E.C. in managing Air Traffic

Parul Institute of

Electronics & Communication

E.C. in

managing

Air Traffic

Human Resources

Management

Maulin Amin

Neel Agrawal

Jigar Agrawal

Parul Institute of Engineering & Technology (Diploma Studies)

Electronics & Communication Department

(2009-2010)

managing

Air Traffic

Human Resources

Management

Maulin Amin

Neel Agrawal

E.C. in managing Air Traffic 2009

2

The Airports Authority of India (AAI) (Hindi: भारतीयभारतीयभारतीयभारतीय �वमानप�न�वमानप�न�वमानप�न�वमानप�न ूािधकरणूािधकरणूािधकरणूािधकरण) is an organization

working under the Ministry of Civil Aviation that manages all the airports in India. The AAI

manages and operates 126 airports including 12 international airports, 89 domestic airports

and 26 civil enclaves. The corporate headquarters (CHQ) are at Rajiv Gandhi Bhawan,

Safdarjung Airport, and New Delhi. V.P Agrawal is the current chairman of the AAI.

Electronics is mainly used in Airplane Navigation.

AIRCRAFT Traffic NAVIGATION SYSTEM

NAVIGATION INTRODUCTION

Finding the way from one place to another is called NAVIGATION. Moving of an

aircraft from one point to another is the most important part for any kind of

mission. Plotting on the paper or on the map a course towards a specific area of

the earth, in the past, used to be a task assigned to a specialized member of

the aircraft's crew such a navigator. Such a task was quite complicated and not

always accurate since, it depended on the observation using simple maps and

geometrical instruments for calculations. Today, aerial navigation has become

an art which nears to perfection. Both external Navaids (Navigational Aids) and

on-board systems help navigate any aircraft over thousands of miles with such

accuracy that could only be imagined a few decades ago.

Early pilots looked out of their open cockpits for roads, rail lines, and airports to

find their way in daytime flight. Pilots watched the horizon to make sure they

were flying with the aircraft's nose and wings in the proper position relative to

the ground, called attitude. As airmail pilots began flying at night and in all kinds

of weather in the early 1920s, new equipment helped pilots navigate and

maintain aircraft attitude when they could not see the ground. Navigation aids

were developed for use inside the aircraft and also to guide the pilots from the

ground.

Today's aircraft are tracked as computer-generated icons wandering across

radar display screens, with their positions, altitude, and airspeed updated every

few seconds. Pilots and controllers communicate using both voice and data

transmitting radios, with controllers relying on radar tracking to keep aircraft on

course. Today, cockpit navigation information is increasingly displayed on a

monitor, but the position of information and its format are nearly identical to the

basic six instruments of early and simpler aircraft.


3

New technologies, though, have led to a debate as to whether the federal

government, using fixed electronic stations, or the pilots should control

navigation like in the earliest days. The global positioning system (GPS) is one

technology that allows pilots to accurately determine their position anywhere

on the Earth within seconds, raising the question whether they need any help

from the ground.

GPS is becoming the primary means of navigation worldwide. The system is

based on satellites in a continuous grid surrounding the Earth, each equipped

with an atomic clock set to Greenwich, England, called ZULU time. The GPS units

in the aircraft, or even in a pilot's hand, find the nearest two satellite signals in a

process called acquisition. The time it takes for the signals to travel creates a

precise triangle between the two satellites and the aircraft, telling the pilot his

latitude and longitude to within one meter or a little more than one yard. In

coming years, this system will be made even more precise using a GPS ground

unit at runway ends.

Despite these advances, pilots can still crash because they get lost or lose track

of hazards at night or in bad weather. On December 29, 1970, the Occupational

Safety and Health Act came into effect. It requires most civilian aircraft to carry

an emergency locater transmitter (ELT). The ELT becomes active when a pilot

tunes to an emergency radio frequency or activates automatically when the

aircraft exceeds a certain force in landing, called the g-force, during a crash.

This form of navigation aid, which transmits signals to satellites overhead, saves

lives of injured pilots and crew who are unable to call for help themselves.

