FUNCTIONING OF VHF, NAV-AIDS, AMSS

SYSTEMS, AUTOMATION, COPS AT AAI ATS

COMPLEX, IGI AIRPORT

A SUMMER TRAINING PROJECT REPORT

Submitted by:

PRASHANT SINGH (00514807321), RAJIV SINGH (01614807321),

SHEKHAR KUMAR (00914807321), PARAS(01414807321)

7E123
in partial fulfillment of Summer Internship for the award of the degree

of

BACHELOR OF TECHNOLOGY
in
ELECTRONICS AND COMM ENGINEERING

Maharaja Agrasen Institute of Technology

Guru Gobind Singh Indraprastha University, Delhi

2020-2024
 INDEX

Acknowledgement 4
AAI Introduction To RTC (CNS) 5
Functions of Airport Authority of INDIA 6
Communication Navigation Surveillance 7

1. VHF 8
(a) Introduction 8
(b) VHF Transmitter/ Receiver 9
(b) Dipole Antenna 10
(c) VCCS (Voice Communication Control System) 12
(d) RCAG (Remote Control Air to Ground) 13
(e) DATIS (Digital Airport Terminal Information Service) 14
(f) RECORDER 15

2. NAV-AIDS 18
(a) VOR 18
(b) DVOR 18
(c) ILS (Instrument Landing System) 19
* Localizer 22
* Glide Path 23
* DME 24

3. AMSS 25
(a) Introduction
(b) Major areas of AMSS 26
(c) Categories of Messages 27
(d) Address indicator of AFTN messages 28
(e) Block diagram of AMSS 29
(f) ODBC 30

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4. AUTOMATION 31
(a) RFE (Radar Front End) 33
(b) STP(Surface Tracking Processor) 33
(c) CPF(Central Processing Function) 33
(d) FDPS(Flight Data Processor System) 34
(e) RPB(Record Playback Backup) 34

5. COPS 35
(a)Introduction 35
(b)Distribution
Of Supply. 36
(c) Status of COPS 37
(d) UPS & its Types 37
(e) UPS Front-Access 41
(f) Block diagram & Functions 41
(g) Power Flow 42

6. CONCLUSION 43

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 ACKNOWLEDGEMENT

I take this opportunity to express my profound gratitude and deep regards to my guide Mr.
ANIL THAPA, Dy. Gen. Manager(CNS) for his exemplary guidance , monitoring and
constant encouragement throughout this training. The carefully designed training program
provides young engineers a close peek into how the complex operations at an airport are
managed, allowing for seamless operations.
I would also like to thank the respective department heads of “VHF, NAV-AIDS, COPS,
AUTOMATION, AMSS” for taking time out of their schedules and explaining the
complexities of the systems in simple terms. Without them this exploration could never have
been successful.

Acknowledgement is something which really comes from the bottom of the heart of every
writer. I am obliged to staff members of AAI at IGI Airport, for the valuable information
provided by them in their respective fields. I am grateful for their cooperation during the
period of my assignment.

PRASHANT SINGH (00514807321)

RAJIV SINGH (01614807321)
SHEKHAR KUMAR (00914807321)
PARAS (01414807321)

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Introduction To Regional Training Centre (CNS), Eastern
Region of AAI

Airports Authority of India (AAI) was constituted by an Act of Parliament and came into
being on 1st April 1995 by merging erstwhile National Airports Authority and International
Airports Authority of India. The merger brought into existence a single Organization
entrusted with the responsibility of creating, upgrading, maintaining and managing civil
aviation infrastructure both on the ground and air space in the country. It covers 2.8 million
square nautical miles area which includes oceanic area of 1.7 million square nautical miles.

During the year 2008-09, AAI handled aircraft movement of 1306532 nos. [International
270345 & domestic 33785990] and the cargo handled 499418 tones [international 318242 &
domestic 181176].

