecture, called classless 
addressing, was introduced which will eventually supersede the original architecture. 
However, most of the Internet is still using classful addressing, and the migration is slow. 
In classful addressing, the IP address space is divided into five classes: classes A, B, 
C, D, and E. Each class occupies some part of the whole address space. The following 
figure shows the address ranges of these five classes of network. 
Addresses in classes A, B, and C are for unicast communication, from one source to one 
destination. A host needs to have at least one unicast address to be able to send or receive 
packets. 
Addresses in class D are for multicast communication, from one source to a group of 
destinations. If a host belongs to a group or groups, it may have one or more multicast 
addresses. A multicast address can be used only as a destination address, but never as a 
source address.
Addresses in class E are reserved. The original idea was to use them for special 
purposes. They have been used only in a few cases. 
Netid and Hostid 
In classful addressing, an IP address in classes A, B, and C is divided into netid and hostid. These parts 
are of varying lengths, depending on the class of the address. The following figure shows the netid 
and hostid bytes. 
The numbers 0,127,255 have some special meaning in TCP/IP. 
 Every network itself has an address. For example if a computer in a network has an 
address of 191.56.56.13 the network address is 191.56.0.0. 
 Every network needs a separate broadcast address. Network access layer uses it 
to broadcast an ARP request to determine the destination’s MAC address. For 
191.56.56.13 the broadcast address is 191.56.255.255. 
 A separate address is for local loop back that is 127.0.0.1. PING command uses 
this for local connectivity.
SUBNET MASK 
Subnet mask defines network address part and host/computer address part of an 
IP address. For the subnet address scheme to work, every machine on the 
network must know which part of the host address will be used as the subnet 
address. This is accomplished by assigning a subnet mask to each machine. A 
subnet mask is a 32-bit value that allows the recipient of IP packets to distinguish 
the network ID portion of the IP address from the host ID portion of the IP 
address. The network administrator creates a 32-bit subnet mask composed of 
1s and 0s. The 1s in the subnet mask represent the positions that refer to the 
network or subnet addresses. Not all networks need subnets, meaning they use 
the default subnet mask. This is basically the same as saying that a network 
doesn't have a subnet address. Table below shows the default subnet masks for 
Classes A, B, and C. 
CLASS A 
255.0.0.0 
CLASS B 
255.255.0.0 
CLASS C 
255.255.255.0 

Figure: TCP/IP Protocol Suite

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Airport Authority of India training manual

  • 2. ACKNOWLEDGEMENT I express my deep gratitude to Ms. Rama Gupta ,Jt.G.M.(Comm.),Airports Authority of India Jaipur Airport for providing me this golden opportunity to attend the Industrial/Vocational training. My sincere thanks to Sh.Kamlesh Kumar, Manager (Elex), our training co-ordinator for providing the proper guidance and continuous encouragement for making this training successful . I am also thankful to all the CNS faculty members for their keen interest and at last my coordinal thanks to my batch mates and friends for their cooperation. Dated : / / 2013
  • 3. TABLE OF CONTENTS Name Page No. 1. Brief Description of Jaipur 03 2. General Information 05 3. Brief Description of CNS Department 06 4. Classification of CNS Facilities 08 5. Basic Communication system 13 6. VCCS/Tape recorder/DATIS 18 7. Frequency bands uses in comm.. 20 8. AFTN/AMSS 21 9. Nav-aids DVOR/DME 28 10. Instrument Landing System (ILS) 32 11 .Security Equipments 42 12. Automation system 45 13. ADS-B 49 14.Intranet/LAN/WAN 56 15.Figures
  • 4. Brief Description of JAIPUR Jaipur is the Capital city of Rajasthan and is also called the PINK CITY. (Zero mile point). It is well connected with other major cities by Rail/Road and air. Area: 3, 42,237Sq Km Population: 2.6 Million as per 2001 census Tourist Places: - (i) Amber Palace: 20 Km from Airport, in Red sandstone with marble interiors famous for fascinating blend of Rajput and Mughal architecture. (ii) Hawa Mahal: Palace of wind with latticed Jharokhas 14 Km away from Airport. Heart of city, is a fusion of Rajputana and Mughal Acrtitecture (iii) City Place: Fabulous museum displays possessions of the Jaipur Royal family. (iv) Jantar Mantar: An Unique open air observatory built by the founder of Jaipur- Sawai Jai singh. It is complex instruments used for measuring local time ,the altitude of stars, meridian etc. (v) Jai Garh :The victory forts-world’s largest cannon Jaivan. Perched atop the hill Jaigarh. Distance from Railway Station: 12 Km Jaipur Runway strip 15/33 with one terminal office and two Hanger was constructed by Maharaja Mansingh II in 1932 named as Sanganer Airport. Dakota Aircraft was used for domestic and International flight from Jaipur to Karachi/Lahore. New Runway with orientation 09/27 of
  • 5. length 9000 feet has been constructed and de-used Runway 15/33 is being used for parking the Aircrafts. The salient features of the New Terminal Building (Terminal-2) are: - Glass and steel structure with passenger friendly facilities such as: (a) Most modern security system (b) Centrally air-conditioning system. Passenger Boarding Bridge (Aerobridges), (c) Two glass aerobridges with visual docking system. (d) On Line Baggage conveyer system. (e) Escalator and Glass Lifts. (f) Large Duty Free Shoe Area. (g) Twin-Level connection segregating arrival and Departure area. (h) Underground pedestrian link to/from car parking area to Concourse. (i) Peak Pax-500 (250 Departure, 250 Arrival) 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. All domestic flights are to be operated from new terminal building (T-2) and all International flights are to be operated from the existing old terminal building (T-1). Technical Data of the Airport: a) Aerodrome Reference Code: 4D b) Elevation: 1263.10 Feet (385 meter) c) ARP coordinates: 26°49′26.3″N 075°48′′12.5″E d) Main RWY orientation: 27/09 e) RWY dimension: 2797.05m X 45m
  • 6. f) Apron dimension 230 m X 196 m g) Parking Bays GENERAL INFORMATION 1. Name of Airport : Jaipur Airport, Jaipur 2. Type of Airport : Civil Aerodrome 3. Address : OIC, AAI, Jaipur Airport Jaipur - 302029 4. Operational Hours : 24 hours 5. Name & Designation of : Rama Gupta Officer-in-Charge Jt.GM (Com) 6. Region : Northern Region 7. RHQ : New Delhi 8. Nature of Station : Non Tenure JAIPUR AIRPORT – VIJP IST=(UTC + 0530) Geographical Coordinates (WGS–84) : 26º 49' 26.3” N 75º 48' 12.5” E Aerodrome Reference Code : 4 D Aerodrome Reference Point (ARP) Elevation : 384.96 M
  • 7. BRIEF DESCRIPTION / 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.