The Method of Navigation

There are three main methods of air navigation. These are:

1. Pilotage 2. Dead Reckoning 3. Radio

1. Pilotage or Piloting is the most common method of air navigation. In this

method, the pilot keeps on course by following a series of landmarks on

the ground. Usually before take-off, pilot will making pre-flight planning,

the pilot will draw a line on the aeronautical map to indicate the desired

course. Pilot will note various landmarks, such as highways, railroad tracks,

rivers, bridges. As the pilot flies over each of landmark, pilot will check it off

on the chart or map. If the plane does not pass directly over the

landmark, the pilot will know that he has to correct the course.

2. Dead Reckoning is the primary navigation method used in the early

days of flying. It is the method on which Lindberg relied on his first trans-


4

Atlantic flight. A pilot used this method when flying over large bodies of

water, forest, deserts. It demands more skill and experience than pilotage

does. It is based on time, distance, and direction only. The pilot must know

the distance from one point to the next, the magnetic heading to be

flown. Pilot works on the pre-flight plan chart, pilot plan a route in

advance. Pilot calculates the time to know exactly to reach the

destination while flying at constant speed. In the air, the pilot uses

compass to keep the plane heading in the right direction. Dead

reckoning is not always a successful method of navigation because of

changing wind direction. It is the fundamental of VFR flight.

3. Radio Navigation is used by almost all pilots. Pilots can find out from an

aeronautical chart what radio station they should tune to in a particular

area. They can then tune their radio navigation equipment to a signal

from this station. A needle on the navigation equipment tells the pilot

where they are flying to or from station, on course or not.

Pilots have various navigation aids that help them takeoff, fly, and land safely.

One of the most important aids is a series of air route traffic control, operated

throughout the world. Most of the traffic control uses a radar screen to make

sure all the planes in its vicinity are flying in their assigned airways. Airliners carry

a special type of radar receiver and transmitter called a transponder. It receives

a radar signal from control center and immediately bounces it back. When the

signal got to the ground, it makes the plane show up on the radar screen. Pilots

have special methods for navigating across oceans.

Three commonly used methods are:

1. Inertial Guidance: This system has computer and other special devices that

tell pilots where are the plane located.

2. LORAN Long Range Navigation: The plane has equipment for receiving

special radio signals sent out continuous from transmitter stations. The signals will

indicate the plane location

3.GPS Global Positioning System: It is the only system today able to show your

exact position on the earth anytime, anywhere, and any weather. The system

receiver on the aircraft will receive the signals from satellites around the globe.


5

TERMINOLOGY

ADF Automatic Direction Finder: An aircraft radio navigation which senses and

indicates the direction to a Low/Medium Frequency non-directional radio beacon

(NDB) ground transmitter.

DME Distance Measuring Equipment: Ground and aircraft equipment which provide

distance information and primary serve operational needs of en-route or terminal area

navigation.

EAT Estimated Approach Time

EFIS Electronic Flight Instrument System, in which multi-function CRT displays replace

traditional instruments for providing flight, navigation and aircraft system information,

forming a so-called “glass cockpit ".

ETA Estimated Time of Arrival

GPS Global Positioning System: A navigation system based on the transmission of

signals from satellites provided and maintained by the United States of America and

available to civil aviation users.

HDG Heading: The direction in which an aircraft's nose points in flight in the horizontal

plane, expressed in compass degrees (e.g. 000 or 360 is North, 090 is East)

HSI Horizontal Situation Indicator: A cockpit navigation display, usually part of a flight-

director system, which combines navigation and heading.

IFR Instrument Flight Rule: prescribed for the operation of aircraft in instrument

meteorological condition.

ILS Instrument Landing System: consists of the localizer, the glide slope and marker

radio beacons (outer, middle, inner). It provides horizontal and vertical guidance for the

approach.

INS Inertial Navigation System: It uses gyroscopes and other electronic tracking systems

to detect acceleration and deceleration, and computes an aircraft's position in

latitude and longitude. Its accuracy, however, declines on long flights. Also called IRS,

or Inertial Reference System.


