CERTIFICATE

This is to certify that a practical training seminar report entitled

COMMUNICATION, NAVIGATION & SURVILLANCE
taken at AIRPORT AUTHORITY OF INDIA is submitted
by AKSHTA KAUSHAL (13EEMEC006), Student of Fourth
Year VII semester in Electronics and Communication
Engineering of Rajasthan Technical University, Kota during the
academic year 2016-2017. The report has been found
satisfactory and is approved for submission.

(Mr. Arvind Sharma)

TPO Head

(Mr. Ravindra Chauhan)

HOD, ECE Department

CHAPTER 1
INTRODUCTION TO AAI
1.1 INTRODUCTION
The Airports Authority of India (AAI) 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, Safdargung Airport,
New Delhi R.K. Shrivastava is the current chairman of the AAI.

Fig. 1.1 Logo of AAI

The Airports Authority of India (AAI) was formed on 1st April 1995 by merging the
International Airports Authority of India and the National Airports Authority with a view to
accelerate the integrated development, expansion and modernization of the operational,
terminal and cargo facilities at the airports in the country conforming to international
standards. AAI provides air navigation services over 2.8 million square nautical miles of
airspace.
Profile
The Airports Authority of India (AAI) was formed on 1st April 1995 by merging the
International Airports Authority of India and the National Airports Authority with a view to
accelerate the integrated development, expansion and modernization of the operational,
terminal and cargo facilities at the airports in the country conforming to international
standards.

1.2 STRUCTURE OF MCA

The Ministry of Civil Aviation of the Government of India (MCA) is the nodal Ministry
responsible for the formulation of national policies and programmers for development
and regulation of Civil Aviation and for devising and implementing schemes for the

orderly growth and expansion of civil air transport. Its functions also extend to
overseeing airport facilities, air traffic services and carriage of passengers and goods
by air. The Ministry also administers implementation of the 1934 Aircraft Act and is
administratively responsible for the Commission of Railways Safety

Fig. 1.2: Civil Aviation set up in India

1.2.1 DIRECTORATE GENERAL OF CIVIL AVIATION

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

1.2.2 BUREAU OF CIVIL AVIATION SECURITY

The Bureau of Civil Aviation Security (BCAS) is an agency of the Ministry of Civil
Aviation of India. Its head office is on the first through third floors of the A Wing of the
Janpath Bhawan along Janpath Road in New Delhi. The agency has four regional
offices, located at Indira Gandhi Airport in Delhi, Chhatrapati Shivaji International Airport

in Mumbai, Chennai International Airport in Chennai, and Netaji Subhas Chandra Bose
International Airport in Kolkata.

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

1.2.4 PRIVATE AIRPORTS

The airports in India are categories as Custom, Domestic, International, Defence,
Future and Privates. Private Airports are used for specific purpose. List of private
airports in India
are:
1. Sri SathyaSai Airport , Andhra Pradesh
2. OP Jindal Airport, Chhattisgarh
3. Mehsana Airport, Gujarat
4. Vidyanagar Airport, Karnataka
Amravati Airport, Shirpur Airport, Baramati Airport, Gondia Airport,
Maharashtra.

1.2.5 AIR LINES

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

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

1.3. ORGANIZATIONAL STRUCTURE

AAI manages 126 airports, which include 11 international airports, 89 domestic airports
and 26 civil enclaves at Defense airfields. AAI provides air navigation services over 2.8
million square nautical miles of airspace.

1.4. INFORMATION RELATED TO AAI

Control and management of the Indian airspace extending beyond the territorial limits of
the country, as accepted by ICAO. Design, Development, Operation and Maintenance
of International and Domestic Airports and Civil Enclaves. 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 Navigational aids viz. ILS, DVOR, DME, Radar
etc.

1.5. PRESENT TIME AAI

1. Most of AAI's revenue is generated from landing/parking fees and fees collected by
providing CNS & ATC services to aircraft over the Indian airspace.
2. Only 16 of the 126 airfields operated by the AAI are profitable while the other airports
incur heavy losses due to underutilization and poor management.

1.6 FUNCTIONS OF AAI

(i) To control and manage the entire Indian airspace (excluding the special user
airspace) extending beyond the territorial limits of the country, as accepted by ICAO.
(ii) To Design, Construct, Operate and Maintain International Airports, Domestic
Airports, Civil Enclaves at Defense Airports.
(iii) Development and Management of Cargo Terminals at Airports

(iv) Provision of Passenger Facilities and Information System at the Passenger

Terminals at airports
(v) Expansion and strengthening of operation area viz. Runways, Aprons, Taxiway, etc
(vi) Provision of visual aids.
(vii) Provision of Communication and Navigational aids viz. ILS,DVOR,DME, Radar
etc.
(viii) Construction, modification & management of passenger terminals, development &
management of cargo terminals, development & maintenance of apron infrastructure
including runways, parallel taxiways, apron etc.,
(ix) Provision of Communication, Navigation and Surveillance which includes provision
of DVOR / DME, ILS, ATC radars, visual aids etc., provision of air traffic services,
provision of passenger facilities and related amenities at its terminals thereby
ensuring safe and secure operations of aircraft, passenger and cargo in the country.

1.7 CONCLUSION
This part of report gives the information related to airport authority of India. In this part
also explain the basic profile of the AAI, function of AAI and the present time market
strength of the AAI.

CHAPTER 2
AIRPORT AUTHORITY OF JAIPUR
2.1 AAI, JAIPUR
Jaipur Airport (IATA: JAI, ICAO: VIJP) is in the southern suburb of Sanganer, 13 km
from Jaipur, the capital of the Indian state of Rajasthan.
Jaipur airport is the only international airport in the state of Rajasthan. It was granted
the status of international airport on 29 December 2005. The civil apron can
accommodate 14 A320 aircraft and the new terminal building can handle up to 1000
passengers at a time. There are plans to extend the runway to 12,000 ft (3,658 m) and
expand the terminal building to accommodate 1,000 passengers per hour. The runway
is now being extended to 11,500 ft (3,505 m). This extension will help to land big planes
such as Boeing 747 and Airbus A380. Thus, the air traffic will be more and the
international destinations will be also more.

2.2 STRUCTURE OF AAI, JAIPUR

The new domestic terminal building at Jaipur Airport was inaugurated on 1 July
2009.The new terminal has an area of 22,950 sqm, is made of glass and steel structure
having modern passenger friendly facilities such as central heating system, central air
conditioning, inline x-ray baggage inspection system integrated with the departure
conveyor system, inclined arrival baggage claim carousels, escalators, public address
system, flight information display system (FIDS), CCTV for surveillance, airport checkincounters with Common Use Terminal Equipment (CUTE), car parking, etc.
The International Terminal Building has peak hour passenger handling capacity of 500
passengers and annual handling capacity of 400,000.The entrance gate, made of
sandstone and Dholpur stones along with Rajasthani paintings on the walls, give
tourists a glimpse of the Rajasthani culture. Two fountains on both sides of the terminal,
dotted with palm trees, maintain normal temperature within the airport premises. The
transparent side walls of the building have adjustable shades that control the passage
of sunlight into the airport premises, thereby cutting down heavily on electricity bills.

