A PRESENTATION ON INTERNSHIP UNDERGONE

AT VIJAYAWADA AIRPORT

SUBMITTING BY:
SKP VENKATA SRI DEEPTHI
ECE_(II Year)
KLUniversity
 SCOPE

 AIM
 INTRODUCTION
 CNS
 COMMUNICATION
 NAVIGATION FACILITIES
 SURVEILLANCE FACILITIES
 ATC(AIR TRAFFIC CONTROL)
 SECURITY EQUIPMENTS
 FUTURE AIR NAVIGATION SYSTEM(FANS)
 GAGAN
 CONCLUSION
AIM
To get acquainted with
communication,navigation &
surveillance(CNS)and air traffic
control(ATC) at AAI.
 The Airports Authority of India or AAI is a statutory body (created through the
Airports Authority of India Act, 1994) working under the Ministry of Civil Aviation,
Government of India is responsible for creating, upgrading, maintaining and managing
The Airports Authority
civil aviation of India
infrastructure or AAI
in India. is a statutory
It provides body (created
Communication through
Navigation the Airports
Surveillance
Authority/ Air
ofTraffic
India Management (CNS/ATM)
Act, 1994) working underservices over Indian
the Ministry of airspace and adjoining
Civil Aviation, Government o
oceanic areas.for
India is responsible It also manages
creating, a total ofmaintaining
upgrading, 126Airports, including 11 International
and managing civil aviation
Airports, 11
infrastructure Customs
in India. Airports, 89
It provides Domestic Airports
Communication and 26 Civil
Navigation enclaves at /Military
Surveillance Air Traffic
Airfields. AAI also has ground installations at all airports and 25 other locations to
Management (CNS/ATM) services over Indian airspace and adjoining oceanic areas. It als
ensure safety of aircraft operations. AAI covers all major air-routes over Indian
manages landmass
a total ofvia
12629Airports, includingat11
Radar installations 11International
locations alongAirports, 11 Customs Airports
with 700VOR/DVOR
89 Domestic Airports
installations and 26with
co-located Civil enclaves,
Distance at Military
Measuring Airfields.
Equipment AAI52
(DME). also has ground
runways are
installations at allwith
provided airports and 25landing
Instrument othersystem
locations
(ILS)to ensure safety
installations with of aircraft
Night operations.
Landing
AAI covers all major
Facilities at mostair-routes over Indian
of these airports landmassMessage
and Automatic via 29 Radar installations
Switching System at 15at 11
locations along with 700 VOR/DVOR installations Airports. co-located with Distance measuring
equipment (DME). 52 runways are provided with Instrument landing system (ILS)
installations with Night Landing Facilities at most of these airports and Automatic Messa
Switching System at 15 Airports.
 MAIN FUNCTIONS OF AAI
 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.
CNS
 CNS FACILITIES
To provide uninterrupted services of
communication, navigation and
surveillance(CNS) for smooth and safe
running of aircraft in accordance with
ICAO standards and recommended
practice.
 COMMUNICATION
It is classified as following:
 Ground to ground :-
It can be done by four ways
 Hotlines
 AMSS(automatic message shifting system)
 Walkie talkie
 Telephones
Ground to air:-
It can be done by the following ways
 VHF
 HF
 VDL(VHF data link)
 HDL(HF data link)
 Satellite communication
 VHF AIR -TO-GROUND VOICE COMMUNICATION FACILITIES
 The electromagnetic waves having high frequency range 30Mhz to 300
MHz are defined as Very High Frequency(VHF) radio waves. VHF
frequencies are not affected by atmospheric noise.
 It provides radio communication between ATC and aircraft
 It can travel up to a distance of 200 nautical miles
 Its disadvantage is line of sight , due to which it is not possible for long
distance communication
 The antenna used for VHF is folded dipole antenna
 VHF transmitter uses an oscillator to produce the desired radio frequency
current
 Crystal controlled oscillators are provided for better frequency stability
 VHF receiver has function of selecting desired VHF frequencies
,amplifying and demodulating it ,and reproducing it in the actual shape
DIGITAL VOICE TAPE RECORDER (DVTR)
AUDIO DISTRUBUTION RICOCHET
AUDIO DISTRUBUTION RICOCHET
INPUTS FRAME LINE UNIT
INPUTS FRAME LINE UNIT