6

KNOT (kt) Standard Unit of speed in aviation and marine transportation, equivalent to

one nautical mile per hour. One knot is equal to 1.1515 mph. and one nautical mile

equals to 6,080 feet or 1.1515 miles. One knot is equal to one nautical mile per one hour.

LORAN C Long Range Navigation is a Long-Range low frequency Radio Navigation.

Its range is about 1,200 nm by day to 2,300 nm by night.

MAGNETIC COURSE Horizontal direction, measured in degrees clockwise from the

magnetic north.

MACH NUMBER: Ratio of true airspeed to the speed of sound. Mach 1 is the speed

of sound at sea level. Their value is approximately 760 mph.

NDB Non-Directional Beacon: A medium frequency navigational aid which transmits

non-directional signals, superimposed with a Morse code identifier and received by an

aircraft's ADF.

RMI Radio Magnetic Indicator: A navigation aid which combines DI, VOR and /or ADF

display and will indicate bearings to stations, together with aircraft heading.

RNAV Area Navigation: A system of radio navigation which permits direct point-to-

point off-airways navigation by means of an on-board computer creating phantom

VOR/DME transmitters termed waypoints.

TACAN Tactical Air Navigation; Combines VOR and DME and used by military aircraft

only. System which uses UHF frequencies, providing information about the bearing and

distance from the ground station we have tuned into.

TCAS Traffic Alert and Collision Avoidance System: Radar based airborne collision

avoidance system operating independently of ground-based equipment. TCAS-I

generates traffic advisories only. TCAS-II provides advisories and collision avoidance

instructions in the vertical plane.

TRANSPONDER Airborne receiver / transmitter which receives the interrogation signal

from the ground and automatically replies according to mode and code selected.

Mode A and B wre used for identification, using a four digit number allocated by air

traffic control. Mode C gives automatic altitude readout from an encoding altimeter.

VFR Visual Flight Rules: Rules applicable to flights in visual meteorological conditions.

VHF Very High Frequency: Radio frequency in the 30-300 MHz band, used for most civil

air to ground communication.


7

VOR Very High Frequency Omni directional Range: A radio navigation aid operating in

the 108-118 MHz band. A VOR ground station transmits a two- phase directional signal

through 360 degrees. The aircraft's VOR receiver enables a pilot to identify his radial or

bearing From/To the ground station. VOR is the most commonly used radio navigation

aid in private flying.

VORTAC A special VOR which combines VOR and DME for civil and military used.

System provides information about the bearing and distance from the ground station

we have tuned into.


8

VERY HIGH FREQUENCY OMNI-RANGE

VOR (VHF Omni-Range) is the basic Electronic navigation that in use today. This

VHF Omni-Range navigation method relies on the ground based transmitters

which emitted signals to VOR receiver. The VOR system operates in the VHF

frequency band, from 108.0 to 117.95 MHz. The reception of VHF signals is a line

of sight situation. You must be on the minimum altitude of 1000 feet (AGL) above

ground level in order to pick up an Omni signals service range.

VOR Range

VOR Class= Low Altitude 1,000-18,000 feet Range 40 nautical miles

VOR Class=High Altitude 1,000-14,500 feet Range 40 nautical miles



OPERATION

The VOR facility at ground base transmits two signals at the same time. One

signal is constant in all directions as a reference phase. Another signal, it is

variable-phase signal and it rotates through 360 degrees, like the beam from the

lighthouse. Both signals are in phase when the variable signal passes 360

degrees (reference to magnetic north) and they are 180 degrees out of phase

when the rotating signal passes 180 degrees The aircraft equipment receives

both signals. The receiver will calculate the difference between the two signals,

and interprets the result as a radial from the station to pilots on the aircraft.

RADIALS: The two signals from VOR transmitter generate 360 lines like spokes in a

wheel. Each line is called a Radial. VOR navigation equipment on the airplane

will determine which of those 360 radials the airplane is on.

