Airports Authority of India ( Print )

8/11/2019 Airports Authority of India ( Print )

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AIRPORTS AUTHORITY OF INDIA

The Airports Authority of India(AAI) under the Ministry of

Civil Aviation is responsible for creating, upgrading, maintaining and

managing civil aviation infrastructure in India. It providesAir traffic

management (ATM) services over Indianairspace and adjoining

oceanic areas. It also manages a total of 125 Airports, including 11

International Airports, 8Customs Airports,81 Domestic Airports and25civil enclaves at Military Airfields. AAI also has ground

installations at all airports and 25 other locations to ensure safety of

aircraft operations. AAI covers all major air-routes over Indian

landmass via 29Radar installations at 11 locations along with 89

VOR/DVOR installations co-located withDistance Measuring

Equipment (DME). 52 runways are provided withInstrument landing

system (ILS) installations with Night Landing Facilities at most ofthese airports and Automatic Message Switching System at 15

Airports.

AAI has four training establishments viz. The Civil Aviation Training

College (CATC) atAllahabad , National Institute of Aviation

Management and Research (NIAMAR) at Delhi and Fire TrainingCentres (FTC) at Delhi & Kolkata. An Aerodrome Visual Simulator

(AVS) has been provided at CATC and non-radar procedural ATC

simulator equipment is being supplied to CATC Allahabad and

Hyderabad Airport.
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Functions

Design, Development, Operation and Maintenance of international

and domestic airports and civil enclaves.

Control and Management of the Indian airspace extending beyond

the territorial limits of the country, as accepted by ICAO. Construction, Modification and Management of passenger

terminals.

Development and Management of cargo terminals at international

and domestic airports.

Provision of passenger facilities and information system at the

passenger terminals at airports.

Expansion and strengthening of operation area, viz. Runways,

Aprons, Taxiway etc. Provision of visual aids.

Provision of Communication and Navigation aids, viz. ILS,

DVOR, DME, Radar, etc.


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AIR TRAFFIC CONTROL

Air traffic control(ATC) is a service provided by ground-

basedcontrollers who directaircraft on the ground and through

controlledairspace,and can provide advisory services to aircraft in

non-controlled airspace. The primary purpose of ATC worldwide is to

prevent collisions, organize and expedite the flow of traffic, and

provide information and other support forpilots.[1]In some countries,

ATC plays a security or defensive role, or is operated by the military.

To prevent collisions, ATC enforcestraffic separation rules, which

ensure each aircraft maintains a minimum amount of empty space

around it at all times. Many aircraft also havecollision avoidance

systems,which provide additional safety by warning pilots when

other aircraft get too close.
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FUNCTIONS AND RESPONSIBILITIES OF ATC

Air Traffic Services Air traffic Control Services Flight Information Services Alerting Services

Aeronautical Information Services Search and Rescue Airspace Management Surveillance over VIP areas Billing NOC

WORKING OF ATC UNITS

OBJECTIVES:

Prevent collision between aircraft.

Prevent collision between aircraft on the maneuvering areaand obstructions on that area.

Expedite and maintain an orderly flow of air traffic.

Provide advice and information useful for the safe andefficient conduct of flights.

Notify appropriate organisations regarding aircraft in needof search and rescue aid, and assist such organisations asrequired.


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VARIOUS ATS UNITS

SMC (SURFACE MOVEMENT CONTROL): Controlsmovement of Aircraft (Startup & Taxi clearance), vehicles and

persons on ground.

ADC (AERODROME CONTROL TOWER): Controlsmovement of Aircraft (Landing & Take off) and vehicles on

Runway.

APP/TAR (APPROACH CONTROL):Controls Aircraft duringclimb and descend of arriving/departing aircraft within 60 miles of

an airport.

ACC/RSR (ROUTE SURVEILLENCE RADAR):ControlsAircraft during climb and descend and level flight of

arriving/departing/over-flying aircraft beyond 60 miles of an airport.

FIC FLIGHT INFORMATION CENTER:Maintains flight plansof all active and inactive flights; helps in search and rescue of flights

in distress

ARO ATS REPORTING OFFICE:Scrutinizes and accept flightplans; Provides/receives all operational briefing to/from the pilots.

