INTERNSHIP REPORT

FOR THE INTERNSIP AT

COMMUNICATION, NAVIGATION AND SURVEILLANCE(CNS)

ATS COMPLEX, ALPHA-1 BLOCK
AIRPORT AUTHORITY OF INDIA
KEMPEGOWDA INTERNATIONAL AIRPORT
DEVANAHALLI, BENGALURU- 560300
KARNATAKA

FOR THE DURATION

ATTENDENT BY
SUSHANT AGRAWAL
FROM
VIT UNIVERSITY, VELLORE

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 CONTENTS

S.no CNS UNIT PAGE

1 ACKNOWLEGMENT 3
2 INTRODUCTION TO AAI 4
3 AUTOMATION 5
4 AMSS 10
5 RADAR 15
6 NAV AIDS 18
7 VHF 24
8 CONCLUSION 27

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 ACKNOWLEGMENT

It was a great privilege for me to get my training in CNS Wing of Air Traffic Services
under the Airports Authority of India(AAI)

This report describes the training I underwent, in the month of June 2017 at ATC
under Airport Authority of India. It was completed, keeping in mind the course
curriculum as per the university requirements.

I would like to express my sincere gratitude to all the people who have helped and
supported me throughout. I am deeply indebited to Mr.
and other faculty members from CNS wing
for organizing my training programme, efficiently and providing me valuable
resources and also for their cooperation and willingness to share their expertise and
knowledge and devote their precious time to discuss related topics.

The help and co-operation extended by the staff of AAI is fully acknowledged. I
thoroughly enjoyed my entire training programme and would like to thank everyone
at ATC for their guidance and support.

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 INTRODUCTION TO AAI

The Airports Authority of India or 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 18 International Airports, 7 Customs Airports, 78 Domestic Airports and

26 Civil enclaves at Military Airfields. AAI also has ground installations at all airports
and 25 other locations to ensure safety of aircraft operations. AAI covers all major
air-routes over Indian landmass via 29 Radar installations at 11 locations along with

700VOR/DVOR installations 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 Message Switching
System at 15 Airports.

AAI's implementation of Automatic Dependence Surveillance System (ADSS), using

indigenous technology, at Kolkata and Chennai Air Traffic Control Centres, made
India the first country to use this technology in the South East Asian region thus
enabling Air Traffic Control over oceanic areas using satellite mode of
communication. Performance Based Navigation (PBN) procedures have already
been implemented at Mumbai, Delhi and Ahmedabad Airports and are likely to be
implemented at other Airports in a phased manner. AAI is implementing
the GAGAN project in technological collaboration with the Indian Space Research

Organisation (ISRO), where the satellite based system will be used for navigation.

The navigation signals thus received from the GPS will be augmented to achieve the
navigational requirement of aircraft. First phase of technology demonstration system
was completed in February 2008.

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 AUTOMATION

PURPOSE

To organise and expedite the flow of air traffic, separate the aircrafts to prevent
collision and provide information like weather, NOTAMs etc. To the pilots.

Problems faced by ATC

 Volume of air traffic demand placed on system

 Aircraft holding in air
 Maintain busy air traffic

Benefits of Automation

 Improved position information regarding aircraft control

 Supplementary information regarding traffic
 Montoring of path
 Enhanced aircraft Safety
 Reduced delays
 Efficient and economic operation

Automation system provides Air Surveillance Data along with flight related
information to the Air traffic controllers.

TOOLS

 Flight Data Processing System: System that processes all the information related
to the flight( Flight plan, etc.), typically in the time horizon from gate to gate
( airport departure or arrival gates)

 STCA: Short Term Conflict Alert checks the possible conflicting trajectories in a
time horizon of about 2 or 3 minutes and alerts the controller prior to the loss of
separation. The algorithms used may also provide in some systems a possible
vectoring solution that is the manner in which to turn, decend or climb the
aircraft.

 MSAW: Minimum safe altitude warning is a tool that alerts a controller if an

aircraft appears to be flying too low to the ground or will impact terrain based
on its current altitude and heading.

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 APW: Area penetration warning is a tool which informs a controller that a flight
will penetrate a restricted area.

 MTCD: Medium tern Conflict detection provide a conflict advisories up to 30

minutes in advance and have a suite of assistance tools that assist in evaluating
resolution and pilot requests.

 Mode- S: Provides a data downlink of flight parameters via SSR allowing radar
processing system and therefore controllers to see various data on flight
includin airframe unique id(24 bits encoded), indicated airspeed etc.

