Index

Title Page No.

1) Introduction 1-4

2) Runway 5-7

3) Equipment Room 8-15

4) Aerodrome Control Tower 16-24

5) Anti-Hijack Control Room 25-25

6) Area Control Centre 26-29

7) Airport System 30-43

8) Radar and Automation 44-53

9) NAV AIDs 54-64

10) AMSS 65-70

11) Conclusion 71-71

 CHAPTER 1. INTRODUCTION

1.1 Airports Authority of India (AAI)

The Airports Authority of India (AAI) is a statutory body that manages and operates civil airports in
India. It was founded on 1st April 1995 and is responsible for creating, upgrading, maintaining, and
managing civil aviation infrastructure in the country. AAI operates under the Ministry of Civil
Aviation, Government of India. The primary objectives of the Airports Authority of India include
ensuring safe, efficient, and orderly flow of air traffic, managing airports and civil aviation
infrastructure, and developing new infrastructure to meet the growing demands of air travel in India.
AAI is also responsible for providing air traffic management services, including air traffic control
and navigation services, at Indian airports.

AAI manages a large network of airports across the country, including major international airports,
domestic airports, and civil enclaves. Some of the prominent airports under AAI's jurisdiction
include Indira Gandhi International Airport in Delhi, Chhatrapati Shivaji Maharaj International
Airport in Mumbai, Kempegowda International Airport in Bangalore, Lal Bahadur Shashtri
International Airport in Varanasi and Chennai International Airport.

Apart from airport operations, AAI is also involved in the development of aviation-related
infrastructure such as air traffic control towers, communication, navigation, and surveillance
systems. It plays a vital role in promoting regional connectivity and the development of remote and
underserved airports. In recent years, AAI has been actively working towards modernizing and
upgrading its airports with state-of-the-art facilities and technology. It aims to provide world-class
services to passengers, improve operational efficiency, and contribute to the growth of the Indian
aviation industry. Overall, the Airports Authority of India is a key organization in the aviation
sector in India, responsible for managing and developing the country's airport infrastructure,
ensuring the safe and efficient movement of air traffic, and promoting the growth of civil aviation in
the country.

1.2 Lal Bahadur Shastri International Airport

Lal Bahadur Shastri Airport, also known as Varanasi Airport or Babatpur Airport, is an
international airport located in Babatpur, approximately 26 kilometers northwest of Varanasi city in
the state of Uttar Pradesh, India. It is named after Lal Bahadur Shastri, the former Prime Minister of
India. The airport serves as a major gateway to the holy city of Varanasi, one of the oldest inhabited

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cities in the world and a significant pilgrimage site for Hindus. It is well-connected to several
domestic and international destinations, catering to the needs of tourists, pilgrims, and business
travelers. Lal Bahadur Shastri Airport has undergone significant development and expansion in
recent years to accommodate the increasing air traffic and passenger volumes. It features a modern
terminal building with facilities and services designed to enhance the travel experience of
passengers.

The airport is served by various domestic airlines, offering flights to major cities in India such as
Delhi, Mumbai, Kolkata, Bangalore, and Hyderabad, among others. It also has international
connectivity, with flights to destinations like Kathmandu, Colombo, and Bangkok, facilitating travel
for both domestic and international tourists.

Passengers at Lal Bahadur Shastri Airport can avail themselves of amenities such as comfortable
lounges, duty-free shops, restaurants, currency exchange services, and car rental facilities. The
airport also has provisions for disabled passengers, including wheelchair assistance and accessible
facilities. Transportation options to and from the airport include taxis, private cars, and app-based
ride-hailing services. There are also regular bus services connecting the airport to different parts of
Varanasi city. Lal Bahadur Shastri Airport serves as an important transportation hub for Varanasi,
connecting it to various domestic and international destinations. With its modern facilities and
improved infrastructure, the airport contributes to the growth of tourism, trade, and commerce in the
region, while also providing a convenient travel experience for passengers.

1.3 Air Traffic Services

Air Traffic Services (ATS) is a crucial component of airport operations and the aviation industry as
a whole. It involves the management and control of air traffic within and around an airport to ensure
safe and efficient movement of aircraft.
Air Traffic Services generally encompass three key areas:
1.3.1 Air Traffic Control (ATC): ATC is responsible for the safe and orderly movement of aircraft
on the ground and in the airspace surrounding the airport. Air Traffic Controllers provide
instructions and clearances to pilots, ensuring proper separation between aircraft and maintaining a
smooth flow of traffic. They use radar systems, communication equipment, and advanced software
to monitor aircraft movements, provide guidance during takeoff and landing, and manage en-route
traffic.
1.3.2 Air Traffic Flow Management (ATFM): ATFM focuses on the efficient utilization of
airspace and managing the flow of air traffic to prevent congestion and delays. It involves
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strategic planning, coordination, and collaboration among different airports, airlines, and air
traffic control centers. ATFM aims to optimize airspace capacity, minimize delays, and
balance traffic demand with available resources.
1.3.3 Airport Terminal Information Service (ATIS): ATIS is a service provided at airports
with low to moderate air traffic volumes where full-time air traffic control may not be
required. ATIS operators provide pilots with essential information about the aerodrome and
its surroundings, including weather conditions, runway status, and other relevant operational
information. They also assist with basic flight clearances and provide advisory services to
ensure safe operations.

Overall, Air Traffic Services play a vital role in maintaining the safety and efficiency of
airport operations. They help prevent conflicts and collisions between aircraft, manage
airspace capacity, and ensure smooth flow of air traffic. By effectively coordinating aircraft
movements, providing real-time information, and managing the overall traffic flow, these
services contribute to the safe and seamless functioning of airports and the aviation industry
as a whole.

1.4 CNS Department

The CNS (Communication, Navigation, and Surveillance) department in an airport is
responsible for managing and maintaining the communication, navigation, and surveillance
systems that are essential for safe and efficient aircraft operations within and around the
airport. It ensures that these systems are operational, accurate, and reliable to support air
traffic management and enhance the safety of flights.
1.4.1 Communication: The CNS department oversees the communication systems that
enable effective and clear communication between air traffic controllers, pilots, and ground
personnel. This includes radio communication systems, voice communication control
systems, and data communication networks. These systems facilitate the exchange of
important information, such as clearances, instructions, weather updates, and emergency
communications.
1.4.2 Navigation: The CNS department manages the navigation systems that provide accurate
positioning, guidance, and navigation aids for aircraft during all phases of flight. This
includes ground-based navigation aids like Instrument Landing Systems (ILS), Very High-
Frequency Omnidirectional Range (DVOR) systems, Distance Measuring Equipment (DME),
and Non-Directional Beacons (NDB). It may also involve satellite-based navigation systems
like the Global Positioning System (GPS) and the newer satellite-based augmentation systems
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(SBAS) such as the Wide Area Augmentation System (WAAS).
1.4.3 Surveillance: The CNS department oversees the surveillance systems that monitor and
track the movement of aircraft within the airport's airspace. This includes radar systems for
primary and secondary surveillance, as well as Automatic Dependent Surveillance-Broadcast
(ADS-B) systems. These surveillance systems provide real-time information on aircraft
positions, speeds, and altitudes, enabling air traffic controllers to maintain safe separation
between aircraft and manage traffic efficiently.

The CNS department plays a critical role in maintaining and upgrading these systems to keep
pace with evolving technologies and regulatory requirements. It ensures that the systems are
properly calibrated, tested, and compliant with international standards. Additionally, the
department works closely with regulatory authorities, equipment manufacturers, and service
providers to implement new technologies and procedures that enhance the efficiency,
capacity, and safety of the airport's airspace. The CNS department in an airport is responsible
for managing and maintaining the communication, navigation, and surveillance systems that
are essential for safe and efficient aircraft operations. By ensuring the proper functioning and
reliability of these systems, the CNS department contributes to the overall safety and
effectiveness of air traffic management at the airport.

Fig (1.1): Varanasi Air Traffic Services and CNS Dept.

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 CHAPTER 2. RUNWAY

A runway is a specially designed and

paved surface at an airport that
allows aircraft to take off and land. It
serves as the main component of an
airport's infrastructure and plays a
crucial role in ensuring the safe and
efficient operation of air traffic.

Fig (2.1): Runway diagram of Varanasi Airport

2.1 About Runways

The primary purpose of a runway is to provide a designated area for aircraft to perform takeoffs and
landings. It is designed to accommodate various types and sizes of aircraft. Runways vary in length
and width depending on the size of the airport and the type of aircraft it serves. International
airports typically have longer runways to accommodate larger aircraft and enable them to take off
and land safely. The width of a runway is determined by the aircraft's wingspan, considering factors
such as safety margins and clearance distances. In September 2021, Lal Bahadur Shastri Airport had
a single runway, which was approximately 2,500 meters (8,202 feet) long. It is worth noting that
airports can undergo infrastructure expansions and runway extensions over time to accommodate
larger aircraft and increased air traffic. Runways are constructed using durable and high-strength
materials such as asphalt or concrete. The pavement is designed to withstand the heavy weight and
impact of aircraft, as well as the adverse weather conditions and operational stresses.

Runways have various markings and signs to guide pilots during takeoff, landing, and taxiing.
These markings include centerlines, threshold markings, touchdown zone markings, taxiway
markings, and holding positions. They help pilots maintain proper alignment and navigate the
airport safely.

Runway lighting is crucial for safe aircraft operations, particularly during nighttime or low visibility
conditions. Various types of lights are installed along the runway, including edge lights, centerline
lights, threshold lights, and runway end lights. These lights provide visual guidance to pilots,
enabling them to align with the runway and identify its boundaries.

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 Runways are equipped with Instrument
Landing Systems, which provide
precise vertical and horizontal guidance
to aircraft during approach and landing.
ILS includes a localizer, glide slope,
and associated navigational aids,
enhancing safety and allowing aircraft
to land in low visibility conditions.

Runways are assigned numbers based

Fig (2.2): Runway Markings on their magnetic heading. The
numbers are typically painted at both ends of the runway to assist pilots in identifying the correct
runway for takeoff and landing. The numbers are rounded to the nearest 10, indicating the compass
bearing divided by 10. For example, if the runway's magnetic heading is 125 degrees, the runway
number would be 13 (rounded from 12.5). If the heading is 350 degrees, the runway number would
be 35. The numbers also indicate the general alignment of the runway in relation to the magnetic
compass. For instance, if the runway number is 18, it implies that the runway is roughly aligned
with a heading of 180 degrees, or south. Similarly, a runway with a number of 09 would be oriented
toward 90 degrees, or east. The runway at Varanasi Airport has marking (09,27).

Airports may have multiple runways, which are arranged in different configurations based on
factors such as prevailing wind patterns, traffic volume, and airspace restrictions. Common
configurations include parallel runways, intersecting runways, and converging runways.

To enhance safety, runways are surrounded by designated safety areas. These areas are designed to
minimize damage in the event of an aircraft undershoot or overshoot during landing or takeoff.
They are typically clear of obstacles and may be paved or unpaved.

Regular maintenance and inspections are crucial to ensure the integrity and functionality of
runways. This includes repairing any pavement damage, maintaining proper drainage, clearing
debris, and ensuring the lighting and navigational aids are operational. Overall, runways are
essential components of airports, providing a controlled environment for aircraft operations. They
are carefully designed, constructed, and maintained to ensure the safety and efficiency of air travel.

2.2 Airport Apron

Also known as a tarmac or ramp, is an essential area of an airport where aircraft are parked, loaded,
unloaded, fueled, and serviced. It serves as the connection point between the terminal building and
the airside area, where planes operate. The primary purpose of the apron is to facilitate efficient
6
aircraft movements and ground operations. It is typically a large, paved surface located adjacent to
the terminal buildings and runways. The apron is designed to accommodate multiple aircraft
simultaneously, ranging from small private jets to large commercial airliners.

Key features of an airport apron include:

2.2.1 Aircraft Parking: The apron provides designated parking positions for aircraft, known as
aircraft stands or gates. These positions are equipped with necessary infrastructure, such as
passenger boarding bridges or ground support equipment, to enable passengers to embark or
disembark.

2.2.2 Ground Handling: The apron serves as a central hub for various ground handling activities.
Ground handling agents carry out tasks such as baggage handling, aircraft servicing, refueling,
catering, and maintenance on the apron.

2.2.3 Taxiways: The apron is connected to the runway via taxiways, which are designated
pathways for aircraft to move between the apron and the runway. Taxiways allow planes to safely
navigate the airport and reach their designated departure or arrival points.

2.2.4 Safety Measures: Aprons are designed with safety as a top priority. Markings and signs on
the apron guide pilot and ground crew during aircraft movements. Safety protocols, such as strict
traffic control and communication procedures, are implemented to prevent accidents and ensure
smooth operations.

2.2.5 Apron Control Tower: Large airports often have a separate control tower dedicated to
overseeing apron activities. The apron control tower communicates with aircraft and ground
vehicles, coordinating their movements to maintain safety and efficiency.

2.2.6 Apron Management: Apron operations are managed by airport authorities or ground
handling companies. They ensure the proper allocation of aircraft stands, coordinate ground
handling services, and enforce compliance with safety regulations.

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 CHAPTER 3. EQUIPMENT ROOM

An equipment room in an airport refers to a designated space within the airport facility where
various equipment and systems are housed and managed. This room serves as a central hub for
critical infrastructure and technology necessary for the smooth operation of the airport. Here are
some common elements found in an equipment room:

3.1 ATIS
ATIS stands for Automatic Terminal Information Service, and it is
a crucial component of communication and information
dissemination at airports. ATIS provides pilots with the most up-to-
date weather conditions, runway information, and other essential
details necessary for safe and efficient flight operations within the
airport's terminal area. Here's how ATIS typically functions at an
airport:
3.1.1 Recording: The ATIS system generates a recorded message
that contains important information for pilots. This message is
typically updated regularly based on changes in weather
conditions, runway usage, taxiway closures, and other relevant

Fig (3.1): ATIS Workstation information.

