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)

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The Airports Authority of India (AAI) (Hindi: ) 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.

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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-

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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.

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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 flightdirector 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.

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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-topoint 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.

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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.

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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 VOR Class=High Altitude VOR Class=High Altitude VOR Class=High Altitude 1,000-18,000 feet 1,000-14,500 feet 14,500-60,000 feet 18,000-45,000 feet Range 40 nautical miles Range 40 nautical miles Range 100 nautical miles Range 130 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.

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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 pilot. B: Omni Bearing Selector or OBS knob, used to manually rotate the course card to where the point to fly to. C: TO-FROM 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 VOR OR station. A red flag replaces these TO-FROM 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 typical; some aircraft may be varying in details. 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 nting Magnetic North. When we called out, we called in three digits such as 090 that means on the East and 270 means on the West. The proper time to tune navigation receivers is while the aircraft is on the ground

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because the pilot has to do the flight planned and known where to go. After takeoff, usually start from altitude of 1000 feet minimum above ground level, the VOR receiver will get signals from transmitter and the flag will show arrow FROM (left picture).

When the aircraft has gone half way or close to next VOR station and VOR receiver got that signals from next station. The arrow flag will change from FROM to TO arrow (from right picture picture). At this time, pilot should select OBS to Radial of next VOR station. 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 ll show red flag or indication to tell pilot that don't misunderstand because CDI needle will stay at center all the time.

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AUTOMATIC DIRECTION FINDER

ADF (Automatic Direction Finder) is the radio signals in the low to medium frequency band of 190 KHz. t to 1750 KHz. It is widely used today. It has the major 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 beacon. n. The ADF can receive on both AM radio station and NDB (Non (Non-Directional Directional Beacon). Commercial AM radio stations broadcast on 540 to 1620 KHz. Non Non-Directional Directional Beacon operate in the frequency band of 190 to 535 KHz.

ADF COMPONENTS
ADF Receiver: pilot can tune the station desired and to select the mode of operation. The signal is received, amplified, and converted to audible voice or Morse code transmission and powers the bearing indicator.

Control Box (Digital Readout Type): Most modern aircraft has this t type of 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. Antenna: The aircraft consist of two antennas. The two antennas are called 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 a 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.

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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: 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

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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. 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. 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.

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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. 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. 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.

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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. 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.

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LONG RANGE NAVIGATION

LORAN (Long Range Navigation) The latest system known as LORAN-C LORAN .This system will be discontinued due to cost not effective. The US will continue to operate the LORAN-C C system beyond the previously planned December 31, 2000. The termination date is contin continuing uing to evaluate the long term need for 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 might ght keep this system as a 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 sub-groups groups of four to six stations stati called CHAIN. One station in the Chain is des designated ignated the "MASTER" and others are called "SECONDARY" or "SLAVE "SLAVE" Stations.

The theory is to calculate the time between reception of the signals from the MASTER and SLAVE stations, which are emitted at different frequencies, at low or very low bands 90 kHz - 110 kHz. In pulse group and has power of 400 - 1600 kilowatts. The master station emits its own signal first, when that signals reach the slave station; it emits its own signal after a predetermined delay. When the 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.

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LORAN UNIT
SIGNAL PROCESSOR NAVIGATION COMPUTER 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 corresponding latitude and longitude. Control and Display

time

difference

values

to

location

The functions of the LORAN UNIT are: Preset Position in Latitude-Longitude and/or relative to a destination, waypoint or check point. Bearing and distance to your destination Ground speed and estimated time enroute. Course Deviation Indicator. Storage in memory of airports.add-on programable and updatable database. Continuous computation of bearing and distances to the nearest airports. computation of wind direction and velocity. Add-on such as fuel flow analyzers to estimate fuel need to reach destination.etc

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GLOBAL POSITIONING SYSTEM

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

SPACE SEGMENT USER SEGMENT 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

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civilian SOME SPECIFICATION OF SATELLITE Weight 930 kg.(in orbit) Size 5.1 m. Travel Velocity 4 km/sec Transmit Signals 1575.42 MHz and 1227.60 MHz Receive at 1783.74 MHz Clocks 2 Cesium and 2 Rubidium Design life 7.5 year (later model BlockIIR 10 years) use.

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:

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. 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.

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OPERATION The principle of GPS is the measurement of dist distance ance between the
receiver 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.

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AERONAUTICAL CHART

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AERONAUTICAL LEGEND

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PRE-FLIGHT FLIGHT PLAN CHART

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PRE-FLIGHT PLAN CHART DETAIL

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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/ Masters 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

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