 ADB-S: Automatic Dependent Surveillance- Broadcast provides a data downlink

of various flight parameters to air traffic control system via the
Transponder(1090 MHz) and reception of those data by other aircraft in the
vicinity.
 CPDLC: Controller Pilot Data Link Communication allows digital messages to be
sent between controllers and pilots, avoiding the need of use of radio telephony.
It is specially useful in areas where it is difficult to use HF radio telephony(e.g.
oceans).

 DMAN: Departure Manager is a system aid for the ATC at airports, that
calculates a planned Arrival Flow with the goal to maintain an optimal
throughput at the runway, reduce arrival queuing.

LOGICAL PARTITIONS:

The Selex Automation System is logically partitioned into two parts:

 ATMS: supports ACC and APP Control Services
 A-SMGCS: supports the tower control service

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BLOCK DIAGRAM

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BLOCK DIAGRAM DESCRIPTION

RFE(Radar Front End)

The RFE is able to receive radar tracks(primary/secondary combined radars) from

RHP and performs format modification in order to feed the Multi-Sensor Tracking
function, the ATC subsystem or external users.

Main Functions

 Format conversion- from ASTERIX to Selex format

 Co-ordinate conversion- convert the Radar Data to co-ordinate from the local
“slant” to the local stereo geographical co-ordinates system.

STP(Surface tracking Processor)

The STP receives the Radar Data from SMR system, performs mono-radar tracking
function and disseminates local tracks and plots. The STP performs the tracking and
processing of target reports for vehicle/aircraft with coverage area.

Main tasks

 To suppress false alarm

 To convert co-ordinates from local slant to common stereo geographical plane
 To filter the radar data according to geographical criteria.

CPF( Central Processing Function)

The CPF receives unambiguous position and identification for each target from MLAT
field stations. It generates local tracks from this information.

Main Task

 To generate multialteration plots from the data received from MLAT field station
 To compensate field units clock drift

MSF(Multi Sensor Fusion)

MSF is a tracking function that is in charge of integrating the information coming

from different kind of airspace sensor. The MSF function allows to recognize, among
all the received tracks.

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FDPS(Flight Data Processing system)

Located on FDP server

Tasks

 FPL processing
 RPL
 Flight progress data modification

Safety Nets

It consists of tools
 STCA
 MSAW
 APW
 SCA

Record Playback Backup(RPB)

The recording playback subsystem performs recording of all the data passing
through LAN necessary to reproduce the ATC.

More components are

 Gateway
 IDP(Inter Operative Processor)
 Simulator
 Control and Monitoring System
 Software Support Facility
 Database Management
 Controller Working Position
 GPS clock
 LAN

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 AUTOMATIC MESSAGE SWITCHING SYSTEM (AMSS)

In AFTN, information is exchanged between many stations. The simplest form of

communication is point to point type, where information is transmitted from a
source to sink through a medium. The source is where the information is generated
and includes all functions necessary to translate the information into an agreed code,
format and procedure. The sink is defined as the recipient of information, it includes
all necessary elements to decode the signals back into information.

The communication system must be able to provide accurate and speedy exchange
of Aeronautical Information between stations to enable them to control the air
space and movement of air traffic. AMSS is a computer based system, centered on
the Aeronautical Fixed Telecommunication Network(AFTN) for exchange of
Aeronautical messages by means of auto-switching for distribution of messages to its
destination(s).

This system works on store and forward principle. Data is transmitted into the
network and stored in a switch. The network transfers the data from switch to
switch when it is convenient to do so.

Major areas of AMSS

System: AMSS is a dual architecture computer based system consisting of servers
and workstations which are linked with each other over a LAN as well as other
equipment/devices for data communication.

Messages: AMSS is mainly for exchange of AFTN messages, but at the same time
AMSS can handle some Non-AFTN messages like AMS message(formally known as
Radio message).

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 destinations. During the above process
it uses switching system, which allows on demand basis the connection of any
combination of source and sink stations.

Automation: So far automation is concerned for any system; it could be achieved by

means of mechanical devices such as relay etc and/or application software designed
as per requirement. In ECIL 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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Categories of message

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

 Distress message
 Urgency message
 Flight Safety message
 Meteorological message
 Flight Regularity message
 Aeronautical Information Service message
 Aeronautical Administrative Service message

Priority of Messages:

Depending upon 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 the messages.

Distress messages (Priority Indicator ‘SS’)

This message category shall comprise those messages sent by the mobile stations
reporting grave and imminent danger and all the other messages relating to the
immediate assistance required by the mobile station in distress threaten them.

Urgency Message(DD)
This category of messages shall comprise messages concerning the safety of ship,
aircraft, or other vehicles, or of same person on board or within sight.

Flight safety message(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(GG)
Messages concerning forecast e.g. terminal aerodrome forecasts(TAFs) , area and
route forecast.
Messages concerning observations and reports e.g. METAR, SPECI

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Flight Regularity Messages(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.