  • 8. Classification of CNS facilities Name of the Equipment Make QTY FREQ POWER COMMUNICATION EQUIPMNET VHF AM Sets Transmitters OTE DT-100 PARKAIR 125.25 126.6 50W Receivers OTE DR-100 PARKAIR 125.25 126.6 VHF AM Transreceivers PAE 5610 PAE BT6M 125.25
  • 9. DS-Radio JORTON I-COM 125.25 125.25 125.25 DVR RETIA 64 Chnl NA 64 kbps line NA NA FIDS IDDS SOLARI NA NA Digital Clock Bihar Commn. NA NA DSCN VIASAT LAN/WAN Cisco Tele NA NA EPABX Coral Panasonic NA NA NA NA VCCS SCHMID NA NA Mobile Radio (FM) Communication (BASE STATION) MOTORO LA 161.825 Mhz For CISF 166.525 Mhz For AAI -- 10W --
  • 10. VERTEX Standard Mobile Radio (FM) Communication (Hand Held Sets) MOTORO LA SIMCO) Vertex Standard KENWOO D 161.825 Mhz 166.525 Mhz -- -- -- AUTOMATION INDRA NA NA TYPE B1 ADS-B COMSOFT 1090 Mhz NA NAVIGATION EQUIPMENT DVOR (JJP) THALES 420 112.9 Mhz. 100W HP DME(JJP) (Collocated with D-VOR) THALES Airsys-435 1100 1163 Mhz 1 KW LOCALIZER (IJIP) NORMAC- 7013 109.9 Mhz 15W
  • 11. GLIDE PATH NORMAC- 7033 333.8 Mhz 5W LP DME (IJIP Collocated with GP) THALES Airsys -415 997 1060 Mhz 100W Locator Outer SAC 100 295 Khz 50W SECURITY EQUIPMENTS X-BIS SYSTEM Departure Lounge 100100V Heimann (Ger) Security Hold Area 6040i Heimann (Ger) Departure Lounge 100100V Heimann (Ger) Security Hold Area 6040i Heimann (Ger) Explosive Trace Detectors Smith 500 DT Smith IONSCAN500DT (Singapore) DFMD METOR-200 CEIA CCTV INFINOVA PA SYSTEM BOSCH
  • 12. BASIC COMMUNICATION SYSTEM 1.1 Introduction: Transmitter, Receiver & Channel Introduction Communication is the process of sending, receiving and processing of information by electrical means. It started with wire telegraphy in 1840 followed by wire telephony and subsequently by radio/wireless communication. The introduction of satellites and fiber optics has made communication more widespread and effective with an increasing emphasis on computer based digital data communication. In Radio communication, for transmission information/message are first converted into electrical signals then modulated with a carrier signal of high frequency, amplified up to a required level, converted into electromagnetic waves and radiated in the space, with the help of antenna. For reception these electromagnetic waves received by the antenna, converted into electrical signals, amplified, detected and reproduced in the original form of information/message with the help of speaker. Transmitter Unless the message arriving from the information source is electrical in nature, it will be unsuitable for immediate transmission. Even then, a lot of work must be done to make such a message suitable. This may be demonstrated in single-sideband modulation, where it is necessary to convert the incoming sound signals into electrical variations, to restrict the range of the audio frequencies and then to compress their amplitude range. All this is done before any modulation. In wire telephony no processing may be required, but in long-distance communications, transmitter is required to process, and possibly encode, the incoming information so as to make it suitable for transmission and subsequent reception.
  • 13. Eventually, in a transmitter, the information modulates the carrier, i.e., is superimposed on a high-frequency sine wave. The actual method of modulation varies from one system to another. Modulation may be high level or low level, (in VHF we use low level modulation) and the system itself may be amplitude modulation, frequency modulation, pulse modulation or any variation or combination of these, depending on the requirements. Figure 1.1 shows a low-level amplitude-modulated transmitter type. Antenna CRYSTAL OSC & AMP AUDIO IN Figure 1.1 Block diagram of typical radio transmitter Channel MODULATOR & DRIVER PA RF OUTPUT POWER AMP AUDIO AMPLIFIER The acoustic channel (i.e., shouting!) is not used for long-distance communications and neither was the visual channel until the advent of the laser. "Communications," in this context, will be restricted to radio, wire and fiber optic channels. Also, it should be noted that the term channel is often used to refer to the frequency range allocated to a
  • 14. particular service or transmission, such as a television channel (the allowable carrier bandwidth with modulation). It is inevitable that the signal will deteriorate during the process of transmission and reception as a result of some distortion in the system, or because of the introduction of noise, which is unwanted energy, usually of random character, present in a transmission system, due to a variety of causes. Since noise will be received together with the signal, it places a limitation on the transmission system as a whole. When noise is severe, it may mask a given signal so much that the signal becomes unintelligible and therefore useless. Noise may interfere with signal at any point in a communications system, but it will have its greatest effect when the signal is weakest. This means that noise in the channel or at the input to the receiver is the most noticeable. Receiver There are a great variety of receivers in communications systems, since the exact form of a particular receiver is influenced by a great many requirements. Among the more important requirements are the modulation system used, the operating frequency and its range and the type of display required, which in turn depends on the destination of the intelligence received. Most receivers do conform broadly to the super heterodyne type, as does the simple receiver whose block diagram is shown in Figure 1.2. Antenna Speaker Mixer RF Stage Intermediate Frequency Amplifier Demodulator Audio Voltage and Power amplifiers Local Oscillator Figure 1.2 Block diagram of AM super heterodyne receiver