9

VOR INDICATOR

A: Rotating Course Card is calibrated from 0 to 360 degrees, which indicates the

VOR bearing chosen as the reference to fly by p

B: Omni Bearing Selector or OBS knob, used to manually rotate the course card

to where the point to fly to.

C: TO-FROM indicator, the triangle arrow will point UP when flying to the VOR

station. The arrow will point DOWN when flying away from the V

flag replaces these TO-FROM arrows when the VOR is beyond reception range

or the station is out.

D: Course Deviation Indicator (CDI). This needle moves left or right indicating the

direction to turn the aircraft to return to course.

DOT: The horizontal dots at center are representing the aircraft away from the

course. Each dot represents 2 degrees deviate from desired course.

How It Works

The followings are just the

pilot can set VOR receiver to selected ground station or another word is to

select a radial to define a magnetic course toward or away from VOR station

on receiver. The Radial of the VOR receiver is divided into 360 degrees, at the

point 360 is representing Magnetic

three digits such as 090 that means on the East and 270 means on the

The proper time to tune navigation receivers is while the aircraft is on the ground

E.C. in managing Air Traffic

: Rotating Course Card is calibrated from 0 to 360 degrees, which indicates the

VOR bearing chosen as the reference to fly by pilot.

: Omni Bearing Selector or OBS knob, used to manually rotate the course card

to where the point to fly to.

FROM indicator, the triangle arrow will point UP when flying to the VOR

station. The arrow will point DOWN when flying away from the VOR station. A red

FROM arrows when the VOR is beyond reception range

: Course Deviation Indicator (CDI). This needle moves left or right indicating the

direction to turn the aircraft to return to course.

: The horizontal dots at center are representing the aircraft away from the


The followings are just the typical; some aircraft may be varying




nting Magnetic North. When we called out,

three digits such as 090 that means on the East and 270 means on the



: Rotating Course Card is calibrated from 0 to 360 degrees, which indicates the

: Omni Bearing Selector or OBS knob, used to manually rotate the course card

FROM indicator, the triangle arrow will point UP when flying to the VOR

OR station. A red

FROM arrows when the VOR is beyond reception range

: Course Deviation Indicator (CDI). This needle moves left or right indicating the

: The horizontal dots at center are representing the aircraft away from the


in details. The




out, we called in

three digits such as 090 that means on the East and 270 means on the West.


10

because the pilot has to do the flight planned and known where to go. After

takeoff, usually start from altitude

VOR receiver will get signals from transmitter and the flag will show arrow

(left picture).

When the aircraft has gone half way or close to next VOR station and VOR

receiver got that signals from next

“FROM” to “TO” arrow (from right picture

Radial of

CDI on the indicator shown off center by four dots and that means eight

degrees off the course, the pilot must correct the heading of aircraft.

If the aircraft out of transmitter range or VOR station not operates, the VOR

receiver will show red flag or indication to tell pilot that don't misunderstand

because CDI needle will stay at center all the time.



altitude of 1000 feet minimum above ground level, the

VOR receiver will get signals from transmitter and the flag will show arrow


receiver got that signals from next station. The arrow flag will change from

arrow (from right picture). At this time, pilot should select OBS to

next VOR station.




ll show red flag or indication to tell pilot that don't misunderstand

because CDI needle will stay at center all the time.



of 1000 feet minimum above ground level, the

VOR receiver will get signals from transmitter and the flag will show arrow FROM


The arrow flag will change from

At this time, pilot should select OBS to

next VOR station.




ll show red flag or indication to tell pilot that don't misunderstand

11

AUTOMATIC DIRECTION FINDER

ADF (Automatic Direction Finder) is the radio signals in the low to medium

frequency band of 190 KHz. t

advantage over VOR navigation in the reception is not limited to line of sight

distance. The ADF signals follow the curvature of the earth. The maximum of

distance is depending on the power of the beaco

both AM radio station and NDB (Non

radio stations broadcast on 540 to 1620 KHz. Non

the frequency band of 190 to 535 KHz.

