Internship Report

Pakistan Civil Aviation Authority

Muhammad Owais Mehmood NUST-PNEC Internee Pakistan CAA Electronics Engineering

Depot 23rd Jun to 13th Jul 2012
Internship Report EED-CAA

List of contents

Introduction…………………………………………………………………………………………………3 Radar Central

Workshop……………………………………………………………………………………4 Navigational
Aids…………………………………………………………………………………………..9 HF (high frequency)
section………………………………………………………………………………12 VHF/UHF
section…………………………………………………………………………………………13 Telecom
section…………………………………………………………………………………………...14 General electronics
section………………………………………………………………………………..15

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Internship Report EED-CAA

Pakistan's Civil Aviation Authority (CAA) is a regulatory authority, whose

responsibility is to oversee and regulate all aspects of civil aviation in
Pakistan. Nearly all civilian airports and aviation facilities in Pakistan are
owned and operated by the CAA. CAA's head office is situated in terminal 1 of
Jinnah International Airport in Karachi. Pakistan Civil Aviation Authority is a
Public sector autonomous body working under the Federal Government of Pakistan
through the Ministry of Defense. It was established on 7th December, 1982 as an
autonomous body. Prior to its creation, a Civil Aviation Department in the Ministry
of Defense used to manage the civil aviation related activities. CAA is also a
member of the International Civil Aviation Organization (ICAO).

Electronics Engineering Dep

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RADAR can not indicate the range. The Doppler frequency shift of echo signal is
useful for indication device. It uses lower transmitting power. The circuits are
simpler. The performance is unaffected by stationary targets. The system gets
jahru sahtr ,sdjyi fgsdio sfdgjkso gfjskdhs skjsgjjconfused by presence of large
number of targets.

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Specifications of the PSR used at JIAP PSR Model: TA-10K (Terminal Approach 10 cm
Waveguide Klystron (Final Output Stage Power Amplifier)) (Frequency Band 2700 MHz
to 2900 MHz) Range (In Diversity Mode) = 98 NM at height of 30,000 feet (When Both
Channels are operational) Peak Power (Per Transmitting Pulse) = 1.5 M Watts
(maximum) Peak Power (Per Transmitting Pulse) = 1.25 M Watts (operational) Average
Power (output) = 4 Kilo- Watts Pulse Repetition Frequency = 666 Hz (operational)
Pulse Repetition Time Interval = 1.5 milliseconds (operational) Pulse Repetition
Frequency (optional) = 333 Hz (optional) Operating Frequency Range = From 2700 MHz
to 2900 MHz Pulse Width = 1.7 Microseconds Antenna Rotation Speed (High) = 10 Rpm
Antenna Rotation Speed (Low) = 5 Rpm Standing Wave Ratio < 02 Range Resolution = 60
Meters (400 Nanoseconds) Azimuth Resolution = 1.4 Degrees Minimum Target Area to
detect = 2 Square Meters (Minimum Radar Cross-Sectional Area) Secondary
surveillance Radar (SSR): The disadvantages of PSR led to the employment of another
aspect of wartime radar development. This was the Identification Friend or Foe
(IFF) system, which had been developed as a means of positively identifying
friendly aircraft from enemy. The system which became known in civil use as
Secondary Surveillance Radar (SSR) relies on a piece of equipment aboard the
aircraft known as a 'transponder'. The transponder is a radio receiver and
transmitter operating on the radar frequency. The target aircraft's transponder
responds to interrogation by the ground station by transmitting a coded reply
signal. The great advantages of SSR are three: firstly, because the reply signal is
transmitted from the aircraft it is much stronger when received at the ground
station, thus giving the possibility of much greater range and reducing the
problems of signal attenuation; similarly, the transmitting power required of the
ground station for a given range is much reduced, thus providing considerable
economy; and thirdly, because the signals in each direction are electronic jahru
sahtr ,sdjyi fgsdio sfdgjkso gfjskdhs skjsgjjally coded the possibility is offered
to transmit additional information between the two stations. The disadvantage of
SSR is that it requires a target aircraft to carry an operating transponder. Thus
SSR is a 'dependant' surveillance system. For this reason, PSR will operate in
conjunction with SSR in certain areas for the foreseeable future so that 'non-
cooperating' targets, such as some light aircraft, can be detected.