  • 15. Receivers run the whole range of complexity from a very simple crystal re-ceiver, with headphones, to a far more complex radar receiver, with its involved antenna arrangements and visual display system, which will be expanded upon in Chapter 6. Whatever the receiver, it’s most important function is demodulation (and sometimes also decoding). Both these processes are the reverse of the corresponding transmitter modulation processes. As stated initially, the purpose of a receiver and the form of its output influence its construction as much as the type of modulation system used. The output of a receiver may be fed to a loudspeaker, video display unit, teletypewriter, various radar displays, television picture tube, pen recorder or computer: In each instance different arrangements must be made, each affecting the receiver design. Note that the transmitter and receiver must be in agreement with the modulation and coding methods used (and also timing or synchronization in some systems). Transmitter (or equipment) modulation. Transmitter modulation is one in which, the carrier and total sideband components are combined in a fixed phase relationship in the equipment (say transmitter) and the combined wave follow a common RF path from the transmitting antenna through space to the receiver ensuring no introduction of phase difference between the carrier and the TSB on its way. It is obvious that the mixing (multiplication) of the carrier and the modulating signal has to be taken place to produce the TSB within the equipment only, before combining (adding) it with carrier within or outside the equipment. Space Modulation 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
  • 16. 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. VOICE COMMUNICATION CONTROL SYSTEM INTRODUCTION AND NEED OF VCCS AT AIRPORTS The Voice Communication Control System (VCCS) is a Voice Switch and Control System for networking an airport VHF communication system. It is an electronic switching system, which controls the complex flow of speech data between air traffic controllers on ground and aircraft. The system has been designed using Complementary Metal Oxide Semiconductor (CMOS) digital circuits and is very easy to operate. The VCCS is based on a modular architecture. The heart of the system is a Central Switching Unit (CSU) in which the data inputs from various controller workstations are separately processed. The controller workstation installed at the ATS units works as a command centre from which the air traffic controller operates the VHF RT. Each Controller Workstation is assisted by a Radio Telephony Display Console, Audio Interface and Headset Interface Units. A multibus data link connects the CSU with each controller workstation.
  • 17. INTRODUCTION TO TAPE RECORDING PURPOSE OF TAPE RECORDER The purpose of tape recorder is to store the Sound by recording of sound either by Disc Recording, Film Recording or Magnetic Recording. In our Department, we are using Magnetic Recording to record the communications/speech between Air (Aircraft) to Ground, Ground to Ground, telephones, Intercom’s etc. For any miss happening or any other reason, the conversations of past period can be checked to find out the root cause so that in future such types of mistakes can be avoided. DIGITAL AIRPORT TERMINAL INFORMATION SYSTEM (DATIS) Introduction Digital Airport Terminal Information System (DATIS) is an intelligent announcing system used for Automatic Terminal Information Service (ATIS) – for the automatic provision of current, routine information (weather, runway used etc.) to arriving and departing aircraft throughout 24 hrs or a specific portion thereof. The System is Completely solid-state, without any moving parts. The design is based around advanced digital techniques viz., PCM digitization, high density Dynamic RAM Storage and microprocessor control. This ensures reproduction of recorded speech with high quality and reliability. Storage capacity normally supplied is for 4 minutes Announcement, and as the system design is modular, it can be increased by simply adding extra memory. The system is configured with fully duplicated modules, automatic switch-over mechanism and Uninterrupted Power Supply to ensure Continuous System availability.
  • 18. Frequency band and its uses in communications Table 1.1 Radio Waves ClassificatioN Band Name Frequency Band Ultra Low Frequency (ULF) 3Hz - 30 Hz Very Low Frequency (VLF) 3 kHz - 30 kHz Low Frequency (LF) 30 kHz - 300 kHz Medium Frequency (MF) 300 kHz - 3 MHz High Frequency (HF) 3 MHz - 30 MHz Very High Frequency (VHF) 30 MHz - 300 MHz Ultra High Frequency (UHF) 300 MHz -3 GHz Super High Frequency (SHF) 3 GHz - 30 GHz Extra High Frequency (EHF) 30 GHz - 300 GHz Infrared Frequency 3 THz- 30 THz Frequencies band uses in communication NAME OF THE EQUIPMENT FREQUENCY BAND USES NDB 200 – 450 KHz Locator, Homing & En-route HF 3 – 30 MHz Ground to Ground/Air Com. Localizer 108 – 112 MHz Instrument Landing System VOR 108 – 117.975 MHz Terminal, Homing & En-route VHF 117.975 – 137 MHz Ground to Air Comm. Glide Path 328 – 336 MHz Instrument Landing System
  • 19. DME 960 – 1215 MHz Measurement of Distance UHF LINK 0.3 – 2.7 GHz Remote Control, Monitoring RADAR 0.3 – 12 GHz Surveillance AFTN SWITCHING SYSTEM & COMMUNICATION INTRODUCTION In AFTN, information is exchanged between many stations. The simplest form of communication is point-to-point type, where information is transmitted from a source to sink through a medium. The source is where information is generated and includes all functions necessary to translate the information into an agreed code, format and procedure. The medium could be a pair of wires, radio systems etc. is responsible for transferring the information. The sink is defined as the recipient of information; it includes all necessary elements to decode the signals back into information. 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.
  • 20. LINE SWITCHING When the switching system is used for switching lines or circuits it is called line-switching 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 SYSTEM 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.
