Internship Report

Mohammad Bassim Faridy

BE Mechatronics Engineering
Air University, Islamabad
bassimfaridy@gmail.com
Group B
31st July, 17 - 25th Aug, 17

pg. 1
 Acknowledgement

All praise to Allah, the lord of all worlds, who endowed me with the ability to complete successfully this
period as internee, though I did not conceal myself capable to do so.

I am grateful to Pakistan Civil Aviation Authority for providing us an opportunity to see the practical
implementation of our knowledge and get experience which will benefit us in future. I am also thankful to
Mr. Yusuf Bhatti, Internship Coordinator in Electronics Engineering Depot, CAA and also thankful to MR.
Shakeel, MR. Raza Mohammad, MR. Sohail, MS. Raya of their respect department from Radar,
VHF/UHF, Telecom, HF and NAV.AIDS. I am also grateful all other members for taking their time out to
help us.
We are also immensely grateful to our families and all those personnel’s for their comments, support and
have sincere feelings for me as they guided me to the best.

THANK YOU

pg. 2
 Table of Contents
Acknowledgement ………………………… …………………………. ………………………………….. 2
Organizational Overview ……………………… …………………………. ……………………………… 5
Civil Aviation ……………………………….. ……………………………….. ……………………………. 5
Pakistan Civil Aviation ……………………. ……………………… ……………………………………… 5
Function ……………………………….. …………………………………….. …………………………… 6
Achievements …………………… ………………………………………. ………………………………. 6
Organizational Structure ………………………… ………………………… …………………………… 6
Overview of EED …………………………. …………………………………… ………………………... 7
VHF/ UHF Section ……………………….. ………………………………. …………………………….. 8
HF Section ……………………………… …………………………………. ……………………………. 11
Sellcal ………………………………….. ……………………………………. ………………………….. 13
Navigational Aids ………………………… …………………………………. …………………………. 13
Localizer ……………………………….. ………………………………. ………………………………. 14
Glideslope ………………… ……………………………………………….. ………………………….. 15
TDME ……………………………… …………………………………………… ……………………… 15
Marker Beacon ……………………………… ………………………………. ……………………….. 15-16
NDB …………………………….. ………………………………………….. …………………………... 16
Comparison D VOR & C VOR ………………………… ………………………… …………………... 17
DME ………………………… ……………………………………… …………………………………... 18
General Electronics ……………. ………………………………. …………………………………….. 18
DVLS …………………………………….. ……………………….. …………………………………… 19
SME ………………………………………… ………………………. …………………………………. 19
Lathe Machine ……………………………….. …………………………… ………………………….. 20
Milling Machine ……………………………… ……………………………… ……………………….. 20
RCWS …………………………………… …………………….. ……………………………………… 21
Difference b/w Primary & Secondary …………………. ………………….. ……………………….. 22
CAA Radars ………………………… …………………………………….. …………………………. 22-23
List of equipments …………………….. …………………………….. ………………………………. 24
Telecom Section ………………………… …………………………………. ………………………… 25
Conclusion ……………………………… …………………………… ……………………………….. 25

pg. 3
 List of Figures
Fig 1 Aviation ……………………………………………………………………………………………….. 5
Fig 2 Organizational Structure ………………………………… …………………. …………………… 6
Fig 3 Flowchart ……………………….. ………………………………….. …………………………….. 7
Fig 4 JOTRON TR 810 ………………………… ………………………… ……………………………. 9
Fig 5 Rohde& Schwarz ……………………. …………………………… ……………………………… 9
Fig 6 FM W/T Motorola GP2000 ……………………….. ……………………… ……………………. 10
Fig 7 AM W/T Vertex Standard VXA-300 ………………………. ………………. ………………….. 11
Fig 8 HF Transceiver Codan NGT ASR ………… ……………………… ………………………….. 12
Fig 9 Localizer ………………………. ……………………………. …………………………………... 14
Fig 10 Glideslope …………………….. ………………………….. ……………………….. ………… 15
Fig 11 Marker Beacon …………………… ………………………… ……………………………….. 15
Fig 12 NDB ……………………. ……………………………. ……………………………………….. 16
Fig 13 CVOR ……………………… …………………………….. …………………………………… 18
Fig 14 DVOR …………………….. ……………………………… ………………………………….. 18
Fig 15 ASC Marathon Evolution ……………………. ……………………. ………………………. 19
Fig 16 Lathe ……………………. …………………….. …………………………………………….. 20
Fig 17 Milling Machine ………………………….. ………………………. ……………………….. 20
Fig 18 Radar Map ……………………. ………………………………… …………………………. 21
Fig 19 Radars ………………… ……………………………………….. ………………………….. 22