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 Functions of AIRPORT AUTHORITY OF INDIA

The Airports Authority of India (AAI) under the Ministry of Civil Aviation is responsible
for creating, upgrading, maintaining and managing civil aviation infrastructure in India. It
provides Air traffic management (ATM) services over Indian airspace and adjoining oceanic
areas. It also manages a total of 125 Airports, including 11 International Airports, 8 Customs
Airports, 81 Domestic Airports and 25 Civil enclaves at Military Airfields.

FUNCTIONS

 Design, Development, Operation and Maintenance of international and domestic airports

and civil enclaves.
 Control and Management of the Indian airspace extending beyond the territorial limits of
the country, as accepted by ICAO.
 Construction, Modification and Management of passenger terminals.
 Development and Management of cargo terminals at international and domestic airports.
 Provision of passenger facilities and information system at the passenger terminals at
airports.
 Expansion and strengthening of operation area, viz. Runways, Aprons, Taxiway etc.
 Provision of visual aids.
 Provision of Communication and Navigation aids, viz. ILS, DVOR, DME, Radar etc.

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 Communication Navigation Surveillance
(CNS)
Communicat ion, Navigat ion and Surveillance are three main funct ions (domains)
which const itute the foundat ion of Air Traffic Management (AT M)
infrastructure.

The following provide further details about relevant domains of CNS:

(a) Communication:- Communicat ion is the exchange of voice and data

informat ion between the pilot and air traffic controllers or flight i nformat ion
centres.

(b) Navigation:- Navigat ion Element Of CNS/ATM Systems Is meant To

provide Accurate, Reliable And Seamless Posit ion Determinat ion Capabilit y to
aircraft s.

(c) Surveillance:- The surveillance systems can be divided into two main t ypes: -
Dependent surveillance and Independent surveillance. In dependent surveillance
systems, aircraft posit ion is determined on board and th en transmitted to ATC.
The current voice posit ion reporting is a dependent surveillance systems in
which the posit ion of the aircraft is determined from on -board navigat ion
equipment and then conveyed by the pilot to ATC. Independent surveillance is a
system which measures aircraft posit ion from the ground. Current surveillance is
either based on voice posit ion reporting or based on radar (primary surveillance
radar (PSR) or secondary surveillance radar (SSR)) which measures range and
azimuth of aircraft from the ground station.

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 VERY HIGH FREQUENCY (VHF)

INTRODUCTION

VHF FREQUENCY RANGE - (117.975 - 136.975) MHz

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

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

- Maintain all VHF channel.

- Providing radio communication between ATCO and Aircraft.
- Additional standalone system is provided through J -Controller and Transceivers at
different ATC positions.
- Serviceability of Mains and Standby equipment 99·9%·
- All preventive and corrective maintenance schedules are performed.
- The air-to-ground communications are also recorded. Analysis of recorded communication
is done by DGCA, AAI, ATC personnel for the purpose of investigation in case of
accident/incidence.

FACILITIES/COMPONENTS AVAILABLE WITH VHF UNIT

VHF Tx, Rx, and J -Controller /Tran receiver.

RCAG (Remote controlled Air to Ground)
DATIS (Digital Airport Terminal Information Services)
VCS (IeS 200/60)
Dipole antenna Integrated Communication System for Air Traffic
Control
Recording Facilities
- DVTR (Digital Voice Tape Recorder)
- MVLR (Meltron Voice Tape Recorder)
- Ricochet (Digital Voice Tape Recorder) • HF (High Frequency) Communication

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VHF TRANMITTER /RECIEVER

The VHF Tx /Rx work on Amplitude Modulation principle. There are three
transmitter/receivers used in the VHF unit- those made by ECIL, PAE and OTE.

MAKE ECIL PAE OTE

MODEL NO. OF
5350 T6T DT100
Tx
MODEL NO. OF
5100 T6R DR100
Rx

About Tx 5350:

The Electronics Corporation of India Limited (ECIL) / Park Air Electronics (PAE) type 5350
single channel transmitters are designed for the transmission of amplitude modulated signals
within VHF aeronautical frequency band. The transmitter is intended for use in ground
station environments and can be combined with an associated EClL / PAE receiver to form a
transmitter / receiver system. The standard transmitter operates in the frequency range 118 to
136.975 MHz, with 25 kHz channel spacing. The frequency range of the 5350 transmitters
can be extended to operate between 108 and 155.975 MHz.