ADF COMPONENTS J ADF Receiver: pilot can

operation. The signal is received, amplified, and converted to audible voice or

Morse code transmission and powers the bearing indicator.

J Control Box (Digital Readout Type):

control in the cockpit. In this equipment the frequency tuned is displayed as

digital readout. ADF automatically determines bearing to selected station and it

on the RMI.

J Antenna: The aircraft consist of two antennas. The two antennas are ca

LOOP antenna and SENSE antenna. The ADF receives signals on both loop and

sense antennas. The loop antenna in common use today is a small flat antenna

without moving parts. Within the antenna are several coils spaced at various

angles. The loop antenna senses the direction of the station by the strength of

the signal on each coil but cannot determine whether the bearing is TO or

FROM the station. The sense antenna provides this latter information.




frequency band of 190 KHz. to 1750 KHz. It is widely used today. It has the major



distance is depending on the power of the beacon. The ADF can receive on

both AM radio station and NDB (Non-Directional Beacon). Commercial AM

radio stations broadcast on 540 to 1620 KHz. Non-Directional Beacon operate in

the frequency band of 190 to 535 KHz.

J ADF Receiver: pilot can tune the station desired and to select the mode of


Morse code transmission and powers the bearing indicator.

Control Box (Digital Readout Type): Most modern aircraft has t



The aircraft consist of two antennas. The two antennas are ca




a senses the direction of the station by the strength of






widely used today. It has the major



n. The ADF can receive on

Directional Beacon). Commercial AM

Directional Beacon operate in

tune the station desired and to select the mode of


Most modern aircraft has this type of



The aircraft consist of two antennas. The two antennas are called




a senses the direction of the station by the strength of




12

J Bearing Indicator: displays the bearing to station relative to the nose of the

aircraft.

Relative Bearing is the angle formed by the line drawn through the center line of

the aircraft and a line drawn from the aircraft to the radio station.

Magnetic Bearing is the angle formed by a line drawn from aircraft to the radio

station and a line drawn from the aircraft to magnetic north (Bearing to station).

Magnetic Bearing = Magnetic Heading + Relative Bearing.

TYPE OF ADF INDICATOR:

Four types of ADF indicators are in use today. In every case, the needle points to

the navigation beacon. Those four types are:

J Fixed Compass Card: It is fixed to the face of instrument and cannot rotate.

0 degree is always straight up as the nose of aircraft.

The relationship of the aircraft to the station is referred to as “bearing to the

station" MB or aircraft to magnetic north. This type of indicator, pilot must

calculate for the bearing by formulae

MB = RB + MH


13

J Rotatable Compass Card: The dial face of the instrument can be rotated by a

knob. By rotating the card such that the Magnetic Heading (MH) of the aircraft

is adjusted to be under the pointer at the top of the card.

The bearing to station (MB) can be read directly from the compass card without

calculation and make it easy for pilot. Today, they designed automatically

rotate the compass card of the instrument to agree with the magnetic heading

(MH) of the aircraft. Thus MB to station can be read at any time without

manually rotating the compass card on the ADF face.

J Single-Needle Radio Magnetic Indicator: Radio Magnetic Indicator is an

instrument that combines radio and magnetic information to provide

continuous heading, bearing, and radial information.

The face of the single needle RMI is similar to that of the rotatable card ADF.

J Dual-Needle Radio Magnetic Indicator: The dual needle RMI is similar to single

needle RMI except that it has a second needle. The first needle indicated just

like single needle. In the picture, the yellow needle is a single which indicate the

Magnetic Bearing to the NDB station. The second needle is the green needle in

the picture.


14

The second needle (green) is point to VOR station .The dual needle indicator is

useful in locating the location of an aircraft.

OPERATION

ADF operate in the low and medium frequency bands. By tuning to NDB station

or commercial AM radio stations. NDB frequency and identification information

may be obtained from aeronautical charts and Airport Facility Directory. The

ADF has automatic direction seeking qualities which result in the bearing

indicator always pointing to the station to which it is tuned. The easiest and

perhaps the most common method of using ADF is to “home" to the station.