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Modes of SSR SSR has several modes of operation. The basic civil mode is Mode A. In
this mode the aircraft's 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 thus 4096
possible fourdigit codes. Another principal SSR mode currently used is 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. A further mode, Mode
S (or 'Mode Select'), is also used. Aircraft equipped with transponders supporting
this mode are assigned a permanent identification which can be selectively
addressed by the ground radar. This reduces problems of garbling between SSR
returns from aircraft in close proximity. Mode S also offers a wider range of data
to be transmitted, including potentially an uplink of data from the ground station
to the aircraft although this capability is presently not used in Pakistan.
Additional SSR Modes are used by military aircraft. Specifications of secondary
surveillance radar used at JIAP SSR Model: RSM-870 (Radar Secondary Mono Pulse)
Range (One Way) Interrogation Frequency Reply from Transponder Power Consumption
Pulse Width Capacity Operating band Transmitter output Power (High) SSR Modes
(Available) = 200 NM = 1030 MHz = 1090 MHz (This is not part of SSR Equipment) =
600 Watts = 0.8 Microseconds = 300 Aircrafts (Processing) = L – Band = 1.5 K Watts
= Alpha (Identity) & Charlie (Altitude) (1 NM = 1852 jahru sahtr ,sdjyi fgsdio
sfdgjkso gfjskdhs skjsgjj Meters)

For repair and maintenance of these radars and other radars installed all over
Pakistan following equipments are present in the RCWS: 1. 2. 3. 4. 5. 6. 7. AFIT-
1500 In Circuit digital IC Tester (Excluding RAM & EPROM ICs) up to 24 Pins Digital
/ TTL ICs only. Tracker ―Huntron=5100DS‖ (Hardware change Cold Tester) Micro-System
Trouble Shooter. Frequency Counter Power Meter. Synthesizer / Level Generator. VHF
Switch.

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Internship Report EED-CAA

8. 9. 10. 11. 12. 13. 14. 15. 16. 17. 18. 19. 20. 21. 22. 23. 24. 25. 26. 27. 28.
29. 30. 31. 32.

Relay Actuator System Power Supply of Hewlett Packard. Combinational System S-645
Programmable Fault Finder of Schlumberger. (Unserviceable) Curve Tracer. Tektronix-
571 EPROM Programmer ―Unisite‖ TEST BENCH OF RICS TXM-4200 SYSTEM Chip Master
Compact (Digital IC Tester) Linear Master Compact (Analogue ICs Tester) Component
Analyzer (Up to 3-Pins Components Tester) Relative Humidity & Temperature Tester.
ROBIN Microwave Leakage Tester. BK Precision Auto Ranging Capacitance Meter, Model
830A BK Precision Inductance Meter, Model # 875B Fluke Scope Meter, Model # 199C
Fluke Multimeters, Model # 187 Toolkit Xcelite TC-100ST Soldering Station ―Weller‖
Huntron Pro-Track-I Model 20 DATAMAN Universal EPROM Programmer De-Soldering
Station ―Weller‖ . Huntron Scanner-I (part of Tracker) Agilent Digital Colour LCD
Oscilloscope 6-GHz Spectrum Analyzer Model FSL6 Battery Load Tester (200A) ERSA
Infra-Red Rework Station IR/PL-550A

A secondary surveillance radar antenna mounted on primary radar antenna.