The Transmitter consists of six PCBs / modules-

Synthesizer module
Audio & Control module
RF PA module
Filter / Coupler assembly
Power supply module
PSU regulation module

Function of various modules of VHF Tx 5350 is given below.

Synthesizer Module: The Synthesizer module produces the transmitter's carrier frequency,
which is used as the RF drive to the RF PA module. The RF drive output is enabled only
when the transmitter is keyed. The synthesizer's carrier frequency output is derived form a 6
MHz
Temperature Compensated Crystal Oscillator (TCXO) which provides frequency stability of
1.5 ppm (parts per million).

Audio and Control Module: - The audio and control module processes the transmitter's
speech and data inputs to provide a modulation signal for the RF PA module. The module
contains audio circuits, transmitter control circuits and BIT control circuits.

RF PA Module: - The RF PA module provides the drive and power amplification necessary
to produce the 50 watt transmitter output. The module is supplied with two inputs i.e., carrier
frequency from the Synthesizer, and the modulation signal from the Audio and Control
module.

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Filter / Coupler Assembly: - The filter / coupler assembly contains a low-pass filter to
remove unwanted RF components, and a directional coupler to detect
the forward and reflected power levels.

Power Supply Module: - The Power Supply Module provides an

unregulated supply between 21.4 V and 32 V DC from the mains AC
supply of220V.

Power Supply Regulation Module: - The PSU regulation module

is supplied with the un-regulated supply from the PSU module as one
input and 28 V (Nominal) DC supply from the battery backup as the second input and
provides the following outputs.

A + 15 V regulated supply for the Synthesizer

Module, and the Audio & Control Module.
B. + 10 V and + 5 V regulated supplies for
the Audio & Control Module.
C. + 21.4 to 32 V unregulated supply for the
RF PA Module, Audio and Control Module and
front panel indicators.

All these output voltages are generated from

internal regulator ICs. When both AC and DC
supplies are connected, an automatic changeover
to DC is initiated on the loss of the AC supply.
When both supplies are connected, priority of
operation is from the AC supply.

DIPOLE ANTENNA

A dipole antenna is an antenna that can be made by a simple wire, with a centre-fed driven
element for transmitting or receiving radio frequency energy. These antennas are the simplest
practical antennas from a theoretical point of view; the current amplitude on such an antenna
decreases uniformly from maximum at the centre to zero at the ends.

FOLDED DIPOLE ANTENNA

The tips of the antenna are folded back until they almost meet at the feed point, such that the
antenna comprises one entire wavelength. This arrangement has a greater bandwidth than a
standard half wave dipole. If the conductor has a constant radius and cross-section, at
resonance the input impedance is four times that of a half-wave dipole

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STACKED DIPOLE ANTENNA
We stack dipoles in order to increase the gain over that obtainable from one dipoles and/or to
decrease the beam width. The increase in gain is due to the reduction in beam width and it
should be noted that the beamwidth is reduced in the plane of stacking only. If we stack
vertically the beamwidth is decreased in the vertical or "H" plane of a horizontally polarised
dipole. Stacking horizontally results in a narrower beamwidth in the horizontal or "E "plane
of a horizontally polarised dipole. In some applications, such as interference from or to points
off to one side or below the main lobe, the reduction in beam width is a more important
consideration than the gain increase. However mostly with stack to get more gain.

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VCCS (Voice Communication Control System)

Features:
Upto 700 radio and telephone interface and upto 200 operator positions
VCCS used is ICS200/60
Two VCCS systems are used-one online and other standby.

It has the following parts-

Communication Server
Communication Controller
Interface Cards
Operator Position
Management Server

The Integrated Communications System ICS 200/60 uses the most advanced digital
technology based on the standard 2 Mbps Ei, including powerful microprocessors, digital
signal processors and fast, nonblocking switching components.