pg. 4
ORGANIZATIONAL OVERVIEW:

Civil Aviation:
Its two major purpose is of flying, representing all non- military aviation, both private and commercial.
Most of the countries in the world are members of the International Civil Aviation Organization (ICAO) and
work together to establish common standards and recommended practices for civil aviation through that
agency.
It commands two major things:
1) Scheduled air transport, including all passenger and cargo flights.
2) General Aviation including all other private and commercial flights.
All scheduled air transport is commercial, but general aviation can be either commercial or private.
Normally, the pilot, aircraft, and operator must all be authorized to perform commercial operations through
separate commercial licensing, registration, and operation certificates.

Fig 1
Pakistan Civil Aviation Authority:
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.

Function:
The CAA not only serves as a regulatory body on behalf of the Government of Pakistan, its function
includes provision of services such as facilitation , air space management , Air Traffic Control and Fire
Fighting Services .The Authority is also responsible for the planning, development and maintenance of all
civil aviation infrastructures in the country . For the fulfilment of its function as a regulatory body, the CAA
ensures conformity to the standards laid down by the International Civil Aviation Organization (ICAO)
regard to flight safety, aircraft maintenance and medical fitness of pilots, air traffic controllers and
engineers. The functions of CAA are carried out by professionals, through various directorates at the
Headquarters, assisted by five zonal offices. The civil aviation training institute (CATI) is in Hyderabad.

pg. 5
Achievements:
Since its inception, the CAA has endeavored to improve the aviation facilities in Pakistan. The number of
airports has risen to 42 from 23 in 1982. Besides new airports, 11 new terminal buildings, 3 new runways
and two new Hajj lounges were constructed by the CAA, in addition to the maintenance, extension and
renovation of existing lounges. Karachi’s prestigious Jinnah Terminal Complex, and the Aeronautical
communication and control project providing total radar coverage to Pakistan’s air space, are testament
to CAA’s commitment to bring Pakistan’ aviation related facilities up to par with the best in the world.

ORGANIZATIONAL STRUCTURE:

Fig 2

pg. 6
MAJOR AIRPORTS IN PAKISTAN:

Airports Aircrafts Movement Passengers ( International

&Domestic)
Jinnah International Airport , 64235 6,581,448
Karachi
Benazir Bhutto Airport, 50000 3,035,966
Islamabad
Allama Iqbal Airport, 61524 3,091,590
Lahore
Bacha Khan Airport, 12500 890,548
Peshawar
Quetta Airport , Quetta 8900 284,829

OVERVIEW OF EED:
CAA provides communication, navigation and surveillance through its stations all over Pakistan.
Electronics Engineering Depot is the service and maintenance depot of CAA. Its work is to facilitate the
CAA stations all over Pakistan with its service of maintenance and repairing of the Electronics Equipment.
The Basic working of the EED is to install the equipment or supervise the installation/ upgrading is done
by contractor and test the latest equipment that have been brought from abroad for Civil Aviation
Authority and also to repair the equipment at different stations, either by going there or bringing the
equipment to the EED, Karachi.
In EED, there are various departments that deal with different types of equipment.