Fig. 2.1: JAIPUR AIRPORT

Fig. 2.2: Terminal- 2

The Airlines operating at this airport are: (a) International: Indian , Air Arabia, & Air India Express
(b) Domestic: Indian, Jet Airways, Jet lite, Indigo, Kingfisher, Go Air, SpiceJet.
TABLE NO. 2.1: TECHNICAL DATA OF THE AIRPORT

TABLE NO.2.2: RUNWAY

TABLE NO. 2.3: GENERAL INFORMATION OF AIRPORT

TABLE NO.2.4: TERMINALS, AIRLINES & DESTINATION

2.3 OPERATIONS
2.3.1 PASSENGER FACILITIES
(a) Construction, modification & management of passenger terminals, development &
management of cargo terminals, development & maintenance of apron infrastructure
including runways, parallel taxiways, apron etc.
(b) Provision of Communication, Navigation and Surveillance which includes provision
of DVOR / DME, ILS, ATC radars, visual aids etc., provision of air traffic services,
provision of passenger facilities and related amenities at its terminals thereby ensuring
safe and secure operations of aircraft, passenger and cargo in the country.

2.3.2 AIR NAVIGATION SERVICES

In tune with its global approach to modernise Air Traffic Control (ATC) infrastructure for
seamless navigation across state and regional boundaries, AAI is upgrading to satellite
based Communication, Navigation, Surveillance (CNS) and Air Traffic Management. A
number of co-operation agreements and memoranda of co-operation have been signed
with the Federal Aviation Administration, US Trade & Development Agency, European
Union, Air Services Australia and the French Government Co-operative Projects and
Studies initiated to gain from their experience.

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

2.3.4 HRD TRAINING

AAI has a number of training establishments, viz. NIAMAR in Delhi, CATC in Allahabad,

Fire Training Centres at Delhi & Kolkata for in-house training of its engineers, Air Traffic
Controllers, Rescue & Fire Fighting personnel etc. NIAMAR & CATC are members of
ICAO TRAINER programme under which they share Standard Training Packages (STP)
from a central pool for imparting training on various subjects.

2.3.5 REVENUE
Most of AAI's revenue is generated from landing/parking fees and fees collected by
providing CNS & ATC services to aircraft over the Indian airspace.

2.4. CONCLUSION
In this chapter we gained technical information information about the AAI Jaipur and its
working operations.

CHAPTER 3
COMMUNICATION NAVIGATION &
SURVEILLANCE SYSTEM
3.1. INTRODUCTION
AAI is semi govt. authority as well as public sector unit.AAI can take any decision for the
development of infrastructure of the company. For the infrastructure, the civil aviation
plays a vital role in airport infrastructure. Civil Aviation is the fastest growing arm of
Indias transport infrastructure and it plays an increasingly important role in providing
connectivity. The sprojections for both passenger & cargo traffic growth, coupled with
the deficient & lagging airport & allied Infrastructure, calls for an urgent need to build &
augment Indias Aviation Infrastructure.

3.1.1 DEPARTMENTAL STRUCTURE

It can be divided into mainly five departments:
1. Overall Airport Management
2. CNS Office
3. Nav-Aids/GAGAN
4. Equipment Room
5. FIDS(Flight Information Display System)/Security Equipments/CCTV
1. Overall Airport Management- This area comes under management part. Various
activities viz. booking of tickets , maintenance of transactions and funds for the
development and modernization of airport, and other departmental activities .This
department regulates the cost and maintenance of various equipments used at the
airport. This department also deals with the buying of the various new equipments for
replacement with the old ones.
2. CNS Office- CNS refers to Communication Navigation and Surveillance. The work of
this department is to take care of proper communication between the airport officials
and also to the pilot during take-off and landing of the aeroplane.
3. Nav-Aids- It represents Navigational Aids. This department helps in the Navigation of
the aircrafts in the airspace. It is not necessary that these aircraft should land on the
airport, instead they can get directions from here during the flight also.

4. Equipment Room- This room has all the necessary equipment for the proper
functioning and monitoring of the various data transfers.
5. FIDS- It represents Flight Information Display System. It is for the passengers
information and convenience.

3.2 NETWORK STRUCTURE

It has a wide network all over India. Their network structure provide guidance to any
aeroplane and helicopters over the whole Indian airspace. For this purpose all the
airports are constantly in touch with the nearest airports through proper communication
system. The network structure is based on LAN and WAN.

3.3 HARDWARE AND SOFTWARE

The Airports Authority of India uses various hardware equipments of various companies
and many equipments like VHF and DATIS use software of different technologies.these
equipments are based on various parameters such as VSWR ,power ,modulator ,power
supply unit, synthesizer etc.

3.4 ROLE OF CNS DEPARTMENT

1. To provide uninterrupted services of Communication, Navigation and Surveillance
(CNS) facilities for the smooth and safe movement of aircraft (over flying, departing &
landing) in accordance with ICAO standards and recommended practices.
2. To maintain Security Equipments namely X-Ray Baggage systems (XBIS), Hand
Held Metal Detectors (HHMD) and Door Frame Metal Detectors (DFMD).
3. To provide and maintain inter-unit communication facility i.e. Electronic Private
Automatic Exchange Board (EPABX)
4. To maintain the passenger facilitation systems like Public Address (PA) system, Car
Handling System and Flight Information Display System (FIDS).

3.5 CNS FACILITY

1. VHF air to ground voice communication facilities.
2. Digital Voice Tape Recorder.
3. Dedicated Satellite Communication Network.

4. Voice Communication System.

5. Automatic Message Switching System

Fig 3.1 General Architecture of CNS department

3.6. CONCLUSION
In this part of report gives the information related to CNS (communication navigation
surveillance) department. The basic role or airport and the equipment used at airport
related to security, for communicate to pilot, for the landing for distance measuring used
all equipment.

CHAPTER 4
COMMUNICATION DEPARTMENT
4.1 INTRODUCTION
Communication is the process of sending, receiving and processing of information by
electrical means. It started with wire telegraphy in 1840 followed by wire telephony and
subsequently by radio/wireless communication. The introduction of satellites and fiber
optics has made communication more widespread and effective with an increasing
emphasis on computer based digital data communication. In Radio communication, for
transmission information/message are first converted into electrical signals then
modulated with a carrier signal of high frequency, amplified up to a required level,
converted into electromagnetic waves and radiated in the space, with the help of
antenna. For reception these electromagnetic waves received by the antenna,
converted into electrical signals, amplified, detected and reproduced in the original form
of information/message with the help of speaker.

4.1.1 TRANSMITTER
Unless the message arriving from the information source is electrical in nature, it will be
unsuitable for immediate transmission. Even then, a lot of work must be done to make
such a message suitable.
This may be demonstrated in single-sideband modulation, where it is necessary to
convert the incoming sound signals into electrical variations, to restrict the range of the
audio frequencies and then to compress their amplitude range. All this is done before
any modulation.
In wire telephony no processing may be required, but in long-distance
communications, transmitter is required to process, and possibly encode, the incoming
information so as to make it suitable for transmission and subsequent reception.
Eventually, in a transmitter, the information modulates the carrier, i.e., is
superimposed on a high-frequency sine wave. The actual method of modulation varies
from one system to another.

Modulation may be high level or low level, (in VHF we use low level modulation)
and the system itself may be amplitude modulation, frequency modulation, pulse
modulation or any variation or combination of these, depending on the requirements.