  • 21. A packet could be compared to an envelope into which data are placed. The envelope contains the destination address and other control information. Long messages are being cut into small chunks and transmitted as packets. At the destination the network device stores, reassembles the incoming packets and decodes the signals back into information by designated protocol. It can handle high-density traffic. Messages are protected until delivered. No direct connection required between source and sink. Single port handles multiple circuits access simultaneously and can communicate with high speed. AERONAUTICAL TELECOMMUNICATION NETWORK (ATN) The basic objective of CNS/ATM is ‘Accommodation of the users preferred flight trajectories’. This requires the introduction of automation and adequate CNS tools to provide ATS with continuous information on aircraft position and intent . In the new CNS/ATM system, communications with aircraft for both voice and data (except for polar region) will be by direct aircraft to satellite link and then to air traffic control (ATC) centre via a satellite ground earth station and ground-ground communication network . voice communication (HF) will be maintained during the transition period and over polar region until such time satellite communication is available. In terminal areas and in some high density airspaces VHF and SSR mode S will be used. The introduction of data communication enables fast exchange of information between all parties connected to a single network. The increasing use of data communications between aircraft and the various
  • 22. ground systems require a communication system that gives users close control over the routing of data, and enables different computer systems to communicate with each other without human intervention. In computer data networking terminology, the infrastructure required to support the interconnection of automated systems is referred to as an Internet. Simply stated, an Internet comprises the interconnection of computers through sub-networks, using gateways or routers. The inter-networking infrastructure for this global network is the Aeronautical Telecommunication Network (ATN). The collection of interconnected aeronautical end-system(ES), intermediate-system(IS) and sub-network (SN) elements administered by International Authorities of aeronautical data-communication is denoted the Aeronautical Telecommunication Network (ATN). The ATN will provide for the interchange of digital between a wide variety of end-system applications supporting end-users such as Aircraft operation, Air traffic controllers and Aeronautical information specialists. The ATN based on the International organization for standardization (ISO). Open system interconnection (OSI) reference model allows for the inter- operation of dissimilar Air-Ground and ground to ground sub-networks as a single internet environment. End-system attached to ATN Sub-network and communicates with End system with other sub-networks by using ATN Routes. ATN Routes can be either mobile (Aircraft based) or fixed (Ground based). The router selects the logical path across a set of ATN sub-networks that can exists between any two end systems. This path selection process uses the network level addressing quality of service and security parameters provided by the initiating en system. Thus the initiating end
  • 23. system does not need to know the particular topology or availability of specific sub-networks. The ATN architecture is shown in the figure. Present day Aeronautical communication is supported by a number of organizations using various net working technologies. The most eminent need is the capability to communicate across heterogeneous sub-networks both internal and external to administrative boundaries. The ATN can use private and public sub-net works spanning organizational and International boundaries to support aeronautical applications. The ATN will support a data transport service between end-users which is independent of the protocols and the addressing scheme internal to any one participating sub-networks. Data transfer through an Aeronautical internet will be supported by three types of data communication sub-networks. a. The ground network – AFTN,ADNS,SITA Network b. The Air-ground network – Satellite, Gate-link, HF, VHF, SSR Modes c. The Airborne network – the Airborne Data Bus, Communication management unit. THE GROUND NETWORK It is formed by the Aeronautical Fixed telecommunication network (AFTN), common ICAO data interchange network (CIDIN) and Airline industry private networks
  • 24. THE AIR-GROUND NETWORK The Air-Ground sub networks of VHF, Satellite, Mode S, gate link, (and possibly HF) will provide linkage between Aircraft-based and ground-based routers (intermediate system). THE AIRBORNE NETWORK It consists of Communication Management Unit (CMU) and the Aeronautical radio incorporation data buses (ARINC). Interconnectivity to and inter operability with the Public data Network (PDN) will be achieved using gate-ways to route information outside the Aeronautical environment. ADNS (AIRNC DATA NETWORK SERVICE) The backbone of the ARINC communication services s the ARINC Data Network Service. The network provides a communication interface between airlines, AFTN, Air-route Traffic Control Centres ( ARTCC) and weather services. ADNS is also used to transport air ground data link messages and aircraft communication addressing and reporting system (ACARS). SITA NETWORK SITA’s worldwide telecommunication network is composed of switching centers interconnected by medium to high speed lines including international circuits. The consolidated transmission capacity exceeds 20 Mbps and the switching capacity exceeds 150 million data transactions and messages daily. THE AIR_GROUND COMMUNICATION SYSTEM The available/planned air-ground communication systems are-a. Satellite
  • 25. b. Gate link c. HF radio d. SSR Mode S e. VHF NAVIGATIONAL AIDS VHF Omni Range (V.O.R) VOR, short for VHF Omni-directional Range, is a type of radio navigation system for aircraft. VORs broadcast a VHF radio signal encoding both the identity of the station and the angle to it, telling the pilot in what direction he lies from the VOR station, referred to as the radial. Comparing two such measures on a chart allows for a fix. In many cases the VOR stations also provide distance measurement allowing for a one-station fix. It operates in the VHF band of 112-118 MHz, used as a medium to short range Radio Navigational aid. It works on the principle of phase comparison of two 30 Hz signals i.e. an aircraft provided with appropriate Rx, can obtain its radial position from the range station by comparing the phases of the two 30 Hz sinusoidal signals obtained from the V.O.R radiation. Any fixed phase difference defines a Radial/Track (an outward vector from the
  • 26. ground station into space). V.O.R. provides an infinite number of radials/Tracks to the aircrafts against the four provided by a LF/MF radio range. PURPOSES AND USE OF VOR: 1. 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. 2. In addition to this, 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. 3. 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. With the help of the AUTO PILOT aircraft can be guided to approach the airport for landing. 4. VOR located enroute would be useful for air traffic 'to maintain their PDRS (PRE DETERMINED ROUTES) and are also used as reporting points. 5. 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. They would be of immense help to the aircraft for holding overhead and also to the ATCO for handling the traffic conveniently. DISTANCE MEASURING EQUIPMENT(DME) As early as 1946 many organisations in the West took an active part in the development of DME system. The Combined Research Group (CRG) at the Naval Research Laboratory (NRL) designed the first experimental L band DME in 1946. The L band, between 960 MHz and 1215 MHz was chosen for DME operation mainly because: a. Nearly all other lower frequency bands were occupied. b. Better frequency stability compared to the next higher frequencies in the Microwave band.