Since the ADF pointer always points to the station, the pilot can simply head the

airplane so that the pointer is on the 0 (zero) degree or nose position when using

a fixed card ADF. The station will be directly ahead of the airplane. Since there is

almost always some wind at altitude and you will be allowing for drift, meaning

that your heading will be different from your track. Off track, if the aircraft is left

of track, the head of the needle will point right of the nose. If the aircraft is right

of track, the head of the needle will point left of the nose.

J For fixed compass card, if you are not fly Homing and you want to fly heading

at some degrees. You must use the formula MB = MH + RB to find out what

degree the ADF pointer should be on. Today, the fixed card indicator is very

unsatisfactory for everyday use which can still be found on aircraft panels but

not many planes that pilot actually uses it due to it has easier type of indicator.

J For rotatable compass card, it was a big step over the fixed card indicator.

The pilot can rotate the compass card with the heading knob to display the

aircraft MH “straight up". Then the ADF needle will directly indicate the magnetic

bearing to the NDB station.


15

J For Single needle Radio Magnetic Indicator, the compass card is a directional

gyro and it rotates automatically as the aircraft turns and provide continuous

heading. It is accurately indicates the magnetic heading and the magnetic

bearing to the beacon. This instrument is a “hands off" instrument.

J For dual needle Radio Magnetic Indicator, it is give the pilot information the

same as the single needle such as aircraft heading and magnetic bearing to

the NDB. The second indicator will point to VOR station. This helps the pilot to

check the location of the aircraft at that time.

16

LONG RANGE NAVIGATION

LORAN (Long Range Navigation) The latest system known as LORAN

system will be discontinued due to cost not effective. The US will continue to

operate the LORAN-C system beyond the previously planned December 31,

2000. The termination date is contin

continuation of the system. User will be given reasonable notice so that they will

have the opportunity to transfer to alternative navigation aids. At this time we

will talk about this system a little because they mi

backup system.

OPERATION LORAN is a net work of land based radio transmitters and was developed to provide an accurate system for long range navigation. LORAN

Stations Operations are organized into sub

“CHAIN”. One station in the Chain is des

called "SECONDARY" or "SLAVE

The theory is to calculate the time between reception of the signals from the

MASTER and SLAVE stations, which are emitted at

very low bands 90 kHz - 110 kHz. In pulse group and has power of 400

kilowatts. The master station emits its own signal first, when that signals reach the

slave station; it emits its own signal after a predetermined

master station's signal reaches the aircraft, its Navigation system counts the time

until the slave station's signal arrives. Your position is found as the intersection of

the line of two LORAN stations.



LORAN (Long Range Navigation) The latest system known as LORAN


C system beyond the previously planned December 31,

2000. The termination date is continuing to evaluate the long term need for



will talk about this system a little because they might keep this system as a

LORAN is a net work of land based radio transmitters and was

developed to provide an accurate system for long range navigation. LORAN

Stations Operations are organized into sub-groups of four to six stati

“CHAIN”. One station in the Chain is designated the "MASTER" and others are

called "SECONDARY" or "SLAVE" Stations.


MASTER and SLAVE stations, which are emitted at different frequencies, at low or

110 kHz. In pulse group and has power of 400


slave station; it emits its own signal after a predetermined delay. When the



the line of two LORAN stations.



LORAN (Long Range Navigation) The latest system known as LORAN-C .This


C system beyond the previously planned December 31,

uing to evaluate the long term need for



ght keep this system as a

LORAN is a net work of land based radio transmitters and was

developed to provide an accurate system for long range navigation. LORAN

groups of four to six stations called

ignated the "MASTER" and others are


different frequencies, at low or

110 kHz. In pulse group and has power of 400 - 1600


delay. When the




17

LORAN UNIT J SIGNAL PROCESSOR

J NAVIGATION COMPUTER

J CONTROL and DISPLAY

Signal Processor receives the signals and measures the difference between

the time of arrival of each secondary station pulse group and the master station

pulse group. The time difference is depend on the location of the receiver on

the aircraft in relation to the three or more transmitters. Each time difference

value is measured to a precision of about 0.1 microseconds.