Fig. 4.1: RF Transmitter

4.1.2 CHANNEL
The acoustic channel (i.e., shouting!) is not used for long-distance communications and
neither was the visual channel until the advent of the laser. "Communications," in this
context, will be restricted to radio, wire and fiber optic channels.
Also, it should be noted that the term channel is often used to refer to the frequency
range allocated to a particular service or transmission, such as a television channel.
It is inevitable that the signal will deteriorate during the process of transmission and
reception as a result of some distortion in the system, or because of the introduction of
noise, which is unwanted energy, usually of random character, present in a
transmission system, due to a variety of causes.
Since noise will be received together with the signal, it places a limitation on the
transmission system as a whole. When noise is severe, it may mask a given signal so
much that the signal becomes unintelligible and therefore useless. Noise may interfere
with signal at any point in a communications system, but it will have its greatest effect
when the signal is weakest. This means that noise in the channel or at the input to the
receiver is the most noticeable.

4.1.3 RECEIVER
There are a great variety of receivers in communications systems, since the exact form
of a particular receiver is influenced by a great many requirements. Among the more
important requirements are the modulation system used, the operating frequency and
its range and the type of display required, which in turn depends on the destination of
the intelligence received. Most receivers do conform broadly to the super heterodyne
type.

Fig 4.2: RF Receiver

Receivers run the whole range of complexity from a very simple crystal receiver, with
headphones, to a far more complex radar receiver, with its involved antenna
arrangements and visual display system. Whatever the receiver, its most important
function is demodulation (and sometimes also decoding). Both these processes are the
reverse of the corresponding transmitter modulation processes.
As stated initially, the purpose of a receiver and the form of its output influence its
construction as much as the type of modulation system used. The output of a receiver
may be fed to a loudspeaker, video display unit, teletypewriter, various radar displays,
television picture tube, pen recorder or computer: In each instance different
arrangements must be made, each affecting the receiver design. Note that the

transmitter and receiver must be in agreement with the modulation and coding methods
used (and also timing or synchronization in some systems).

Fig.4.3: Transmitter and Receiver Equipment

4.2. VCCS /TAPE RECORDER/DATIS

The Voice Communication Control System (VCCS) is a Voice Switch and Control
System for networking an airport VHF communication system. It is an electronic
switching system, which controls the complex flow of speech data between air traffic
controllers on ground and aircraft. The system has been designed using
Complementary Metal Oxide Semiconductor (CMOS) digital circuits and is very easy to
operate.
The VCCS is based on a modular architecture. The heart of the system is a Central
Switching Unit (CSU) in which the data inputs from various controller workstations are
separately processed. The controller workstation installed at the ATS units works as a

command centre from which the air traffic controller operates the VHF RT. Each
Controller Workstation is assisted by a Radio Telephony Display Console, Audio
Interface and Headset Interface Units.

Fig. 4.4: VCCS

Fig. 4.5: System Architecture of VCCS

4.2.1 INTRODUCTION TO TAPE RECORDING

The purpose of tape recorder is to store the Sound by recording of sound either by Disc
Recording, Film Recording or Magnetic Recording. In our Department, we are using
Magnetic Recording to record the communications/speech between Air (Aircraft) to
Ground, Ground to Ground, telephones, Intercoms etc. For any miss happening or any
other reason, the conversations of past period can be checked to find out the root cause
so that in future such types of mistakes can be avoided.

4.3. DIGITAL AIRPORT TERMINAL INFORMATION SYSTEM

(DATIS)
Digital Airport Terminal Information System (DATIS) is an intelligent announcing system
used for Automatic Terminal Information Service (ATIS) for the automatic provision of
current, routine information (weather, runway used etc.) to arriving and departing aircraft
throughout 24 hrs or a specific portion thereof. The System is Completely solid-state,
without any moving parts. The design is based around advanced digital techniques viz.,
PCM digitization, high density Dynamic RAM Storage and microprocessor control. This
ensures reproduction of recorded speech with high quality and reliability. Storage
capacity normally supplied is for 4 minutes Announcement, and as the system design is
modular, it can be increased by simply adding extra memory. The system is configured
with fully duplicated modules, automatic switch-over mechanism and Uninterrupted
Power Supply to ensure Continuous System availability.
Table 4.1: Frequency Band

Table 4.2: Frequency Band Used in Communication

Fig. 4.6: DATIS

4.4. AUTOMATIC MESSAGE SWITCHING SYSTEM

In AFTN, information is exchanged between many stations. The simplest form of
communication is point-to-point type, where information is transmitted from a source to
sink through a medium. The source is where information is generated and includes all

functions necessary to translate the information into an agreed code, format and
procedure.The medium could be a pair of wires, radio systems etc. is responsible for
transferring the information. The sink is defined as the recipient of information; it
includes all necessary elements to decode the signals back into information.

4.4.1. CLASSIFICATION OF AFTN SWITCHING SYSTEM

A switching system is an easy solution that can allow on demand basis the connection
of any combination of source and sink stations. AFTN switching system can be
classified into 3 (three) major categories:
1 Line or circuit Switching
2 Message Switching
3 Packet Switching.
4.4.1.1 Line Switching
When the switching system is used for switching lines or circuits it is called lineswitching system. Telex switches and telephones exchanges are common examples of
the line switching system. They provide user on demand basis end-to-end connection.
As long as connection is up the user has exclusive use of the total bandwidth of the
communication channel as per requirement. It is Interactive and Versatile.
4.4.1.2 Message Switching
In the Message Switching system, messages from the source are collected and stored
in the input queue which are analysed by the computer system and transfer the
messages to an appropriate output queue in the order of priority.
The message switching system works on store and forward principle. It provides good
line utilization, multi- addressing, message and system accounting, protects against
blocking condition, and compatibility to various line interfaces.
4.4.1.3 Packet Switching
This system divides a message into small chunks called packet. These packets are
made of a bit stream, each containing communication control bits and data bits. The
communication control bits are used for the link and network control procedure and data
bits are for the user.
A packet could be compared to an envelope into which data are placed. The envelope
contains the destination address and other control information. Long messages are

being cut into small chunks and transmitted as packets. At the destination the network
device stores, reassembles the incoming packets and decodes the signals back into
information by designated protocol. It can handle high-density traffic. Messages are
protected until delivered. No direct connection required between source and sink. Single
port handles multiple circuits access simultaneously and can communicate with high
speed.

4.5. AERONAUTICAL TELECOMMUNICATION NETWORK (ATN)

The basic objective of CNS/ATM is Accommodation of the users preferred flight
trajectories. This requires the introduction of automation and adequate CNS tools to
provide ATS with continuous information on aircraft position and intent. In the new
CNS/ATM system, communications with aircraft for both voice and data (except for
polar region) will be by direct aircraft to satellite link and then to air traffic control (ATC)
centre via a satellite ground earth station and ground-ground communication network.
Voice communication (HF) will be maintained during the transition period and over polar
region until such time satellite communication is available. In terminal areas and in
some high density airspaces VHF and SSR mode S will be used.
The introduction of data communication enables fast exchange of information
between all parties connected to a single network. The increasing use of data
communications between aircraft and the various ground systems require a
communication system that gives users close control over the routing of data, and
enables different computer systems to communicate with each other without human
intervention. In computer data networking terminology, the infrastructure required to
support the interconnection of automated systems is referred to as an Internet. Simply
stated, an Internet comprises the interconnection of computers through sub-networks,
using gateways or routers. The inter-networking infrastructure for this global network is
the Aeronautical Telecommunication Network (ATN). The collection of interconnected
aeronautical end- system(ES), intermediate-system(IS) and sub-network (SN) elements
administered by International Authorities of aeronautical data-communication is
denoted the Aeronautical Telecommunication Network (ATN).