Also coordinates with Airline operators/ Military liaison units.

WSO (WATCH SUPERVISORY OFFICER):Operational as wellas administrative in-charge on round the clock basis.

TRAINING CELL: Provides training for independent control inreal as well as in simulated environments (using SIMULATOR) for

working in different ATS units.

RNFC (ROUTE NAVIGATION FACILITY CHARGES):Raisesbills for navigation/landing/Passenger Service Fee. SEARCH AND RESCUE UNIT:Maintains a record of all

documents / Charts / Important Telephone numbers for the purpose

of Search & Rescue.

AIS (AERONAUTICAL INFORMATION SERVICES):Collection, collation, compilation and dissemination of information

that is of operational importance for ATC units.


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CONTROLLING UNITS FOR ARRIVING

AIRCRAFT

---------------------FIR BOUNDARY------------------

Flight Information Center

Area Control Center

Approach Control

Aerodrome Control Tower

Surface Movement Control

-------APRON CONTROL AIRCRAFT ON GROUND-------


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CONTROLLING UNITS FOR DEPARTING

AIRCRAFT

---------------------FIR BOUNDARY------------------

Flight Information Center

Area Control Center

Approach Control

Aerodrome Control Tower

Surface Movement Control

ATS Reporting Office

-------APRON CONTROL AIRCRAFT ON GROUND-------


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ATC TOOLS

FOR SURVEILLENCE

Visual Surveillance In/From Control Tower

RADAR (Primary & Secondary) Based Surveillance

ADS (Automatic Dependent Surveillance)

FOR MAINTAINING FLIGHT PROFILES

Flight Progress Strips (Manual)

Automated ATCS At Delhi/Mumbai

FOR COMMUNICATION

Direct & Indirect Two Way Communication With Pilot

FOR COORDINATION (INTER-UNIT & INTRA-UNIT)

Telephones / DSC / AFTN

FOR SEARCH AND RESCUE

Location BEACONS/ SATELLITES / SPECIALAGENCIES (INMCC)

EXPERIENCE


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EQUIPMENTS USED

Surveillance:

Plotting On The Basis Of Position Reports

RADAR/ ADS Based Surveillance

Communication:

VHF / HF / AFTN / AMSS / ASBS / Telephones

Navigation:

VOR / NDB / DME / FANS [RNP / SATELLITES / GPS /GLONASS / LORAN - C / OMEGA]

Landing Aids:

ILS / MLS ( microwave landing system )

Automated Systems:

FDPS / RDPS / FDD / SDD / ASDE / ADS / CPDLC /ADS-B / MODE - S


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COMMUNICATION


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SEPARATION MINIMA

HORIZONTAL

Lateral

Longitudinal (Time based & Distancebased)

Geographical

VERTICAL

1000 feet

2000 feet

RADAR SEPARATION

5 NM

10 NM


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CURRENT CNS/ATM SYSTEM


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NAVIGATION AIDS

The process or activity of accurately ascertaining one's position and

planning and following a route is known as navigation. The equipments

and systems which together help in navigation are known as Navigation

Aids (also known as aid to navigation, ATON, or navaid).

Navigational Aids consist of the following:

1.INSTRUMENT LANDING SYSTEM

An instrument landing system (ILS) is a ground-based instrument

approach system that provides precision guidance to an aircraft

approaching and landing on a runway,using a combination of radio

signals and, in many cases, high-intensity lighting arrays to enable a

safe landing duringinstrument meteorological conditions (IMC),such

as lowceilings or reduced visibility due to fog, rain, or blowing snow.

Radio-navigation aids must provide a certain accuracy (set by

international standards of CAST/ICAO); to ensure this is the case,

flight inspection organizations periodically check critical parameters

with properly equipped aircraft to calibrate and certify ILS precision.

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

aircraft by performing modulation depth comparisons. Many aircraftcan route signals into theautopilot to fly the approach automatically.

An ILS consists of two independent sub-systems. The localizer

provides lateral guidance; the glide slope provides vertical guidance.