3.1.2 Broadcast: The recorded ATIS message is then continuously broadcasted on a specific
frequency assigned for ATIS communication. Pilots can tune their aircraft radios to this frequency
to listen to the current ATIS broadcast. At AAI Varanasi this frequency is 126.2MHz.
3.1.3 Information Provided: The ATIS message includes essential details such as weather
conditions (e.g., temperature, wind direction and speed, visibility, and any significant weather
phenomena), active runways, approach procedures, taxiway closures or construction, and other
relevant operational information.
3.1.4 Identification: Each ATIS message is assigned a unique identifier, usually using letters from
the phonetic alphabet (e.g., ATIS Alpha, ATIS Bravo, etc.). This identifier changes whenever there
is a significant update to the information provided in the ATIS broadcast.
3.1.5 Updates: The ATIS recording is updated regularly, often at least once per hour or as
conditions change significantly. When there are substantial updates to the information, a new
identifier is assigned, and pilots are expected to listen to the latest ATIS broadcast before operating

8
in the airport's terminal area.

ATIS serves as a valuable resource for pilots as it allows them to gather critical information about
the airport's current conditions before departure, arrival, or taxiing on the ground. By providing
consistent and standardized information, ATIS helps ensure safe and efficient operations by keeping
pilots informed and enabling them to plan their flights accordingly.

3.2 DATIS
MAKE: ACAMS

Fig (3.2): ATIS and DATIS working flowchart

DATIS provides all Terminal information to the Aircraft at regular interval. It is a software-based
system. The current and real-time aeronautical information is essential for aircraft’s operation and
air Navigation, particularly the meteorological information and active NOTAMs in the approach
and landing phases. They are also important for the coordination and development of air services.
One of the systems providing this type of service to aircraft is the ATIS systems (Automatic
Terminal Information Service). DATIS is a transcribed, digitally transmitted version of the ATIS
audio broadcast, usually accessed from a digital display. DATIS may be incorporated into the core
ATIS system, or be realized as a separate system with a data interface between voice ATIS and
DATIS. The DATIS transmissions are used at airports to notify the landing and take-off aircrafts
regarding current local atmospheric conditions, runway conditions, communication frequencies and
any other important information. These transmissions are updated each time when meteorological
or runway conditions changes. The ATIS transmissions are used by most of the airports, the
operation frequency could be found in the aeronautical charts close to the airport symbol.

Data link-automatic terminal information service is a continuous broadcast of recorded noncentral

information in busier terminal areas. D-ATIS broadcasts contain essential information, such as
weather information, which runways are active, available approaches, and any other information
required by the pilots, such as important NOTAMs. Pilots usually listen to an available DATIS
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broadcast before contacting the local control unit, in order to reduce the controllers' workload and
relieve frequency congestion. The recording is updated when there is a significant change in the
information, like a change in the active runway. It is given a letter designation (e.g. bravo), from the
ICAO spelling alphabet. The letter progresses down the alphabet with every update and starts at
Alpha after a break in service of 12 hours or more. When contacting the local control unit, a pilot
will indicate he/she has "information" and the ATIS identification letter to let the controller know
that the pilot is up to date with all current information.

3.3 VCCS
MAKE: SITTI

CAPACITY: 48 RADIOS (IP BASED)

RECORDING CHANNEL CAPACITY: 400

AVILABLE NO OF RECORDING CHANNEL: 89

VCCS stands for Voice Communication Control

System, which is a crucial component of air traffic
control (ATC) communication infrastructure at
airports. It is a specialized system designed to
facilitate effective voice communication between air
traffic controllers (ATCs), pilots, and other relevant
personnel involved in the safe and efficient operation
of air traffic.
Fig (3.3): VCCS Screen
Here are some key aspects and features of VCCS at airports:

3.3.1 Voice Communication Management: VCCS manages and controls voice communication
channels within the airport's ATC network. It ensures that voice communications are properly
established, maintained, and terminated as required.

3.3.2 Audio Distribution: The system provides the capability to route and distribute audio signals
from various sources, such as ATC positions, radios, telephones, and intercom systems. It ensures
that the right audio signals are directed to the appropriate destinations.

3.3.3 Intercom Functionality: VCCS incorporates intercom capabilities, allowing ATCs and other
personnel to communicate with each other within specific groups or predefined zones. It enables

10
effective coordination and collaboration among different operational areas within the airport, such
as tower, ground control, and approach control.

3.3.4 Radio Integration: VCCS interfaces with radio communication systems, including ground-
to-air and air-to-ground radios. It allows ATCs to establish communication with pilots in aircraft
and enables seamless integration of voice communication between different radio channels.

3.3.5 Call Recording and Playback: Some VCCS implementations include the capability to record
voice communications for playback and analysis. This feature is valuable for incident investigation,
training purposes, and compliance with regulatory requirements.

3.3.6 Emergency Communication Support: VCCS systems are designed to handle emergency
situations effectively. They provide dedicated emergency communication channels, priority access,
and procedures to ensure that critical messages are transmitted and received promptly during
emergencies.

3.3.7 System Redundancy and Reliability: VCCS systems incorporate redundancy measures to
ensure high availability and reliability. They often have backup systems and alternate
communication paths to maintain continuous operation in the event of equipment failures or
disruptions.

3.3.8 Integration with Other ATC Systems: VCCS integrates with other ATC systems, such as
radar displays, flight data processing systems, and electronic flight strips, to exchange essential
information and support efficient air traffic management.

3.4 DVR
MAKE: VOXTRONIC

CHANNEL CAPACITY: 128

NO. OF RECORDING CHANNEL: 67

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The Digital Voice Recorder (DVR) workstation in an airport refers to a dedicated system used for
managing and analyzing audio recordings obtained from various sources within the airport
environment.

Here's how a DVR workstation can be utilized in an airport setting:

Fig (3.4): DVR Workstation

I. Audio recordings of ATC communications are crucial for maintaining a record of

instructions, clearances, and pilot communications. A DVR workstation is used to store,
organize, and review these recordings. It allows air traffic controllers to retrieve specific
audio clips for analysis, incident investigation, or training purposes.

II. In an airport, audio recordings can be obtained from surveillance systems, public address
systems, emergency call stations, and other communication devices. A DVR workstation
can centralize and manage these audio recordings, making it easier for security personnel to
review incidents, detect suspicious activities, and gather evidence when necessary.

III. Airport staff may use DVR workstations to record conversations with passengers for the
purpose of providing assistance, answering inquiries, or addressing complaints. These
recordings can serve as a reference to ensure accurate information exchange and enhance
customer service.

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IV. Airports are required to comply with various regulations related to safety, security, and
operational procedures. Audio recordings obtained from critical areas of the airport can help
demonstrate compliance with these regulations. A DVR workstation can facilitate the
storage and retrieval of these recordings to address any audit or compliance requirements.

V. DVR workstations can be used for training purposes, allowing airport personnel to review
recorded audio clips as part of their learning process. Trainers can use the workstation to
simulate scenarios, play back recordings, and assess the trainees' performance in responding
to different situations.

It's important to note that the use of DVR workstations and audio recording systems in airports is
subject to specific regulations and privacy considerations. Access to recorded audio is restricted to
authorized personnel, and data handling should align with applicable privacy laws and guidelines to
protect the privacy rights of individuals involved in the recordings.

3.5 VHF Tx/Rx

Make: JOTRON
FREQUENCIES

AREA CONTROL NORTH 128.15MHZ

SOUTH 118.95MHZ

ALTERNATE (AREA) 119.275MHZ

APPROACH 123.875MHZ

TOWER 118.10MHZ

ALTERNATE (TWRIAPP) 119.00MHZ

EMERGENCY 121.50MHZ

DATIS 126.20MHZ

SMC 121.625MHZ

VHF (Very High Frequency) communication is commonly used in airports for air traffic control and
aircraft communication. VHF radio frequencies in the range of 118 to 137 MHz are allocated for
aviation communication.

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 In an airport, VHF transmitters and receivers (TX/RX) are
used for various purposes, including:

VHF radios are used by air traffic controllers to communicate

with pilots. Controllers issue instructions, provide clearances,
and manage the flow of air traffic within their designated
airspace.

VHF radios are used by ground control personnel to

communicate with pilots and provide instructions on taxiing,
pushback, and parking at the airport.

Pilots use VHF radios to communicate with air traffic

control, ground control, other aircraft, and airport operations
Fig (3.5): VHF Tx/Rx personnel. They can request clearances, report their position,
and receive instructions.

VHF radios allow pilots of different aircraft to communicate with each other in certain situations,
such as during visual flight rules (VFR) operations or for coordination purposes.

VHF radios are used by airport operations personnel, including ground crews, maintenance staff,
and airport security, to communicate internally and coordinate their activities.

It's important to note that VHF communication in airports is subject to specific regulations and
procedures defined by aviation authorities. These regulations ensure the safe and efficient flow of
air traffic within and around the airport environment.

3.6 RCAG

Remote Communication Air/Ground (RCAG) is a technically implemented communication system

used in air traffic control (ATC) to establish voice communication between air traffic controllers
(ATCs) and aircraft. The RCAG system consists of a ground-based radio station equipped with
specialized transceivers and antennas. ATCs communicate with pilots by transmitting voice signals
over specific radio frequencies assigned to the RCAG system. Aircraft within the coverage area are
equipped with airborne transceivers that receive and transmit voice signals. The RCAG system
employs radio frequency management to ensure interference-free communication and employs
techniques such as noise reduction and voice compression to enhance voice quality. It plays a vital
role in enabling clear and effective real-time communication between ATCs and pilots, facilitating
efficient and safe operations in the airspace.

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3.7 GPS SYNCHRONIZED MS CLOCK
Make: AVRONICA

Fig (3.6): GPS Synchronized MS Clock

The GPS Synchronized Network Time Displays are maintenance free clocks that keep accurate time
by synchronizing their time over the jelly filled armored cable network to a GPS Clock. These
clocks use two wired standard RS485 serial protocol to keep the time correct. Select between digital
displays including 12- or 24-hour formats. Automatic time synchronization is supported so the
clock should never need manual adjustment.

3.8 Walkie-Talkie
Freq: AAI- 161.825MHz
CISF- 166.525MHz
A walkie talkie, also known as a two-way radio, is a portable communication device that allows for
wireless voice transmission and reception between multiple users over short distances. Technically,
a walkie talkie operates on radio frequencies within a specific range, typically using the Family
Radio Service (FRS) or General Mobile Radio Service (GMRS) bands. It consists of a transmitter
and receiver housed in a single unit, with a built-in antenna for communication. The device uses
push-to-talk (PTT) functionality, where users press a button to activate the transmitter and speak
into a microphone. The voice signals are converted into radio waves and transmitted through the
antenna. Other walkie talkies within range can receive these signals and convert them back into
audible voice signals for the receiving user. Walkie talkies often have features like channel
selection, volume control, and sometimes even additional functions like weather alerts or built-in
flashlights. They are widely used in various industries, including security, event management,
construction, outdoor recreation, and emergency services, where instant, reliable, and mobile
communication is essential.

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 CHAPTER 4. AERODROME CONTROL TOWER

Fig (4.1): Aerodrome Control Tower Inner View

An aerodrome control tower is a crucial component of an airport's infrastructure that plays a vital
role in ensuring the safe and efficient operation of aircraft within the aerodrome airspace. It serves
as the central command center where air traffic controllers (ATCs) monitor and manage aircraft
movements both on the ground and in the vicinity of the airport.

The primary responsibility of an aerodrome control tower is to provide air traffic control services,
which include maintaining separation between aircraft, issuing clearances for takeoff and landing,
and providing pilots with relevant information such as weather conditions, runway status, and other
traffic-related information. These services help to prevent collisions and ensure the orderly flow of
air traffic.

The control tower is typically a tall structure strategically positioned to provide a clear view of the
entire aerodrome, including runways, taxiways, aprons, and adjacent airspace. From this elevated
vantage point, controllers use a combination of visual observations, radar systems, and
communication tools to effectively coordinate aircraft movements.

Inside the control tower, there are multiple workstations for ATCs, equipped with radar displays,
communication systems, and other specialized equipment. The controllers collaborate closely with
other airport personnel, such as ground controllers and approach/departure controllers, to ensure
seamless transitions of aircraft between different phases of flight.

The control tower operates around the clock, as airports often have continuous flight operations.
During busy periods, controllers handle a significant volume of air traffic, making quick decisions

16
and managing critical situations in real-time. They rely on their expertise, training, and adherence to
established protocols to maintain the highest levels of safety.

In addition to air traffic control, the control tower may also house other functions, such as
meteorological offices, airport operations management, and coordination with emergency services.
Overall, the aerodrome control tower serves as the nerve center for aircraft operations at an airport,
facilitating safe and efficient movement of aircraft, ensuring compliance with regulations, and
prioritizing the well-being of passengers and crew.

4.1 Control Functions within Airport

Different control facilities and functions within an airport or air traffic control (ATC) system. Each
of these elements plays a specific role in managing aircraft movement and ensuring safe and
efficient operations. Let's explore each one:

4.1.1 Area Control

Area control, also known as en-route control, is responsible for managing aircraft outside the
vicinity of airports. Area control centers (ACC) handle airspace sectors, usually organized based on
geographical boundaries or altitude levels. Their primary function is to provide continuous radar
surveillance, communication, and control services to aircraft in flight. ACC controllers guide
aircraft through their assigned sectors, ensuring proper separation and facilitating the smooth flow
of traffic across the region.

4.1.2 Approach Control

Approach control is a control facility that is responsible for managing aircraft arriving or departing
from airports. Approach controllers assist aircraft transitioning from the en-route phase to the
landing or departure phases. They provide radar vectors, altitude instructions, and separation
services to ensure a safe and orderly flow of traffic within the terminal area. Approach control may
also handle the coordination of instrument approaches, especially during adverse weather conditions
or low visibility.