  • 27. c. Less reflection and attenuation than that experienced in the higher Frequencies in the microwave band. d. More uniform omni directional radiation pattern for a given antenna height than that possible at higher frequencies in the microwave band. PURPOSES AND USE OF DME PURPOSE OF DME INSTALLATION Distance Measuring Equipment is a vital navigational Aid, which provides a pilot with visual information regarding his position (distance) relative to the ground based DME station. The facility even though possible to locate independently, normally it is collocated with either VOR or ILS. The DME can be used with terminal VOR and holding VOR also. DME can be used with the ILS in an Airport; normally it is collocated with the Glide path component of ILS. 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);
  • 28.  For purposes other than those indicated above, the separation of the VOR and DME antennas does not exceed 600 m (2,000 ft). 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 (less than 20 degrees) between the approach path and the direction to the DME at the points where the distance information is required. c. The use of DME as an alternative to the middle marker beacon assumes a DME system accuracy of 0.37 km (0.2 NM) or better and a resolution of the airborne indication such as to allow this accuracy to be attained. The main purposes of DME installations are summarised as follows:  For operational reasons  As a complement to a VOR to provide more precise navigation service in localities where there is: o High air traffic density o Proximity of routes  As an alternative to marker beacons with an ILS. 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.  As a component of the MLS
  • 29. The important applications of DME are:  Provide continuous navigation fix (in conjunction with VOR);  Permit the use of multiple routes on common system of airways to resolve traffic;  Permit distance separation instead of time separation between aircraft occupying the same altitude facilitating reduced separation thereby increasing the aircraft handling capacity;  Expedite the radar identification of aircraft; and INSTRUMENT LANDING SYSTEM Purpose and use of ILS: The Instrument Landing System (ILS) provides a means for safe landing of aircraft at airports under conditions of low ceilings and limited visibility. The use of the system materially reduces interruptions of service at airports resulting from bad weather by allowing operations to continue at lower weather minimums. The ILS also increases the traffic handling capacity of the airport under all weather conditions. The function of an ILS is to provide the PILOT or AUTOPILOT of a landing aircraft with the guidance to and along the surface of the runway. This guidance must be of very high integrity to ensure that each landing has a very high probability of success. COMPONENTS OF ILS: The basic philosophy of ILS is that ground installations, located in the vicinity of the runway, transmit coded signals in such a manner that pilot is
  • 30. given information indicating position of the aircraft with respect to correct approach path. To provide correct approach path information to the pilot, three different signals are required to be transmitted. The first signal gives the information to the pilot indicating the aircraft's position relative to the center line of the runway. The second signal gives the information indicating the aircraft's position relative to the required angle of descent, where as the third signal provides distance information from some specified point. These three parameters which are essential for a safe landing are Azimuth Approach Guidance, Elevation Approach Guidance and Range from the touch down point. These are provided to the pilot by the three components of the ILS namely Localizer, Glide Path and Marker Beacons respectively. At some airports, the Marker Beacons are replaced by a Distance Measuring Equipment (DME). This information is summarized in the following table. ILS Parameter ILS Component a. Azimuth Approach Guidance Provided by Localizer b. Elevation Approach Guidance Provided by Glide Path c. Fixed Distances from Threshold Provided by Marker Beacons d. Range from touch down point Provided by DME
  • 31. Localizer unit: The localizer unit consists of an equipment building, the transmitter equipment, a platform, the antennas, and field detectors. The antennas will be located about 1,000 feet from the stop end of the runway and the building about 300 feet to the side. The detectors are mounted on posts a short distance from the antennas. Glide Path Unit : The Glide Path unit is made up of a building, the transmitter equipment, the radiating antennas and monitor antennas mounted on towers. The antennas and the building are located about 300 feet to one side of the runway center line at a distance of approximately 1,000 feet from the approach end of the runway.
  • 32. Figure 2. shows the typical locations of ILS components
  • 33. Marker Units : Three Marker Units are provided. Each marker unit consists of a building, transmitter and directional antenna array. The system will be located near the runway center line, extended. The transmitters are 75 MHz, low power units with keyed tone modulation. The units are controlled via lines from the tower. The outer marker will be located between 4 and 7 miles in front of th e approach end of the runway, so the pattern crosses the glide angle at the intercept altitude. The modulation will be 400 Hz keyed at 2 dashes per second. The middle marker will be located about 3500 feet from the approach end of the runway, so the pattern intersects the glide angle at 200 feet. The modulation will be a 1300 Hz tone keyed by continuous dot, dash pattern. Some ILS runways have an inner marker located about 1.000 feet from the approach end of the runway, so the pattern intersects the glide angle at 100 feet. The transmitter is modulated by a tone of 3000 Hz keyed by continuous dots. Distance Measuring Equipment (DME): Where the provision of Marker Beacons is impracticable, a DME can be installed co-located with the Glide Path facility. The ILS should be supplemented by sources of guidance information which will provide effective guidance to the desired course. Locator Beacons, which are essentially low power NDBs, installed at Outer Marker and Middle Marker locations will serve this purpose.
  • 34. Aircraft ILS Component : The Azimuth and Elevation guidance are provided by the Localizer and Glide Path respectively to the pilot continuously by an on-board meter called the Cross Deviation Indicator (CDI).Range information is provided continuously in the form of digital readout if DME is used with ILS. However range information is not presented continuously if Marker Beacons are used. In this condition aural and visual indications of specific distances when the aircraft is overhead the marker beacons are provided by means of audio coded signals and lighting of appropriate colored lamps in the cockpit. FUNCTIONS OF ILS COMPONENTS : A brief description of each of the ILS components is given in this section. Function of Localizer unit : The function of the Localizer unit is to provide, within its coverage limits, a vertical plane –o f c o u r s e a l i g n ed with the extended center-line of the runway for azimuth guidance to landing aircraft. In addition, it shall provide information to landing aircraft as to whether the aircraft is offset towards the left or right side of this plane so as to enable the pilot to align with the course. Function of Glide Path unit : The function of the Glide Path unit is to provide, within its coverage limits, an inclined plane aligned with the glide path of the runway for providing elevation guidance to landing aircraft. In addition, it shall provide information to landing aircraft as to whether the aircraft is offset above or below this plane so as to enable the pilot to align with the glide path.
  • 35. Function of marker Beacon / DME : The function of the marker beacons,/DME is to provide distance information from the touch down point to a landing aircraft. The marker beacons, installed at fixed distances from the runway threshold, provide specific distance information whenever a landing aircraft is passing over any of these beacons so that the pilot can check his altitude and correct it if necessary. The DME, installed co-located with the Glide Path unit, will provide a continuous distance information from the touch down point to landing aircraft. Function of Locators: The function of locators, installed co-located with the marker beacons, is to guide aircraft coming for landing to begin an ILS approach. Different models used in AAI: Different models of ILS used in AAI are as follows: 1. GCEL ILS :In this ILS mechanical modulator is used and both the near field monitoring system is utilized. 2. NORMARC ILS :In this system advance technology is used and for monitoring purpose along with near field monitoring integral monitoring has been utilized .Now a days 2 models viz. NM 3000 series and NM 7000 series are mostly used in AAI.