Visit to JIAP Area Control Centre:

During the internship period we visited the Area control centre which hosts the
primary and secondary radars as well as the air traffic management structure.
People who mange air traffic through radar data are called Air Traffic Controllers
or ATCs. Radars are installed in different parts of Pakistan and the data from
other radars is sent to the Area control centre through a satellite link. This data
contains video as well as audio. There are different desks in Area control centre
each of which manages traffic in the assigned area.

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Internship Report EED-CAA

Navigational Aids Section

The department of Navi jahru sahtr ,sdjyi fgsdio sfdgjkso gfjskdhs skjsgjjgational
aids deals with equipment used in en route navigation and terminal navigation.

En Route Navigation equipment:

When the plane is successfully in the air after take off then the navigational aids
used to guide the aircraft to its destination are known as En route navigation. The
most basic equipment used for en route navigation are: NDB (Non directional beacon)
VOR (Very high frequency Omni-directional Ranging) DME (distance measuring
equipment) NDB: Non-Directional Beacons (NDBs) are today the most common type of
radio beacon found because of their simplicity and relative cheapness. NDBs are
basically a simple radio transmitter which radiates a signal equally in every
direction (hence 'non-directional'). This signal is modulated with a Morse code
identity signal. This allows suitably equipped aircraft to 'home' on the beacon,
bringing the aircraft to a position overhead. From there, the aircraft can either
track to another beacon, or perform an instrument approach procedure using the NDB
for lateral guidance. In Pakistan NDB operates at 190 – 525 Khz. Models of NDBs.
used by CAA are: Aerocom 5401, 5034 Nautel ND-500, ND-2000 Southern Avionics SS -
1000 VOR: VOR, short for VHF Omni directional radio range, is a type of radio
navigation system for aircraft. A VOR ground station broadcasts a VHF radio
composite signal including the station's identifier, voice (if equipped), and
navigation signal. The identifier is Morse code. The voice signal is usually
station name, in-flight recorded advisories, or live flight service broadcasts. The
navigation signal allows the airborne receiving equipment to determine a magnetic
bearing from the station to the aircraft (direction from the VOR station in
relation to the Earth's magnetic North at the time of installation). VOR stations
in areas of magnetic compass unreliability are oriented with respect to True North.
This line of position is called the "radial" from the VOR. The intersection of two
radials from different VOR stations on a chart provides the position of the
aircraft. D-VOR are for hilly area C-VOR are for plane area Comparison between D-
VOR & C-VOR: Doppler VOR beacons are inherently more accurate than Conventional
VORs because they are more immune to reflections from hills and buildings. The
variable signal, in a DVOR, is the 30Hz FM signal. In a CVOR it is the 30Hz AM
signal. If the AM signal from a CVOR beacon, bounces off a building or hill, the
aircraft will see a phase that appears to be at the phase centre of the main signal
and the reflected signal, and this phase centre will move as the beam rotates. In a
DVOR beacon, the variable signal will, if reflected, seem to be two FM signals of
unequal strengths and different phases. Twice per 30Hz cycle, the instantaneous
deviation of the two signals will be the same, and the phase locked loop will get
(briefly) confused. As the two instantaneous deviations drift apart again, the
phase locked loop will follow the

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signal with the greatest strength, which should be that due to the line-of-sight
signal. This will depend on the bandwidth of the output of the phase comparator in
the aircraft. Hence some reflections can cause minor problems, but these are
usually about an order of magnitude less than in a CVOR beacon.