The ICS 200/60 has a fully digital design and provides distributed intelligence on the
server and operator positions. Thus fast switching performance for radio and telephone
channels as well as a high availability with smooth degradation in case of eventual failures is
achieved.

The four main elements of the system are:

The analogue interface modules for radio, all types of telephone applications (LB, CB, PSTN ... ) and
the digital interfaces (e.g. Leased Line)! Each interface module connects for redundancy reasons
through a 2 Mbps Ei main and a standby bus to the server system.
The intelligent operator positions with integrated voice switching and signal processing, located in
one or more dual 2 Mbps Ei rings with redundant design.

The server systems (usually in a redundant configuration) act as a cross connects between the
interface bus and the ring of the operator positions.
The management position is present to monitor, control and, configure the system.

A separate communication path is reserved for configuration and system management: the Ethernet
LAN. It is used for the transmission of configuration data, event logs as well as for the program and
data download into the server system. Multiple management positions as well.

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RCAG (REMOTE CONTROL AIR TO GROUND)

Function is to provide extended range of VHF communication

Control site consist of single equipment fitted with voting unit and band signaling unit
configured to control one two, three or four radio sites.

Two type RCAG used:

1. RCAG-ECIL
Local site- Delhi
Remote site- Khajuraho
Frequency - 120.000 Mhz
Used for area control centre (east)
Media-VSAT or OFC
VSAT-provided by heel
OFC-provided by mtnl/bsnl

2. RCAG- PARK AIR SYSTEM

Local site-Delhi
Remote site
1. Amritsar
2. Jodhpur
3. Sundar Nagar
Frequency-124.55 MHz
Used for area control center (west)
Media - OFC (optical fiber communication) and DSCN (dedicated satellite communication network)
OFC - provided by mtnl / bsnl
DSCN - maintained by AAI

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DATIS (Data-link Airport Terminal Information Service)

Function - It 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. If there is an ATIS system, the operation frequency is close to the word
ATIS.

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

noncontrol information in busier terminal (i.e. airport) 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 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.

Data link-automatic terminal information service (D-ATIS). The provision of ATIS via data
link.
Frequency - 126.4 MHz
This equipment has two parts-
1. Control Equipment
- Location - Equipment Room along with Tx/ Rx.
- Transmitter located at Remote RX and Tx station Bijwasan
broadcast by one Tx at a time.
- Media - UHF Link for Bijwasan
- Two wire line for Remote Rx

2. Operator interface
- Location - Tower
- DATIS Data is updated by ATM at regular intervals.

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RECORDER:
Recording and storage of all voice communications is a basic requirement for air traffic
control units. The requirement applies to all communication, i.e. ground-ground
communications (G/G) and air-ground communications (A/G). The G/G is the
communications among air traffic control units or centres where as the A/G communication
is between air traffic controllers and pilots.

Recording facilities shall be provided on all voice communication channels. Each station is
provided with multi-channel voice recording systems (analog/digital) for recording of
channels which includes operational voice communications on all ATS channels and all
important telephones and intercoms.
In vhf two recorders are used one is of RETIA and another is of RICOCHET company.

RETIA
Retia is a type of reorder which is designed to store any type of data source. In Retia 128 and
64 channels are available. Retia works on unix operating system.

RICOCHET
Ricochet is a modular system capable of being expanded and interfaced with a variety of data
source. Ricochet is designed to be adaptable to virtually any type of data source. Other than
audio recording, the system can record RADAR data and CCTV images. In Ricochet 64
channels are available. Ricochet works on window XP.

RECORDING OF SURVEILLANCE DATA

Surveillance data from Primary and Secondary radar equipment provided at different airports
shall be recorded automatically and continuously in the hard disc of computer. It is required
that back-up of the recorded data files be taken every day for retention.

The surveillance data from primary and secondary radar equipment used as an aid to air
traffic services shall be automatically recorded for use in accident and incident investigations,
search and rescue, air traffic control and surveillance systems evaluation and training.

Automatic recording shall be retained for a period of at least thirty days. When the recordings
are pertinent to accident and/or incident investigations, they shall be retained for longer
periods until no longer required.