Navigation Computer converts time difference values to location

corresponding latitude and longitude.

Control and Display

The functions of the LORAN UNIT are:

J Preset Position in Latitude-Longitude and/or relative to a destination, waypoint

or check point.

J Bearing and distance to your destination

J Ground speed and estimated time enroute.

J Course Deviation Indicator.

J Storage in memory of airports.add-on programable and updatable

database.

J Continuous computation of bearing and distances to the nearest airports.

computation of wind direction and velocity.

J Add-on such as fuel flow analyzers to estimate fuel need to reach

destination.etc


18

GLOBAL POSITIONING SYSTEM

GPS (Global Positioning System) is the only system today able to show you where

you’re exactly (position on the earth) at anytime and any weather condition. 24

satellites, all orbit around the earth at 11,000 nautical miles or approximately

20,200 kms. above the earth. The satellites are placed into six different orbital

planes and 55 degree inclination. They are continuously monitored by ground

stations located worldwide.

GPS ELEMENTS We can divide GPS system into three segments. J SPACE SEGMENT

J USER SEGMENT

J CONTROL SEGMENT

SPACE SEGMENT The space segment comprises a network of satellites. The complete GPS space system includes 24 satellites, 11,000 nautical miles above

the earth, take 12 hours each to go around the earth once or one orbit. They

are orbit in six different planes and 55 degrees inclination. These positions of

satellites, we can receive signals from six of them nearly of the time at any point

on earth. Satellites are equipped with very precise clocks that keep accurate

time to within three nanoseconds (0.000000003 of a second or 3e-9)

This precision timing is important because the receiver must determine exactly

how long it takes for signals to travel from each GPS satellite to receiver.

Each satellite contains a supply of fuel and small servo engines so that it can be

moved in orbit to correct for positioning errors.

Each satellite contains four atomic clocks. These clocks are accurate to a

nanosecond.

Each satellite emits two separate signals, one for military purposes and one for


19

civilian use.

SOME SPECIFICATION OF SATELLITE

J Weight 930 kg.(in orbit)

J Size 5.1 m.

J Travel Velocity 4 km/sec

J Transmit Signals 1575.42 MHz and 1227.60 MHz

J Receive at 1783.74 MHz

J Clocks 2 Cesium and 2 Rubidium

J Design life 7.5 year (later model BlockIIR 10 years)

USER SEGMENT As the pilot fly , the GPS receiver continuously caculates the current position and display the correct position / heading.The GPS unit listen to

the satellite's signal and measure the time between the satellites transmission

and receipt of the signal. By the process of triangulation among the several

satellites being received, the unit computes the location of the GPS receiver.

GPS receiver has to see at least four satellites to compute a three dimensional

position (it can compute position with only three satellites if know altitude). Not

only latitude and Longitude , but altitude as well. There are numerous forms of

display among the various manufacturer. No frequency tuning is required , as

the frequency of the satellite transmissions are already known by the receiver.

CONTROL SEGMENT The control Segment of GPS consist of: J Master Control Station ( one station ): The master control station is responsible

for overall managment of the remote monitoring and transmission sites. As the

center for support operations , It calculates any position or clock errors for each

individual satellite from monitor stations and then order the appropriate

corrective information back to that satellite.

J Monitor Stations ( four stations ): Each of monitor stations checks the exact

altitude , position , speed , and overall of the orbiting of satellites. A station can

track up to 11 satellites at a time. This check-up is performed twice a day by

each station as the satellites go around the earth.

20

OPERATION The principle of GPS is the measurement of distreceiver and the satellites. The satellites also tell us exactly where they are in

their orbit above the earth . The receiver knows our exact distance from satellite

, knows the distance between satellites. GPS receivers have mathematical

method by computer to compute exactly where the GPS receiver could be

located.