(i) LOCALIZER

A localizer is an antenna array normally located beyond the

departure end of the runway and generally consists of several pairs

of directional antennas. Two signals are transmitted on one of 40 ILS
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channels. One ismodulated at 90 Hz, the other at 150 Hz. These are

transmitted from co-located antennas. Each antenna transmits a

narrow beam, one slightly to the left of the runway centerline, the

other slightly to the right.The localizer receiver on the aircraft measures the difference in the

depth of modulation (DDM) of the 90 Hz and 150 Hz signals. The

depth of modulation for each of the modulating frequencies is 20

percent. The difference between the two signals varies depending on

the deviation of the approaching aircraft from the centerline.

If there is a predominance of either 90 Hz or 150 Hz modulation, the

aircraft is off the centerline. In the cockpit, the needle on the

instrument part of the ILS (the omni-bearing indicator (nav

indicator), horizontal situation indicator (HSI), or course deviation

indicator (CDI)) shows that the aircraft needs to fly left or right to

correct the error to fly toward the center of the runway. If the DDM

is zero, the aircraft is on the LOC centerline coinciding with the

physical runway centerline. The pilot controls the aircraft so that the

indicator remains centered on the display (i.e., it provides lateral

guidance).

(ii) Glide slope (GS) or glide path (GP)

A glide-slope station is an antenna array sited to one side of the

runway touchdown zone. The GS signal is transmitted on a carrier

frequency using a technique similar to that for the localizer. The

center of the glide-slope signal is arranged to define a glide path ofapproximately 3 above horizontal (ground level). The beam is 1.4

deep (0.7 below the glide-path center and 0.7 above).

The pilot controls the aircraft so that the glide-slope indicator

remains centered on the display to ensure the aircraft is following

the glide path to remain above obstructions and reach the runway at

the proper touchdown point (i.e., it provides vertical guidance).
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Carrier frequency pairings for localizer and glide slope

LOC and GS carrier frequencies are paired so that the navigationradio automatically tunes the GS frequency which corresponds to the

selected LOC frequency.[2]

LOCcarrier frequencies range between 108.10 MHz and 111.95 MHz

(with the 100 kHz first decimal digit always odd, so 108.10, 108.15,

108.30, etc., are LOC frequencies and are not used for any other

purpose).

Limitations

Due to the complexity of ILS localizer and glide-slope systems, there

are some limitations. Localizer systems are sensitive to obstructions

in the signal broadcast area like large buildings or hangars. Glide

slope systems are also limited by the terrain in front of the glide

slope antennas. If terrain is sloping or uneven, reflections can createan uneven glidepath causing unwanted needle deflections.

Additionally, since the ILS signals are pointed in one direction by the

positioning of the arrays, glide slope supports only straight-line

approaches with a constant angle of descent. Installation of an ILS

can be costly because of siting criteria and the complexity of the

antenna system.

ILS critical areas and ILS sensitive areas are established to avoidhazardous reflections that would affect the radiated signal. The

location of these critical areas can prevent aircraft from using certain

taxiways[3] leading to delays in takeoffs, increased hold times, and

increasedseparation between aircraft.
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Identification

In addition to the previously mentioned navigational signals, thelocalizer provides for ILS facility identification by periodically

transmitting a 1,020 HzMorse code identification signal. This lets

users know the facility is operating normally and that they are tuned

to the correct ILS. The glide-slope station transmits no identification

signal, so ILS equipment relies on the localizer for identification

Monitoring

It is essential that any failure of the ILS to provide safe guidance be

detected immediately by the pilot. To achieve this, monitors

continually assess the vital characteristics of the transmissions. If any

significant deviation beyond strict limits is detected, either the ILS is

automatically switched off or the navigation and identification

components are removed from the carrier.[6]Either of these actions

will activate an indication ('failure flag') on the instruments of an

aircraft using the ILS.