ADDRESEE 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 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.

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 overlapping AFS route areas, each of which is
assigned a separate identifying letter from A to Z excluding letter 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

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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 alloted separate letters ‘T’ and ‘N’ 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 the location indicator:
The state concerned shall assign the 3rd and 4th letters, as desired in such a way that
the 4 letter code group location indicator is unique.
Example: VOMM: L.I. of Chennai(MM), Southern part(O) of India(V).

BLOCK DIAGRAM OF AMSS

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The port servers are connected to a single LAN but 2 LAN cables are laid for
redundancy purpose. If one LAN fails the second LAN will act as master. The ‘STAR’
network is used. Each workstation supports one keyboard, one mouse, one monitor
and one printer.

The system consists of the following hardware components:

1. Central AMSS servers: Two servers located in the system rack as MASTER and
STAND-BY configuration.
2. Shared Disk: One RAID unit in the system rack connected by SCSI interface to both
central AMSS servers.
3. Terminal server (Port Server):- Two terminal servers in the system rack and FAX
line connections. They provide total 32 lines.
4. X.25 switch: Switch for X.25 lines. This provide total 10 lines.
5. V.35 Data sharer: This provides connection between the two servers and the X.25
switch.
6. Workstation for the system control and AFTN end user positions. Each
workstation can be connected to the system by TCP/IP on LAN or by V.24 line.
7. Router: It is used for data and voice purpose
8. AMSS server console: It is used to configure and maintain AMSS servers and
Oracle database.
9. Line drivers: They are used to connect drop printers and MET computer system.
10. Modems: They are used for dial up circuits

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 RADAR
RADAR stands for Radio Detection and Ranging. It is basically a means of gathering
information about distant objects called ‘targets’ by sending electromagnetic waves
at them and analyzing the returns called the ‘echoes’.

Basic Principle: It transmits electromagnetic waves to the atmosphere.

These electromagnetic waves are reflected back by the target in the form of echoes.
The received echoes are analysed and using this information like speed, height,
distance from the antenna is calculated.

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During the use RADAR is classified based on the role of target

CLASSIFICATION OF RADAR

Primary Radar:- In primary radar, the cooperation of the target is not requires to find
the range, the position, the relative velocity of the target. The target is said to be
passive and is limited only to reflect the radar signals back to the radar antenna.

ADVANTAGES
 Works independently I.e. the active role of the target is not required
 Simple and does not get saturated easily
 Requires only one set of transmitter and receiver.

DISADVANTAGES:
 Poor efficiency
 Require transmitter power high
 Receiver has to be sensitive
 Selective response of targets is not possible
 Echoes from fixed target will cause disturbance in detecting moving targets.

Secondary Radar:- Here the active cooperation of targets is much required. Hence
the role of the targets is said to be active. Secondary radar system basically consists
of two principal components namely the ‘Interrogator’ and the ‘Transponder’ which
is carried on the targets. Each of these components consists of a set of pulse
transmitter and receiver. The Interrogator radiates pulses when received by a
corresponding transponder on a target will initiate a reply from that transponder.
These replies are then collected by the interrogator to extract information about the
targets.

Advantages:
 Considerable range increase is possible.
 It allows low power to be used to get a given performance.
 Echo is no longer dependent on the target size, material etc.
 Since there is a frequency difference between the interrogator and transponder,
received signals are totally free from permanent target echoes.
 By suitable coding, some useful information can be conveyed from the target to
ground

Disadvantages
 It can be used for friendly targets only

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SSR has several modes of operation:-

Mode A: In this mode the aircraft transponder provides positive aircraft

identification by transmitting a four digit code to the ground station. The code
system is octal; that is, each of the code digits may be any of the numbers 0-7. There
are 4096 possible four digit codes.

Mode C: In this mode the aircraft’s altitude, derived from on-board instruments, is
transmitted to the ground station in addition to the identity.

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 Navigational Aids
Navigation:
The 'ART' of determining the position of an aircraft over earth's surface and guiding
its progress from one place to another.

COMPONENTS:
 DVOR
 DME
 LOCALIZER
 GLIDE PATH
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.

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.

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 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.)