STORAGE ETHERNET/
LAN NI DIGITIZER
NI DIGITIZER

SERVER ALARM
VOICE COMMUNICATION SYSTEM (VCS)
It is a switching system that connects various
air traffic controllers to various air to ground
and ground to ground communication
systems.
Voice switching and routing between
communication systems and air traffic
controllers working positions is done using
microprocessors and DSPs.
AUTOMATIC MESSAGING AND SWITCHING SYSTEM
(AMSS)
 AMSS works on principle of “store and forward”
 Data channels are shared among communication
devices
 Messages can be stored temporarily at message
switches, when network blocking becomes a
problem
 Priorities may be used to manage network traffic
 Broadcast addressing uses bandwidth more
efficiently because messages are delivered to
multiple destinations
 NAVIGATION
Navigation is an art of determining the position of
an aircraft over the earth’s surface and guiding its
progress from one place to another
To accomplish this art, some sort of ‘aids’ are
required by the pilots ,they are:
 Non directional beacon (NDB)
 Doppler VHF Omni range (DVOR)
 Distance measuring equipment (DME)
 Instrument landing system (ILS)
 NON DIRECTIONAL BEACON (NDB)
NDBs used for aviation are standardised by ICAO Annex 10 which specifies
that NDBs be operated on a frequency between 190 KHz and
1750 kHz, although normally all NDBs in North America operate between
190 kHz and 535 kHz. Each NDB is identified by a one, two, or three-
letter Morse code  call sign. In Canada, privately owned NDB identifiers
consist of one letter and one number. North American NDBs are
categorized by power output, with low power rated at less than 50 watts,
medium from 50 W to 2,000 W and high being over 2,000 W.
There are four types of non-directional beacons in the aeronautical
navigation service:
En route NDBs, used to mark airways
Approach NDBs
Localizer beacons
Locator beacons
The last two types are used in conjunction with an Instrument landing
systems(ILS).
 DOPPLER VHF OMNI RANGE (DVOR)
 It is radio navigation aid recommended by ICAO
 Its VHF frequency range is from 108_118 MHz a transmission range of 300km
 Using VOR receiver installed in the aircraft the pilot is able to obtain the
following information from DVOR radio navigation installation:
 The azimuth indication of the aircraft’s position relative to ground beacon,i.e.the
angle between magnetic north and direction ground beacon to the aircraft
 The bearing which indicates whether the aircraft is flying to left or right
 DVOR located located at or near an airport not only provides bearing information
but also provides enroute bearing information to aircraft overflying or using the
airway on which DVOR is serving
 The principle on which DVOR operates is based on measurement of phase angle
difference of two 30KHz signals radiated by the station at the same time
 The antenna used for DVOR is Alford loop antenna
 DVOR consists of 49 antennas of which 48 are 48 are side bands and remaining
one is central antenna along with these antennas it has another antenna which
is monitor antenna
DISTANCE MEASURING EQUIPMENT (DME)
 DME is a vital navigational aid that provides a pilot with
visual information regarding his position(distance) relative to
the ground
 Its frequency range is from 960MHz to 1215MHz ,this is most
suitable range for DME because it has less reflection and
attenuation
 There are two types of DME,they are:
 Low power DME (LPDME) _100 Watts
 High power DME(HPDME) _1000Watts
 Aircraft acts as integrator
 It gives information about slant distance
 The antenna that is used is biconical antenna
 INSTRUMENT LANDING SYSTEM (ILS)
 ILS provides a means for safe landing of aircraft at airports under conditions of low
ceiling and limited visibility
 The use of system materially reduces interruptions of services at airports resulting from
bad weather by allowing operations to continue
 It also increases traffic handling capacity of airport under all weather conditions
 It works on a principle of space modulation
 For safe landing of the aircraft it should contain the following
 Localizer
 Glide path
 Markers
 LPDME
 Localizer aligns the aircraft to the centre of the runway and starts deviating from 25
nautical miles
 Glide path helps in landing of aircraft at a glide angle of three degrees
 Markers gives information about fixed distance from the threshold
 LPDME gives information about continuous range from touchdown zone
 VHF frequency for localizer is 108_111.975MHz
 VHF frequency for glide path is 328_336MHz
 The antenna used for localizer and glide path are log periodic and M-type antennas
respectively
 AUTOMATIC DEPENDENT SURVEILLANCE-
BROARDCASTING (ADS-B)