(iii) MARKER BEACONS

On some installations, marker beacons operating at a carrier

frequency of 75 MHz are provided. When the transmission from a

marker beacon is received it activates an indicator on the pilot's

instrument panel and the tone of the beacon is audible to the pilot.The distance from the runway at which this indication should be

received is published in the documentation for that approach,

together with the height at which the aircraft should be if correctly

established on the ILS. This provides a check on the correct function

of the glide slope. In modern ILS installations, a DME is installed, co-

located with the ILS, to augment or replace marker beacons. A DME

continuously displays the aircraft's distance to the runway.
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Outer marker ( 3.9 NM from touchdown ) ( colour: blue )

Middle Marker ( 0.94 NM or 1750 m from touchdown ) ( colour:

amber )

Inner Marker ( 0.54 NM or 1000 m from touchdown ) ( colour: white)

(iv) DME

Distance measuring equipment (DME) provides pilots with a slant

range measurement of distance to the runway in nautical miles.

DMEs are augmenting or replacing markers in many installations. The

DME provides more accurate and continuous monitoring of correct

progress on the ILS glide slope to the pilot, and does not require an

installation outside the airport boundary. When used in conjunction

with an ILS, the DME is often sited midway between the reciprocal

runway thresholds with the internal delay modified so that one unit

can provide distance information to either runway threshold. For

approaches where a DME is specified in lieu of marker beacons, DME

Required is noted on the Instrument Approach Procedure and the

aircraft must have at least one operating DME unit to begin the

approach.

The DME system is composed of a UHF transmitter/receiver

(interrogator) in the aircraft and a UHF receiver/transmitter

(transponder)on the ground

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

transponder by sending and receiving pulse pairs two pulses of

fixed duration and separation. The ground stations are typically co-

located withVORs.A typical DME ground transponder system for en-

route or terminal navigation will have a 1 kW peak pulse output on

the assigned UHF channel.

A low-power DME can also be co-located with an ILS glide slope

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

Marker Beacons.

DME facilities identify themselves with a 1350 Hz Morse code three

letter identity. If collocated with a VOR or ILS, it will have the sameidentity code as the parent facility. Additionally, the DME will identify

itself between those of the parent facility. The DME identity is

1350 Hz to differentiate itself from the 1020 Hz tone of the VOR or

the ILS localizer.

A radio signal takes approximately 12.36 microseconds to travel 1

nautical mile (1,852 m) to the target and backalso referred to as a

radar-mile. The time difference between interrogation and reply,

minus the 50 microsecond ground transponder delay, is measured by

the interrogator's timing circuitry and converted to a distance

measurement (slant range), in nautical miles, then displayed on the

cockpit DME display.

The distance formula, distance = rate * time, is used by the DMEreceiver to calculate its distance from the DME ground station. The

rate in the calculation is the velocity of the radio pulse, which is the

speed of light (roughly 300,000,000m/s or 186,000 mi/s). The time

in the calculation is (total time 50s)/2.

It is placed with GP in I.G.I. airport and it is used to calculate distance

from touch down point.

The range of DME placed in I.G.I. airport is 200 nautical miles
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2.VOR- VHF Omnidirectional Radio Range

VOR is an abbreviation for "VHF Omnidirectional Radio Range",which implies that it operates in the VHF band. Adopted by ICAO as

early as 1960, VOR has been the main short-range navigational aid

for several years. Short range infers that ranges up to 200 NM. It

enables aircrafts to determine their position and stay on course by

receiving radio signals transmitted by a network of fixed ground radio

beacons, with a receiver unit. It uses radio frequencies in the very

high frequency(VHF) band from 108 to 117.95 MHz. Developed inthe US beginning in 1937 and deployed by 1946, VOR is the standard

air navigational system in the world, used by both commercial and

general aviation. As opposed to the NDB, which transmits a non-

directional signal, the signal transmitted by the VOR contains

directional information.

They are of 2 types: DVOR and CVOR

(a) Conventional VOR

A conventional VOR (CVOR) has three Amplitude Modulated

(AM) signals encoded on a VHF carrier:

1) a 30 Hz variable (VAR), which is modulated by the antenna,

not the transmitter;

2) a 9960 Hz subcarrier, which is in turn frequency modulated

(FM) with a 30 Hz reference (REF) signal;3) and a voice / identifier channel, which includes 1020 Hz

"Morse code" identifiers and aural voice signals.