The ATN will provide for the interchange of digital between a wide variety of endsystem applications supporting end-users such as Aircraft operation, Air traffic
controllers and Aeronautical information specialists. The ATN based on the International
organization for standardization (ISO). Open system interconnection (OSI) reference
model allows for the inter- operation of dissimilar Air-Ground and ground to ground subnetworks as a single internet environment. End-system attached to ATN Sub-network
and communicates with End system with other sub-networks by using ATN Routes.
ATN Routes can be either mobile (Aircraft based) or fixed.
The router selects the logical path across a set of ATN sub-networks that can exists
between any two end systems. This path selection process uses the network level
addressing quality of service and security parameters provided by the initiating en
system. Thus the initiating end system does not need to know the particular topology or
availability of specific sub-networks.
Present day Aeronautical communication is supported by a number of organizations
using various networking technologies. The most eminent need is the capability to
communicate across heterogeneous sub-networks both internal and external to
administrative boundaries. The ATN can use private and public sub-networks spanning
organizational and International boundaries to support aeronautical applications. The
ATN will support a data transport service between end-users which is independent of
the protocols and the addressing scheme internal to any one participating sub-networks.
Data transfer through an Aeronautical internet will be supported by three types of data
communication sub-networks.
1. The ground network AFTN,ADNS,SITA Network
2. The Air-ground network Satellite, Gate-link, HF, VHF, SSR Modes
3. The Airborne network the Airborne Data Bus, Communication management unit.

4.5.1 THE GROUND NETWORK

It is formed by the Aeronautical Fixed telecommunication network (AFTN), common
ICAO data interchange network (CIDIN) and Airline industry private networks.

4.5.2 THE AIR-GROUND NETWORK

The Air-Ground sub networks of VHF, Satellite, Mode S, gate link, (and possibly HF) will
provide linkage between Aircraft-based and ground-based routers (intermediate

system).

4.5.3 THE AIRBORNE NETWORK

It consists of Communication Management Unit (CMU) and the Aeronautical radio
incorporation data buses (ARINC). Interconnectivity to and inter-operability with the
Public data Network (PDN) will be achieved using gate-ways to route information
outside the Aeronautical environment.

4.6 ADNS (AIRNC DATA NETWORK SERVICE)

The backbone of the ARINC communication services is the ARINC Data Network
Service. The network provides a communication interface between airlines, AFTN, Airroute Traffic Control Centre (ARTCC) and weather services. ADNS is also used to
transport air ground data link messages and aircraft communication addressing and
reporting system (ACARS).

4.7 SITA NETWORK

SITAs worldwide telecommunication network is composed of switching centers
interconnected by medium to high speed lines including international circuits. The
consolidated transmission capacity exceeds 20 Mbps and the switching capacity
exceeds 150 million data transactions and messages daily.

4.8. THE AIR-GROUND COMMUNICATION SYSTEM

The available/planned air-ground communication systems are
1. Satellite
2. Gate link
3. HF radio
4. VHF

4.9 COMMUNICATION EQUIPMENTS

It can be categorized into two parts:

4.9.1 AIR TO GROUND COMMUNICATION

It uses the very high frequency range 30MHz-300MHz.
An Equipment Room contains the VHF equipment as well as the remote control of
other navigational equipment.

 Staggered Dipole Antenna is used in omni direction.Amplitude Modulation is used.

Transmitter frequency at Jaipur Airport is 125.250MHz.
4.9.1.1 Air traffic control (ATC)
It is a service provided by ground-based controllers who direct aircraft on the ground
and in the air.
The primary purpose of ATC systems worldwide is to separate aircraft to prevent
collisions, to organize and expedite the flow of traffic, and to provide information and
other support for pilots when able.
In addition to its primary function, the ATC can provide additional services such as
providing information to pilots, weather and navigation information and NOTAMs
(Notices to Airmen).
4.9.1.2 The DR100 multimode VHF receiver
It is a state-of-the-art communication unit specifically designed to operate as radio
core part of Air Traffic Control ground stations.
It is able to support a huge number of operating modes, ranging from the traditional
AM-DSB mode for analogue speech communications, to the latest VDL 3 and 4 modes*
for voice and data or data-only links.

Fig.4.7: DR 100
Due to its DSP-based architecture, software-radio approach, and modular design, it
allows for easy update and re-configuration in terms of type of modulation, channel
spacing and interface to external controllers.
The equipment has outstanding performances in terms of noise radiation and
unwanted emissions together with the high grade of immunity to external interference.

 The equipment has been designed to fulfill operating requirements in any possible
system layout. This results in an extreme degree of flexibility and operability. It can also
be used as direct replacement of analogue VHF equipment in traditional ATC systems
Power consumption Transmitter

: 400 W (DC main)

Power consumption Receiver

: 40 W (DC main)

Efficiency

: 10%

Operating frequency band

: 108 to 156 MHz

Technical Description and Architecture

The DR100 comprises independent modules, each of them accomplishing a different
and specific function. The equipment can be provided in different configurations
according to the type of fitted modules. The following block diagram highlights the
modularity of DR100.

Fig.4.8: Block diagram of DR 100

1. Receiver module (RX)
2. Base Band module (BB)
3. Power Supply Unit (PSU)

4. IMC/MSIC cards
5. Control Panel (standard and enhanced HMI)
6. Line Barrier card (e.g. ALB_S, ALB_M)
The Receiver module mainly performs the related radio frequency functions. The
RX module is based on a super-heterodyne layout that provides the full downconversion of received AM-DSB/D8PSK/GFSK modulated RF signals, and
amplification to required level for the analogue to digital conversion. The RX
module sends the digitized I/Q format data stream to the Base band module via an
RS422 serial interface
The BB module handles carrier digital processing. The Base band module is a full
digital module that is mainly charged of carrier processing and the associated control
tasks. The type and amount of BB signal processing tasks is dependent on the
operating mode (AM-DSB or VDL mode
The PSU module provides all the required internal supply voltages for DR100
modules operation. It also provides EMI filtering and over-voltage/under-voltage
line protections. It is fed by external DC power source.
The AC/DC converter module provides a DC output to feed the PS module by
conversion of the 110 - 230 VAC main supply.
The IMC card, located on cPCI back plane, is the simplest management card, that
allows for DR100 full O&M tasks management, interfacing with Analogue Line
Barrier cards, supporting of VDL modes default data interface to an external station
controller through an RS232 port.
The MSIC card alternative to IMC is still located on CPCI back plane. It is the fullsized management card that, in addition to IMC features,
The Control Panel, which is managed by the IMC or MSIC, absolves any local HMI
functions. Analogue Line Barrier (ALB), are used in AM-DSB and AM-DATA
mode, when the equipment must process analogue speech communication.

4.9.2 GROUND-TO-GROUND COMMUNICATION

4.9.2.1 Wacky-talky
It is a small portable radio link (receiver and transmitter)

 A two-way radio communication system (usually microwave); part of a more extensive

telecommunication network.
Use frequency modulation technique.
Its frequency at Jaipur Airport is 166.2 MHz.
A Base station called challenger is provided for it.

4.9.3 OTHER IMPORTANT EQUIPMENTS

4.9.3.1 DVTR
The Digital Voice Tape Recorder is used for audio recording.
It can record 24 channels simultaneously.
In this about 20 channels are fixed while remaining 4 channels can be set as
requirement.
Recording is done on magnetic tape and saved about 2 months.