Models of VOR used by CAA are: C-VOR: Wilcox 585B D-VOR: Thomson-CSF 512-C, 512-D
DME: Distance measuring equipment (DME) is a transponder-based radio navigation v
jahru sahtr ,sdjyi fgsdio sfdgjkso gfjskdhs skjsgjjtechnology that measures
distance by timing the propagation delay of VHF or UHF radio signals. Aircraft use
DME to determine their distance from a land-based transponder by sending and
receiving pulse pairs - two pulses of fixed duration and separation. The ground
stations are typically co-located with VORs. A typical DME ground transponder
system for en-route or terminal navigation will have a 1 kW peak pulse output on
the assigned UHF channel. In Pakistan DME operates at 962 – 1213 Mhz Models of VORs
used by CAA are: Wilcox 596B Thomson-CSF 712

Terminal Navigation:
The navigation techniques used to help the aircraft in landing is known as terminal
navigation. The whole set of equipment used in the process is known as Instrument
Landing System (ILS). Components of ILS An instrument landing system (ILS) is a
ground-based instrument approach system that provides precision guidance to an
aircraft approaching and landing on a runway, using a combination of radio signals.
These informations are: Guidance information: the localizer and glide slope.

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Range information: the outer marker (CM) and the middle marker (MM) beacons. Visual
information (high-intensity lighting arrays to enable a safe landing) PAPI approach
lights, touchdown and centerline lights, runway lights Localizer: The localizer
signal provides information to guide the aircraft to the centerline of the runway
The localizer antenna is located at the far end of the runway. The approach course
of the localizer is called the front course. The course line in the opposite
direction to the front course is called the back course. The localizer signal
normally usable 18 NM from the field. The Morse code Identification of the
localizer consists of a three-letter.

Principle of Operation of Localizer: A localizer antenna array is normally located

beyond the departure end of the runway and generally consists of several pairs of
directional antennas. Two signals are transmitted on one out of 40 ILS channels
between the carrier frequency range 108.10 MHz and 111.95 MHz (with the 100 kHz
digit always odd). One is modulated at 90 Hz, the other at 150 Hz and these are
transmitted from separate but co-located antennas. Each the left of the runway
centerline, the other to the right antenna transmits a narrow beam, one slightly to
the left of the runway centerline, the other to the right.

Glide Slope: A glide slope (GS) or glide path (GP) antenna array is sited to one
side of the runway touchdown zone. The GP signal is tran jahru sahtr ,sdjyi fgsdio
sfdgjkso gfjskdhs skjsgjjsmitted on a carrier frequency between 329.15 and 335 MHz
using a technique similar to that of the localizer. The centerline of the glide
slope signal is arranged to define a glide slope of approximately 3° above
horizontal (ground level). The beam is 1.4° deep; 0.7° below the glide slope
centerline and 0.7° above the glide slope centerline.

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Internship Report EED-CAA

TDME: Terminal Distance Measuring Equipment (TDME) gives the information of

distance from touch down point. Terminal DME, referred to as a TDME in navigational
charts, is a DME that is designed to provide a 0 reading at the threshold point of
the runway, regardless of the physical location of the equipment. It is typically
associated with Glide Slope. Marker Beacons: Marker beacons are used to alert the
pilot by audio and visual cues. It gives the distance from threshold point on the
extended center line of the runway, at a particular height. ILS contains three
marker beacons: inner, middle and outer. The inner marker is used only for Category
II operations. The marker beacons are located at specified intervals on the
extended center line. All marker beacons operate on a frequency of 75 MHz.

Visit to Navigational Aids section and ATC control Tower: During the internship we
visited the navigational aids section at CAA headquarters and saw the equipment
currently being used for terminal and en route navigation. We went to the Equipment
control room which holds the communication equipment. We also got familiar with the
Aeronautical message handling system. ATS Message Handling System (AMHS) also known
as Aeronautical Message Handling System is a standard for

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) Tower controller Ground controller Surface frequency Approach frequency Radar

frequency VHF extended range VHF emergency frequency 118.3 121.6 121.8 125.5 123.3
128.3 121.5 118.8 118.4 123.0 121.3 127.3 133.2 -

Since the range of VHF and UHF communication has line of sight restriction i.e. the
receiver and transmitter must be seeing each other for proper jahru sahtr ,sdjyi
fgsdio sfdgjkso gfjskdhs skjsgjjcommunication. This imposes a restriction over the
usage of VHF and UHF. However due to high quality communication in VHF and UHF band
another technique has been introduced which is known as extended VHF. In extended
VHF signals can be transmitted to far off places using satellite. The voice signal
is sent to the satellite through the up link and the satellite transmits it back to
the destination station. Here again the voice signal is transmitted in VHF band.
Although this induces a delay in communication but with modern equipment this delay
is very small.