(b) Doppler VOR


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VOR Applications

Homing & tracking to a VOR.

Tracking from a VOR.

Position fixes. If two VORs are in range then the bearing from each

can be ascertained, roughly plotted on the chart [after converting to

true bearings] and the aircraft position will be close to the

intersection point of the LOPs. Alternatively a VOR bearing and a NDB

bearing can be used or a VOR bearing and a line feature on the chart,

the latter technique being the most frequently used. Running fix / distance from VOR. (DVOR provides an angle ranging

from 0-60 degrees)

3.Non Directional Beacon

A non-directional (radio) beacon (NDB) is a radio transmitter at a

known location, used as an aviation or marine navigational aid. As

the name implies, the signal transmitted does not include inherent

directional information, in contrast to other navigational aids such as

low frequency radio range, VHF omnidirectional range (VOR). NDB

signals follow the curvature of the Earth, so they can be received at

much greater distances at lower altitudes, a major advantage over

VOR. However, NDB signals are also affected more by atmospheric

conditions, mountainous terrain, coastal refraction and electrical

storms, particularly at long range.

Range higher than Beacon around 1000 nautical miles.

NDBs typically operate in the frequency range from 190 kHz to

535 kHz (although they are allocated frequencies from 190 to

1750 kHz) and transmit a carriermodulated by either 400 or 1020 Hz.

NDBs can also be colocated with DME in a similar installation for the

ILS as the outer marker, only in this case, they function as the inner

marker. NDB owners are mostly governmental agencies and airport
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authorities. NDBs are most commonly used as markers or "locators"

for an instrument landing system (ILS) approach or standard

approach

.NDB navigation consists of two parts

the automatic direction finder (or ADF) equipment on the

aircraft that detects an NDB's signal, The ADF can also locate

transmitters in the standard AM medium wave broadcast band

the NDB transmitter

Relative Bearing

The angle between NDB and nose of the aircraft in clockwisedirection is called relative bearing.

ADF equipment determines the direction to the NDB station relative

to the aircraft. This may be displayed on a relative bearing indicator

(RBI).

NDB Errors:

Thunderstorms emit electrical energy in the NDB band and will

deflect the ADF needle towards the storm.

Electrical interference.

Attitude effects. The indicated bearing will not be accurate

whilst the aircraft is banked.

Terrain and coastal effects. In mountainous areas NDB signals

may be reflected by the terrain which can cause the bearing

indications to fluctuate. Ground waves are refracted when

passing across coast lines at low angles and this will affect the

indicated bearing for an aircraft tracking to seaward and

following the shore line.
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Main Applications

Enroute: helps in finding the correct route

Holding: if the runway is not free currently then the aircraft can

be instructed to hold to a particular distance and keep circling

with the distance as the radius

Homing: it points to the position to reach to(destination).

VHF - VERY HIGH FREQUENCY

VHF FREQUENCY RANGE - (117.975 - 136.975) MHz

USERS - ATCO (Air Traffic Controllers), Airlines/Defense Pilots.

Very high frequency (VHF)is theITU-designated range[1] ofradio

frequencyelectromagnetic waves from 30MHz to 300MHz,with

corresponding wavelengths of one to ten meters.

Common uses for VHF areFM

radio broadcasting,television broadcasting, land mobile stations

(emergency, business, private use and military), long range data

communication up to several tens of kilometres withradiomodems,amateur radio, andmarine communications.Air traffic