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TRANSMITTER

Carrier oscillator-The carrier oscillator generates the carrier signal, which lies in the RF
range. The frequency of the carrier is always very high because it is very difficult to generate
high frequency with good frequency stability, the carrier oscillator generate a sub multiple
with the required carried frequency. This sub multiple frequency is multiplied by the
frequency multiplier stage to get the required carrier frequency.
Buffer Amplifier-The purpose of the buffer amplifier is twofold.
a) It first matches the output impedance of the carrier oscillator with the input
impedance of frequency multiplier.
b) This is required so that the multiplier does not draw a large current from the carrier
oscillator. If this occurs, the frequency of the carrier oscillator will not remain stable.

Frequency Multiplier- This stage is also known as harmonic generator. The frequency
multiplier generates higher harmonics of carrier oscillator frequency.
Power Amplifier- The power of the carrier signal is then amplified in the power amplifier
stage. This is the basic requirement of a high-level transmitter.
Class C power amplifier-It gives high power current pulses of the carrier signal at its
Output.
Audio driver amplifier-The audio signal to be transmitted is obtained from the microphone.
The audio driver amplifier amplifies the voltage of this signal. This amplification is necessary
to drive the audio of this signal.
Audio power amplifier- class A or a class B power amplifier amplifies the power of audio
signal.

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RECIEVER

RF Amplifier-This provides amplification for the signal as soon as it arrives from the
antenna. The amplified signal is then passed to the mixer.
Mixer- The purpose of the mixer is to translate the frequency of the incoming signal to the
intermediate frequency.
I.F.Amplifier- I.F amplifier where most of the amplification in a receiver takes place.
Demodulator-From the IF stages, the signal passes to a detector. Here demodulation of the
radio-frequency signal takes place to produce an audio signal.
Audio Amplifier- output of detector is amplified and then it goes to speaker.

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 Navigational-Aids

Navigation:
The ‘ART’ of determiningthe position of an aircraft over earth surface and guiding its
progress from one place to another.
Components:
 VOR; DVOR
 DME
 ILS
 Markers

DVOR :
DVOR Stands for Doppler Very High Frequency Omni Range. DVOR is a
standard Internat ional Civil Aviat ion Organisat ion (ICAO) ground based radio
navigat ional aid that provides bearing informat ion to aircraft to define air traffic
control routes for en-route, terminal and instrument approach/departure
procedures. DVOR when collocated wit h DME (Distance Measuring Instrument)
provides both the angle and slant distance of aircraft wit h respect to ground
station.
DME:
DME stands for Distance Measuring Instrument. DME is a standard Internat ional
Civil Aviat ion Organisat ion (ICAO) ground based radio navigat ional aid that
provides slant distance info rmat ion to aircraft with respect to ground station to
define air traffic control routes for en-route, terminal and instrument
approach/departure procedures. DME is normally collocated with DVOR or
ILS/Glide Path and somet imes wit h NDB also.

ILS:
ILS stands for Instrument Landing System and is a standard International Civil
Aviation Organisation(ICAO) precision landing aid that is used to provide accurate azimuth
and descent guidance signals for guidance to aircraft for landing on the runway under normal
or adverse weather conditions. Instrument landing system (ILS facility is a highly accurate
and dependable means of navigating to the runway in IFR conditions. The ILS provides the
lateral and vertical guidance necessary to fly a precision approach. When all components of
the ILS system are available, including the approved approach procedure, the pilot may
execute a precision approach.