Radar
Workshop
SME

Nav.Aids GEN.
EED Electronics

Fig 3
Telecom HF VHF/UHF

pg. 7
VHF/UHF SECTION
This section deals with all the equipments of VHF/UHF used for the communication between Air Traffic
Control to the plane or in other words ground to air communication. The maintenance of all the VHF/UHF
equipments from all over Pakistan comes under this department. There are various types of antenna
used in Communication of VHF/UHF, like whip antenna, long wire antenna, umbrella antenna, half and
full dipole antenna, VHF extended antenna etc.
Whereas, the general range of frequencies used in CAA is from 118MHZ to 136MHZ. Frequencies used
by Civil Aviation Authority for different kind of Purposes are:

COMMUNICATORS MAIN(MHz) STANDBY (MHz)

Tower Controller 118.3 118.8

Ground Controller 121.6 118.4

Surface frequency 121.8 123.0

Approach frequency 125.5 121.3

Radar frequency 123.3 127.3

VHF extended range 128.3 133.2

VHF emergency frequency 121.5 -

VHF extended:
For the range greater than 50nm VHF extended is used. The satellites used for this purpose are PAKSAT
and ThaiCOM. VHF extended system is installed in Karachi, Quetta, Pasni, Rojhan, Hyderabad,
Faisalabad, Laram Killa, Karimabad and some other places. They are remotely operated and controlled
via satellite network from Area Control Center. (ACC) Karachi, to enable control of all air traffic in country.
Latest VHF/UHF equipments used by CAA are:

pg. 8
JOTRON TR-810
Multi-purpose VHF/AM Transceiver

Fig 4

 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
 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)

Fig 5

pg. 9
  VHF frequency range from 112MHz to 156MHz
 UHF frequency range from 225Mhz to 400Mhz
 Output power of 50W for VHF and UHF
 8.33/25 kHz channel spacing for VHF
 8.33/12.5/25kHz channel spacing for UHF
 Serial interface for controlling automatic filters
 Automatic main/ standby operation
 USB service part 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

FM W/T Motorola GP2000

Fig 6

 99 channels
 Front Panel Programming
 12.5125 kHz channel spacing
 Nuisance channel delete
 Channel Alias

pg. 10
AM W/T Vertex Standard VXA-300

Fig 7

 150 regular memory channels and 100 preprogrammed book memory channels
 Automatic Noise Limiter
 Ambient Temperature monitor
 One-Touch Squelch ( Monitor) Control
 External DC Jack 12V
 8.33 or 25kHz channel steps

HF SECTION
HF section deals with the equipment of direct communication in Long range, providing maintenance
repairing and upgrading of HF communication equipments, for four purposes:
 Ground to Air Domestic
 Ground to Ground Domestic
 Ground to Air International
 Ground to Ground International

Presently HF RT is used as standby for ground to air communication, in case of extended VHF failure. It
is also used for communication with the FIR’s of Lahore, Kabul, Bombay and Delhi.

HFRT(DAY) 10018 KHZ 5658 KHZ

HFRT(NIGHT) 3467 KHZ 5658 KHZ

pg. 11
HF SSB is used for ground to ground communication between CAA stations throughout the country.
Latest HF equipments used by CAA are:

HF Transceiver Codan NGT ASR

Codan NGT ASR SSB 1.6-30 MHz -100W

Fig 8

 Emergency selcal
 Smart monitoring
 Voice Encryption for communication security ( COSMEC)
 Fax, data , email and internet using 9001 (fax and data) modems
 Frequency Range 1.6 to 30 MHz: Receive : 250kHz to 30 MHz
 Memory channels: 600 channels
 Message call up to 90 characters
 GPS call
 Multiple control interfaces
 Morse key
 Telephone Interconnect
 GPS location and tracking
 High power HF SSB system (500W & 1KW)

pg. 12
Selcal:
In international aviation, SELCAL or SelCal is a selective-calling radio system that can alert an aircraft's
crew that a ground radio station wishes to communicate with the aircraft. SELCAL uses a ground-based
encoder and radio transmitter to broadcast an audio signal that is picked up by a decoder and radio
receiver on an aircraft. The use of SELCAL allows an aircraft crew to be notified of incoming
communications even when the aircraft's radio has been muted. Thus, crewmembers need not devote
their attention to continuous radio listening.