The principle of GPS is the measurement of distance between the

receiver and the satellites. The satellites also tell us exactly where they are in





ance between the

receiver and the satellites. The satellites also tell us exactly where they are in




21

AERONAUTICAL CHART


AERONAUTICAL CHART



22

AERONAUTICAL LEGEND

23

PRE-FLIGHT PLAN CHART


FLIGHT PLAN CHART



24

PRE-FLIGHT PLAN CHART DETAIL


25

Career in managing Air Traffic

1. What are the basic educational qualifications (degrees) needed to apply for the civil ATC

entrance exam?

Engineering degree in Electronics/ Telecommunication/ Radio Engg/ Electrical/ Master’s Degree

in Electronics OR equivalent, with First Class (60% or above)

2. What is the age limit required to apply for the civil ATC entrance exams?

Lower age limit is 21 years, while the upper age limit is 27 years

3. What are the kinds of questions asked during the civil ATC entrance exams?

Written examination comprising of following 4 papers:

• Elective Paper from Concerned Engineering Branch

• General English

• General Knowledge

• Mental Ability (Numerical/Logic based)

4. What are the passing criteria for the civil ATC entrance exams?

Merit based selection

Standard reservation policy applies for SC/ST/OBC/Ex-Servicemen

5. Once the civil ATC entrance exams are cleared, what are the other parameters on the

basis of which candidates are selected?

• Voice test

• Personal Interview

• Medical fitness as per ICAO Annex-1

6. Once final batches of candidates are selected, where are they sent for their further

training?

Civil Aviation Training College, Allahabad, UP

7. What is the duration of this training and what are the various modules studied and

practical undergone during the training?

At present it is year-long ab-initio training (Under revision to make it in two sections of

six months each)


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Modules:

• Air Traffic Services

• Aerodromes and Ground Aids

• Air Legislation

• Meteorology

• Communication Procedures

• Technical

• Search and Rescue

• Air Navigation

8. What is the cost of this training?

Costs are borne by the Airports Authority of India - the recruiter

9. Is there a possibility of a candidate getting disqualified midway through his training?

If so, then on what grounds?

Yes, if a candidate is unable to secure 70% passing marks in two attempts in any of the

modules, he/she gets disqualified

10. Once the training is complete, what posts are open to these students?

Junior Executive (ATC)

after two years promoted to Assistant Manager (ATC)

11. Do they apply for jobs individually? What is the employment-scene like these days?

Do qualified students get jobs easily or unemployment still prevails?

Airports Authority of India (AAI) is the sole employer of the civil ATCs, in India (Some

small players do exist e.g. HAL and small private airports who also recruit ATCs mainly

from the AAI employees)

The training is imparted only after recruitment. So if one clears the training successfully

he/she is guaranteed of the job

12. What is the starting pay scale for ATC officers?

During training, trainees are paid a stipend of INR 7500 pm with free lodging and

boarding at CATC, Allahabad, UP

The pay scale for Junior Executive (ATC) is INR 8600-250-14600


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13. Is the job transferable? If so, which authority decides the transfer of an ATC officer?

All India transferable by the employer (Airports Authority of India)

14. What are the negative and positive aspects of this profession?

Negative: High stress, Shift duties, Extra work load, Non availability of leaves, Lack of

Social life due strange shift pattern and no standard festivals' leaves, very high

professional risk etc...

Positive: Challenging environment, split second decision making, independent

decisions, Work is not to be carried home etc...

15. What are the various ranks that an ATC officer can climb through?

• Junior Executive

• Assistant Manager

• Manager

• Senior Manager

• Assistant General Manager

• Deputy General Manager

• Joint General Manager

• General Manager

• Executive Director (ATM)

16. As the Indian aviation industry is booming, what is the demand and supply for and of

qualified ATC officers?

There is a shortfall of around 1000 ATC officers in India. Recruitments at the rate of 100 per year

are expected in the coming years

Documents

E.C. in managing Air Traffic