Automatic dependent surveillance—broadcast (ADS–B) is a

surveillance technology in which an aircraft determines its
position via satellite navigation and periodically broadcasts it,
enabling it to be tracked. The information can be received
by air traffic control ground stations as a replacement
for secondary surveillance radar, as no interrogation signal is
needed from the ground. It can also be received by other
aircraft to provide situational awareness and allow self-
separation.
Benefits:-
 Traffic
 Weather
 Flight information 
 SURVEILLANCE
 The act of watching or monitoring the behaviour, activities or
other changing information, is said to be surveillance
 It is divided into two parts
 Dependent surveillance
 Independent surveillance
 In dependent surveillance systems, aircraft position is
determined on board and then transmitted to ATC
 In independent surveillance systems, aircraft position is
determined from the ground
 Surveillance facilities include
 Primary surveillance radar
 Secondary surveillance radar
 RADAR
 RADAR stands for “Radio Detection And Ranging”
 It is the system that uses radio waves to determine the
range,altitude,direction,or speed of objects
 It works on echo principle
 Primary Surveillance Radar (PSR) transmits electromagnetic
signal energy towards the target i.e. aircraft. The aircraft
acts as passive element and reflects the EM energy back
towards the primary radar antenna. 
 Secondary Surveillance Radar (SSR) transmits EM signal
energy towards the target i.e. aircraft. The aircraft acts as
active element and answers with the signal back to the
secondary radar. Aircraft houses transponder on board. The
transponder responds to interrogation by transmitting
coded reply signal back. The response contains informations
such as altitude, identification code etc.
 L-BAND RADAR
L band as defined by IEEE is the 1 to 2 GHz range of
the radio spectrum
Its applications are as follows
 Satellite navigation
 Aircraft surveillance
 Telecommunication use
 S- BAND RADAR
 The S band is a designation by the Institute of Electrical and
Electronics Engineers (IEEE) for a part of the microwave band
of the electromagnetic spectrum covering frequencies from 2
to 4 gigahertz(GHz).
 Its applications are as follows
 Low power unlicensed microwave devices such
as cordless phones, wireless headphones,wireless
Networking ,garage door openers,keyless vehicle
Locks,medical diathermy machines,and microwave
Ovens.
AIR TRAFFIC CONTROL (ATC)
 Air traffic control (ATC) is a service provided by ground-based air traffic
controllers who direct aircraft on the ground and through controlled airspace and
can provide advisory services to aircraft in non-controlled airspace. The primary
purpose of ATC worldwide is to prevent collisions, organize and expedite the flow
of air traffic, and provide information and other support for pilots. In some
countries, ATC plays a security or defensive role, or is operated by the military.
 To prevent collisions, ATC enforces traffic separation rules, which ensure each
aircraft maintains a minimum amount of empty space around it at all times. Many
aircraft also have collision avoidance systems ,which provide additional safety by
warning pilots when other aircraft get too close.
 In many countries, ATC provides services to all private, military, and commercial
aircraft operating within its airspace. Depending on the type of flight and the class
of airspace, ATC may issue instructions that pilots are required to obey,
or advisories(known as flight information in some countries) that pilots may, at
their discretion, disregard. The pilot in command is the final authority for the safe
operation of the aircraft and may, in an emergency, deviate from ATC instructions