  • 36. 3. ASI ILS : In Mumbai and Delhi airport these ILS are used under modernization programme. One of the ILS model at Delhi is a CAT III ILS.
  • 37.
  • 38. GENERAL CONCEPTS ON SECURITY EQUIPMENTS & PUBLIC ADDRESS SYSTEM
  • 39. MULTI ENERGY MACHINES The machine used in airports usually is based on a dual-energy X-ray system. This system has a single X-ray source sending out X-rays, typically in the range of 140 to 160 kilovolt peak (KVP). KVP refers to the amount of penetration an X-ray makes. The higher the KVP, the further the X-ray penetrates. After the X-rays pass through the item, they are picked up by a detector. This detector then passes the X-rays on to a filter, which blocks out the lower-energy X-rays. The remaining high-energy X-rays hit a second detector. A computer circuit compares the pick-ups of the two detectors to better represent low-energy objects, such as most organic materials. Since different materials absorb X-rays at different levels, the image on the monitor lets the machine operator see distinct items inside your bag. Items are typically colored on the display monitor, based on the range of energy that passes through the object, to represent one of three main categories: 1. Organic 2. Inorganic 3. Metal While the colours used to signify "inorganic" and "metal" may vary between manufacturers, all X-ray systems use shades of orange to represent "organic." This is because most explosives are organic. Machine operators are trained to look for suspicious items -- and not just obviously suspicious items like guns or knives, but also anything that could be a component of an improvised explosive device (IED). Since there is no such thing as a commercially available bomb, IEDs are the way most terrorists and hijackers gain control. An IED can be made in an astounding variety of ways, from basic pipe bombs to sophisticated, electronically-controlled component bombs. While the colours used to signify "inorganic" and "metal" may vary between manufacturers, all X-ray systems use shades of orange to represent "organic." This is because most explosives are organic. Machine operators are trained to look for suspicious items -- and not just o also anything that could be a component of an improvised explosive device (IED). Since there is no such thing as a commercially available bomb, IEDs are the way most terrorists and hijackers gain control. An IED can be made in an astounding variety of ways,
  • 40. from basic pipe bombs to sophisticated, electronically-controlled component bombs. While the colors used to signify "inorganic" and "metal" may vary between manufacturers, all X-ray systems use shades of orange to represent "organic." This is because most explosives are organic. Machine operators are trained to look for suspicious items -- and not just obviously suspicious items like guns or knives, but also anything that could be a component of an improvised explosive device (IED). Since there is no such thing as a commercially available bomb, IEDs are the way most terrorists and hijackers gain control. An IED can be made in an astounding variety of ways, from basic pipe bombs to sophisticated, electronically-controlled component bombs. WORKING PRINCIPLE Nature of X-rays X-rays are electromagnetic waves whose wavelengths range from about (0.1 to 100)x 10-10 m. They are produced when rapidly moving electrons strike a solid target and their kinetic energy is converted into radiation. The wavelength of the emitted radiation depends on the energy of the electrons. Production of X-Rays There are two principal mechanisms by which x-rays are produced. The first mechanism involves the rapid deceleration of a high-speed electron as it enters the electrical field of a nucleus. During this process the electron is deflected and emits a photon of x-radiation. This type of x-ray is often referred to as bremsstrahlung or "braking radiation". For a given source of electrons, a continuous spectrum of bremsstrahlung will be produced up to the maximum energy of the electrons. The second mechanism by which x-rays are produced is through transitions of electrons between atomic orbits. Such transitions involve the movement of electrons from outer orbits to vacancies
  • 41. within inner orbits. In making such transitions, electrons emit photons of x-radiation with discrete energies given by the differences in energy states at the beginning and the end of the transition. Because such x-rays are distinctive for the particular element and transition, they are called characteristic x-rays. Both of these basic mechanisms are involved in the production of x-rays in an x-ray tube. Figure 1 is a schematic diagram of a standard x-ray tube. A tungsten filament is heated to 20000C to emit electrons. A very high voltage is placed across the electrodes in the two ends of the tube and the tube is evacuated to a low pressure, about 1/1 000 mm of mercury. These electrons are accelerated in an electric field toward a target, which could be tungsten also (or more likely copper or molybdenum for analytical systems). The interaction of electrons in the target results in the emission of a continuous bremsstrahlung spectrum along with characteristic x-rays from the particular target material. Unlike diagnostic x-ray equipment, which primarily utilize the bremsstrahlung x-rays, analytical x-ray systems make use of the characteristic x-rays. INTRODUCTION TO AIRPORT METAL DETECTORS Old metal detectors worked on energy absorption principle used two coils as search coils, these were forming two loops of a blocking oscillator. When any person carrying a metallic object or a weapon stepped through the door carrying coils, some energy was absorbed and the equilibrium of the blocking oscillator got disrupted. This change was converted into audio and visual indications. Size and weight of the metallic object was determined by proper sensitivity settings.
  • 42. The hand held metal detectors used the same technique. These type of metal detectors carried various shortcomings and they have been superseded by new generation multi zone equipments working on PI technology TYPES- The metal detectors, used in aviation sector are generally of two types. 1. HAND HELD METAL DETECTORS 2. DOOR FRAME METAL DETECTORS HAND HELD METAL DETECTOR (HHMD) 1.MELU 5087 M28 Electronics unit 2.METOR coil set 3. 8.Button M28 4.Carring strap 5.Button slide 6. Battery/ charger cable 7.Clamping screw 8.Frame M28 9.Button extender hose 10 Cover M28 11. Battery cover
  • 43. 4 Detailed block diagram description OPERATION The coil is part of the oscillating circuit which operation frequency is 23.5 kHz. When a metal object is inside the sensing area of the coil, it will effect to amplitude of the oscillating signal. After a while the integrating control will set the amplitude a constant value. Output of oscillator is rectified and it is connected through the filter section to comparator. When the signal is lower than the adjusted reference level (sensitivity setting) comparator generates alarm signal. It activates the alarm oscillator and the audible alarm / the red alarm light. Battery voltage is controlled with a low voltage circuit and constant alarm is activated when the battery voltage is under 7V.