control communications and air navigation systems

(e.g.VOR,DME &ILS) work up to a distance of 200 nautical miles

VHFpropagation characteristics are ideal for short-distance

terrestrial communication, with a range generally somewhat farther

thanline-of-sight from the transmitter. Unlike high frequencies (HF),

theionosphere does not usually reflect VHF waves

(calledskywave propagation) so transmissions are restricted to the
http://en.wikipedia.org/wiki/International_Telecommunications_Unionhttp://en.wikipedia.org/wiki/Very_high_frequency#cite_note-ITU_Nomenclature-1http://en.wikipedia.org/wiki/Radio_frequencyhttp://en.wikipedia.org/wiki/Radio_frequencyhttp://en.wikipedia.org/wiki/Electromagnetic_wavehttp://en.wikipedia.org/wiki/Megahertzhttp://en.wikipedia.org/wiki/Megahertzhttp://en.wikipedia.org/wiki/FM_radiohttp://en.wikipedia.org/wiki/FM_radiohttp://en.wikipedia.org/wiki/Televisionhttp://en.wikipedia.org/wiki/Radio_modemhttp://en.wikipedia.org/wiki/Radio_modemhttp://en.wikipedia.org/wiki/Amateur_radiohttp://en.wikipedia.org/wiki/Marine_VHF_radiohttp://en.wikipedia.org/wiki/Air_traffic_controlhttp://en.wikipedia.org/wiki/Air_traffic_controlhttp://en.wikipedia.org/wiki/VHF_omnidirectional_rangehttp://en.wikipedia.org/wiki/Distance_measuring_equipmenthttp://en.wikipedia.org/wiki/Instrument_landing_systemhttp://en.wikipedia.org/wiki/Radio_propagationhttp://en.wikipedia.org/wiki/Line-of-sight_propagationhttp://en.wikipedia.org/wiki/Ionospherehttp://en.wikipedia.org/wiki/Skywavehttp://en.wikipedia.org/wiki/Skywavehttp://en.wikipedia.org/wiki/Ionospherehttp://en.wikipedia.org/wiki/Line-of-sight_propagationhttp://en.wikipedia.org/wiki/Radio_propagationhttp://en.wikipedia.org/wiki/Instrument_landing_systemhttp://en.wikipedia.org/wiki/Distance_measuring_equipmenthttp://en.wikipedia.org/wiki/VHF_omnidirectional_rangehttp://en.wikipedia.org/wiki/Air_traffic_controlhttp://en.wikipedia.org/wiki/Air_traffic_controlhttp://en.wikipedia.org/wiki/Marine_VHF_radiohttp://en.wikipedia.org/wiki/Amateur_radiohttp://en.wikipedia.org/wiki/Radio_modemhttp://en.wikipedia.org/wiki/Radio_modemhttp://en.wikipedia.org/wiki/Televisionhttp://en.wikipedia.org/wiki/FM_radiohttp://en.wikipedia.org/wiki/FM_radiohttp://en.wikipedia.org/wiki/Megahertzhttp://en.wikipedia.org/wiki/Megahertzhttp://en.wikipedia.org/wiki/Electromagnetic_wavehttp://en.wikipedia.org/wiki/Radio_frequencyhttp://en.wikipedia.org/wiki/Radio_frequencyhttp://en.wikipedia.org/wiki/Very_high_frequency#cite_note-ITU_Nomenclature-1http://en.wikipedia.org/wiki/International_Telecommunications_Union


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localradio horizon less than 100 miles. VHF is also less affected by

atmospheric noise and interference from electrical equipment than

lower frequencies. While it is blocked by land features such as hills

and mountains, it is less affected by buildings and can be received

indoors, although multipath television reception due to reflection

from buildings can be a problem in urban areas.

ANTENNAS

VHF is the first band at which wavelengths are small enough to make

efficient transmitting antennas for handheld devices, so the VHF and

UHF wavelengths are used for handheldtransceivers andwalkie

talkies.Fixed station antennas are usually based on thedipole,whileportable radios usually usewhips orrubber ducky antennas.TheYagi

antenna is the most widely used as a high gain or "beam" antenna.

VHF Range assigned to AAI: 108 MHz156 MHz

The VHF unit of Airports Authority of India provides for the following

functions-

o Maintain all VHF channels

o Providing radio communication between ATCO andAircraft.

o Additional standalone system is provided through J -Controller and Transceivers at different ATC positions.

o Serviceability of Mains and Standby equipments.o All preventive and corrective maintenance schedules are

performed.

o The air-to-ground communications are also recorded.Analysis of recorded communication is done by DGCA,AAI, ATC personnel for the purpose of investigation incase of accident/incidence.

o VHF is also used to give weather information to ATC andpilots.