to the extent required to maintain safe operation of their aircraft.
 SECURITY EQUIPMENTS
 DOOR FRAME METAL DETECTOR (DFMD):-
 A metal detector is an electronic instrument which detects the presence of
metal. Metal detectors are useful for finding metal hidden within objects, or
metal objects buried underground. A Door Frame Metal Detector (DFMD) as
the name suggests is a metal detector fitted in a door to detect metal that
may be hidden on the body of the person passing through this door. This is
also known as a “walk through” metal detector. These are used for security
screening at access points in prisons, courthouses, and at airports to detect
concealed metal weapons on a person’s body.
 The simplest form of a metal detector consists of an oscillator producing an
alternating current that passes through a coil producing an alternating
magnetic field. If a piece of electrically conductive metal is close to the coil,
eddy currents will be induced in the metal, and this produces a magnetic
field of its own.
 The biggest technical change in detectors was the development of the
induction-balance system. This system involves two coils that are electrically
balanced. When metal is introduced to their vicinity, they would become
unbalanced. What allowed detectors to discriminate between metals was
the fact that every metal has a different phase response when exposed to
alternating current.
 HAND HELD METAL DETECTORS (HHMD)
 Handheld metal detectors are light weight and portable
devices. These devices can be held in the hand comfortably.
They are employed in various places for detection of metal
targets in items that people might be carrying such as
handbags or even pockets of various clothing but security
metal detectors are better for that function of you want the
best.
 They are used for personal and public reasons and they are
potent detectors of dangerous metal items due to their
ability to explore metals of different kinds albeit in a small
area.
 They work on a principle of cathode ray tube
 EXPLOSIVE TRACE DETECTOR (ETD)
 Explosives trace detectors (ETD) are explosive
detection equipment able to detect explosives of
small magnitude. The detection is accomplished
by sampling non-visible "trace" amounts of
particulates. Devices similar to ETDs are also
used to detect narcotics. The equipment is used
mainly in airports and other vulnerable areas
considered susceptible to acts of unlawful
interference. Dr. Stephen Lee is credited with
inventing the Fido explosives detector while
working at the Army Research Laboratory.
 FLIGHT INFORMATION DISPLAY SYSTEM (FIDS)
 FLIGHT INFORMATION DISPLAY SYSTEM helps in keeping
passengers informed is critical for the modern airport –
improving passenger experience, passenger flow and
subsequently airport operations efficiency.
 When surroundings are unfamiliar and time is critical,
people rely on display systems to guide them to their
desired destination. Sophisticated flight information systems
have to take existing language barriers into consideration
and must provide accurate and complete information at all
relevant locations. They have to be easily configurable, must
run automatically and should be aesthetically pleasing.
 CCTV AND X-BIS (X-ray machines)
 Salient Features of X-Ray Baggage Inspection System (XBIS) :-
 Inner X-Ray Baggage Inspection System (XBIS) equipped with high
resolution Dual Energy Solid State Detector which produces sharp and
clear X-ray real time images for baggage inspection in security areas.
X-Ray Baggage Scanner/ X-Ray Baggage Inspection System is ideal for
use in Banks, Malls & Multiplexes, Restaurants, Judicial Offices and
many other security sensitive areas where contact free inspections of
hand bags, briefcases and packages is required.