4.1.3 Tower Control

The tower, often called the control tower, is the most visible control facility at an airport. It is
situated at or near the airport's terminal area and is responsible for managing aircraft movement on
the ground and within the immediate vicinity of the airport. Tower controllers provide guidance and
clearances to aircraft during taxiing, takeoff, and landing operations. They monitor the runways,
taxiways, and other airport areas, ensuring that aircraft maintain appropriate spacing and follow

17
prescribed procedures to avoid collisions. The tower is the primary point of contact for pilots during
critical phases of flight near the airport.

To summarize, the area control manages aircraft outside the airport area, the approach control
handles aircraft arriving or departing the airport, and the tower control oversees aircraft movement
on the ground and in the immediate vicinity of the airport. Together, these control facilities work in
harmony to maintain safe and efficient aviation operations.

4.2 Positions within the tower

In the context of an airport tower, the terms "Alpha," "Beta," and "Delta" are used to designate
different positions or sectors within the tower. These positions represent specific areas of
responsibility and functions that tower controllers perform. Let's explore each position:

4.2.1 Alpha Position: The Alpha position in an airport tower typically refers to the local control
position. The local controller is responsible for managing aircraft movement on the airport's
runways and taxiways. They provide clearances to aircraft for takeoff, landing, and taxiing. The
local controller's primary focus is to ensure safe and efficient aircraft operations on the ground and
maintain proper separation between departing and arriving aircraft.

4.2.2 Beta Position: The Beta position in the airport tower usually designates the ground control
position. The ground controller's main responsibility is to manage aircraft movement on the airport's
taxiways and aprons. They coordinate with the local controller to ensure proper sequencing and
clearance for aircraft to move safely from parking areas to the runways and vice versa. The ground
controller also provides instructions to pilots on taxi routes, holding points, and any other ground-
related instructions.

4.2.3 Delta Position: The Delta position in an airport tower refers to the clearance delivery
position. The clearance delivery controller is responsible for issuing clearances to departing aircraft.
They coordinate with the local controller and provide pilots with instructions on their route of flight,
altitude, and any other relevant information. The clearance delivery controller ensures that departing
aircraft receive the necessary instructions before initiating their taxi and takeoff procedures.

It's important to note that the specific designations and responsibilities of positions within an airport
tower may vary between different airports and countries. While the Alpha, Beta, and Delta positions
are commonly used, other designations or additional positions may exist depending on the size and
complexity of the airport. The ultimate goal of these positions is to ensure safe, orderly, and
efficient operations within the airport environment.

18
4.3 Runway Light Control

Fig (4.2): Runway Light Control

4.3.1 Runway Light

Runway lights are a critical component of airport lighting systems and are specifically designed to
provide visual guidance to pilots during takeoff, landing, and taxiing on the runway. These lights
enhance safety and visibility for aircraft operations, particularly during low-light conditions,
nighttime operations, or in poor weather conditions.

4.3.1.1 Runway Edge Lights: These lights are located along the edges of the runway and provide a
continuous line of lighting, typically in white or yellow color. They help define the lateral
boundaries of the runway and aid pilots in maintaining proper alignment during takeoff, landing,
and taxiing.

4.3.1.2 Runway End Identifier Lights (REIL): REIL lights are installed at the runway threshold and
consist of a pair of synchronized flashing lights. These lights provide a visual indication of the
runway's threshold, enhancing its visibility and aiding pilots during approach and landing.

4.3.1.3 Threshold Lights: Threshold lights are placed at the beginning (threshold) of the runway.
They are typically green lights that help pilots identify the runway threshold and assist in
determining the runway's length and width.

4.3.1.4 Runway Centerline Lights: These lights are situated along the centerline of the runway and
help pilots maintain alignment during takeoff and landing. They typically consist of white lights,
sometimes with additional red lights at the approach end of the runway.

4.3.2 Approach Light

Approach lights are a critical component of runway lighting systems designed to assist pilots during
the final stages of landing approach. These lights are located in front of the runway and provide
visual cues to pilots to help them align the aircraft with the runway and judge the aircraft's descent
19
rate and angle. Visual Approach Slope Indicator (VASI) lights consist of a series of lights typically
arranged in a two-bar system. The lights are either red or white, and the combination of colors
indicates whether the aircraft is above or below the proper glide path. Pilots aim to see a
combination of two white lights and two red lights, known as a "two white, two red" indication, to
maintain the correct glide path.ILS is a more advanced approach guidance system that includes
approach lights. The approach lights are typically located at the beginning of the runway and extend
towards the landing threshold. They consist of a combination of steady-burning lights and flashing
lights that guide pilots towards the runway during instrument approaches. Approach lights are a
crucial component of runway lighting systems, providing pilots with critical visual references
during the final stages of landing approach. By following the guidance provided by these lights,
pilots can safely align the aircraft with the runway and make precise landings, especially in low-
light conditions or during instrument approaches.

4.3.3 PAPI Light

PAPI stands for Precision Approach Path Indicator. PAPI lights are a visual aid installed at many
airports to assist pilots during the approach and landing phase of flight. They provide guidance on
the correct glide path for a safe landing. The PAPI system consists of a row of lights typically
placed alongside the runway or on the runway itself, facing the approaching aircraft. Each PAPI
unit contains a series of lights, usually four, arranged in a line or bar. The lights emit a combination
of red and white colors. The PAPI lights are calibrated to provide a visual indication to pilots
regarding their vertical position in relation to the desired glide path. When viewed from the cockpit,
the pilot will observe a specific combination of red and white lights, indicating whether they are
above, below, or on the correct glide path.

If the pilot sees:

Four white lights: The aircraft is Too High.

Three white lights, one red light: The aircraft is slightly high the glide path.
20
Two white lights, two red lights: The aircraft on the correct glide path.

Three red lights, one white light: The aircraft is slightly below the glide path.

Four red lights: The aircraft is significantly below the glide path.

By referencing the PAPI lights, pilots can adjust their descent rate to align with the desired glide
path. Maintaining the proper glide path during approach improves the safety and accuracy of
landings, particularly in adverse weather conditions or during nighttime operations when visual
references may be limited.

4.3.4 Taxi Light

These lights guide aircraft from the runway to the taxiway. They are positioned along the taxiway's
edge and are usually green in color, signaling the taxiway's entrance. Taxiway centerline lights are
similar to runway centerline lights, these lights are installed along the centerline of taxiways. They
help pilots maintain proper alignment during taxiing operations. Taxi usually refers to the
movement of an aircraft on the ground, specifically from one location to another within the airport
premises. Taxiing typically occurs before takeoff, after landing, or during ground operations, such
as moving between parking positions, maintenance areas, or fueling stations.

The purpose of taxiing is to navigate the aircraft safely and efficiently around the airport, ensuring
proper clearance from other aircraft, vehicles, and obstacles. Taxiing involves following specific
instructions from air traffic control or ground personnel, adhering to markings and signage, and
maintaining situational awareness. Taxiing operations require attention to detail, adherence to speed
limits, and coordination with other aircraft and ground vehicles to avoid collisions and maintain
safe separation. It is an essential part of aircraft operations, contributing to the overall efficiency
and flow of traffic within the airport environment.

4.4 VHF Manpack

A VHF manpack refers to a portable VHF (Very High Frequency) radio system that is used in
airport operations. VHF radios operate in the frequency range of 30 MHz to 300 MHz and are
commonly used for communication in the aviation industry. In an airport setting, VHF manpack
radios are typically used by ground personnel, such as airport operations staff, ground handlers,
maintenance crews, and security personnel.

These portable radios allow them to communicate with various stakeholders within the airport,
including air traffic control, other ground personnel, and even aircraft. The VHF manpack radios
are designed to be lightweight, compact, and easily carried by individuals. They are battery-

21
powered and often have a range of a few kilometers, enabling communication across different areas
of the airport, including runways, taxiways, aprons, and terminal buildings.

The use of SMC manpack radios helps facilitate efficient and secure communication between
different teams involved in airport operations. It allows for coordination of ground movements,
information exchange, and response to various situations, ensuring smooth and safe operations
within the airport environment.

4.5 W/T Base Station

Wireless/Telecommunication base station equipment used at an airport. These base stations are part
of the airport's communication infrastructure and are responsible for providing wireless
communication services within the airport premises. The W/T base station equipment consists of
various components that facilitate wireless communication, such as antennas, transceivers,
baseband processing units, and control systems. These components work together to establish and
maintain wireless connections for various purposes, including voice communication, data
transmission, and network connectivity.

At an airport, the W/t base station equipment serves several important functions:

Air Traffic Control (ATC): Base stations are used to establish wireless communication links
between air traffic control towers and aircraft. They enable air traffic controllers to communicate
with pilots, provide instructions, and exchange critical information for safe and efficient aircraft
operations.

Ground Operations: Base stations are utilized by ground personnel, including airport operations
staff, ground handlers, maintenance crews, and security personnel. They enable wireless
communication among these teams, facilitating coordination, information exchange, and response
to operational requirements.

Passenger Services: Base stations can also support wireless communication for passenger services,
such as public address systems, airport Wi-Fi, and mobile network connectivity. These services
enhance the passenger experience, providing access to information, communication, and internet
services while at the airport.

Emergency Communication: In the event of emergencies or security incidents, the W/t base station
equipment plays a critical role in providing reliable wireless communication for emergency
response teams and security personnel.

The specific configuration and deployment of W/t base station equipment at an airport can vary
depending on the airport's size, layout, and operational requirements. They are typically
22
strategically located throughout the airport premises to ensure comprehensive coverage and reliable
communication services.

4.6 ASMGCS

An advanced-surface movement guidance and control system (A-SMGCS), conceptualized by

EUROCONTROL, helps to improve airport throughput, whilst maintaining the required level of
safety. By improving the way aircraft and vehicles are managed on the ground, it makes aerodrome
surface movement operations more efficient in all weather conditions based on defined operational
procedures.

The basic A-SMGCS consists of a surveillance service that provides the position, identification and
tracking of mobiles. In addition, the system can include:

I. Airport safety support service: runway monitoring and conflict alerting (RMCA), conflicting
air traffic control clearances (CATC) alerts, conformance monitoring alerts for controllers
(CMAC).

II. Routing service: generation of ground trajectories for mobiles.

III. Guidance service: Automated switching of taxiway centreline lights (TCL), automated
switching of stop bars and automated activation of advanced-visual docking guidance
systems (A-VDGS).

Benefits

To the benefit of controllers, the A-SMGCS provides:

I. A representation of the actual aerodrome traffic on a display, independent of line-of-sight

connection between the controller and the mobile

II. The position and identity of all cooperative mobiles, within the coverage volume
independent of visibility conditions and the controller’s line of sight

III. Support to prevent collisions between all aircraft and vehicles especially in conditions when
visual contact cannot be maintained

IV. Detection and indication of the position of potential intruders

V. Improved all-round management of traffic.

23
4.7 VCCS Speaker

VCCS stands for Voice Communication Control System, and a VCCS speaker is a component of
this system used at airports. The VCCS is a communication system specifically designed for air
traffic control (ATC) operations. It enables efficient and reliable voice communication between air
traffic controllers and pilots or ground personnel within the airport environment. The VCCS
includes various elements such as audio consoles, headsets, microphones, and speakers. The VCCS
speaker, in particular, is a device that allows for the broadcast of audio messages or instructions
from the air traffic control tower or communication center to designated areas within the airport.
These speakers are strategically placed throughout the airport premises, including terminals, aprons,
hangars, and other critical locations where personnel and pilots need to receive important
information. The VCCS speaker system plays a crucial role in disseminating important
announcements, safety instructions, and operational messages to airport staff, ground personnel, and
flight crews. These messages can include notifications about weather conditions, runway closures,
changes in procedures, emergency situations, or any other information relevant to airport
operations. By using the VCCS speaker system, air traffic control personnel can efficiently
communicate critical information to a wide audience simultaneously, ensuring that everyone
involved in airport operations stays informed and can take appropriate actions as necessary. It’s
important to note that specific VCCS systems and their associated components can vary between
airports, as different manufacturers may provide different configurations and features.

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 CHAPTER 5. ANTI HIJACK CONTROL ROOM

The following rooms are the part of Anti Hijack Control Room:
1) Aerodrome Committee Control Room
2) Search and Rescue Room
3) NSG Office
4) Negotiation Room

Equipment’s present in Anti Hijack Control Room:

 Manpack (Transceiver)

 Wallky-Talkie

 Hot Line

 PTZ Camera- 360 movement, Zoom, Moveable Camera, Recording (30 days) and fixed
camera

 LED TV with Set-Top Box

 CCTV Screen

 FAX Machine

Fig (5.1): AAI Varanasi Anti-Hijack Control Desk

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 CHAPTER 6. AREA CONTROL CENTRE

Fig (6.1): Area Control Center Control Table 1

An Area Control Centre (ACC) is an important component of the air traffic control (ATC) system
that manages aircraft operations in the en-route phase, which is outside the immediate vicinity of
airports. An ACC is responsible for providing continuous radar surveillance, communication, and
control services to aircraft in a specific region or sector of airspace.

Here are some key aspects of an Area Control Centre:

6.1 En-Route Airspace Management: An ACC oversees a designated airspace sector, typically
organized based on geographical boundaries or altitude levels. The purpose is to ensure safe and
efficient aircraft operations in the en-route phase. The ACC controllers monitor and manage the
flow of air traffic, maintaining proper separation between aircraft and facilitating the smooth
movement of flights across the region.

6.2 Radar Surveillance: ACCs utilize radar systems to provide surveillance of aircraft within their
airspace sector. Radar helps controllers track the position, altitude, speed, and heading of aircraft,
allowing them to maintain situational awareness and provide appropriate instructions. Radar data
assists in managing traffic flow, resolving conflicts, and maintaining safe separation between
aircraft.