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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LOCALISER SIGNAL COVERAGE DIAGRAM

Glide Path Signal Coverage

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LOCALIZER

 Operating frequency: 108.10 MHz to 111.95 MHz

 As even decimal frequencies in this range are used for the VOR only odd
frequencies are for the localizer Thus there are 40 channels available for ILS
localizer

 Polarization: HORIZONTAL

 On each side of this line the DDM increases in a linear fashion up to at least 3°
on both sides of the runway. The localizer coverage should provide adequate
signals to distances of 25 NM within 10° on either side of the centre line

 Further coverage must be provided to distances of 18 NM between 10° and 35°

on either side of the centre line

 Finally coverage must be provided to distances of 10 NM at angles greater than

35° from the centre line for those installations in which all round coverage is
provided

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GLIDE PATH

 Operating frequency: 329.30 MHz to 335.0 MHz with 150 KHz spacing so it
provides 40 channels

 Polarization: HORIZONTAL

 The glide path transmitting antenna is usually placed about 300 m upwind from
the threshold and 120 m (400 - 600 ft) from the centre line

 The transmitter antenna is placed 300 m upwind from threshold because this is
the optimum touch down point at which the extension of the glide path
intersects the runway

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DME

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 VHF

INTRODUCTION

The future VHF communications scenario in the ATC environment is complex and still
on the move.
For this reason, traditional radio equipment have to be substituted by multi-mode
ones, which will be able to be easily updated and re-configured in terms of
modulations, channel spacing and interface to external controllers.
The DTR 100 has been developed on a DSP-based, software radio approach, in
order to satisfy both present and future ATC communications requirements.
Moreover, its high grade of immunity to external interference meets co-siting
requirements in critical installations.
The basic product idea is to develop an Integrated Transmitter and Receiver,
instead of the classical Transceiver.
It can be used as classical Transceiver with internal antenna relay, or like an
integrated in one shelf Transmitter and Receiver, with separated VCO but sharing
the common modules, i.e. Base Band, Command and Control, Power Supply and Line
Interfaces.
This configuration has all the advantages of separated Transmitter and Receiver
but with a consistent money and space saving.
This architecture is also optimised for VDL digital modes, in particular for modes 2
and 4, in which stringent requirements about turnaround times, from TX to RX and
vice-versa, have to be satisfied.
Anyway separated Transmitter (DT 100) and Receiver (DR 100) are available for
dedicated TX and Rx sites.
Frequency band and modes of operations
The DTR 100 operates in the 108~156 MHz band, which includes:
----The traditional ICAO band (117,975 ~ 137 MHz);
----The military upper band (138 ~ 156 MHz);
----The future VDL - 4 band (108 ~ 137 MHz).
The equipment is set-up configurable for various modes of operation. This means
that the new radio allows the change of modulation standard without manual
intervention on the radio hardware configuration.
TRANSRECEIVER
The DTR100 multimode VHF transceiver is a state-of the-art communication unit,
specifically designed to operate as radio core part of Air Traffic Control ground
stations. It may be regarded as an integrated transmitter and receiver device, since
the internal transmit and receive sections operate independently.

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The equipment can be set in two different operating states: • ON Line state if the AF
line port, located onto the ALB-M rear panel, is used to manage the AF+signaling
connection, e.g. carrying PTT input and the TX and RX balanced audio lines. • OFF
Line state if the Headset/Microphone connector, located onto the Control Panel
front side, is used to manage the AF+signaling connection, e.g. carrying PTT input
and the TX and RX audio. In this operating state, the AF line port located onto the
ALB-M rear panel is not enabled, this meaning that the equipment can not provide
service to an operator located at a remote position. Although full management of
equipment audio facility is possible in OFF Line state (e.g. by Headset), this is the
typical operating state to be used for activities performed locally.

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VCCS

The Voice Communication Control System (VCCS) is a Voice Switch and control
System for networking an airport VHF communication system. It is an electronic
switching system, which controls the complex flow of speech data between air traffic
controllers on ground and aircraft. The system has been designed using
Complementary Metal Oxide Semiconductor(CMOS) digital circuits and is very easy
to operate. The VCCS is based on a modular architecture. The heart of the system is
a Central Switching Unit(CSU) in which the data inputs from various controller
workstation are separately processed. The controller workstation installed at the ATS
units works as a command centre from which the air traffic controller operates VHF
RT. Each controller workstation is assisted by a Radio Nulink connects the CSU with
each controller workstation. Telephony Display Console, Audio Interface and
Headset Interface Units. A multibus data can select and operate any of these 10
channels.

DATIS

This system automatically decodes data from external sources and translates it into a
high quality voice broadcast, typically without any human intervention. The data
such as runway conditions or meteorological data (METAR, TAF SIGMET, METREP).
Data required for broadcast, but not available from external data sources, can be
entered into the system via a user-friendly graphical user interface terminal.

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 CONCLUSION
As student of Electrical and Electronics the aim and purpose of this internship was to
acquire CNS familiarization along with focus on the vital role played by electronics in
aviation processes. In the whole internship I learned many new concepts and
experienced the applications of electronics in towards world. I am very grateful to
AAI and all the officials and I firmly believe that this experience will prove useful in
my near future.

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