  • 44. The connector in the rear of the unit operates as headphone and charger connections. The charger idle voltage is between 14 and 24 VDC. During charging operation the green light is plinking and with full battery it lights constantly. If headphone is connected, audible alarm is not operational. DOOR FRAME METAL DETECTORS Almost all airport metal detectors are based on pulse induction (PI). Typical PI systems use a coil of wire on one side of the arch as the transmitter and receiver. This technology sends powerful, short bursts (pulses) of current through the coil of wire. Each pulse generates a brief magnetic field. When the pulse ends, the magnetic field reverses polarity and collapses very suddenly, resulting in a sharp electrical spike. This spike lasts a few microseconds (millionths of a second) and causes another current to run through the coil. This subsequent current is called the reflected pulse and lasts only about 30 microseconds. Another pulse is then sent and the process repeats. A typical PI-based metal detector sends about 100 pulses per second, but the number can vary greatly based on the manufacturer and model, ranging from about 25 pulses per second to over 1,000 If a metal object passes through the metal detector, the pulse creates an opposite magnetic field in the object. When the pulse's magnetic field collapses, causing the reflected pulse, the magnetic field of the object makes it take longer for the reflected pulse to completely disappear. This process works something like echoes: If you yell in a room with only a few hard surfaces, you probably hear only a very brief echo, or you may not hear one at all. But if you yell into a room with a lot of hard surfaces, the echo lasts longer. In a PI metal detector, the magnetic fields from target objects add their "echo" to the reflected pulse, making it last a fraction longer than it would without them. A sampling circuit in the metal detector is set to monitor the length of the reflected pulse. By comparing it to the expected length, the circuit can determine if another magnetic field has caused the reflected pulse to take longer to decay. If the decay of the reflected pulse takes more than a few microseconds longer than normal, there is probably a metal object interfering with it. The sampling circuit sends the tiny, weak signals that it monitors to a device call an integrator. The integrator reads the signals from the sampling circuit, amplifying and converting them to direct current (DC).The DC's voltage is connected to an audio circuit, where it is changed into a tone that the metal detector uses to indicate that a target object has been found. If an item is found, you are asked to remove any metal objects from your person and step through again. If the metal detector continues to indicate the presence of metal, the attendant uses a handheld detector, based on the same PI technology, to isolate the cause.
  • 45. Many of the newer metal detectors on the market are multi-zone. This means that they have multiple transmit and receive coils, each one at a different height. Basically, it's like having several metal detectors in a single unit. METOR 200 (PRINCIPLE OF OPERATION) The transmitter coils generate a pulsed magnetic field around them. Metal objects taken through the detector generate a secondary magnetic field, which is converted into a voltage level by the receiver coils. Metor 200 consists of eight separate overlapping transmitter and receiver coil pairs. The signal received from each receiver coil are processed individually thus the transmitter and receiver coil pairs form eight individual metal detectors. The operation is based on electromagnetic pulsed field technology as below in addition to the above explanation.  Transmitter pulses cause decaying eddy currents in metal objects inside the sensing area of the WTMD  The signal induced to the receiver by the eddy currents is sampled and processed in the electronics unit.  Moving metal objects are detected when the signal exceeds the alarm threshold. METOR 200 Eight overlapping detection zones
  • 46. METOR 200 is a multi-channel metal detector with eight overlapping detection zones. The zones create a sequential pulsating magnetic field within the detection area of the WTMD. With overlapping construction, sensitivity differences are minimised when metal objects of different shape pass through the WTMD in various orientations Metal objects at different heights are detected separately by the individual detection zones producing superior discrimination. Advanced microprocessor technology is used for digital signal processing and internal controls. This provides reliable functioning of the metal detector, versatile features and user friendly operations. The electronics unit processes the signals received from the receiver coils. It indicates the result of the signal processing through an alphanumerical display, alarm LEDs and Buzzer. The zone display unit, which is mounted on transmitter coil panel, points out the position where a weapon was taken through the gate. The user controls the functions of the metal detector with a remote control unit. It sends to the electronics unit an IR signal corresponding to the pressed keyboard code. The traffic counter counts the number of persons walking through the gate and the amount of alarms generated.
  • 47. ATS AUTOMATION SYSTEM 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: The integration of all its subsystems is performed via:  Local Area Network (LAN). A redundant five (5) category with a 1- Gigabyte bandwidth capacity LAN is used and, therefore, future updates of the system can be easily implemented making use of standard communication protocols. Main components:
  • 48.  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. 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
  • 49. 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. 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 playbacking. The information of SDDs is saved on tapes. The process is: 1. SDDs record all data in local files. The data are: Events, monitoring, etc. This data files are sent to the DRFs each hour automatically. 2. When the DRFs receive the files from the SDDs, these ones are recorded on tapes. 3. The DRFs displays to technical staff all files received from the SDDs on a screen as well all files save on tapes. Also, the DRFs allow monitoring the tapes states, the recorder files, used capacity tapes.
  • 50. 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: 1st: To gather the necessary files stored in tape. This operation is carried out by means of an intuitive graphic interface. 2nd: 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.)  Multichannel Signal Recorder / 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. ADS-B  Definition A means by which aircraft, aerodrome vehicles and otherobjects can automatically transmit and /or receive data such as identification,position and additional data , as appropriate, in a broadcast mode via datalink.  Theory Of Operation The ADS-B system enables the automatic broadcast of an aircraft’s identity,position, altitude, speed, and other parameters at half-second intervals usinginputs such as a barometric encoder and GNSS equipment The result is afunctionality similar to SSR. Under ADS-B, a target periodically broadcasts itsown state vector and other information
  • 51. without knowing what other entitiesmight be receiving it, and without expectation of an acknowledgment or reply.ADS-B aircraft transmissions received by a network of ground stations canprovide surveillance over a wider area. Referred to as ADS-B OUT, this providesATC with the ability to accurately track participating aircraft. ADS-B is automatic because no external stimulus is required; it isdependent because it relies on on-board position sources and on-boardbroadcast transmission systems to provide surveillance information to otherparties. Finally, the data is broadcast, the originating source has no knowledgeof who receives and uses the data and there is no two-way contract orinterrogation.