6.3 Communication: ACC controllers maintain constant communication with pilots, providing
them with clearances, instructions, and information relevant to their flight. They use radio
communication and data link systems to interact with aircraft in their sector, ensuring effective
coordination and accurate information exchange between pilots and controllers.
26
6.4 Air Traffic Flow Management (ATFM): ACCs play a crucial role in air traffic flow
management, particularly during periods of high traffic volume or congestion. By actively
monitoring and managing the flow of aircraft in their airspace sector, ACC controllers can adjust
routing, altitudes, and speeds to maintain an efficient flow of traffic while ensuring safety and
minimizing delays.

6.5 Coordination with Adjacent ACCs and Airports: ACCs work closely with adjacent ACCs to
coordinate the handoff of aircraft as they transition between airspace sectors. This ensures the
seamless transfer of responsibility for aircraft from one ACC to another. ACCs also collaborate
with airport control towers and approach control facilities to manage the transition of aircraft
between the en-route and terminal phases of flight.

6.6 Airspace Sector Management: ACCs are responsible for determining and adjusting the
boundaries of their airspace sectors based on factors such as traffic volume, airspace structure, and
operational requirements. They continuously assess and manage the airspace configuration to
optimize efficiency and accommodate changes in traffic demand.

Fig (6.2): Area Control Center Control Table 2

Overall, an Area Control Centre plays a vital role in managing en-route airspace and ensuring the
safe and efficient flow of air traffic. ACC controllers are responsible for maintaining proper
separation between aircraft, providing clearances, and managing traffic flow within their designated
airspace sector.

27
6.1 Current Weather Instrument System

The current weather instrument system at an airport

consists of various devices and sensors used to measure
and monitor meteorological conditions in real-time.
These instruments provide crucial information to pilots,
air traffic controllers, meteorologists, and airport
personnel, enabling them to make informed decisions
regarding flight
Fig (6.3): CWIS System Screen

operations, safety, and airport management. Here are some key components of a typical current
weather instrument system:

6.1.1 GAGAN:

Gagan is an automated weather station that continuously monitors and reports weather conditions at
the airport. It typically includes sensors such as anemometers (for wind speed and direction),
thermometers (for temperature), hygrometers (for humidity), barometers (for atmospheric pressure),
and precipitation detectors (for rain, snow, etc.). AWOS systems provide real-time weather updates,
including routine weather observations and special weather reports as required.

6.1.2 Visibility Sensors:

Visibility sensors measure the horizontal visibility range at the airport. These sensors utilize various
technologies such as laser or infrared beams to determine the distance at which objects become
obscured due to fog, haze, precipitation, or other atmospheric conditions. The data from visibility
sensors is essential for determining safe takeoff, landing, and taxiing conditions.

6.1.3 Ceilometers:

Ceilometers are instruments that measure cloud height or ceiling. They use laser beams to
determine the distance from the instrument to the cloud base. By providing accurate cloud height
information, ceilometers help pilots and air traffic controllers assess the vertical visibility at the
airport, particularly during low-visibility conditions.

6.1.4 Runway Visual Range (RVR) Sensors:

RVR sensors measure the visibility range along the runway, specifically for the touchdown zone,
mid-runway, and rollout areas. These sensors use either transmissometers (which measure the
attenuation of light beams) or forward-scatter sensors (which measure the scattering of light) to
28
determine the distance at which runway lights or markers can be seen. RVR information is critical
for pilots to assess runway conditions and plan their approach and landing accordingly.

6.1.5 Weather Radar:

Weather radar systems are used to detect and track the movement of precipitation, such as rain,
snow, or storms, in the vicinity of the airport. Weather radar helps identify severe weather
conditions that may impact flight operations and allows for timely notifications and warnings to be
issued. It assists air traffic controllers in rerouting aircraft and helps pilots avoid hazardous weather
areas.

6.1.6 Weather Information Display Systems:

These systems collect data from various weather instruments and present it in a user-friendly format
for pilots, air traffic controllers, and airport personnel. They provide real-time weather updates,
including temperature, wind speed and direction, visibility, cloud cover, precipitation, and other
relevant meteorological parameters. Weather information display systems enable users to quickly
access and interpret current weather conditions and forecasts.

These instruments and systems work together to provide up-to-date and accurate information
about current weather conditions at the airport. By having access to reliable weather data,
aviation stakeholders can make informed decisions to ensure the safety and efficiency of
flight operations.

29
 CHAPTER 7. AIRPORT SYSTEMS

Airport Systems Directorate has the responsibility of creating and modernizing airport security
infrastructure by planning, procuring, installing & subsequently maintaining, various security
equipment’s i.e. X-ray Baggage Inspection System (In-Line, Registered Baggage, Hand Baggage,
Cargo & Out of Gauge) Door Frame Metal Detector, Hand Held Metal Detector, Explosive Test
Detectors, Body Scanner, Perimeter Intrusion Detection Systems etc. for the purpose of securing the
safety of Aircraft operations at all AAI Airports Including Regional Connectivity Scheme airports
in India. This Directorate is responsible for procuring 28 types of Bomb Detection & Disposal
Squad (BDDS) equipment’s that includes Search, Detection, Disposal, Protection & Transportation
equipment’s i.e. Real Time View Systems, Non-Linear Junction Detector, Bomb Suit, Liquid
Explosive Detectors, Telescopic Manipulator, Mini Remote Operative Vehicle, Cell Phone
Jammers, Frequency Jammers etc. confirming to the specification laid down by Bureau of Civil
Aviation security (BCAS), under Ministry of Civil Aviation. This Directorate is responsible for
Planning, Procurement, Installation, & Maintenance of Flight Information Display System, Public
Address System, Self-Service-Baggage Drop System, E-gate, Dynamic Signage and Surveillance
Close Circuit Television System. Coordination with Directorate of Security (AAI) for
commissioning & handing over various security, communication (Very High Frequency- Frequency
Modulation sets) & BDDS equipment to Central Industrial Security Force (CISF) for operation.

The equipment’s studied in this department are enlisted below:

7.1 X-BIS Machine

MAKE: SMITHS X-RAY INSPECTION UNITS
An X-ray baggage machine, also known as an X-ray
baggage scanner or X-ray baggage inspection system,
is a security device used for screening and inspecting
luggage, bags, and packages at airports, seaports,
train stations, and other high-security areas. These
machines utilize X-ray technology to generate images
of the contents inside the baggage. Security personnel
can then analyze these images to identify any
potential threats or prohibited items. X-ray baggage
machines are designed to detect objects such as
Fig (7.1): XBIS Machine

30
weapons, explosives, drugs, and other contraband items that may pose a security risk. These
machines typically consist of a conveyor belt system that moves the baggage through a tunnel
where it is exposed to X-ray radiation. The X-ray detectors within the machine capture the
attenuated X-rays and convert them into a visual image that can be viewed on a monitor. Operators
trained in interpreting these images can examine them to identify any suspicious items or potential
security threats. X-ray baggage machines play a crucial role in enhancing security and ensuring the
safety of passengers and facilities in various high-security environments.
7.1.1 Working of X-BIS
The working of an X-ray baggage inspection system (XBIS) involves several steps to scan and
analyze the contents of a bag or package. Here is a general overview of the process:
7.1.1.1 Baggage Placement: The bag or package to be inspected is placed on the conveyor belt of
the XBIS machine. The conveyor belt moves the item through a tunnel or scanning area.
7.1.1.2 X-ray Generation: Inside the machine, an X-ray generator produces X-rays, which are a
form of electromagnetic radiation.
7.1.1.3 X-ray Penetration: The X-rays emitted by the generator pass through the bag or package as
it moves through the tunnel. Different materials within the bag absorb or attenuate the X-rays to
varying degrees based on their density and composition.
7.1.1.4 Detectors: On the other side of the bag, there are detectors that capture the attenuated X-
rays. These detectors convert the X-rays into electrical signals.
7.1.1.5 Image Reconstruction: The electrical signals are processed by the machine's computer
system, which analyzes the data and reconstructs a two-dimensional X-ray image of the bag's
contents.
7.1.1.6 Image Analysis: Trained security personnel, often referred to as X-ray operators, examine
the X-ray image on a monitor. They analyze the image to identify any potential threats or prohibited
items. The operators look for irregularities, suspicious shapes, or density variations that may
indicate the presence of prohibited objects or substances.
7.1.1.7 Alarm and Inspection: If the X-ray operators identify a potential threat or suspicious item,
they can trigger an alarm or alert. The bag may be further inspected manually or subjected to
additional scanning methods, such as explosive trace detection (ETD) swabs or physical searches.
7.1.1.8 Decision and Clearance: Based on the analysis and inspection results, the security
personnel make a decision regarding the bag's clearance. If no prohibited items are found, the bag is
allowed to proceed. However, if prohibited items are detected, appropriate security measures are
taken, such as confiscation of the item or notifying relevant authorities.
7.1.2 Colour Coding in X-BIS Machine
In X-ray baggage machines, different colors or shades on the generated images can indicate various

31
materials or densities present in the scanned baggage. While the exact color-coding may vary
depending on the specific system and manufacturer, here are some general interpretations:

Fig (7.2): Combined Test Piece

7.1.2.1 Organic materials: Organic materials such as clothing, paper, and most plastics typically
appear orange or light orange on the X-ray image. These materials are less dense and allow more X-
rays to pass through, resulting in lighter shades.
7.1.2.2 Inorganic materials: Inorganic materials like metals, ceramics, and dense plastics tend to
appear blue or dark blue on the X-ray image. These materials are denser and absorb more X-rays,
resulting in darker shades.
7.1.2.3 Dense objects: Dense or solid objects, such as metal objects or dense electronics, can
appear black or very dark on the X-ray image. These objects absorb most of the X-rays and block
their passage through, resulting in minimal radiation reaching the detectors.
7.1.2.4 Empty spaces: Empty spaces, like empty containers or voids within objects, appear as
darker areas surrounded by the colors corresponding to the materials around them.
If a potential threat or suspicious item is detected, it may be highlighted using different techniques,
such as marking it with a bright color or displaying it with a special symbol or alarm on the monitor
for further inspection by security personnel. It's important to note that operators of X-ray baggage
machines receive specialized training to interpret these images accurately and identify any potential
security threats. The color interpretations may also be supplemented with additional tools like
image enhancement filters or different viewing modes to aid in the analysis process.
7.1.3 Lead Shielding in X-BIS Machine
In X-ray baggage machines or X-ray scanning systems, lead is commonly used as a shielding
material to protect operators and surrounding individuals from unnecessary radiation exposure.
Lead is widely recognized for its ability to absorb and block X-rays effectively. The X-ray scanning
process involves the emission of X-rays, which are a form of ionizing radiation. Lead is used as a
primary shielding material in the construction of X-ray scanning systems to contain and prevent the

32
radiation from escaping the scanning area. Lead sheets or panels are strategically placed within the
machine to create a barrier that absorbs the X-rays, minimizing the radiation exposure to operators
and bystanders. Lead is also used in the collimation mechanism of X-ray baggage machines.
Collimators shape and control the X-ray beam, ensuring it remains focused and targeted on the
scanned objects. Lead components within the collimator help to shape and direct the X-ray beam
effectively, improving the quality and accuracy of the resulting images.
7.1.4 Image Enhancing modes in X-BIS
X-ray baggage inspection systems (XBIS) often incorporate various image enhancing modes to
assist operators in analyzing X-ray images and improving the detection of potential threats or
suspicious objects. While the specific modes and terminology may vary among different
manufacturers and models, here are some commonly found image enhancing modes in XBIS
machines:
Zoom: This mode allows operators to zoom in on specific areas of the X-ray image for a closer
inspection. It helps magnify details and enables operators to examine objects more closely.
Contrast Enhancement: Contrast enhancement modes adjust the image's contrast levels to improve
the visibility of different materials and densities. It can make it easier to differentiate between
objects of similar densities or detect subtle variations in the image.
Edge Enhancement: Edge enhancement filters emphasize the edges and boundaries between
different objects or materials in the X-ray image. This mode can make edges appear sharper and
clearer, aiding in the identification of objects and their shapes.
Pseudo-Coloring: Pseudo-coloring involves assigning different colors or color gradients to different
materials or densities within the X-ray image. This mode can help highlight specific objects or
materials, making them stand out more distinctly for operators.
Invert: The invert mode reverses the grayscale of the X-ray image, effectively turning light areas
dark and dark areas light. This mode can provide a different perspective for operators and help them
identify objects that may have blended into the background in the original image.
Material Discrimination: Some advanced XBIS machines may incorporate material discrimination
algorithms that automatically analyze the X-ray image and attempt to classify materials based on
their densities. This mode can assist operators in identifying specific materials that may require
additional scrutiny or attention.