X-Ray Baggage Scanner / X-Ray Inspection system has following

Features: 
• High Resolution Dual Energy Solid State Detector for high
performance
• Electronic Image storage & archive
• Material differentiation with different Colours
• Electronic Image Magnification
• Inverted Image
• Compact real time baggage inspection
 Closed-circuit television (CCTV), also known as video surveillance, is the use of video
cameras to transmit a signal to a specific place, on a limited set of monitors. It differs
from broadcast television in that the signal is not openly transmitted, though it may employ
point to point (P2P), point to multipoint (P2MP), or mesh  wired or wireless links. Though
almost all video cameras fit this definition, the term is most often applied to those used
for surveillance in areas that may need monitoring such as banks, stores, and other areas
where security is needed. Though Video telephony is seldom called 'CCTV' one exception is
the use of video in distance education, where it is an important tool.
 Surveillance of the public using CCTV is common in many areas around the world. In recent
years, the use of body worn video cameras has been introduced as a new form of
surveillance, often used in law enforcement, with cameras located on a police officer's chest
or head. Video surveillance has generated significant debate about balancing its use with
individuals' right to privacy even when in public.
 In industrial plants, CCTV equipment may be used to observe parts of a process from a
central control room for example when the environment is not suitable for humans. CCTV
systems may operate continuously or only as required to monitor a particular event. A more
advanced form of CCTV, utilizing digital video recorders ( DVRs), provides recording for
possibly many years, with a variety of quality and performance options and extra features
(such as motion detection and email alerts). More recently, decentralized IP cameras,
perhaps equipped with megapixel sensors, support recording directly to network-attached
storage devices, or internal flash for completely stand-alone operation.
DFMD HHMD ETD

X-BIS
FIDS CCTV
FUTURE AIR NAVIGATION SYSTEMS (FANS)
 The Future Air Navigation System (FANS) is an avionics system which provides
direct data link communication between the pilot and the air traffic controller The
communications include air traffic control clearances, pilot requests and position
reporting. In the FANS-B equipped Airbus A320 family aircraft, an Air Traffic
Services Unit (ATSU) and a VHF Data Link radio (VDR3) in the avionics rack and two
data link control and display units (DCDUs) in the cockpit enable the flight crew to
read and answer the controller–pilot data link communications (CPDLC) messages
received from the ground.
 Communication improvements
This involved a transition from voice communications to digital communications.
Specifically ACARS was used as the communication medium. This allowed other
application improvements. An application was hosted on the airplane known
as controller–pilot data link communications (CPDLC). This allows the flight crew to
select from a menu of standard ATC communications, send the message, and receive
a response. A peer application exists on the ground for the air traffic controller. They
can select from a set of messages and send communications to the airplane. The
flight crew will respond with a WILCO, STANDBY, or REJECT. The current standard for
message delivery is under 60 seconds one way.
 Navigation improvements:-
This involves a transition from inertial navigation to satellite navigation using the GPS
satellites. This also introduced the concept of actual navigation performance (ANP).
Previously, flight crews would be notified of the system being used to calculate the
position (radios, or inertial systems alone). Because of the deterministic nature of the
GPS satellites (constellation geometry), the navigation systems can calculate the
worst case error based on the number of satellites tuned and the geometry of those
satellites. (Note: it can also characterize the potential errors in other navigation
modes as well). So, the improvement not only provides the airplane with a much
more accurate position, it also provides an alert to the flight crew should the actual
navigation performance not satisfy the required navigation performance (RNP).