Use:
SELCAL operates on the high frequency (HF) or very high frequency (VHF) radio frequency bands used
for aircraft communications. HF radio often has extremely high levels of background noise and can be
difficult or distracting to listen to for long periods of time. As a result, it is common practice for crews to
keep the radio volume low unless the radio is immediately needed. A SELCAL notification activates a
signal to the crew that they are about to receive a voice transmission, so that the crew has time to raise
the volume.
An individual aircraft has its own assigned SELCAL code. To initiate a SELCAL transmission, a ground
station radio operator enters an aircraft's SELCAL code into a SELCAL encoder. The encoder converts
the four-letter code into four designated audio tones. The radio operator's transmitter then broadcasts the
audio tones on the aircraft's company radio frequency channel in sequence: the first pair of tones are
transmitted simultaneously, lasting about one second; a silence of about 0.2 seconds; followed by the
second pair of tones, lasting about one second.
The code is received by any aircraft receiver monitoring the radio frequency on which the SELCAL code
is broadcast. A SELCAL decoder is connected to each aircraft's radio receiver. When a SELCAL decoder
on an aircraft receives a signal containing its own assigned SELCAL code, it alerts the aircraft's crew by
sounding a chime, activating a light, or both.

NAVIGATIONAL AIDS
The repair & maintenance of the navigational instruments is regarded the duty of the navigational aids
(Nav-aids) section. The installation of these instruments is also the job of people working at the nav –aids
section. There are number of instruments which are essential for the navigation of aircrafts. These
instruments are located at different sites in Pakistan. Although the working principles of these navigational
instruments seem simple but the technical details are complex, thus the troubleshooting of these
instruments requires great experience and knowledge of complex electronics equipments. Engineers &
Technicians at the nav-aid section are very qualified. The test bench of each navigational device can be
found in the workshop where technicians can check the performance of the repaired component of the
main device on the test bench of that particular device.
The navigational instruments used by the CAA include:
 Non Directional Beacon (NDB)
 Distance Measuring Equipment (DME)
 Conventional Very High Frequency Omni directional Range (CVOR)
 Doppler very high frequency Omni directional Range (DVOR)
 Instrument Landing System (ILS)

pg. 13
Every device has a standby system in case the main device is not operational then the standby system
takes over. A calibration flight is used every three months to calibrate the navigational instruments.

Terminal Navigation:
Terminal Navigation is provided through Instrument Landing System (ILS). ILS is the precise control
system which helps and guides the pilot during landing of the aircraft.
Components of ILS:
An instrument landing system is ground based instrument approach system that provides precision
guidance to an airport approaching and landing on a runway, using a combination of radio signals. These
information are:
 Guidance information: the localizer are glide scope.
 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:

Fig 9

 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 18NM from the field
 The Morse code identification of the localizer consist 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 consist 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 one is modulated at 90 Hz, the other at 150 Hz and these are transmitted from separate but

pg. 14
co-located antennas. Each the left of the runway centerline, the order to the right antenna transmits a
narrow beam, one slightly to the left of the runway centerline, the order to the right.

Glideslope:

Fig 10

A glide slope or glide path antenna array is sited to one side of the runway touchdown zone. The GP
signal is transmitted 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 degree above horizontal. The beam is 1.4 deep; 0.7 below glideslope.

TDME:
Distance measuring equipment (DME) is a transponder-based radio navigation technology that
measures slant range 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 collocated
with VORs or ILS systems. A low-power DME can be collocated with an ILS glide slope antenna
installation where it provides an accurate distance to touchdown function, similar to that otherwise
provided by ILS marker beacons.
A typical Distance measuring equipment ground transponder system for En-route or terminal navigation
will have a 1 kW peak pulse output on the assigned UHF channel.
Marker Beacon:

Fig 11

pg. 15
A marker beacon is a particular type of VHF radio beacon used in aviation, usually in conjunction with an
instrument landing system (ILS), to give pilots a means to determine position along an established route
to a destination such as a runway. It is 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 contain
three marker beacons: inner, middle and outer. The inner marker is used only for Category II operations.
The marker beacons are located at specific intervals on the extended center line. All marker beacons
operate on frequency of 75 MHz

NDB:

Fig 12

A non-directional (radio) beacon (NDB) is a radio transmitter at a known location, used as an aviation or
marine navigational aid. As the name implies, the signal transmitted does not include inherent directional
information, in contrast to other navigational aids such as low frequency radio range, VHF omnidirectional
range (VOR) and TACAN. NDB signals follow the curvature of the Earth, so they can be received at much
greater distances at lower altitudes, a major advantage over VOR. However, NDB signals are also
affected more by atmospheric conditions, mountainous terrain, coastal refraction and electrical storms,
particularly at long range.
NDB’s used for aviation are standardized by ICAO Annex 10 which specifies that NDBs be operated on a
frequency between 190 KHz and 1750 KHz. Each NDB is identified by a one, two, or three-letter Morse
code call sign. In Pakistan NDB operates at 190-525 KHz.
Models of NDB’s used by CAA are:
 Aerocom 5401,5034
 Nautel ND-500, ND-2000
 Southern Avionics SS-1000

pg. 16
VOR:
VHF Omni Directional Radio Range (VOR) is a type of short-range radio navigation system for aircraft,
enabling aircraft with a receiving unit to determine their position and stay on course by receiving radio
signals transmitted by a network of fixed ground radio beacons. It uses frequencies in the very high
frequency (VHF) band from 108.00 to 117.95 MHz Developed in the United States beginning in 1937 and
deployed by 1946, VOR is the standard air navigational system in the world, used by both commercial
and general aviation. By 2000 there were about 3,000 VOR stations around the world including 1,033 in
the US, reduced to 967 by 2013 with more stations being decommissioned with the widespread adoption
of GPS.
A VOR ground station sends out an omnidirectional master signal, and a highly directional second signal
is propagated by a phased antenna array and rotates clockwise in space 30 times a second. This signal
is timed so that its phase (compared to the master) varies as the secondary signal rotates, and this phase
difference is the same as the angular direction of the 'spinning' signal, (so that when the signal is being
sent 90 degrees clockwise from north, the signal is 90 degrees out of phase with the master). By
comparing the phase of the secondary signal with the master, the angle (bearing) to the aircraft from the
station can be determined. This line of position is called the "radial" from the VOR. The intersection of
radials from two different VOR stations can be used to fix the position of the aircraft, as in earlier radio
direction finding (RDF) systems.
 D-VOR are for hilly areas
 C-VOR are for plane areas

Comparison between D-VOR &C-VOR:

Doppler VOR beacons are inherently more accurate than Conventional VOR’s because they are more
immune to reflections from hills and buildings. The variable signal, in a DVOR, is the 30 Hz FM signal. In
s CVOR it is the 30 MHz 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 phase center of the main signal and the reflected signal,
and this phase center 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 different phases. Twice per 30 Hz 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 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.

pg. 17
Fig 13 Fig 14

CVOR DVOR

DME:
Distance measuring equipment (DME) is a transponder-based radio navigation technology that measures
distance by timing that 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 VOR’s. A typical DME ground
transponder system for en-route or terminal navigation will have a 1KW 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

GENERAL ELECTRONICS
General Electronics deals with the equipment that is used in general and cannot be categorized under
any of the other department.
 Digital Voice Logging System(DVLS)
 Public Address System

Digital Voice Logging System (DVLS):

Formerly VLS was used for recording all types of conversations, works on the analog principle pf
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.

pg. 18
ASC Marathon Evolution:

Fig 15

 World’s first Linux-based communications recorder

 Multimedia recording from, Traditional telephony and radio, VOIP ( Voice over IP),
 Fax data , Screen Data
 The system can be configured to record, live monitor and achieve communications at one
location and to provide
 Search and repay facilities locally or via LAN/WAN, Intranet or Internet
 Analog Input 4 to 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 system (PA system) is an electronic amplification system with a microphone,
preamplifiers and signal routers mixer, which allows variation in sound levels, amplifier to increase the
sound and loudspeakers placed in convenient locations around the broadcasting area, used to reinforce a
sound source. The user speaks into a microphone, and the sound is transmitted through connected
cables to the area surrounding the speakers.