7.2 Explosive Trace Detector (ETD)

MAKE: SAFRAN MORPHO DETECTION - ITEMISER 3 ENHANCED
An explosive trace detector (ETD) is a specialized device used to detect the presence of explosive
materials or their residues. It is commonly employed in security screening procedures at airports,
33
 seaports, border crossings, and other high-security areas.
ETDs are designed to complement other security
measures, such as X-ray baggage scanners, by providing
an additional layer of detection for explosive threats. ETD
Swabs are used to extract traces of explosives from the
object under inspection. These swabs undergo high
temperatures to extract explosive trace elements so that
system can identify them. ETD machine detects minute
Fig (7.3): Explosive Trace Detector explosive traces (nanograms level) and analyses trace
materials. The security screener must take a swab of an object's surface or passenger's clothing and
place it inside the explosive trace detector machine, which detects traces of explosives using a
nanogram level. Handbags, cell phones, shoes, and hands are other places where ETD swabs can be
used to detect chemicals. Taking a sample and running it through an ETD device takes seconds,
ensuring customer safety with minimal inconvenience.
Here's a general overview of how an explosive trace detector works:
7.2.1 Sampling: The ETD operates by collecting and analyzing trace amounts of particles or vapors
that may be present on surfaces, objects, or individuals. Common sampling methods include
swabbing surfaces, using air samplers, or employing specialized collection devices.
7.2.2 Analysis: The collected samples are subjected to analysis to identify the presence of explosive
materials or their residues. Different ETD systems may use various techniques for analysis,
including:
a. Ion Mobility Spectrometry (IMS): This technique involves ionizing the collected particles or
vapors and measuring the time it takes for the ions to travel through a drift tube. The drift time is
specific to different compounds, allowing the ETD to identify the presence of explosives.
b. Mass Spectrometry (MS): Some advanced ETD systems use mass spectrometry to detect and
identify explosive substances. Mass spectrometry analyzes the molecular composition of the
collected samples and can provide detailed information about the detected explosives.
7.2.3 Alarm and Indication: If the ETD system detects the presence of explosives or their residues
above a certain threshold, it triggers an alarm or indication to alert security personnel. The alarm
can be an audible alert, visual display, or both.
7.2.4 Secondary Inspection: When an alarm is triggered, additional security measures are typically
implemented. This may include a manual inspection of the area or object, further questioning or
screening of individuals, or additional testing using other methods or technologies.
It's important to note that explosive trace detectors are highly sensitive and designed to detect even
minute traces of explosive materials. They play a crucial role in enhancing security by providing

34
rapid, on-site screening capabilities for the presence of explosives. However, it's essential to
combine ETDs with other security measures, such as X-ray scanners and physical inspections, to
ensure comprehensive security screening.

Fig (7.4): Explosive Trace Detector Internal Mechanism

7.3 Hand Held Metal Detector (HHMD)

Make: GARRETT 1165190
Detection Freq: 53KHz
Battery: 9V
A handheld metal detector, also known as a portable metal detector or wand metal detector, is a
compact and portable device used for detecting metal objects on or near a person. It is commonly
employed in security screening scenarios such as airports, schools, stadiums, concerts, and other
public events. Different metal detectors work in various
different ways, but here's the science behind one of the
simpler kinds. A metal detector contains a coil of wire
(wrapped around the circular head at the end of the
handle) known as the transmitter coil. When electricity
flows through the coil, a magnetic field is created all
around it. As you sweep the detector over the ground, you
make the magnetic field move around too. If you move
the detector over a metal object, the moving magnetic
field affects the atoms inside the metal. In fact, it changes
Fig (7.5): Hand Held Metal Detector the way the electrons (tiny particles orbiting around those
atoms) move. Now if we have a changing magnetic field in the metal, we must also have an electric
35
current moving in there too. In other words, the metal detector creates or induces some electrical
activity in the metal. But then Maxwell tells us something else interesting too: if we have electricity
moving in a piece of metal, it must create some magnetism as well. So, when you move a metal
detector over a piece of metal, the magnetic field coming from the detector causes another magnetic
field to appear around the metal. It's this second magnetic field, around the metal, that the detector
picks up. The metal detector has a second coil of wire in its head (known as the receiver coil) that's
connected to a circuit containing a loudspeaker. As you move the detector about over the piece of
metal, the magnetic field produced by the metal cuts through the coil. Now if you move a piece of
metal through a magnetic field, you make electricity flow through it (remember, that's how a
generator works). So, as you move the detector over the metal, electricity flows through the receiver
coil, making the loudspeaker click or beep. Here's an overview of how a handheld metal detector
typically works:
7.3.1 Construction: A handheld metal detector consists of a handle and a wand-shaped probe or
coil. The probe contains a built-in metal detection sensor or coil, which emits an electromagnetic
field.
7.3.2 Operation: When the handheld metal detector is turned on and brought near a metal object,
the electromagnetic field emitted by the coil induces eddy currents in the metal object. These
currents, in turn, generate their own magnetic field.
7.3.3 Detection: The handheld metal detector detects changes or disruptions in the electromagnetic
field caused by the presence of metal objects. When the detector senses a metal object, it generates
an alert or alarm, typically in the form of an audible tone or vibration.
7.3.4 Scanning Technique: To effectively scan a person or object, the operator holds the handheld
metal detector and passes it over the area being screened. The detector should be moved in a
systematic and consistent manner to ensure thorough coverage and detection of any concealed metal
objects.
7.3.5 Sensitivity Settings: Handheld metal detectors often feature adjustable sensitivity settings.
These settings can be modified to accommodate different scanning requirements and minimize false
alarms. The operator can adjust the sensitivity based on factors such as the level of threat, the type
of metal objects being searched for, and the desired detection range.
7.3.6 Secondary Inspection: When a metal object is detected by the handheld metal detector,
security personnel may perform a secondary inspection. This can involve a physical search, manual
inspection, or the use of other security measures to locate and identify the source of the detected
metal.
Handheld metal detectors are versatile, easy to use, and provide a portable means of detecting metal
objects on individuals quickly. They are commonly used in conjunction with other security

36
 measures, such as door frame metal detectors and X-ray scanners, to enhance security and ensure
the safety of the premises and its occupants.
7.4 Door Frame Metal Detector (DFMD)

A door frame metal detector, also known as an archway metal detector,

is a common security device used to screen individuals for concealed
metal objects as they pass through the entrance or exit of a building or a
controlled area. These detectors are widely employed in airports and
other high-security locations. Here is a general explanation of how a
door frame metal detector works:
7.4.1 Architecture: The door frame metal detector is constructed as an
archway or a portal-shaped structure, typically made of metal or non-
metallic materials. It is designed to allow individuals to pass through
easily while maintaining a secure screening process.
7.4.2 Detection Technology: The metal detector utilizes one or more
detection technologies to identify the presence of metal objects.
Commonly used detection technologies include:

Fig (7.6): Door Frame Metal Detector

a. Induction-Based Technology: This technology relies on electromagnetic fields generated by

coils positioned within the archway. When a metal object passes through the archway, it disrupts
the electromagnetic field, triggering an alarm.
b. Pulse Induction Technology: Pulse induction technology uses rapid pulses of current to
generate magnetic fields. When a metal object enters the magnetic field, it induces a secondary
magnetic field, which is detected by the metal detector, causing an alarm.
c. Very Low-Frequency (VLF) Technology: VLF metal detectors utilize two coils - a transmitter
coil and a receiver coil. The transmitter coil emits a continuous electromagnetic field, and when a
metal object enters the field, it alters the electromagnetic response, leading to an alarm.
7.4.3 Alarm and Indication: If the metal detector detects the presence of metal objects above a
predetermined threshold, it generates an alarm signal. The alarm can be an audible alert, visual
indication, or a combination of both. Security personnel are then alerted to investigate further and
take appropriate action.
7.4.4 Sensitivity Settings: Door frame metal detectors usually have adjustable sensitivity settings
to accommodate different security requirements and minimize false alarms. The sensitivity level
can be adjusted based on factors such as the anticipated level of threat, the location's security
37
 protocols, and the expected flow of people passing through the detector.
7.4.5 Secondary Inspection: When an alarm is triggered, individuals may be subject to a secondary
inspection, which can involve a handheld metal detector, physical pat-down, or other screening
methods to pinpoint the location of the detected metal object.
Door frame metal detectors serve as a primary security measure to identify the presence of
potentially dangerous metal objects on individuals. They are an integral part of the security
infrastructure, helping to deter and detect prohibited items that may pose a threat to the safety of the
premises and its occupants.

7.5 Public Address System (PA System)

Fig (7.7): PA System Block Diagram

A public address system (PAS) in an airport is a communication system that allows announcements
and messages to be broadcasted to passengers and staff throughout the airport terminals and other
public areas. It is used to convey important information,
such as boarding calls, flight updates, security
announcements, general notifications, and emergency
instructions. The public address system in an airport
typically consists of microphones, amplifiers, speakers, and
control panels. The microphones are used by authorized
personnel, such as airport staff or airline representatives, to
make announcements. The audio signals from the
microphones are then amplified by the amplifiers and
distributed to the speakers strategically placed throughout
the airport. The control panels are used to manage the
announcements and control the volume levels in different
zones or areas of the airport. This allows targeted messages
Fig (7.8): Public Address System Amplifier
38
to be broadcasted in specific locations, such as departure gates, arrival areas, or baggage claim
areas. The control panels also enable the system operators to override ongoing announcements in
case of emergencies or urgent situations. Modern public address systems in airports often utilize
advanced technology, including digital signal processing and networked audio distribution. This
allows for greater flexibility, scalability, and improved audio quality. Some airports may also
integrate their public address system with other systems, such as flight information displays or
emergency alert systems, to ensure coordinated communication throughout the airport.

The purpose of the public address system in an airport is to provide clear and timely information to
passengers and airport personnel, helping to facilitate smooth operations, enhance passenger
experience, and ensure safety and security.

7.6 Flight Information Display System (FIDS)

Fig (7.9): Flight Information Display System

The Flight Information Display System (FIDS) is a crucial component of airport infrastructure that
provides real-time flight information to passengers, airport staff, and other stakeholders. It displays
essential details about flights, such as departure and arrival times, gate assignments, baggage claim
information, delays, cancellations, and any other relevant updates. Here's an explanation of how the
FIDS typically works:
7.6.1 Data Integration: The FIDS integrates with various airport systems and databases to gather
flight-related information. This includes airline schedules, departure and arrival times, gate
assignments, aircraft types, and other relevant data. It may also receive updates from air traffic
control systems or the airline's operational systems.
7.6.2 Display Units: FIDS utilizes a network of display units strategically placed throughout the
airport. These units can range from large LED screens located in prominent areas like check-in
39
 counters and gate areas to smaller screens at individual gates or even mobile apps.
7.6.3 Real-time Updates: The FIDS constantly receives real-time updates about flight statuses.
This information can come from airline systems, ground operations staff, or the air traffic control
system. It includes details such as delays, gate changes, boarding information, and baggage claim
carousels.
7.6.4 Information Display: The FIDS displays the collected information in a clear and user-
friendly format. Passengers can quickly find their flight information, including departure and arrival
times, gate numbers, and any associated announcements or updates. The displays may also include
additional details like weather conditions, terminal maps, and special notices.
7.6.5 Communication Channels: The FIDS serves as a vital communication channel between the
airport and passengers. It ensures that passengers receive timely and accurate flight information,
reducing confusion and enhancing the overall travel experience. In addition to display screens,
FIDS may also provide information through public address systems, mobile apps, airport websites,
and self-service kiosks.
7.6.6 Integration with Ancillary Services: The FIDS may integrate with other airport systems to
provide additional services. For example, it can be linked to baggage handling systems to display
information about baggage claim carousels or to security systems to show security checkpoint wait
times.

7.6.7 Features of FIDS

A-FIDS has all the features required from a modern system, including:
I. User configurable displays for different departments and locations
II. Clustered monitors for Extended Display
III. Support for specialized devices
IV. Emergency override message displays
V. Remote monitoring and maintenance
VI. Free text display pages
VII. Timed sequencing for rolling displays
VIII. Full system and management reporting
IX. Flight, delay or boarding information, as well as gate or baggage belt assignments, can be
processed automatically.

7.7 Close Circuit Television (CCTV)

At airports, various types of cameras are utilized for surveillance and security purposes. Here are
explanations of three commonly used camera types:
40
 7.7.1 PTZ Camera (Pan-Tilt-
Zoom Camera): PTZ cameras
are versatile surveillance
cameras that offer pan, tilt, and
zoom functionalities. They can
be remotely controlled to rotate
horizontally (pan), vertically
(tilt), and adjust the zoom level.
PTZ cameras are often used in
areas that require active
monitoring and tracking of
subjects, such as large open spaces, entrances, or critical areas. Security operators can manipulate
the camera's movement and zoom in on specific points of interest, providing a flexible and
comprehensive view of the surroundings.
7.7.2 Dome Camera: Dome cameras are compact and discreet cameras housed within a dome-
shaped enclosure. These cameras are often installed in high-security areas like terminals, security
checkpoints, or baggage claim areas. Dome cameras can have a fixed lens or a varifocal lens that
allows adjusting the focal length. They offer a wide viewing angle and are designed to be tamper-
resistant, making them less prone to vandalism. Some dome cameras also have built-in features like
infrared (IR) illuminators for capturing clear images in low-light conditions.
7.7.3 Bullet Camera: Bullet cameras are cylindrical or elongated cameras that are typically
mounted on walls or poles. They are commonly used for outdoor surveillance at airports, covering
parking lots, perimeter areas, or runways. Bullet cameras have a fixed lens and offer a narrower
field of view compared to dome cameras. However, they often come with long-range zoom
capabilities and infrared LEDs for night vision. Bullet cameras are designed to be weatherproof and
can withstand harsh environmental conditions.
Each camera type has its advantages and is selected based on specific security requirements and the
area to be monitored. PTZ cameras provide flexibility and active tracking capabilities, dome
cameras offer discreet monitoring with a wide viewing angle, and bullet cameras are suitable for
long-range surveillance in outdoor environments. The combination of these camera types, along
with other security measures, ensures comprehensive coverage and enhances the overall security of
airport facilities.
NVR (Network Video Recorder) and DVR (Digital Video Recorder) are two types of server/devices
commonly used in closed-circuit television (CCTV) systems for video recording and storage. While

41
both NVR and DVR serve a similar purpose, there are some fundamental differences between the
two:
7.7.4 NVR (Network Video Recorder): NVR is a device that records and stores video footage
from IP (Internet Protocol) cameras, which are cameras that transmit data over an IP network.
Here's how an NVR works:
I. IP Camera Compatibility: NVRs are designed to work specifically with IP cameras. These
cameras connect to the network and transmit video data in a digital format.
II. Video Encoding: IP cameras capture video in a compressed digital format, usually using
H.264 or H.265 encoding. The NVR receives the video stream from the IP cameras and can
handle multiple camera inputs simultaneously.
III. Network Connectivity: NVRs connect to the local network or the internet, allowing remote
access and management of the video footage. This enables users to view live or recorded
video from any device connected to the network, such as computers, smartphones, or tablets.
IV. Storage: NVRs typically have built-in hard drives or support external storage devices for
video storage. The storage capacity can vary depending on the specific NVR model and the
number of cameras connected. Some NVRs also support RAID configurations for
redundancy and data protection.
7.7.5 DVR (Digital Video Recorder): DVR is a device used to record and store video footage from
analog cameras. Here's how a DVR works:
I. Analog Camera Compatibility: DVRs are designed to work with analog cameras that
capture video in analog format.
II. Video Encoding: Analog cameras transmit video signals in analog form, which the DVR
captures and converts into a digital format for recording and storage. The video encoding is
typically done using proprietary compression formats like H.264 or MPEG.
III. Local Storage: DVRs have built-in hard drives for storing recorded video footage. The
storage capacity can vary depending on the DVR model and the size of the installed hard
drive.
IV. Connection to Display Devices: DVRs are often connected directly to monitors or TVs for
viewing live video or recorded footage. Some DVRs also support remote access and can be
connected to the internet for remote viewing via a web browser or dedicated software.