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The ILS consists of:-

1. Localizer:- The primary component of the ILS is the localizer, which provides lateral
guidance. The transmitter and antenna (Shown above) are on the centreline at the
opposite end of the runway from the approach threshold.
2. Glide Path:- The glide path component of ILS �provides vertical guidance to the
pilot during the approach. Glide path �is located 750 to 1,250 feet (ft) down the
runway from the threshold (shown above), offset 400 to 600 ft from the runway centre
line.
3. Markers:-
(i) Outer marker; (OM): The outer marker (if installed) is located 3 1/2 to 6 NM
from the threshold within 250 ft of the extended runway centreline to provide the pilot
with the ability to make a positive position fix on the localizer.
(ii) MIDDLE MARKER (MM): The middle marker ( if installed) is located
approximately 0.5 to 0.8 NM from the threshold on the extended runway centerline.
The middle marker crosses the glide slope at approximately 200 to 250 ft above the
runway elevation.
4. DME : Distance Measuring Equipment (DME) is normally collocated with glide path
and provides slant distance to the aircraft with respect to touch down point.
5. The approach lighting system:-Various runway lighting systems serve as integral
parts of the ILS system to aid the pilot in landing. Any or all of the following lighting
systems may be provided at a given facility: approach light system (ALS), sequenced
flashing light (SFL), touchdown zone lights (TDZ) and centerline lights (CLL-
required for Category II & III operations.)

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6. RUNAWAY VISUAL RANGE (RVR): In order to land, the pilot must be able to
see appropriate visual aids not later than the arrival at the decision height (DH) or the
missed approach point (MAP).

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 AUTOMATIC MESSAGE SWITCHING SYSTEM

INTRODUCTION
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 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 ECIL AMSS and other non‐
AMSS stations are connected with AMSS station over dialup circuit or working as remote
client of AMSS, known as RWS.

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MAJOR AREAS OF AMSS:
a) System:
AMSS is a dual architecture computer based system consisting of few servers and
workstations which are linked with each other over a local area network as well as with other
equipments/ devices for data communication.

b) 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).

c) 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 –

Line switching
Message switching
Packet switching

d) 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 ECIL
AMSS, maximum features of automation like message switching, analysing, storing,
periodical statistics etc are taken care by AMSS software and few by means of mechanical
system.

Page | 26
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

Priority of Messages:
Depending on the category of messages/type of messages, each message carry 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.

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.

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.

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.

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.

FLIGHT REGULARITY MESSAGES (Priority indicator‐GG)

• Aircraft load messages.
• Messages concerning change in aircraft operating schedule.
• Messages concerning aircraft servicing.
• Messages concerning changes in collective requirement of passengers, crew and cargo
covered by deviation from normal operating schedule.

AERONAUTICAL ADMINISTRATIVE MESSAGES

• 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.

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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
(Organisation/unit/ person addressed) of that station.

LOCATION INDICATOR (L.I.)

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

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.

a) 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’

b) 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

c) 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).

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BLOCK DIAGRAM OF AMSS

BLOCK DIAGRAM OF AMSS TRANSMISSION

In AMSS two types of media are used:
a) Lease line network
b) Dial up media

Switch are of two types:

a) Managed
b) Unmanaged

SERVER:
In AMSS two types of servers are used one is ONLINE server another is HSB(hot standby).
Online server is mainly used. If online server is not in working condition then automatically
HSB connects to main line.
Four types of data base server:
a) JK-A
b) JK-B
c) JK-C
d) JK-D

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JK-A & JK-B servers are used for NOTAM related message. While JK-C & JK-D are used
for flight related message.
Common servers are of two types:
a) TCP/IP- Based on internet protocol address
b) X.25-In this ICON CARD are used for copy messages.

An Internet Protocol address (IP address) is a numerical label assigned to each device (e.g.,
computer, printer) participating in a computer network that uses the Internet Protocol for
communication.
An IP address serves two principal functions:
a) Host or network interface identification and location addressing.
b) An address indicates where it is. A route indicates how to get there.
I.P. address classification:
a) Class A: Address range lies between 1.0.0.0 to126.255.255.255. Number of hosts are
4,000,000.Bits in network I.D is 8.
b) Class B: Address range lies between 128.0.0.0 to191.255.255.255 Number of hosts
are 65,536.Bits in network I.D is 16.
c) Class C: Address range lies between 192.0.0.0 to223.255.255.255 Number of hosts
are 65,536.Bits in network I.D is 24.
d) Class D: Address range lies between 224.0.0.0 to239.255.255.255 Number of hosts
are268, 400,000.Bits in network I.D is 0.class D used for test only.
e) Class E addresses are reserved for future.