4.10 SPACE MODULATION

Space modulation is a radio amplitude modulation technique used in instrument landing
systems that incorporates the use of multiple antennas fed with various radio frequency
powers and phases to create different depths of modulation within various volumes of
three- dimensional airspace. This modulation method differs from internal modulation
methods inside most other radio transmitters in that the phases and powers of the two
individual signals mix within airspace, rather than in a modulator.
An aircraft with an on-board ILS receiver within the capture area of an ILS, (glide slope
and localizer range), will detect varying depths of modulation according to the aircraft's
position within that airspace, providing accurate positional information about the
progress to the threshold.
Another type of amplitude modulation process may be required to be used in many
places like Navaids where the combination (addition) of sideband only (SBO comprising
one or more TSB(s)) and the carrier with or without the transmitter modulated sidebands
takes place in space. Note that both of the SBO or carrier with sidebands (CSB) are
transmitter modulated but when all the required signals out of these three namely SBO,
CSB or carrier are not radiated from the same antenna the complete modulation
process will be realized rather the composite modulated waveform will be formed at the
receiving point by the process of addition of all the carriers and all the sidebands

(TSBs). The process of achieving the complete modulation process by the process of
addition of carriers and sidebands (TSBs) at the receiving point in space is called the
Space Modulation which means only that modulation process is achieved or
completed in space rather than in equipment itself but not at all that space is modulated.

4.11 CONCLUSION
This part of report gives the information related to how to communicate with pilot and
the transmitter and receiver component used at airport. Communication is basically to
sending, receiving and processing of information by electronic means.

CHAPTER 5
SURVEILLANCE DEPARTMENT
INTRODUCTION
The Airports Authority of India is a public sector unit (PSU). It is a Miniratna company of
category I. It handles the landing and take-off of various types of planes viz: passenger
U planes, cargo planes, military planes carrying military equipments etc. It also provides
security facility to the passengers and manages them properly at the main terminal so
that they do not feel any inconvenience. It is also equipped with various types of
security
equipments for the security purposes. It guides the planes on their way in determining
their trajectories also. For all these purposes the AAI manages various types of
equipments at each terminal and also in continuously communicates with the nearby
airports for further information.

5.1. PUBLIC ADDRESSING SYSTEM

1. At the airport it is use to address the passengers.
2. Information about the arrival and departure of flights, security checking etc is
announced by this system. Here three or more power amplifiers are used in series to
amplify the audio power from where the audio output is announced in different
sections through loudspeakers.

Fig. 5.1: PA System

Fig.5.2: Personal Announcement System

5.3. SECURITY EQUIPMENTS

The main security equipment are1. X-BIS
2. DFMD

3. HHMD
4. ETD
5. CCTV
1. X-BIS
X-Ray Baggage Inspection System is used for baggage inspection, passengers are
carrying with them.

Fig. 5.3: X-Ray BIS

Generation of X-Ray
For X-Ray Generation very high voltage DC supply is applied between cathode and
anode in a vacuum tube. Cathode heats and emits electron. Electron moves from
cathode to anode. When there is change in energy of electron X-Ray generates and
passes through a 1mm hole in the form of narrow beam. Beam direction is set at the
angle of 45 degree diagonally. As to cover the total area as well as to make 3-D
projection.

.
Fig.5.4: Generation of X-Rays
Operation
Start key is pressed from the keyboard then the command goes to the microprocessor,
then to the interface board. The interface board starts the motor hence conveyor belt
starts running. But at this time X-Rays doesnt generate. The speed of conveyor belt is
normally 0.2m/sec. When baggage is run on the conveyor belt and passes through the
light barriers then interruption occurs. The microprocessor reads the interrupt through
interface board. Microprocessor again gives the command to the X-Ray generator to
generate X-Rays through the interface board. X-Rays falls on the baggage some absorb
and rest passes through it. The X-Rays now converts into the voltage by a transducer.
Now a VGA (Voltage Graphic Adopter) converts the input voltage signal into the output
graphic image on the monitor. At the monitor slice-by-slice screening is achieved. The
X-BIS shows the different color patterns according to the material inside the baggage,
such as: 1. Organic: Orange color
2. Inorganic: Green
3. Metal: Blue
2. Door Frame Metal Detector (DFMD)
A Door Frame Metal Detector or DFMD is used to detect metal objects passengers are
carrying with them. The system is used for weapons detection as well as passenger
screening.
Main components are1. Transmitter panel (TX)

2. Receiver panel (RX)

3. Cross piece.
4. Remote control unit.
5. Electronics unit.
The operation of DFMD is based on electromagnetic pulsed-field technology.
Transmitter pulses causes decaying eddy currents in metal objects inside the sensing
area of the WTMD. The signal induced to the receiver by the eddy currents is sampled
and processed in the electronic unit. Moving metal objects are detected when the signal
exceeds the alarm threshold. A sampling circuit in the metal detector is set to monitor
the length of the reflected pulse. By comparing it to the expected length, the circuit can
determine if another magnetic field has caused the reflected pulse to take longer to
decay. If the decay of the reflected pulse takes more than a few microseconds longer
than normal, there is probably a metal object interfering with it.

Fig. 5.5: DFMD

The sampling circuit sends the tiny, weak signals that it monitors to a device call an
integrator. The integrator reads the signals from the sampling circuit, amplifying and
converting them to direct current (DC).The DC's voltage is connected to an audio circuit,
where it is changed into a tone that the metal detector uses to indicate that a target
object has been found. If an item is found, you are asked to remove any metal objects
from your person and step through again.
3. Hand Held Metal Detector (HHMD)

1. A Hand Held Metal Detector is also used to detect metal and objects passengers are
carrying with them.
2. Hand Held Metal Detector is based on the principle of Electromagnetic induction.
3. Basic principle is whenever there is change in magnetic links of force associated with
a conductor an EMF is generated.
4. It consists of two coils, primary and secondary or transmitter and receiver coil.
5. Transmitter and receiver coils are isolated to each other.
6. When the switch is ON HHMD starts working, as soon as it set to check the metal or
non metal due to change in magnetic field eddy currents are being traced from the
metal.

Fig. 5.6: Internal Structure of Hand Held Metal Detector

Fig. 5.6: Internal Structure of Hand Held Metal Detector

Main components of HHMD
1. MELU 5087 M28 Electronics unit
2. METOR coil set
3. 8.Button M28
4. Carring strap
5. Button slide
6. Battery/ charger cable
7. Clamping screw

Fig. 5.7: HHMD

The coil is part of the oscillating circuit which operation frequency is 23.5 kHz. When a
metal object is inside the sensing area of the coil, it will effect to amplitude of the
oscillating signal. After a while the integrating control will set the amplitude a constant
value. Output of oscillator is rectified and it is connected through the filter section to
comparator. When the signal is lower than the adjusted reference level (sensitivity
setting) comparator generates alarm signal. It activates the alarm oscillator and the

audible alarm / the red alarm light. Battery voltage is controlled with a low voltage circuit
and constant alarm is activated when the battery voltage is under 7V. The connector in
the rear of the unit operates as headphone and charger connections. The charger idle
voltage is between 14 and 24 VDC. During charging operation the green light is plinking
and with full battery it lights
constantly. If headphone is connected, audible alarm is not operational.
4. Explosive Trace Detector (ETD)
An Explosive Trace Detector is used to detect the explosives and narcotics. It consists
normally a vacuum tube. The operator on swap takes a sample from the luggage. In the
ETD machine the sample is melted and then vaporized, by applying high voltage. Thus
there is displacement occurs in the atomic weight of the substance. By the LUT (Look
Up Table) the displacement can be measured, and thus substance can be detected.
The screen of ETD shows the information about the sample with necessary graph etc.