It's important to note that the choice between NVR and DVR depends on the type of cameras being
used. IP cameras require an NVR, while analog cameras require a DVR. However, hybrid systems
are also available that can handle both IP and analog cameras by combining the features of NVR
and DVR into a single unit.Overall, both NVRs and DVRs are essential components in CCTV

42
systems, providing video recording, storage, and access capabilities for effective surveillance and
security purposes.
7.7.6 Functions of Server
I. Video Recording
II. Video Management
III. Video Analytics
IV. Storage Management
V. User Management and Permissions

7.8 BOMB DETECTION AND DISPOSAL SYSTEM (BDDS)

CISF personnel responsible for bomb detection and disposal
They undergo rigorous training programs to enhance their skills
and knowledge. The training includes identification of various
types of explosive devices, understanding their components,
and practicing appropriate response strategies. Regular drills
and simulations are conducted to maintain readiness and ensure
a swift and coordinated response in case of emergencies. The
bomb detection and disposal system implemented by CISF at
airports demonstrates their commitment to safeguarding the
aviation industry and the traveling public. Through the
utilization of cutting-edge technologies, highly trained
personnel, and collaborations with defense forces,
Fig (7.11): Bomb Detection & Disposal System

CISF maintains a robust security apparatus to counter the threats posed by explosive devices. CISF
maintains specialized bomb disposal squads comprising skilled personnel trained in handling and
neutralizing explosive devices. These squads are equipped with advanced tools and protective gear
necessary for safe bomb disposal operations. To mitigate risks associated with handling improvised
explosive devices (IEDs), CISF employs remote-controlled robots. These robots can access
confined spaces and perform tasks such as retrieving, examining, and disabling suspicious packages
or explosive devices, minimizing the risk to human lives. In critical situations where advanced
expertise is required, CISF coordinates with specialized bomb disposal units from the armed forces.
This collaboration ensures access to extensive resources, expertise, and technologies for effective
bomb disposal operations.

43
 CHAPTER 8. RADAR AND AUTOMATION

8.1 Radar

Radar stands for "Radio Detection and Ranging." It is a

technology that uses radio waves to detect and track objects
in the surrounding environment. Radars are used in various
applications, including aviation, military, weather
forecasting, maritime navigation, and more. When radar
operates, it emits radio waves in the form of short pulses.
These pulses travel through the air until they encounter an
object. Some of the radio waves are reflected back to the
radar antenna when they strike an object, and this reflected
energy is detected and processed to gather information
about the object. Radar determines the distance between the
radar system and the target object by measuring the time it
Fig (8.1): NGM Secondary
Surveillance Radar takes for the radio waves to travel to the object and back.
This information provides the range or distance from the radar to the object. Radar also provides the
bearing or direction of the object by analyzing the angle at which the reflected radio waves are
received. By calculating the direction from which the waves are returning, the radar system can
determine the object's position relative to the radar site. Doppler radar can measure the velocity or
speed of an object by analyzing the frequency shift in the reflected radio waves caused by the
object's motion towards or away from the radar. This information is particularly useful for tracking
moving targets, such as aircraft or vehicles. Radar can provide an estimation of the size or
reflectivity of an object. The strength of the returned signal, known as radar cross-section (RCS),
depends on the object's size, shape, and composition. This information helps distinguish between
different types of objects and can be used to identify specific targets. Advanced radar systems, as
those used in air traffic control, can determine the altitude of an aircraft by utilizing secondary radar
techniques, as mentioned earlier. Altitude information is crucial for maintaining safe vertical
separation between aircraft.

The information received from radar is used for various purposes, including aircraft surveillance
and tracking, weather observation, collision avoidance, target detection and identification, mapping
and navigation, and more. Radar is a versatile technology that plays a vital role in numerous

44
industries and applications. Primary and secondary radar are two types of radar systems used in
airports for various purposes, including aircraft surveillance, navigation, and air traffic control.

8.1.1 Primary Radar: Primary radar, also known as primary surveillance radar (PSR), operates by
emitting radio waves and detecting the reflected signals from aircraft or other objects. It is an active
radar system that does not rely on any external signals. Here's how primary radar works:

a. Radar Transmission: The primary radar system emits a narrow beam of radio waves in a specific
direction.
b. Signal Reflection: When the radio waves encounter an object, such as an aircraft, they are
reflected back towards the radar antenna.
c. Signal Reception: The radar antenna receives the reflected signals, and the radar system processes
them to determine the range, bearing, and altitude of the detected object.
d. Display and Tracking: The radar system displays the detected targets on a screen, allowing air
traffic controllers to monitor the aircraft's positions in real-time. Primary radar provides basic
information such as the position and heading of the aircraft.

Primary radar has certain limitations. It does not provide detailed information about the aircraft,
such as its identification or altitude, and it can be affected by clutter and weather conditions.
Additionally, primary radar cannot distinguish between different aircraft, making it necessary to
combine it with other systems, such as secondary radar, for comprehensive surveillance.

8.1.2 Secondary Radar:

Make: Northrop Grumman MSSR (1090 MHz/1030 MHz)
Secondary radar, also known as secondary surveillance radar (SSR) or secondary surveillance radar
(Mode S), is a radar system that works in conjunction with a transponder installed on the aircraft.
Unlike primary radar, secondary radar relies on both ground-based equipment and the transponders
aboard the aircraft. Here's how secondary radar works:

a. Interrogation: The secondary radar system sends out an interrogation signal to the aircraft's
transponder via a radio frequency.
b. Transponder Response: The transponder receives the interrogation signal and transmits a
response back to the secondary radar system.
c. Response Processing: The secondary radar system receives the response from the transponder and
decodes it to obtain various information, including the aircraft's unique identification code (squawk

45
code), altitude, and other data.
d. Display and Tracking: The secondary radar system combines the information obtained from
multiple aircraft and displays it on a screen, enabling air traffic controllers to identify and track
individual aircraft accurately.

Secondary radar provides more detailed and accurate information about aircraft, allowing air traffic
controllers to differentiate between different aircraft and track their positions accurately. It is less
affected by clutter and can provide additional data such as aircraft identification, altitude, and .

Primary radar uses reflected radio waves to detect aircraft positions, while secondary radar relies on
transponders aboard the aircraft to provide more detailed information. Both radar systems play
crucial roles in airport operations, including air traffic control, aircraft surveillance, and flight
safety.

8.1.3 Calibration Path Monitoring Equipment (CPME)

Calibration Performance Monitor Equipment (CPME) is a special ABS-D transponder designed for
installation at a fixed site visible to one or more ABS-D beacon sensors. The CPME is required for
ABS-D sensor monopulse accuracy tests and for calibration of the sensor off- site azimuth look-up.
In addition, the CPME provides tests for DABS link integrity, by storing an uplink message and
parroting it back upon command from the sensor. Two CPME are installed at Varanasi Airport.

8.2 ADS
ADS (Automatic Dependent Surveillance) is a surveillance technique in which aircraft
automatically provide, via a data link, data derived from on- board navigation and position- fixing
systems, including aircraft identification, four-dimensional position and additional data as
appropriate. ADS data is displayed to the controller on a screen that resembles a radar screen.
CPDLC (Controller Pilot Data Link Communications) is a means of communication between
controller and pilot, using data link for ATC communications). CPDLC is a two -way data-link
system by which controllers can transmit messages to the pilot without the use of voice
communications. The message is displayed on a flight deck visual display. CPDLC is an essential
element of Automatic Dependent Surveillance (ADS)
Several different forms of ADS are currently in use or under development, including:
8.5.1 Automatic Dependent Surveillance-Broadcast (ADS-B) is a function on an aircraft or
surface vehicle that broadcasts position, altitude, vector and other information for use by other
aircraft, vehicles and by ground facilities. It has become the main application of the ADS principle.
46
8.5.2 Automatic Dependent Surveillance-Contract (ADS-C) functions similarly to ADS-B but
the data is transmitted based on a contract between a ground system and an aircraft: Demand
contract, periodic contract, event contract and emergency contract. This application is most likely to
find application to sparsely trafficked transcontinental or transoceanic crossings.

8.3 Automation
Advanced integrated automation systems integrate state of the art Radars, flight data
processors, air situation display and advanced surface movement ground radars.
8.3.1 Controller Work Position (CWP)

Fig (8.2): Controller Work Position Screen

Each controller work position consists of a Situation, Data Display, Flight Data Display and Flight
Strip Printer. Both the display and printer are driven by single HP workstation with a single
keyboard and mouse. 03 LANs connected with respective ports of the system.
8.3.1.1 Different Roles of CWP
I. ACC Controller
II. Approach Controller
III. Tower Controller

47
8.3.1.2 Situational Data Display (SDD)

Fig (8.3): SDD Screen

Working
I. Presents the controller with “the real air picture”.
II. Provides tabular and situation display formats
III. Receives data processed by both SDP and FDP and manages all these information for a
coherent display.
IV. Displays radar tracks integrated with the flight plan information (data supply through SDP).
V. Displays aeronautical, geographical, and meteorological data through the use of graphical
objects.
Functions of SDD
I. Display Radar tracks
II. Display Flight plans lists
III. Automatic modification of flight plans lists according to the different flight plan statuses.
IV. Route graphical display of flight plans with estimates of passing time and levels on each
route fix point.
V. Local Map Display and Generation
VI. Restricted Areas Display
VII. Control of Displayed Information
VIII. Flight plan Strip Printing
IX. Access to Flight Plans database (retrieve, creation, modification, deletion)
X. Hand Over procedures between sectors and Externals
48
XI. Flight Plan route graphical modification

Operational Modes of SDD

SDD has 03 operational modes
I. Integrated Modes
II. Monoradar Modes
III. By-Pass Modes

Track Labels
I. Set of essential information related to the track.
II. This information is organized in lines and fields.
III. Contents for track lebel can be configured offline.
IV. 03 Configurations are currently available one for each role (approach, area, tower)

Table (8.1): Track Symbols

Display
BARCO (2 Kx 2 K) monitor used for SDD at Area/Approach and Training position
BARCO (1 Kx 1 K) monitor is used for SDD screen at Tower and Ops supervisor position
All other monitors used for SDD/FDD are EIZO monitors

49
 8.3.1.3 Flight Data Display (FDD)

Fig (8.4): FDD Screen

Functions:
I. Provide work environment for flight plans handling.
II. FDD can receive Flight Plans in different ways (operator/AFTN /RPL)
III. Manages all information related with FPL , AFTN messages ,restricted areas etc.
IV. Access to Flight Plan database (Retrieve, Creation, Modification, Cancellation)
V. Access to RPL database (Retrieve, Creation, Modification, Cancellation)
VI. Input of Meteorological and Aeronautical Information.
VII. Edition of AFTN messages to be transmitted to external centres.
VIII. Access to NOTAM database (Retrieve, Creation, Modification, Cancellation)
IX. Input of dynamic restricted areas
X. Display and management of AFTN lines

Fig (8.5): FDD Screen

50
8.3.2 Control & Monitoring Display (CMD)

Fig (8.6): CMD Screen

Continuously monitor the entire Automation system and shows status in real time. When a
component fails, appropriate action can be taken on the CMD. Variable system parameters can be
changed through CMD to adequate the system as per user requirement. 03 authorizations may be
assigned Technical / both Technical operational supervisors. The operations that may be performed
at CMD depend on the authorization. Here red colour indicated failed links, yellow indicates
standby and green indicates OK & On.

8.4 DRF
DRF stands for Digital Recording Facility. Used to perform screen recording of SDD.

Fig (8.7): DRF Screen

51
8.5 Neptuno/SUPV

Fig (8.8): Neptuno Screen

Neptuno records and replays voice communications and consoles used in Air Traffic Management.
Neptuno recorders are based on a client/ server architecture that allows multiple simultaneous users
(local and remote) and unattended operation. As part of critical system in the scope of Air Traffic
Management, Neptuno includes several security tools to ensure the integrity of the recordings:
encrypted storage, watermark and digital signature, impound player, secure communications, audit
module and access policy based on groups of users. Neptuno is continuously adapteds to the latest
advances, keeping on top of the state of the art in every moment. It is continuously incorporating
the new voice interfaces while still being able to record legacy systems. The same approach is
followed with consoles, having already incorporated the recording of 4K consoles. In accordance
with the international regulations applicable to air traffic, Neptuno guarantees the long-term storage
of the recordings by performing backup copies in systems ranging from RDX (encapsulated hard
drives) to massive network storage systems (NAS).
8.7 RDCU
RDCU stands for Radar Data Communication Unit

Fig (8.9): RDCU Screen

52
 8.8 Interrogator

An interrogator refers to a device used in secondary

surveillance radar (SSR) systems. SSR is a radar system used
by air traffic control to identify and track aircraft in addition to
primary radar. The interrogator sends out signals that prompt a
transponder aboard an aircraft to reply with information such
as the aircraft's identification code (Mode A) and altitude
(Mode C). This information is then received and processed by
the air traffic control radar system, allowing them to identify
and track the aircraft.