Surveillance improvements:-
This involves the transition from voice reports (based on inertial position) to
automatic digital reports. The application is known as ADS-C (automatic dependent
surveillance, contract). In this system, an air traffic controller can set up a "contract"
(software arrangement) with the airplane's navigational system, to automatically
send a position report on a specified periodic basis – every 5 minutes, for example.
The controller can also set up a deviation contract, which would automatically send a
position report if a certain lateral deviation was exceeded. These contracts are set up
between ATC and the aircraft's systems, so that the flight crew has no workload
associated with set-up.
 The GPS-aided GEO augmented navigation (GAGAN) is an implementation of a
regional satellite-based augmentation system(SBAS) by the Indian government . It is a
system to improve the accuracy of a GNSS receiver by providing reference signals. The AAI’s
efforts towards implementation of operational SBAS can be viewed as the first step towards
introduction of modern Communication, navigation and surveillance/Air Traffic
Management system over Indian airspace.
 The project has established 15 Indian reference stations, 3 Indian navigation land uplink
stations, 3 Indian mission control centres, and installation of all associated software and
communication links. It will be able to help pilots to navigate in the Indian airspace by an
accuracy of 3 m. This will be helpful for landing aircraft in marginal weather and difficult
approaches like Mangalore and Leh airports.
Implementation:-
 The ₹7.74 billion (US$112 million) project was created in three phases through 2008 by
the Airport Authority of India with the help of the Indian Space Research Organisation's
(ISRO) technology and space support. The goal is to provide navigation system for all phases
of flight over the Indian airspace and in the adjoining area. It is applicable to safety-to-life
operations, and meets the performance requirements of international civil aviation
regulatory bodies.
 The space component became available after the launch of the GAGAN payload on the
GSAT-8 communication satellite, which was successfully launched. This payload was also
part of the GSAT-4 satellite that was lost when the geosynchronous satellite launch vehicle
(GSLV) failed during launch in April 2010. A final system acceptance test was conducted
during June 2012 followed by system certification during July 2013.
Effective flight-management system:-
A flight-management system based on GAGAN will then be poised to save operators
time and money by managing climb, descent and engine performance profiles. The
FMS will improve the efficiency and flexibility by increasing the use of operator-
preferred trajectories. It will improve airport and airspace access in all weather
conditions, and the ability to meet the environmental and obstacle clearance
constraints. It will also enhance reliability and reduce delays by defining more precise
terminal area procedures that feature parallel routes and environmentally optimised
airspace corridors.
GAGAN will increase safety by using a three-dimensional approach operation with
course guidance to the runway, which will reduce the risk of controlled flight into
terrain i.e., an accident whereby an airworthy aircraft, under pilot control,
inadvertently flies into terrain, an obstacle, or water.
GAGAN will also offer high position accuracies over a wide geographical area like the
Indian airspace. These positions accuracies will be simultaneously available to 80
civilian and more than 200 non-civilian airports and airfields and will facilitate an
increase in the number of airports to 500 as planned. These position accuracies can be
further enhanced with ground-based, augmentation system.
Developments:-
GAGAN will be the world's most advanced air navigation system and further
reinforces India's leadership in the forefront of air navigation. GAGAN will greatly
improve safety, reduce congestion and enhance communications to meet India's
growing air traffic management needs.
In 2012, the Defence Research and Development Organisation received a
"miniaturised version" of the device with all the features from global positioning
systems (GPS) and global navigation satellite systems (GNSS). The module weighing
just 17 gm., can be used in multiple platforms ranging from aircraft (e.g. winged or
rotor-craft) to small boats, ships. Reportedly, it can also assist "survey applications". It
is a cost-efficient device and can be of "tremendous" civilian use. The navigation
output is composed of GPS, GLONASS and GPS+GLONASS position, speed and time
data. According to a statement released by the DRDO, G3oM is a state-of-the-art
technology receiver, integrating Indian GAGAN as well as both global positioning
system and GLONASS systems.
On 30 December 2012, the Directorate General of Civil Aviation (DGCA), India
provisionally certified the GPS-aided geo-augmented navigation (GAGAN) system to
RNP0.1 (Required Navigation Performance, 0.1 Nautical Mile) service level. The
certification enabled aircraft fitted with SBAS equipment to use GAGAN signal in
space for navigation purposes.
Satellites
GSAT-8 is an Indian geostationary satellites, which was
successfully launched using Ariane 5 on 21 May 2011 and is
positioned in geosynchronous orbit at 55 degrees E longitude.
GSAT-10 is envisaged to augment the growing need of Ku and C-
band transponders and carries 12 Ku Band, 12 C Band and 12
Extended C Band transponders and a GAGAN payload. The
spacecraft employs the standard I-3K structure with power
handling capability of around 6 kW with a lift off mass of
3400 kg. GSAT-10 was successfully launched by Ariane 5on 29
September 2012.
GSAT-15 carries 24 Ku band transponders with India coverage
beam and a GAGAN payload. was successfully launched on 10
November 2015, 21:34:07 UTC, completing the constellation.