Fig. 5.8: Explosive Test Detection System

5. Closed-Circuit Television (CCTV)
Closed-Circuit Television (CCTV) is the use of video cameras to transmit a signal to a
specific, limited set of monitors. In this the signal is not openly transmitted, though it
may employ point to point wireless links. For security purpose many CCTV camera input
are fed to a multiplexer or generally in a switcher, from where it goes as a input to the
monitor output.

Fig. 5.9: Closed Circuit Television Control System

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

Fig. 5.10: Surveillance Radar

5.4.1. PRINCIPLE OF RADAR

A radar system has a transmitter that emits radio waves called radar signals in
predetermined directions. When these come into contact with an object they are
usually reflector scattered in many directions. Radar signals are reflected especially well
by materials of considerable electrical conductivity especially by most metals, by
seawater and by wet lands. Some of these make the use of radar altimeters possible.

The radar signals that are reflected back towards the transmitter are the desirable ones
that make radar work. If the object is moving either toward or away from the transmitter,
there is a slight equivalent change in the frequency of the radio waves, caused by the
Doppler effect.
Radar receivers are usually, but not always, in the same location as the transmitter.
Although the reflected radar signals captured by the receiving antenna are usually very
weak, they can be strengthened by electronic amplifiers. More sophisticated methods
of signal processing are also used in order to recover useful radar signals.
The weak absorption of radio waves by the medium through which it passes is what
enables radar sets to detect objects at relatively long rangesranges at which other
electromagnetic wavelengths, such as visible light, infrared light, and ultraviolet light,
are too strongly attenuated. Such weather phenomena as fog, clouds, rain, falling snow,
and sleet that block visible light are usually transparent to radio waves. Certain radio
frequencies that are absorbed or scattered by water vapor, raindrops, or atmospheric
gases (especially oxygen) are avoided in designing radars, except when their detection
is intended. Radar relies on its own transmissions rather than light from the Sun or the
Moon, or from electromagnetic waves emitted by the objects themselves, such as
infrared wavelengths (heat). This process of directing artificial radio waves towards
objects iscalled illumination, although radio waves are invisible to the human eye or
optical cameras.
5.4.2. APPLICATION OF RADAR
1. The information provided by radar includes the bearing and range (and therefore
position) of the object from the radar scanner. The first use of radar was for military
purposes: to locate air, ground and sea targets. This evolved in the civilian field into
applications for aircraft, ships, and roads.
2. In aviation, aircraft are equipped with radar devices that warn of aircraft or other
obstacles in or approaching their path, display weather information, and give accurate
altitude readings. The first commercial device fitted to aircraft was a 1938 Bell Lab unit
on some United Air Lines aircraft. Such aircraft can land in fog at airports equipped with
radar-assisted ground-controlled approach systems in which the plane's flight is

observed on radar screens while operators radio landing directions to the pilot.
3. Marine radars are used to measure the bearing and distance of ships to prevent
collision with other ships, to navigate, and to fix their position at sea when within range
of shore or other fixed references such as islands, buoys, and lightships.
4. Meteorologists use radar to monitor precipitation and wind. It has become the primary
tool for short-term weather forecasting and watching for severe weather such
as thunderstorms, tornadoes, winter storms, precipitation types, etc. Geologists use
specialised ground-penetrating radars to map the composition of Earth's crust.

5.5. CONCLUSION
This part of report gives information about various equipments used at the airports
along with their principles and uses. The equipments use that airport are constantly
checked for their accuracy and efficiency so that it cant lead to any accident or security
breach. The purpose of security screening using X-rays is to benefit society as a whole
by improving aircraft security. While the additional risk to a single person being scanned
is very close to zero, if screening is widespread and concerns a large part of the
population, this vey small risk cannot be ignored at the population level. Estimates on
the magnitude of any added risk are very uncertain and it is impossible to evaluate
separately the effects on different groups of the population

CHAPTER 6
NAVIGATION DEPARTMENT
6.1. INTRODUCTION
Navigation is the art of determining the position of an aircraft over earths surface and
guiding its process from one place to another. To accomplish this art some sort of aids
are required by the pilots, called the navigational aids. Radio Navigation is based on the
use of Radio Transmitter, Radio Receiver and propagation of electromagnetic waves to
find navigational parameter such as direction, distance, position of the aircraft etc.
According to service range the radio navigational aids are broadly classified into three
categories1. Long Range
2. Medium Range
3. Short range

6.1.1 LONG RANGE NAVIGATIONAL AIDS

Operate in very low frequency and low frequency, i.e. 10 KHz, 50-100 KHz and 100-200
KHz respectively. Provide very long ranges of the order of 7000Kms and 700Kms. They
are based on the hyperbolic system of navigation.

6.1.2 MEDIUM RANGE NAVIGATIONAL AIDS

It operates in the LF or MF band of frequency. It gives the range of 150-250 nautical
miles. NDB (Non Directional Beacons) falls in this category.

6.1.3 SHORT-RANGE NAVIGATIONAL AIDS

These aids operate in and above VHF bands. The coverage is dependent upon line of
sight propagation. VHF, ILS, DME, VOR and RADAR are some widely used short-range
aids.

6.2. DOPPLER VHF OMNI RANGE (D.V.O.R) OR V.O.R

VOR, short for VHF Omni-directional Range, is a type of radio navigation system for
aircraft. VORs broadcast a VHF radio signal encoding both the identity of the station
and the angle to it, telling the pilot in what direction he lies from the VOR station,
referred to as the radial. Comparing two such measures on a chart allows for a fix. In
many cases the VOR stations also provide distance measurement allowing for a one

station fix.
Radio Navigational aid. It works on the principle of phase comparison of two 30 Hz
signals i.e. an aircraft provided with appropriate Rx, can obtain its radial position from
the range station by comparing the phases of the two 30 Hz sinusoidal signals
obtained from the V.O.R radiation. Any fixed phase difference defines a Radial/Track
(an outward vector from the ground station into space). V.O.R. provides an infinite
number of radials/Tracks to the aircrafts against the four provided by a LF/MF radio
range.

6.2.1. PURPOSES AND USE OF VOR

1. The main purpose of the VOR is to provide the navigational signals for an aircraft
receiver, which will allow the pilot to determine the bearing of the aircraft to a VOR
facility.
2. In addition to this, VOR enables the Air Traffic Controllers in the Area Control Radar
(ARSR) and ASR for identifying the aircraft in their scopes easily. They can monitor
whether aircraft are following the radials correctly or not.
3. VOR located outside the airfield on the extended Centre line of the runway would be
useful for the aircraft for making a straight VOR approach. With the help of the AUTO
PILOT aircraft can be guided to approach the airport for landing.
4. VOR located enroute would be useful for air traffic 'to maintain their PDRS (PRE
DETERMINED ROUTES) and are also used as reporting points.
5. VORs located at radial distance of about 40 miles in different directions around an
International Airport can be used as holding VORs for regulating the aircraft for their
landing in quickest time. They would be of immense help to the aircraft for holding
overhead and also to the ATCO for handling the traffic conveniently.

6.3. DISTANCE MEASURING EQUIPMENT (DME)

1. Distance Measuring Equipment is a vital navigational Aid, which provides a pilot with
visual information regarding his position (distance) relative to the ground based DME
station.
2. The facility even though possible to locate independently, normally it is collocated
with either VOR or ILS.
3. The DME can be used with terminal VOR and holding VOR also.