Fig (8.5): Interrogator Workstation

53
 CHAPTER 9. NAVIGATIONAL AIDS

Navigational aids (NAVAIDs) are crucial components of airport infrastructure that assist pilots in
safely navigating through airspace and during different phases of flight, such as takeoff, landing,
and en-route navigation. NAVAIDs provide pilots with accurate information about their position,
altitude, heading, and distance from certain points or landmarks. They come in various types and
are used in different combinations to ensure reliable navigation under diverse conditions. This
method is based on the use of Radio Transmitter, Radio Receiver, and propagation of
electromagnetic waves to find navigational parameters such as direction, distance etc., required to
find the position of the aircraft. The Radio navigational aids provide information to a pilot regarding
the position of his/her aircraft in azimuth and/or elevation at any instant of time. Radio
communication and navigational aids also provide useful information to Air Traffic Control
Officers for effective control of air traffic.

9.1 CLASSIFICATION OF RADIO NAVIGATIONAL AIDS:

Radio navigational Aids can he classified in different ways. The classification helps in identifying
the usefulness of a given facility. All navigational aids, which provide guidance by using Radio
Waves, are called non-visual aids.
According to service range, the radio- navigational aids are broadly classified into three categories:
1. Long Range Navigational Aids: Some of the aids operating world-wide in, this category is
OMEGA and Long-Range Aid to Navigation (LORAN). They are operated in the Very Low
Frequency (VLF) and Low Frequency (LF) bands of the frequency spectrum. i.e., 10KHz, 50-
100KHz and 100-200KHz respectively to give very long ranges of the order of 7000 Kms, and 700
Kms respectively. They are based on hyperbolic system of navigation. These aids are not, provided
by Airports Authority of India (AAI), although aircraft equipped with corresponding receiving
equipment can use these facilities while flying over Indian air space.
2. Medium Range Navigational Aids: NDB (Non directional beacon) falls in this category. It
operates in the LF/MF band of frequency spectrum with a nominal range of 150-250 nautical miles,
and even up to 350 NM over high seas.
3. Short Range Radio Navigational Aids: Some of the important and widely used short range aids
are: VHF DF, VOR, DME, ILS and RADARS. These aids operate in and above the VHF bands and
hence the coverage is dependent upon line-of-sight phenomenon.

54
Factors affecting coverage of medium range navigational aids.
a. Transmitter power
b. Frequency in use
c. Geographical location
d. Atmospheric conditions
Factors which affect the coverage area of a short-range navigational aids.
a. Transmitter power
b. Height of transmitter and receiver
c. Site/terrain conditions
d. Sensitivity of the receiver
The inter-relationship between Transmitted Power, Frequency and Range of different -medium/short range
navigational aids are shown in Table 9.1 and 9.2.

Table (9.1): Short Range Aids

Table (9.2): Medium Range Aids

55
9.2 Navigational AIDs studied at Varanasi Airport
Following NAV AIDs are studied at CNS Department of Varanasi Airport:

9.2.1 Non-Directional Beacons (NDB) (Currently Withdrawn)

MAKE: SAC 100
NDB is a low-frequency radio transmitter that emits
signals in all directions. It helps pilots determine their
position relative to the NDB station by measuring the
angle of the signal received. NDBs are used for en-route
navigation and as a backup navigation aid in case other
systems are unavailable. Pilots can tune their aircraft's
navigation radios to the frequency of an NDB and receive
its signals, helping them track their position along a
specific route. The pilot uses the ADF to determine the
direction to the NDB relative to the aircraft. To navigate
Fig (9.1): No.-Directional Beacons
using the ADF, the pilot enters the frequency of the NDB
and the compass card (or arrow) on the ADF will indicate the heading to the station. NDB’s used
for aviation are standardized by ICAO, the International Civil Aviation Organization, Annex 10
which specifies that NDB be operated on a frequency between 190 to 1800 kHz. NDBs are often
used to define airways, which are designated routes in the sky that facilitate the flow of air traffic.
NDBs can serve as waypoints or fixes along these airways, enabling pilots to navigate from one
NDB to another. NDBs can serve as a backup navigation aid in case other more advanced systems,
such as VOR or GPS, are unavailable or experiencing disruptions. They offer a relatively simple
and reliable means of navigation, particularly during emergency situations or in remote areas.
NDBs have been historically used for non-precision instrument approaches at airports. Pilots could
use NDB signals to align their aircraft with the runway during the final stages of landing. However,
many airports including Varanasi Airport have transitioned to more precise approaches using
systems like the Instrument Landing System (ILS) or GPS-based approaches. The main components
of an NDB ground station are the Beacon transmitter, Antenna Tuning Unit and Antenna.

9.2.1.1 Advantages
a) The NDB is a simpler equipment to handle with less tuning and maintenance, as
compared to other Navigation aids.
b) Quite economical in use.
c) A simple airborne receiver is required to sample its radiation.
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9.2.1.2 Disadvantages
a) Bearing accuracy is around ± 5º or more (which is not desirable in high traffic density
routes).
b) Bearing errors are caused by the interaction of the normal ground waves and undesired
sky waves (especially during night operation, as it is a LF/MF device).
c) Bearing errors are caused by the ground waves passing over rugged terrain or abrupt
discontinuities in ground surface e.g. land to water or vice-versa.
d) The coverage range improves in monsoon/rainy seasons; but deteriorates in summer
due to changes in the conductivity of the earth's surface.

9.2.2 Doppler Very High-Frequency Omnidirectional Range (DVOR)

MAKE: THALES 432
Frequency: 113.9MHz

Fig (9.2): Thales DVOR 432

VOR is a ground-based radio transmitter that emits signals in a 360-degree pattern. The VOR
system allows pilots to navigate along specific radials, which are imaginary lines extending outward
from the VOR station. By tuning their aircraft's VOR receiver to a particular VOR frequency, pilots
can track a specific radial and determine their position relative to that radial. To do this, a carrier is
radiated in the 108 to 118 MHZ band and modulated by two 30 Hz signals. One amplitude
modulates and the other frequency modulates (also called the reference phase and variable phase
signals, respectively) the carrier signal. This is done in such a way that the phase difference of the
30 Hz signals varies degree for degree with the magnetic bearing around the VOR station. Pilots use
VOR receivers to determine their radial (bearing) from the VOR station. By triangulating their
position from multiple VORs, pilots can navigate accurately along predefined airways. VOR

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provides pilots with magnetic bearings, which are the angular measurements relative to magnetic
north. This information helps pilots maintain a desired course and track their position accurately.
The range of VOR signals can vary, but they typically have a line-of-sight range of around 200
nautical miles (370 kilometers). VOR stations are strategically located to provide wide coverage
and ensure continuous navigation support along airways and in terminal areas. In recent years,
digital VOR (DVOR) systems have been introduced to replace older analog VOR installations.
DVOR systems offer improved accuracy, reliability, and additional features such as data link
capabilities.
9.2.2.1 OPERATING PRINCIPLES
DVOR system theory stipulates that there are separately radiated upper and lower sideband
frequencies, which are displaced ±9960 Hz from the carrier frequency. The reference phase signal is
obtained by amplitude modulating the carrier with a 30 Hz sine wave signal. This amplitude-
modulated signal is radiated omni-directionally in the horizontal plane by the central, carrier
antenna. The radiation pattern is a circle, and produces in the aircraft receiver a 30 Hz signal with a
phase independent of azimuth. The variable phase signal is obtained from the 9960 Hz frequency
modulated sub carrier which amplitude modulates the carrier. This amplitude modulation of the
carrier is often referred to as the space modulation, since it is obtained by adding in space the omni-
directionally radiated carrier and the separately radiated upper and lower sideband signals
emanating from the ring of sideband antennas. The upper and lower sideband signals are displaced,
on average, 9960 Hz above and below the carrier respectively and, when added in correct phase to
the carrier, will produce a resultant signal which is amplitude modulated at 9960 Hz. The sub carrier
is frequency modulated at a 30 Hz rate. The sideband signals are sequentially distributed to and
radiated from the 48 sideband antennas in such a way as to simulate two diametrically opposed
antennas, rotating counterclockwise about the circumference of the sideband antenna ring at 30
revolutions per second, with one antenna radiating the upper sideband signal and the other the lower
sideband signal. Since, the effective length of the path of travel between the rotating sideband
sources and the distant point of reception varies at a 30 Hz rate, the observed frequency of the
sideband signals varies also at a 30 Hz rate (i.e., the sidebands) and therefore, the sub carrier is
frequency modulated at 30 Hz. The amount of frequency deviation {Fd=omega (angular velocity of
signal) *lambda (diameter of ring in wavelength) *pi}is proportional to the diameter of the sideband
antenna ring expressed in wavelengths at the operating frequency. Setting the diameter to 44.0 feet
(13.4 meters) produces peak frequency deviation of 480 Hz at a frequency of 113.85 MHZ, 454 Hz
at 108 MHZ and 497 Hz at 118 MHZ. Figure 9.3 depicts a typical RF spectrum of a DVOR with an
operating frequency of fc. The corresponding deviation ratio varies therefore from 15.13 at 108
MHZ to 16.57 at 118 MHZ.

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In the aircraft receiver, a 30 Hz signal is extracted from the 9960 Hz FM sub carrier. The phase of
this second 30 Hz signal varies linearly with the change of the azimuth bearing of the receiving
point; for each degree of azimuth change, the phase of the 30 Hz variable phase signal changes by
one degree.

Fig (9.3): RF spectrum of a DVOR with an operating frequency of fc

9.2.2.2 KEY FEATURES

9.2.1.1. Single or dual system with either 50 or 100 W output power
9.2.1.2. 48 or 50 sideband antenna versions
9.2.1.3. Both counterpoise and field monitor sensors available
9.2.1.4. Easily interfaced with any DME or TACAN antenna
9.2.1.5. Incremental power supply capacity to power DVOR and collocated DME
9.2.1.6. Enhanced safety with continuous self-testing of monitoring
9.2.1.7. Exceeding ICAO Annex 10 and EUROCAE ED-52 requirements
9.2.1.8. Master/Slave Collocation Management with DME
9.2.1.9. Remote Control of ATIS Voice Channel

Fig (9.4): Alford Loop Antenna

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9.2.3 Distance Measuring Equipment (DME)
DME provides pilots with distance information from a specific ground-based station. It measures
the time it takes for a radio signal to travel from the aircraft to the DME station and back, and then
displays the distance in nautical miles.

9.2.3.1 HP DME
MAKE: MOPIENS MARU 320
Channel: 86X
Frequency: Tx- 1173MHz
Rx- 1110MHz
HP DME is an enhanced version of the standard DME system, offering increased power and
coverage for improved performance. It is co-located with DVOR

9.2.3.2 LP DME
MAKE: THALES 415
Channel: 36X
Tx Frequency- 997 MHz

The LP DME, installed co-located with the Glide Path unit, will provide a continuous distance
information from the touch down point to landing aircraft.

9.2.4 Instrument Landing System (ILS)

Fig (9.5): Placement of ILS

ILS is a precision approach system that helps pilots align and descend to the runway during landing,
even in adverse weather conditions. The ILS is considered a precision approach system, offering a
high degree of accuracy for landing. It provides vertical and lateral guidance within strict
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tolerances, enabling pilots to make precise adjustments during the approach and align the aircraft
with the runway. 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, whereas the third signal
provides distance information from some specified point.
These three parameters are essential for a safe landing are
Azimuth Approach Guidance, Elevation Approach
Guidance and Range from the touch down point. These are
provided to the pilot by the three components of the ILS
namely Localizer, Glide Path and Marker Beacons
respectively. At some airports including Varanasi Airport,
the Marker Beacons are replaced by a Distance Measuring
Equipment (DME).The ILS is categorized into three main
categories based on the level of precision and visibility
conditions: Category I (CAT I), Category II (CAT II), and
Category III (CAT III). CAT I is the least precise, requiring
a minimum visibility of 1,800 feet and a decision height of
200 feet above the runway. CAT III allows for the most
precise and lowest visibility conditions, with some systems
even permitting landings with zero visibility. Advanced versions of the ILS, particularly CAT III
systems, can enable aircraft to perform auto land operations. This means the aircraft's autopilot
system can take full control and perform the landing automatically, following the ILS guidance
without direct pilot input. Autoland capabilities increase safety and efficiency, especially during
challenging weather conditions.

Table (9.3): ILS Parameters and its provider

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9.2.4.1 LOCALIZER
MAKE: INDRA NORMAC 7014B3
Category: 1
Tx Frequency- 109.9 MHz

Fig (9.7): Localizer Signals Fig (9.8): Dipole Antenna

Localizer is a part of ILS which ensures that the aircraft remains aligned with the centerline of the
runway, improving safety and accuracy during landings, particularly in low visibility conditions.
The localizer consists of a ground-based radio transmitter located at the end of the runway. It emits
an electromagnetic signal along the runway centerline. The localizer system is designed to be highly
sensitive to small deviations from the centerline. It provides precise lateral guidance to help pilots
maintain the correct path during the approach. The aircraft's localizer receiver interprets the
received signals and provides information to the pilot. Cockpit instruments, such as the Course
Deviation Indicator (CDI) or Horizontal Situation Indicator (HSI), display the pilot's position
relative to the runway centerline. The indicators show whether the aircraft is to the left or right of
the centerline and provide guidance for correcting the alignment. 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.