VHF transmission uses Amplitude modulation because this type ofmodulation has a greater coverage range and requires less

bandwidth as compared to Frequency or Phase modulation.
http://en.wikipedia.org/wiki/Radio_horizonhttp://en.wikipedia.org/wiki/Transceiverhttp://en.wikipedia.org/wiki/Walkie_talkiehttp://en.wikipedia.org/wiki/Walkie_talkiehttp://en.wikipedia.org/wiki/Dipole_antennahttp://en.wikipedia.org/wiki/Whip_antennahttp://en.wikipedia.org/wiki/Rubber_ducky_antennahttp://en.wikipedia.org/wiki/Yagi-Uda_antennahttp://en.wikipedia.org/wiki/Yagi-Uda_antennahttp://en.wikipedia.org/wiki/Yagi-Uda_antennahttp://en.wikipedia.org/wiki/Yagi-Uda_antennahttp://en.wikipedia.org/wiki/Rubber_ducky_antennahttp://en.wikipedia.org/wiki/Whip_antennahttp://en.wikipedia.org/wiki/Dipole_antennahttp://en.wikipedia.org/wiki/Walkie_talkiehttp://en.wikipedia.org/wiki/Walkie_talkiehttp://en.wikipedia.org/wiki/Transceiverhttp://en.wikipedia.org/wiki/Radio_horizon


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SADARJUNG AIRPORT

Safdarjung Airport is a Visual Flight Region ( VFR )

EQUIPMENTS STUDIED AT SAFDARUNG AIRPORT:

1. VHF - Frequency: 122.3 MHz

Tx : ECIL 5350, T6T

Rx : OTE DR100, T6R

Jcont : ECIL , AK100

Txr : iCOM 1CA110

VHF antenna : Folded dipole antenna ( bidirectional )

2. DVR - Digital Voice Recorder( 8 channel ) ( Marathon, Ricochet, RETIA )

3. XBIS (X-Ray Baggage Investigation System ) : carry out both organic and

inorganic scanning.

4. ETD ( Explosive Trace Detector )

5. DFMD ( Door Frame Metal Detector )

6. HHMD ( Hand Held Metal Detector )

7. NDB202 kHz

8. HF - 6706 kHz Tx : ZENITAL ( 5kW )

11467 kHz Txr : 2010 CODAN

9. Walkie Talkie : ( Company : Motorola, Kenwood )

It works in the UHF range. It has 12 channels and a range of about 2 kms. It

facilitates coordination Delhi police, airport police and AAI officials.


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Automation System

Automationis the use of machines, control systems andinformation technologies to optimize productivity in the production

of goods and delivery of services. The correct incentive for applying

automation is to increase productivity, and/or quality beyond that

possible with current human labour levels so as to realize economies

of scale, and/or realize predictable quality levels.

OBJECTIVES:

PRIMARY OBJECTIVES:

The primary objectives of automation system are as follows:

1) Efficiency enhancement of ATC officers:

Automation system enhances the efficiency of the air traffic

controllers.

2) Accuracy of overall ATC:

Automation system also takes care of the accuracy of the air traffic

controllers as well as that of the pilot.

3) Safety of passengers and aircraft:

Efficiency and accuracy of air traffic controllers directly/indirectly

leads to safety of the passengers as well as the aircraft.


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Functions of the System:

Primary mission: is to enhance to the safety of air travel through the

timely acquisition and presentation of flight related data for use by

air traffic controller and support staff.

Secondary mission: is to support training of air traffic controllers andsupport staff. The system also supports the evaluation of revised

operational environments and the testing/evaluation of new system

functionality.

BACKGROUND AND JUSTIFICATION

1.Lapses in human performance underlie most safety

breakdowns and damage-inducing events in modern,

technology-based production systems, of which air

transportation is a perfect example.

2.From the perspective of Human Factors, three reasons explain

the apparent stagnation of safety levels. The first reason can be

found in what has been called an escalation of commitment:

since the Second World War, safety in civil aviation has been

pursued through the introduction of new technology,

supported by the training necessary to employ it in operational

settings and the relevant regulations regarding both. In every


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instance where accident investigations identified "new" safety

breakdowns and/or hazards, more technology, more training

and more regulations were introduced. When "newer" safety

breakdowns/hazards were further identified, more technology,further training and regulations were introduced. And so

continued the escalation of commitment of international civil

aviation with respect to technology, training and regulation.