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.

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 CRITICAL OPERATIONAL POWER SYSTEM
(COPS)

COPS is power supply unit which provide uninterrupted power supply to

CNS/ATM critical system.

COPS is divided in three section-

1. AREA
2. TBB
3. TWR

COPS

Area TBB TWR

6 UPS 6 UPS 2 UPS 2 UPS 1 UPS 1 UPS

Source Source Source Source Source Source
A B A B A B

If we talk about one UPS-

UPS

S1 S2

38 batteries 38 batteries(stand by)

(Series) (Series)

(Parallel)

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 Number of UPS = 18 UPS of 150KVA
 Number of Batteries- 1368 batteries
How ?
One UPS = 38 x 2 =76 batteries
18 UPS = 76 X 18 = 1368 batteries

 Battery used – Lead Acid Battery (12V, 150AH)

Amount of Power stored in a 12V, 150AH battery will be-
 12 x 150 = 1800 Watt-Hour (1.8KWH).

Distribution of Supply in Building -

SOURCE-A
(UPS-1 to UPS-6)
ACC
Building
SOURCE-B
(UPS-7 to UPS-12)

COPS
TWR SOURCE-A
(UPS-13 to UPS-15)
TBB
Building
SOURCE-B
(UPS-16 to UPS-18)

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Status of COPS –

UPS –
Definition- UPS is a device which immediately provide backup power during
power failure.

Types of UPS-
1. Offline UPS or Standby UPS
2. Line Interactive
3. Online UPS or double conversion modular

1. Offline/Standby Uninterruptible Power Supply

The offline/standby UPS is the most basic out of the three. It provides light
surge protection and battery back-up. During normal operations, it gets its
power from its main power source (generally an AC outlet). Once it senses
that the main power source goes beyond acceptable limits or fails, it
switches to the “offline/standby” battery where it will then go to the
DC/AC inverter – as such, there will be a small transfer time between the
main power source and battery.

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What’s usually in a standby/offline uninterruptible power supply?

Most standby/offline UPS have a switch to either run on the main power
source or the battery component. The majority of the bulk is in the battery
component, as the main power supply goes to the AC/DC rectifier that
charges the battery. After that it goes into a DC/AC inverter to output into
the load.

Figure 1: Offline/Standby UPS (green represents the flow of process).

2. Line-Interactive Uninterruptible Power Supply

The line-interactive UPS has a similar design to the offline/standby, but
with properties of an online/double conversion as well. The line -interactive
design can handle small under-voltages and over-voltages (about 20% from
its standard voltage) by using a multi-tap variable voltage autotransformer
or buck-boost converter. Even during these small under/over-voltages, the
battery is not being used and is still being charged until there is a big
under/over-voltage.

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What’s usually in a line interactive uninterruptible power supply?

The design is similar to offline/standby, but it either has an autotransformer

or a buck-boost converter on the main line. This will either boost the
voltage for under-voltages or buck the voltage for over-voltages.

Figure 2: Line-interactive UPS (green represents the flow of progress).

3. Online/Double Conversion Uninterruptible Power Supply

The online/double conversion UPS differs from the offline/standby as the

DC/AC inverter is always connected on. This means there will be no
transfer time between the main power source and battery, providing greater
protection against spikes, sags, electrical noise, and complete power
failure.

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What’s usually in an online/double conversion uninterruptible power supply?

The main power source in double conversion UPS goes into the AC/DC
rectifier even during normal operations, so it must go through a DC/AC
inverter every time, hence the term “double conversion.”

Figure 3: Online/Double Conversion UPS (green represents the flow of

process).

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UPS Front-Access-

Operation Principle – Block Diagram & Functions:

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Power Flow -

ADVANTAGES-

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Conclusion:

The summer training with AIRPORTS AUTHORITY OF INDIA at ATS

Complex, IGI Airport has helped me understand the great determination and
hard work that goes into keeping the airports functioning and ensuring the
safety of passengers while also augmenting my knowledge.

This experience will no doubt go a long way in shaping my career and life, and
for this I thank the men and women of AAI.

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