9.2.4.2 GLIDE PATH

MAKE: INDRA NORMAC 7034B3
Category: 1
Tx Frequency: 333.8 MHz

The glide path provides vertical guidance to pilots during the final approach and landing phase. It
assists in ensuring the aircraft maintains the correct descent angle for a safe landing. It ensures that
the aircraft descends at the appropriate angle, leading it to the touchdown zone of the runway. r:

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The glide path equipment consists of a ground-based radio transmitter, usually located near the
runway threshold. The transmitter emits a focused radio signal that is received by the aircraft's
onboard glide slope receiver. The glide slope receiver onboard the aircraft processes the received
signal and provides guidance to the pilot. It interfaces with cockpit instruments, such as the Course
Deviation Indicator (CDI) or Vertical Situation Indicator (VSI), which display the aircraft's position
relative to the glide path. The glide path equipment establishes a predetermined descent angle for
the aircraft to follow during the approach. The typical descent angle for an ILS glide slope is 3
degrees, which ensures a gradual and controlled descent towards the runway.

Fig (9.9): Glide Path Signals Fig (9.10): M-Array Antenna

The cockpit instruments connected to the glide slope receiver display the aircraft's vertical position
relative to the glide path. If the aircraft is above the glide path, the instrument indicates a "fly down"
indication, prompting the pilot to lower the aircraft's nose to descend. Conversely, if the aircraft is
below the glide path, the instrument indicates a "fly up" indication, signaling the pilot to adjust the
aircraft's pitch to climb back to the glide path. The glide path equipment works in conjunction with
the localizer, which provides lateral guidance, to form a complete ILS system. The localizer ensures
that the aircraft maintains alignment with the runway centerline, while the glide slope provides the
necessary vertical guidance. 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.

9.2.4.3 Marker Units (Currently Withdrawn)

Three Marker Units are provided. Each marker unit consists of a building, transmitter and
directional antenna array. The system will be located near the runway center line, extended. The
transmitters are 75 MHz, low power units with keyed tone modulation. The units are controlled via
lines from the tower. The outer marker is 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

63
400 Hz keyed at 2 dashes per second. The middle marker is 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. The function of the marker beacons is to provide distance
information from the touch down point to a landing aircraft. The marker beacons, installed at fixed
distances from the runway threshold, provide specific distance information whenever a landing
aircraft is passing over any of these beacons so that the pilot can check his altitude and correct it if
necessary.

Fig (9.11): Marker Units Position

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 CHAPTER 10. AMSS

IP AMSS (AFTN Message Switching System) facilitates the timely exchange of operationally
significant Aeronautical, Flight and Meteorological messages for safe and efficient aircraft
operation. It works on the principle of “Store and Forward”. The AFTN (Aeronautical fixed
Telecommunication network) is a worldwide system of aeronautical fixed circuits provided for the
exchange of messages and or digital data between aeronautical fixed station.

Fig (10.1): Setup of IP AMSS at Varanasi

10.1 About AMSS

The process of getting an aircraft safely and efficiently to its destination depends largely on an
efficient communication system besides navigation and surveillance systems. The communication
system must be able to provide an accurate and speedy exchange of Aeronautical Information
between stations to enable them to control the air space and movement of air traffic to ensure
highest standards of safety and quality in air traffic services. In earlier days of Civil Aviation, the
aircrafts were slow moving and hence communication links by means of wireless telegraphy
circuits and manual tele‐typewriter circuits, generally known as Aeronautical Fixed Circuit were
able to provide Aeronautical Fixed Service (AFS) between two fixed points.

With the advent of high-speed aircrafts, increasing number of flight in the airspace across the
continent, it was the need of that time to form a Global network of aeronautical fixed circuits for the

65
exchange of messages and/or digital data between aeronautical fixed stations. The concept of
Aeronautical Fixed Telecommunication Network (AFTN) was introduced.

India plays a key role in the international AFTN, bridging the gap between the eastern and western
parts of the world. Messages originating in the western countries are routed through India to the
eastern countries and vice‐versa. In order to meet the growing demand for air traffic across the air
space, India was needed to upgrade and update the communication facilities like AFTN. The
Automatic Message Switching System (AMSS) was introduced in India in the year 1986‐87 in two
major stations Mumbai and Delhi. As on date, 18 major stations are having IP AMSS and other
non‐AMSS stations are connected with AMSS station over dialup circuit or working as remote
client of AMSS, known as RWS.

10.2 MAJOR AREAS OF AMSS:

10.2.1 System: AMSS is a dual architecture computer-based system consisting of few servers and
workstations which are linked with each other over a LAN/ WAN as well as with other equipment/
devices for data communication.
10.2.2 Messages: AMSS is mainly for exchange of AFTN messages, but at the same time AMSS
can handle some Non‐AFTN messages like AMS messages (formally known as HFRT/Radio
Messages).
10.2.3 Switching: AMSS receives the messages from terminals directly connected to it and
terminals connected via other switches, and after analysis, it stores the messages and automatically
routes the messages to its destination(s). During the above process it uses switching system, which
allows on demand basis the connection of any combination of source and sink stations.
AFTN switching system can be classified into 3(three) major categories –

i) Line switching
ii) Message switching
iii) Packet switching

10.2.4 Automation: So far automation is concerned for any system, it could be achieved by means
of mechanical devices like relay etc and/or application software designed as per requirement. In IP
AMSS, maximum features of automation like message switching, analyzing, storing, periodical
statistics etc are taken care by AMSS software and few by means of mechanical system.

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10.3 CATEGORIES OF MESSAGE

The following categories of messages shall be handled by the AFTN:

a) Distress messages
b) Urgency messages
c) Flight Safety Messages
d) Meteorological Messages
e) Flight Regularity Messages
f) Aeronautical Information Service Messages
g) Aeronautical Administrative services messages

10.3.1 Priority of Messages: Depending on the category of messages/type of messages, each

message carries a priority Indicator (viz SS, DD, FF, GG, KK) to indicate the priority classification
for transmission/handling over AFTN.
‘SS’ is the top most priority, then ‘DD’ & ‘FF’, and ‘GG’ / ‘KK’ are the lowest priority of
messages.

10.3.1.1 DISTRESS MESSAGES (Priority Indicator SS)

This message category shall comprise those messages sent by mobile stations reporting grave and
imminent danger and all other messages relating to the immediate assistance required by the mobile
station in distress threaten them.
10.3.1.2 URGENCY MESSAGES: (Priority indicator DD)
This category of messages shall comprise messages concerning the safety of ship, aircraft, or other
vehicles, or of some person on board or within sight.
10.3.1.3 FLIGHT SAFETY MESSAGES. (Priority indicator FF)
• Movement and control messages
• Messages originated by aircraft operating agency of immediate concern to an aircraft in flight or
about to depart.
10.3.1.4 METEOROLOGICAL MESSAGES (priority indicator GG)
• Messages concerning forecast e.g. terminal aerodrome forecasts (TAFs), area and route forecasts.
• Messages concerning observations and reports e.g. METAR, SPECI.
10.3.1.5 FLIGHT REGULARITY MESSAGES (Priority indicator‐GG)
• Aircraft load messages.
• Messages concerning change in aircraft operating schedule.
• Messages concerning aircraft servicing.
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• Messages concerning changes in collective requirement of passengers, crew and cargo covered by
deviation from normal operating schedule.
10.3.1.6 AERONAUTICAL ADMINISTRATIVE MESSAGES (KK)
• Operation and maintenance of facilities essential for safety or regularity of aircraft operation.
• Essential to efficient functioning of aeronautical telecommunication service.
• Exchanged between government civil aviation authorities relating to aircraft operation.

10.4 ADDRESSEE INDICATOR of AFTN Messages

Each AFTN message has two address information:

• Who has originated the message (Source)
• To whom it is addressed or to whom it will be distributed (Sink)
In order to maintain uniformity, pattern and ease for routing of messages, an 8(eight)‐letter code
group, known as addressee indicator, are formulated.
Addressee Indicator has two parts: first 4 letter code groups is assigned to a location of an
aeronautical fixed station and next 4 letters code group to identify the addressee (Organization/unit/
person addressed) of that station.

10.5 LOCATION INDICATOR (L.I)

Four letter location indicators formulated and assigned to a geographical location where there is
situated a station forming a part of aeronautical fixed service.

10.5.1 FORMATION OF LOCATION INDICATOR

The world is divided into 22 non‐over‐lapping AFS routing areas, each of which is assigned a
separate identifying letter from A to Z excluding letters I, J, Q and X.

i) Assignment of the first letter of a location indicator:

The first letter of the location indicator shall be the letter assigned to the AFS routing area within
which the location is situated except that where the location is served only by a single
communication centre situated in another AFS routing area, the first letter shall be that assigned to
the area in which that communication centre is situated.

Example: 1st letter of L.I. of Delhi, Kolkata, Nagpur etc, are ‘V’

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 ii) Assignment of the second letter of a location indicator:
Each separate state or territory is assigned a separate identifying letter to permit differentiation
between that state or territory and other states or territories in the same AFS routing areas.
Example: Bangkok and Kathmandu both comes under the same AFS routing area ‘V’, they have
been allotted separate letter ‘T’ and ‘N’ respectively to differentiate the states.
Hence, the second letter of the location indicator shall be letter assigned to the state or territory (or
portion thereof) within which the location is situated, except that where the location is served.

Example: Delhi: VI Mumbai: VA Chennai: VO Kolkata: VE

iii) Assignment of the third and fourth letter of a location indicator:

The state concerned shall assign the 3rd and 4th letters, as desired in such a way that the
4‐lettercode group location indicator is unique.
Example: VAAU: L.I. of Aurangabad (AU), Western part (A) of India (V) and VEBN is for
Varanasi.

In AMSS two types of media are used:

a) Lease line network
b) Dial up media
c) IP

Switch are of two types:

a) Managed
b) Unmanaged

10.8 IP AMSS Hardware Details

I. AMSS SWITCH SERVER (AMSS-1/AMSS-2)

II. Database Storage (DBA & DBB)
III. San Storage
IV. Workstation
V. KVM Console
VI. LAN and WAN Switch (24-Port GIGABIT Ethernet Switch)
VII. ROUTER
VIII. VPN Router

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10.8 ODBC
In computing, ODBC (Open Database Connectivity) is a standard programming
language middleware API for accessing database management systems (DBMS). The designers of
ODBC aimed to make it independent of database systems and operating systems. An application
written using ODBC can be ported to other platforms, both on the client and server side, with few
changes to the data access code.

10.9 VOIP

VOIP stands for Voice Over Internet Protocol. A VoIP phone is any
phone that uses an internet connection to make and receive calls instead
of traditional landlines. Instead of a traditional “hard-wired” phone that
uses direct connect copper wires to provide telephone service, a VoIP
phone gives you greater mobility, interoperability, and connectivity. The
biggest difference between a VoIP phone and a traditional landline
telephone is that the local telephone provider installs a landline phone in
a physical location. On the other hand, a VoIP phone makes and
receives calls over the internet and is not limited to a specific location or provider. This way, you
can use that phone number from anywhere you have internet access. Because of this, there are two
big differences in functionality between VoIP phones and traditional phones. The first is that a VoIP
phone will work in any location. As long as you have an internet connection, you’ll be able to make
and receive calls without being tied to one place. And the second difference is that you don’t need a
physical phone to make calls. You can make a call using an app on your computer or mobile phone.

The following numbers are enlisted in VoIP Telephone:

I. VANP 6612
II. VIDP 6408
III. VEPT 7201
IV. VECC 6364
V. VILK 6501

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 CHAPTER 11. CONCLUSION

The Airport Authority of India (AAI) is a statutory body responsible for managing and operating
airports across India. It provides air traffic services, airport management, and development of
infrastructure. AAI plays a vital role in ensuring safe and efficient air travel, promoting regional
connectivity, and contributing to the growth of the aviation industry in India. My internship at AAI
Varanasi in the CNS department has been an enriching experience where I have acquired valuable
knowledge about the diverse range of equipment housed in the equipment room, Nav Aids,
Automation and Radar, Airport systems, and AMSS. This exposure has provided me with a
comprehensive understanding of the technical work carried out in the CNS department. The CNS
(Communication, Navigation, and Surveillance) department at an airport plays a crucial role in
ensuring safe, efficient, and reliable air traffic operations. The department's primary responsibility is
to manage and maintain the various systems and technologies that facilitate communication,
navigation, and surveillance within the airport airspace. Additionally, being a part of AAI Varanasi
has allowed me to immerse myself in a professional corporate working culture, providing me with
insights into the dynamics of a reputed organization.

The work carried out by the CNS department at an airport involves continuous monitoring,
maintenance, and calibration of these systems to ensure their optimal performance. They work in
close coordination with air traffic controllers, maintenance personnel, and other airport stakeholders
to provide seamless and reliable communication, accurate navigation guidance, and effective
surveillance of aircraft movements. Their efforts contribute significantly to maintaining a safe and
efficient operating environment for air traffic at the airport. I am grateful for the opportunity to
learn and contribute to the team, and I am confident that the skills and experiences gained during
this internship will serve as a solid foundation for my future endeavors in the field of Aviation.

It has been an incredibly valuable learning experience. Throughout my time here, I have gained a
wealth of knowledge and skills that will undoubtedly contribute to my professional growth. The
resource persons at AAI Varanasi have played a pivotal role in enhancing my understanding and
knowledge by providing enriching and insightful content. Their expertise and guidance have been
instrumental in shaping my learning journey. I am grateful for the opportunity to be a part of such a
knowledgeable and supportive environment. The lessons learned during this internship will
undoubtedly benefit me in my future endeavors, and I am eager to apply the valuable insights
gained from my time at AAI Varanasi in my career ahead.

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 REFERENCE

[1] Website https://www.aai.aero/en/cns-faqs

[2] Website https://www.icao.int/pages/default.aspx

[3] Website https://jotron.com/

[4] Website https://smithaviationservices.com/

[5] Website https://www.thalesgroup.com/en/aerospace/

[6] Website https://www.northropgrumman.com/

[7] Website https://www.boschsecurity.com/xl/en/industries/airports/

[8] Website https://www.sitti.it/

[9] Website https://www.voxtronic.com/

[10] Website https://www.acams.com/

[11] Website https://dynalogindia.com/

[12] Website https://www.indracompany.com/en/air-traffic- control-

automation-system-00/