3.Secondly, technological solutions have on occasion been

designed without full consideration of how they would properly

interface with existing operational environments. In this regard,

the absence of a systemic approach to the integrated

implementation of technological and Human Factors solutions

has been conspicuous. Technology and Human Factors have

followed independent avenues, and little dialogue has existed

among technology designers and Human Factors practitioners.The industry has thus witnessed the emergence of fine

technology which failed to deliver its promised potential

because of serious flaws in its interface either with the human

operator, with the demands of operational context, or with

both.

4.This approach, known as "technology-centred automation", is

being gradually phased-out in favor of a "human-centred

automation", where technology is considered but a tool to

assist humans in their monitoring and performing tasks.


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AUTOMATION SYSTEM OVERVIEW

The Automation System is comprised of the following functional subsystems.

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

radar data information from various radar sites.

b) Flight Data Processing System (FDPS)

processes informationassociated with flight plan data based on information received from internal or

external sources and makes it accessible by the various Air Traffic Control (ATC)

working positions including the Flight Data Display (FDD).

c) Communications Gateway Processor / Aeronautical Information

System (CGP/AIS) subsystem which provides the interface to the

Controller Pilot Data Link Communications aswell as AFTN.

d) Data Recording Facility (DRF)

provides capability to record andreplay ATC data from all subsystems on the local area network (LAN) including

operator actions at each controller working position.

e) Data Management System (DMS) provides capability to perform

adaptation changes and downloads of new software releases.

f) Supervisor Working Position Consists of a Situation Data Display

(SDD) and Control and Monitoring Display / Flight Data Display / Aeronautical

Information Display (CMD/FDD/AID). It provides a centralized point of controlfor all the system management related actions and maintenance operations.

SDD displays track and flight data received from Radar Data Processing System

(RDPS). CMD provides an integrated capability for control and monitoring of

the automation components and radar interfaces.

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

FDD/AID or an FDD/AID/DLD and an FDD/DLD. Together these positions are

used to control aircraft that enter its assigned area of jurisdiction and monitors

aircraft flight plan progress.


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h) Voice Processing Facility (VPF) This is an optional component. The

VPF digitizes analog audio from the Voice Communication Control System

(VCCS). This audio is typically ATC radio or telephone communications sent

through a main distribution frame (MDF) to the VPF and then recorded by theDRF.

Critical subsystem components such as RDPS, FDPS, and DRF, are redundant to

ensure continuous operation in the event of a component failure or

maintenance action. All the subsystems are interconnected via dual 100BaseT

Ethernet LAN. A third LAN provides Direct Radar Access (DRA)

TOPOLOGY

Physically : Star Topology

Logically : Bus topology

Software Overview

Functions are controlled and executed by computer software

application programs that reside in the Automation System

computers. The Sun Solaris Operating System (OS) runs the

application programs and acts as an interface between the controller

and application. The OS manages computer resources in a non-

interfering manner, executing stored applications and controlling

information transfers between processors and external devices and

interfaces via the LAN. The application software is organized by

function into Computer Software Configuration Items (CSCls). The

application software references site-specific adaptation data.


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TYPES OF EQUIPMENTS IN THE UNIT

Subsystem Type Subsystem Description Main H/W Configuration

RDPS Radar data processing system SUN FIRE-210

FDPS Flight data processing system SUN FIRE-210

DRF Data recording facility SUN FIRE-210

ATG Air traffic generator

(ATC simulator system)

SUN FIRE-210

SDD Situation display workstation SUN BLADE-2500

FDD Flight data display workstation SUN BLADE-1500

CMD Control and Monitoring display

workstation

SUN BLADE-1500

AIS Aeronautical information system SUN BLADE-1500

DRA Direct radar access SUN FIRE-210

DMS Database Management system SUN BLADE-1500

Dual LAN

Network

Connecting all the subsystems CAT-5 e


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Documents

Airports Authority of India ( Print )