SME (SEMI MECHANICAL ELECTRICAL SHOP)

This is also regarded as one the smaller sections of EED. In this we have mechanical and electrical
machines. In mechanical we have lathe, milling machines. While in Electrical the shop had a UPS. In this
section we were given task of soldering and de-soldering of a PCB.

pg. 19
Machines in Mechanical Workshop

Lathe Machine
A lathe machine is a machine tool which is used to remove metals from a workpiece to give a desired
shape and size. In other words it is a machine that is used to hold the workpiece to perform various metal
removing operations such as turning, grooving, chamfering, knurling, facing, forming etc with the help of
tools. It is also called as mother of machine.

Welding Machine
Milling is the machining process of using rotary cutters to remove material from a workpiece by advancing
(or feeding) in a direction at an angle with the axis of the tool. It covers a wide variety of different
operations and machines, on scales from small individual parts to large, heavy-duty gang milling
operations. It is one of the most commonly used processes in industry and machine shops today for
machining parts to precise sizes and shapes.
Milling can be done with a wide range of machine tools. The original class of machine tools for milling was
the milling machine (often called a mill). After the advent of computer numerical control (CNC)

Fig 16 Fig 17

pg. 20
RADAR CENTRAL WORKSHOP
RCWS was established in 1996 at ACC JIAP. Workshop shifted from JIAP to EED on 3rd January 2005.
RCWS EED is responsible for the repair and maintenance of all Pakistan CAA Radars unserviceable
PCBs, Module, Units of following Equipments:
 TA-10K ( Primary Radar)
 RSM-870 ( Secondary Radar)
 AIRCAT-500 + AIRCAT-200 Systems
 SIMCAT -1000 ( Radar Simulator CATI)
 TXM-4200 (RICS System) Phase II
 TXM-3142 Phase-I
 Regulators Merlin Gerin
These are installed in Karachi and Lahore Flight Information Regions and Training Center CATI
Hyderabad. Controlling arrangement of Radars is following:

Southern region (controlled in Karachi): This region covers the most and the critical areas of
Pakistan, which includes in Sindh, Punjab, Baluchistan while touching the northern area overlapping.
Karachi is control center is located at Jinnah International airport and is one of two air traffic control
centers in Pakistan. The primary responsibility is the separation of over flights and the expedited
sequencing of arrivals and departure along STAR’s (Standard Terminal Arrival Routes) and DP’s for all of
southern Pakistan including some portion of Arabian Sea.

Northern region (controlled in Lahore): This covers the most northern parts of Pakistan covering
the range of mountains region till Peshawar. Lahore area control center is located at Allama Iqbal
International Airport. The primary responsibility is same as above of for all of northern Pakistan.

Fig 18

pg. 21
Difference between Primary and Secondary Radars:

Fig 19

Primary radar provides continuous surveillance of air traffic disposition. Precise knowledge of the
positions of aircraft would permit a reduction in the normal procedural separation standards, which in turn
promised considerable increases in the efficiency of the airways system. A primary radar can detect and
report the position of anything that reflects its transmitted radio signals. While secondary radar is with
(IFF) system, relies on “transponder”. The transponder is a radio receiver and transmitter which receives
on one frequency (1030 MHz) and transmits on another (1090 MHz). The target aircraft’s transponder
replies to signals from an interrogator (usually, but not necessarily a ground station co-located with a
primary radar) by transmitting a coded reply signal containing the requested information.