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Internship Report EED-CAA

Latest VHF/UHF Equipments used by CAA are:

JOTRON TR-810
Multi purpose VHF/AM Transceiver

10W output power Detachable front panel Automatic muting facility Output for voice-
recording Frequency range: 118-137 MHz DC voltage range from 10 to 28V
25kHz/8.33kHz channel separation(selectable) Front or rear connection for
microphone input A bright and clear graphical display for easy readout Fast recall
of 3 present channels via dedicated buttons Built-in loudspeaker with possibilities
for an external loudspeaker Rohde & Schwarz R&S®Series4200(Software Defined VHF &
UHF Radios) VHF frequency range from 112 MHz to 156 MHz UHF frequency range from
225 MHz to 400 MHz Output power of 50 W for VHF and UHF 8.33/25 kHz channel spacing
for VHF 8.33/12.5/25 kHz channel spacing for UHF Serial interface for controlling
automatic filters Automatic main/standby operation USB service port for
configuration and software downloads Remote control and remote monitoring via
Ethernet interface Best signal selection in the receiver Suitable for data
transmission in line with VDL mode 2 standard In-band signaling for push-to-talk
(PTT) and squelch (SQ) with the capability to set different tones

Telecom Section
Telecom section was originally developed to look after and maintain the intercom
system within CAA but now it is replaced by the modern PBX system. PBX stands for
private branch exchange. It is a network of telephones within an organization and
is also extended to the public telephone system or PSTN. Organizations that have
more than a few phones usually have an internal switching mechanism that connects
the internal phones to each other and to the outside wor jahru sahtr ,sdjyi fgsdio
sfdgjkso gfjskdhs skjsgjjld. A PBX is like a miniature Central Office switching
system designed for a private institution. A PBX usually has a console station that
greets outside callers and connects them to internal extensions.

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A PBX is composed of three major elements. 1. Common equipment (a processor and a

switching matrix) 2. CO trunks 3. Station lines

Besides this telecom section also takes care of the fax machines of CAA.

General Electronics Section

This section deals with all the rest of the equipment that comes into use of CAA.
However the major equipment comes from the following departments DVLS (digital
voice logging systems) PA (public addressing) systems FIDS (flight information
display systems) DVLS: Formerly VLS was used for recording all types of
conversations, works on the analog principle of magnetic tape recording. The VLS
tape can record a day‘s recording and has to be replaced the other day. The system
is being replaced by the DVLS. It is the most important and major equipment with
which GE deals. This is the Latest machine use for the recording all types of
conversation. recording stuff is reserved for 30 days in DVD-RAM . The model of
DVLS used by CAA is Marathon Evolution. ASC MARATHON EVOLUTION World‘s First Linux-
based communications recorder Multimedia recording from, Traditional telephony and
radio, VoIP (Voice over IP), Trunked radio Fax data, Screen data The system can be
configured to record, live monitor and archive communications at one location and
to provide Page 15
Internship Report EED-CAA

Search and replay facilities locally or via LAN / WAN, Intranet or Internet. Analog
inputs: 4 ... 192 channels Digital inputs: 4 ... 120 channels or mixed
configuration of analog / digital / VoIP VoIP: 4 ... 32 channels (active) 4 ... 120
channels (passive)

PA systems: A public address

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dynamic modification of flight information. 5) Public information display is to

demonstrate the information related to jahru sahtr ,sdjyi fgsdio sfdgjkso gfjskdhs
skjsgjjairport operating issues including lost notice, urgent notice, change of
boarding gates and delay of flight.

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