4. DME can be used with the ILS in an Airport; normally it is collocated with the Glide
path component of ILS.

6.3.1. PURPOSES AND USE OF DME

Distance Measuring Equipment is a vital navigational Aid, which provides a pilot with
visual information regarding his position (distance) relative to the ground based DME
station. The facility even though possible to locate independently, normally it is
collocated with either VOR or ILS. The DME can be used with terminal VOR and holding
VOR also. DME can be used with the ILS in an Airport; normally it is collocated with the
Glide path component of ILS.
6.3.1.1. Mode of Operation
1. Search Mode:
a. The Search mode is automatically established whenever the airborne equipment is
tuned to a new DME ground Transponder
b. When the aircraft's transmitter is in Search mode, it transmits interrogations at a
higher rate (about 150 interrogations per second). When the aircraft receives at least
65% replies to its interrogations Lock-on will be established.
3. Track Mode:
a. The transmitter changes to the Track mode of operation. This process may take up to
30 seconds. Only when this is achieved, the cockpit readout of the DME range is turned
on.
b. In the Track mode the aircraft's interrogation rate reduces considerably (about 30
interrogations per second). The reduced interrogation rate of transmission in the track
mode will allow more aircraft to use the DME station.

6.3.2. ASSOCIATION OF DME WITH VOR

Associated VOR and DME facilities shall be co-located in accordance with the following:
a. Coaxial co-location: the VOR and DME antennas are located on the same vertical
axis;
b. Offset co-location:
For those facilities used in terminal areas for approach purposes or other procedures
where the highest position fixing accuracy of system capability is required, the
separation of the VOR and DME antennas does not exceed 30 m (100 ft) except that, at

Doppler VOR facilities, where DME service is provided by a separate facility, the
antennas may be separated by more than 30 m (100 ft), but not in excess of 80 m (260
ft). For purposes other than those indicated above, the separation of the VOR and
DME antennas does not exceed 600 m (2,000 ft).

6.3.3. ASSOCIATION OF DME WITH ILS

Associated ILS and DME facilities shall be co-located in accordance with the following:
a. When DME is used as an alternative to ILS marker beacons, the DME should be
located on the airport so that the zero range indication will be a point near the runway.
b. In order to reduce the triangulation error, the DME should be sited to ensure a small
angle (less than 20 degrees) between the approach path and the direction to the DME'
at the points where the distance information is required.
c. The use of DME as an alternative to the middle marker beacon assumes a DME
system accuracy of 0.37 km (0.2 NM) or better and a resolution of the airborne
indication such as to allow this accuracy to be attained.
The main purposes of DME installations are summarised as follows:
a. For operational reasons
b. As a complement to a VOR to provide more precise navigation service in localities
where there is.
c. High air traffic density
d. Proximity of routes
e. As an alternative to marker beacons with an ILS. When DME is used as an
alternative to ILS marker beacons, the DME should be located on the Airport so that the
zero range indication will be a point near the runway.
f. As a component of the MLS.

6.3.4. APPLICATIONS OF DME

a. Provide continuous navigation fix (in conjunction with VOR).
b. Permit the use of multiple routes on common system of airways to resolve traffic.
c. Permit distance separation instead of time separation between aircraft occupying the
same altitude facilitating reduced separation thereby increasing the aircraft handling

capacity.
d. Expedite the radar identification of aircraft.

6.4. INSTRUMENT LANDING SYSTEM (ILS)

6.4.1. PURPOSE AND USE OF ILS
The Instrument Landing System (ILS) provides a means for safe landing of aircraft at
airports under conditions of low ceilings and limited visibility. The use of the system
materially reduces interruptions of service at airports resulting from bad weather by
allowing operations to continue at lower weather minimums. The ILS also increases the
traffic handling capacity of the airport under all weather conditions.
The function of an ILS is to provide the PILOT or AUTOPILOT of a landing aircraft
with the guidance to and along the surface of the runway. This guidance must be of very
high integrity to ensure that each landing has a very high probability of success.

6.4.2. COMPONENTS OF ILS

The basic philosophy of ILS is that ground installations, located in the vicinity of the
runway, transmit coded signals in such a manner that pilot is given information
indicating position of the aircraft with respect to correct approach path.
To provide correct approach path information to the pilot, three different signals are
required to be transmitted. The first signal gives the information to the pilot indicating
the aircraft's position relative to the center line of the runway. The second signal gives
the information indicating the aircraft's position relative to the required angle of descent,
where as the third signal provides distance information from some specified point.
These three parameters which are essential for a safe landing are Azimuth Approach
Guidance, Elevation Approach Guidance and Range from the touchdown point. These
are provided to the pilot by the three components of the ILS namely Localizer, Glide
Path and Marker Beacons respectively. At some airports, the Marker Beacons are
replaced by a Distance Measuring Equipment (DME).
This information is summarized in the following table:-

Table 6.1. ILS Parameter v/s Component

ILS Parameter ILS Component
a. Azimuth Approach Guidance Provided by Localizer
b. Elevation Approach Guidance Provided by Glide Path
c. Fixed Distances from Threshold Provided by Marker Beacons
d. Range from touch down point Provided by DME

6.4.3. FUNCTION OF ILS

1. The function of an ILS is to provide the PILOT or AUTOPILOT of a landing aircraft
with the guidance to and along the surface of the runway.
2. This guidance must be of very high integrity to ensure that each landing has a very
high probability of success.
3. The basic philosophy of ILS is that ground installations, located in the vicinity of the
runway, transmit coded signals in such a manner that pilot is given information
indicating position of the aircraft with respect to correct approach path.

6.5. LOCALIZER UNIT

The localizer unit consists of an equipment building, the transmitter equipment, a
platform, the antennas, and field detectors. The antennas will be located about 1,000
feet from the stop end of the runway and the building about 300 feet to the side. The
detectors are mounted on posts a short distance from the antennas.

6.6. GLIDE PATH UNIT

The Glide Path unit is made up of a building, the transmitter equipment, the radiating
antennas and monitor antennas mounted on towers. The antennas and the building are
located about 300 feet to one side of the runway center line at a distance of
approximately 1,000 feet from the approach end of the runway.

6.7. MARKER UNITS

Three Marker Units are provided. Each marker unit consists of a building, transmitter
and directional antenna array. The system will be located near the runway center line,
extended.

Fig. 6.1: The typical locations of Marker

The transmitters are 75 MHz, low power units with keyed tone modulation. The units are
controlled via lines from the tower. The outer marker will be located between 4 and 7
miles in front of the approach end of the runway, so the pattern crosses the glide angle
at the intercept altitude. The modulation will be 400 Hz keyed at 2 dashes /sec.
The middle marker will be located about 3500 feet from the approach end of the
runway, so the pattern intersects the glide angle at 200 feet. The modulation will be a
1300 Hz tone keyed by continuous dot, dash pattern.
Some ILS runways have an inner marker located about 1.000 feet from the approach
end of the runway, so the pattern intersects the glide angle at 100 feet. The transmitter
is modulated by a tone of 3000 Hz keyed by continuous dots.

6.8. DISTANCE MEASURING EQUIPMENT (DME) COMPONENTS

Where the provision of Marker Beacons is impracticable, a DME can be installed colocated with the Glide Path facility. The ILS should be supplemented by sources of
guidance information which will provide effective guidance to the desired course.
Locator Beacons, which are essentially low power NDBs, installed at Outer Marker and
Middle Marker locations will serve this purpose.