  • 52.
  • 53. Categories of Networks Today when we speak of networks, we are generally referring to three primary categories: local area networks, metropolitan area networks, and wide area networks. In which category a network falls is determined by its size. its ownership, the distance it covers, and its physical architecture (see Figure below). Figure: Categories of network Local Area Network (LAN) A local area network (LAN) is usually privately owned and links the devices in a single office, building, or campus (see Figure below). Depending on the needs of an organization and the type of technology used, a LAN can be as simple as two PCs and a printer in someone's home office; or it can extend throughout a company and include audio and video peripherals. Currently, LAN size is limited to a few kilometers.
  • 54. LANs are designed to allow resources to be shared between personal computers or workstations. The resources to be shared can include hardware (e.g., a printer), software (e.g., an application program), or data. One of the computers may be given a large capacity disk drive and may become a server to the other clients. Software can be stored on this central server and used as needed by the whole group. In this example, the size of the LAN may be determined by licensing restrictions on the number of users per copy of software, or by restrictions on the number of users licensed to access the operating system. In addition to size, LANs are distinguished from other types of networks by their transmission media and topology. In general, a given LAN will use only one type of transmission medium. The most common LAN topologies are bus, ring, and star. Traditionally, LANs have data rates in the 4 to 16 megabits per second (Mbps) range. Today, however, speeds are increasing and can reach 100 Mbps with gigabit systems in development. The local area networks can also be subdivided according to their media access methods. The well-known media access methods are: Ethernet or CSMA/CD, Token Ring and Token Bus. The Ethernet LAN used in ECIL AMSS is discussed in detail later in this Chapter. Wide Area Network (WAN) A wide area network (WAN) provides long-distance transmission of data, voice, image, and video information over large geographic areas that may comprise a country, a continent, or even the whole world (see figure below). Figure: WAN In contrast to LANs (which depend on their own hardware for transmission), WANs may utilize public, leased, or private communication equipment, usually in combinations, and can therefore span an unlimited number of miles.
  • 55. A WAN that is wholly owned and used by a single company is often referred to as an enterprise network The Internet is built on the foundation of TCP/IP suite. The dramatic growth of the Internet and especially the World Wide Web has cemented the victory of TCP/IP over OSI. TCP/IP comprises of five layers:  Application Layer  Transport/TCP Layer  IP/Network layer  Network Access/Link Layer Physical Layer. Internet Address The identifier used in the network layer of the Internet model to identify each device connected to the Internet is called the Internet address or IP address. An IP address, in the current version of the protocol (IP Version 4) is a 32-bit binary address that uniquely and universally defines the connection of a host or a router to the Internet. IP addresses are unique. They are unique in the sense that each address defines one, and only one, connection to the Internet. Two devices on the Internet can never have the same address at the same time. However, if a device has two connections to the Internet, via two networks, it has two IP addresses. The IP addresses are universal in the sense that the addressing system must be accepted by any host that wants to be connected to the Internet. There are two common notations to show an IP address: binary notation and dotted decimal notation. Binary Notation In binary notation, the IP address is displayed as 32 bits. To make the address lIl(J readable, one or more spaces is usually inserted between each octet (8 bits). Each <XI! is often referred to as a byte. So it is common to hear an IP address referred to as 32-bit address, a 4-octet address, or a 4-byte address. The following is an example an IP address in binary notation: 01110101 10010101 00011101 11101010
  • 56. Dotted-Decimal Notation To make the IP address more compact and easier to read, Internet addresses are usually written in decimal form with a decimal point (dot) separating the bytes. Figure below shows an IP address in dotted-decimal notation. Note that because each byte (octet) only 8 bits, each number in the dotted-decimal notation is between 0 and 255. Figure: Dotted-decimal notation Classful Addressing IP addresses, when started a few decades ago, used the concept of classes. This archi-tecture is called classful addressing. In the mid-1990s, a new architecture, called classless addressing, was introduced which will eventually supersede the original architecture. However, most of the Internet is still using classful addressing, and the migration is slow. In classful addressing, the IP address space is divided into five classes: classes A, B, C, D, and E. Each class occupies some part of the whole address space. The following figure shows the address ranges of these five classes of network. Addresses in classes A, B, and C are for unicast communication, from one source to one destination. A host needs to have at least one unicast address to be able to send or receive packets. Addresses in class D are for multicast communication, from one source to a group of destinations. If a host belongs to a group or groups, it may have one or more multicast addresses. A multicast address can be used only as a destination address, but never as a source address.
  • 57. Addresses in class E are reserved. The original idea was to use them for special purposes. They have been used only in a few cases. Netid and Hostid In classful addressing, an IP address in classes A, B, and C is divided into netid and hostid. These parts are of varying lengths, depending on the class of the address. The following figure shows the netid and hostid bytes. The numbers 0,127,255 have some special meaning in TCP/IP.  Every network itself has an address. For example if a computer in a network has an address of 191.56.56.13 the network address is 191.56.0.0.  Every network needs a separate broadcast address. Network access layer uses it to broadcast an ARP request to determine the destination’s MAC address. For 191.56.56.13 the broadcast address is 191.56.255.255.  A separate address is for local loop back that is 127.0.0.1. PING command uses this for local connectivity.
  • 58. SUBNET MASK Subnet mask defines network address part and host/computer address part of an IP address. For the subnet address scheme to work, every machine on the network must know which part of the host address will be used as the subnet address. This is accomplished by assigning a subnet mask to each machine. A subnet mask is a 32-bit value that allows the recipient of IP packets to distinguish the network ID portion of the IP address from the host ID portion of the IP address. The network administrator creates a 32-bit subnet mask composed of 1s and 0s. The 1s in the subnet mask represent the positions that refer to the network or subnet addresses. Not all networks need subnets, meaning they use the default subnet mask. This is basically the same as saying that a network doesn't have a subnet address. Table below shows the default subnet masks for Classes A, B, and C. CLASS A 255.0.0.0 CLASS B 255.255.0.0 CLASS C 255.255.255.0 