Technical Specification of Karachi, CAA Radars

PSR Model: TA-10K
T = Terminal
A = Approach
10 = 10 cm Waveguide
K = Klystron
Range (In Diversity Mode) = 98 NM at height of 30,000 ft.
(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 (PRF 1) = 666 Hz
Pulse Repetition Time (PRT 1) Interval = 1.5 MS
Pulse Repetition Frequency (PRF 2) = 333 Hz

pg. 22
Pulse Repetition Time (PRT 2) Interval = 3 MS
Operating Frequency Range = From 2700 MHz to 2900 MHz
Pulse Width = 1.7 MS
Antenna Rotation Speed (High) = 10 RPM
Antenna Rotation Speed (Low) = 5 RPM
Standing Wave Radio (SWR) = < 2
Range Resolution = 60 Meters
Azimuth Resolution = 1.4 Degrees
Antenna Tilt Angle = 3.10 Degrees
Beam Width = 1.5 Degrees
Minimum Target Area to Detect = 2 square Meters

SSR Model RSM -870

R = Radar
S = Secondary
M = Mono Pulse
870 = Model No
Range (One Way) = 200 NM (1NM = 1852 Meters)
Interrogation Frequency = 1030 MHz
Reply from Transponder = 1090 MHz
Power Consumption = 600 Watts
Pulse Width = 0.8 Microseconds
Capacity = 300 Aircrafts
Operating Band = L-Band
Transmitter Output Power = 1.5 Kilo Watts
SSR Modes = Alpha & Charlie

pg. 23
List of Equipments / Benches available in RCWS
 AFIT-1500 Circuit Digital IC Tester up to 24 pins
 Tracker “Huntron =5100 DS (Hardware change Cold Tester)
 Micro System Trouble Shooter
 Frequency Counter
 Power Meter
 Synthesizer / Level Generator
 VHF Switch
 Relay Actuator
 System Power Supply of Hewlett Packard
 Combinational System S-645 Programmable Fault Finder of Schlumerger
 Curve Tracer. Tektronix- 571
 EPROM Programmer Unisite
 Test bench of RICS TXM 4200
 Chip Master Compact
 Linear Master Compact
 Component Analyzer ( Up to 3 Pins Components Tester)
 Relative Humidity & Temperature Tester
 ROBIN Microwave Leakage Tester
 BK Precision Auto Ranging Capacitance Meter, Model 830 A
 BK Precision Inductance Meter, Model # 875 B
 Fluke Scope Meter Model # 199C
 Fluke Multimeters Model # 187
 Toolkit Xcelite TC-100ST
 Soldering Station
 Huntron Pro- Track I Model 20
 DATAMAN Universal EPROM Programmer
 DE- Soldering Station “Weller”
 Huntron Scanner I
 Agilent Digital Color LCD Oscilloscope
 6 GHz Spectrum Analyzer Model FSL 6
 Battery Load Tester ( 200 A)
 ERSA Infra-Red Rework Station IR/PL 550 A

pg. 24
TELECOM SECTION
This can be regarded as one of the smaller section of EED. The repair different communications devices
is carried out in this section. The section consists of three members. Telephone, Printers sets are mostly
brought to this section for repairing. This section is now mainly known as AEF (Airport Electronics
Facility). In charge of this department is MR. Raza Mohammad. In this section we were told about
different types of communication like True Communication and simple communication. True
Communication is conveying the message without media while simple communication is conveying
message without media.

Telecom in Civil Aviation

Telecommunication is the transmission of messages, over significant distance for the purpose of
communication. In earlier times, telecommunication involved the use of visual signals, such as smoke,
semaphore telegraph, signal flags and optical hello graph, or audio messages via coded drumbeats, lung
blown or sent by loud whistles.

CONCLUSION
After completing my Industrial Training, I had been exposed to an Electronics Engineer working Along
my training period , I realize that observations is a main element to find out the root cause of a problem
not only for projects but daily activities too. I am grateful to Pakistan Civil Aviation Authority for providing
us an opportunity to see the practical implementation of our knowledge and get experience which will
benefit us in the future. In Civil Aviation we get the knowledge about wireless communication systems
which will benefits us in future projects and research work also. I would like to thank to all staff members
and all the heads of department who really helped us and gave us the insight of EED.

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