6.9. AIRCRAFT ILS COMPONENT

The Azimuth and Elevation guidance are provided by the Localizer and Glide Path
respectively to the pilot continuously by an on-board meter called the Cross Deviation
Indicator (CDI).Range information is provided continuously in the form of digital readout
if DME is used with ILS. However range information is not presented continuously if
Marker Beacons are used. In these condition aural and visual indications of specific
distances when the aircraft is overhead the marker beacons are provided by means of
audio coded signals and lighting of appropriate colored lamps in the cockpit.

6.10. FUNCTIONS OF ILS COMPONENTS

A brief description of each of the ILS components is given in this section.
1. Function of Localizer unit
The function of the localizer unit is to provide, within its coverage limits, a vertical
plane of course aligned with the extended centerline of the runway for azimuth guidance
to landing aircraft. In addition, it shall provide information to landing aircraft as to
whether the aircraft is offset towards the left or right side of this plane so as to enable
the pilot to align with the course.
Basically the localizer provides the centerline of the runway.
Localizer uses the frequency range 108-112MHz.
Its frequency at Jaipur Airport is 109.9MHz.
Log Periodic antenna is used, which gives high gain and bandwidth.
Horizontal covering range for Localizer is 25NM.
The localizer unit consists of an equipment building, the transmitting equipment, a
platform, the antennas and field detectors.
The antennas will be located about 1000 feet from the stop end of the runway and the

building about 300 feet to the side.

The detectors are mounted on posts a short distance from the antennas.
2. Function of Glide Path unit:
The function of the Glide Path unit is to provide, within its coverage limits, an inclined
plane aligned with the glide path of the runway for providing elevation guidance to
landing aircraft. In addition, it shall provide information to landing aircraft as to whether
the aircraft is offset above or below this plane so as to enable the pilot to align with the
glide path.
The function of the Glide Path unit is to provide, within its coverage limits, an inclined
plane aligned with the glide path of the runway for providing elevation guidance to
landing aircraft.
The Glide Path gives the information indicating the aircrafts position relative to the
required angle of descent.
The MARRY antenna is used for it.
Frequency range for Glide path is 328-336MHz.
Its frequency at Jaipur Airport is 333.8MHz.
Covering range for Glide Path is 10NM.
The Glide Path unit is made up of a building, the transmitter equipment, the radiating
antennas and monitor antennas mounted on towers.
The antennas and the building are located about 300 feet to one side of the runway
center line at a distance of about 1,000 feet from the approach end of the runway.
3. Function of marker Beacon / DME
The function of the marker beacons,/DME is to provide distance information from the
touchdown point to a landing aircraft.
The marker beacons, installed at fixed distances from the runway threshold, provide
specific distance information whenever a landing aircraft is passing over any of these
beacons so that the pilot can check his altitude and correct it if necessary.
The DME, installed co-located with the Glide Path unit, will provide continuous
distance information from the touchdown point to landing aircraft.

4. Function of Locators
The function of locators, installed co-located with the marker beacons, is to guide
aircraft coming for landing to begin an ILS approach.

6.11. DIFFERENT MODELS OF ILS USED IN AAI

Different models of ILS used in AAI are as follows:
1. GCEL ILS: In this ILS mechanical modulator is used and both the near field
monitoring
system is utilized.
2. NORMARC ILS :In this system advance technology is used and for monitoring
purpose along with near field monitoring integral monitoring has been utilized .Now a
days 2 models viz. NM 3000 series and NM 7000 series are mostly used in AAI.
3. ASI ILS: In Mumbai and Delhi airport these ILS are used under modernization
programme. One of the ILS model at Delhi is a CAT III ILS.

Fig. 6.2: Radiation pattern of antenna

Fig. 6.3: Coverage range of Localizer Antenna

Fig. 6.4: Lobes showing angle for Glide Path

6.12. ANTENNA USED

There are various antenna used for transmitting and receiving signals.
1. Log periodic antenna (LLZ)
2. Folded dipole antenna (ATC)

3. M-array antenna (NAV-AIDS)

4. Biconical antenna (DME)
5. Loop antenna (DVOR)
6. DSCN-dedicated satellite communication network
7. Parabolic antenna
8. Gain and beam width is very high
9. Uplink-6 GHZ
10. Downlink- 4 GHZ

Fig. 6.5: DSCN

Fig. 6.6: DVOR antenna (Antenna Array)

Fig. 6.7: DME antenna

6.12.1 ANTENNA PARAMETER

Antenna parameter are the factor by which we select the antenna for specific purpose
or application:
1 Gain
2 Beamwidth
3 Directivity
4 Efficiency
5 Polarization
a. Horizontal Polarization
b. Vertical Polarization
1. Gain
Gain is a parameter which measures the degree of directivity of the antenna's radiation
pattern. A high-gain antenna will preferentially radiate in a particular direction.
Specifically,
the antenna gain, or power gain of an antenna is defined as the ratio of the intensity
(power per unit surface) radiated by the antenna in the direction of its maximum output,
at an arbitrary distance, divided by the intensity radiated at the same distance by a
hypothetical isotropic antenna.

2. Bandwidth
An antenna's bandwidth specifies the range of frequencies over which its performance
does not suffer due to a poor impedance match.
3. Polarization
The polarization of an antenna refers to the orientation of the electric field of the radio
wave with respect to the Earth's surface and is determined by the physical structure of
the antenna and by its orientation. Therefore, straight wire antenna will have one
polarization when mounted vertic\ally, and a different polarization when mounted
horizontally.For most of antennas, it is very easy to determine the polarization. It is
simply in same plane as elements of antenna. So, a Vertical Antenna will receive
vertically polarized signals and similarly, Horizontal Antenna will receive horizontally
polarized signals.
1. Directivity: It is measure of how directional an antennas radiation pattern are.
2. Beamwidth: Half power beam width is angle between half power (-3dB) points of
main lobes, when referenced to peak effective radiated power of main lobe. An
antennas radiation in the far field is often characterized by its beam width.

6.13. TRANSMISSION LINE

In communications and electronic engineering, a transmission line is a specialized cable
or other structure designed to carry alternating current of radio frequency, that is,
currents with a frequency high enough that their wave nature must be taken into
account. Transmission lines are used for purposes such as connecting radio
transmitters, receivers with their antennas, distributing cable television signals,
trunklines routing calls between telephone switching centres, computer network
connections, and high speed computer data buses. Coaxial lines confine virtually all of
the electromagnetic wave to the area inside the cable. Coaxial lines can therefore be
bent and twisted (subject to limits) without negative effects, and they can be strapped to
conductive supports without inducing unwanted currents in them. In radio-frequency
applications up to a few gigahertz, the wave propagates in the transverse electric and
magnetic mode (TEM) only, which means that the electric and magnetic fields are both

perpendicular to the direction of propagation (the electric field is radial, and the
magnetic field is circumferential).

6.14. FREQUENCY BANDS USED IN COMMUNICTAION

TABLE NO. 6.2: FREQUENCY BANDS

TABLE NO. 6.3: VARIOUS EQUIPMENTS FREQUENCY BANDS

6.14. CONCLUSION
This part of report gives information about various equipments used at the airports
along with their principles and uses. The equipments use that airport are constantly
checked for their accuracy and efficiency so that it cant lead to any accident or security
breach.
GAGAN and antenna used gives t he information about new technology.