AAI Manages 126 Airports in India

CHAPTER 1
INTRODUCTION
1.1 INTRODUCTION
The Airports Authority of India (AAI) is an organization working under the Ministry of Civil
Aviation that manages all the airports in India. The AAI manages and operates 126 airports
including 12 international airports, 89 domestic airports and 26 civil enclaves. The corporate
headquarters (CHQ) are at Rajiv Gandhi Bhawan, Safdarjung Airport, New Delhi. V.P
Agrawal is the current chairman of the AAI.
The Airports Authority of India (AAI) was formed on 1st April 1995 by merging the
International Airports Authority of India and the National Airports Authority with a view to
accelerate the integrated development, expansion and modernization of the operational,
terminal and cargo facilities at the airports in the country conforming to international standards.
AAI provides air navigation services over 2.8 million square nautical miles of airspace.
Jaipur Airport is the only international airport in the state of Rajasthan. It was granted the
status of International Airport on 29 December 2005. The civil apron can accommodate 14
A320 aircraft and the new terminal building can handle up to 1000 passengers at a time. There
are plans to extend the runway to 12,000 ft (3,658 m) and expand the terminal building to
accommodate 1,000 passengers per hour.
Jaipur Runway strip 15/33 with one terminal office and two Hanger was constructed by
Maharaja Mansingh II in 1932 named as Sanganer Airport. Dakota Aircraft was used for
domestic and International flight from Jaipur to Karachi/Lahore. New Runway with orientation
09/27 of length 9000 feet has been constructed and de-used Runway 15/33 is being used for
parking the Aircrafts. The salient features of the New Terminal Building (Terminal-2) are: -
Glass and steel structure with passenger friendly facilities such as:
1) Most modern security system
2) Centrally air-conditioning system. Passenger Boarding Bridge (Aerobridges),
3) Two glass aerobridges with visual docking system.
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4) On Line Baggage conveyer system.
5) Escalator and Glass Lifts.
6) Large Duty Free Shoe Area.
7) Twin-Level connection segregating arrival and Departure area.
8) Underground pedestrian link to/from car parking area to Concourse.
9) Peak Pax-500 (250 Departure, 250 Arrival)
1. Technical Data Of Airport
1) Aerodrome Reference Code : 4D
2) Elevation : 1263.10 Feet (385 meter)
3) ARP coordinates : 26°49′26.3″N 075°48′′12.5″E
4) Main RWY orientation : 27/09
5) RWY dimension : 2797.05m X 45m
6) Apron dimension : 230 m X 196 m
2. General Information
1) Name of Airport : Jaipur Airport, Jaipur
2) Type of Airport : Civil Aerodrome
3) Address : OIC, AAI, Jaipur Airport Jaipur - 302029
4) Operational Hours : 24 hours
5) Name & Designation of : Rama Gupta Jt.GM (Comm)
Officer-in-Charge
6) Region : Northern Region
7) RHQ : New Delhi
8) Nature of Station : Non Tenure
3. Structure
The new domestic terminal building at Jaipur Airport was inaugurated on 1 July 2009. The new
terminal has an area of 22,950 sq m, is made of glass and steel structure having modern
passenger friendly facilities such as central heating system, central air conditioning, inline x-
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ray baggage inspection system integrated with the departure conveyor system, inclined arrival
baggage claim carousels, escalators, public address system, flight information display system
(FIDS), CCTV for surveillance, airport check-in counters with Common Use Terminal
Equipment (CUTE), car parking, etc. The International Terminal Building has peak hour
passenger handling capacity of 500 passengers and annual handling capacity of 4 lakh.
The entrance gate made of sandstone and Dholpur stones along with Rajasthani
paintings on the walls, give tourists a glimpse of the Rajasthani culture. Two fountains on both
sides of the terminal, dotted with palm trees, maintain normal temperature within the airport
premises.
The transparent side walls of the building have adjustable shades that control the
passage 0210 of sunlight into the airport premises, thereby cutting down heavily on electricity
bills.
1.1.1 Mission
''To achieve highest standards of safety and quality in air traffic services and airport
management by providing state-of-the-art infrastructure for total customer satisfaction,
contributing to economic growth and prosperity of the nation.''
1.1.2 Vision
''To be a world-class organization providing leadership in air traffic services and airport
management & making India a major hub in Asia Pacific region by 2016''.
1.1.3 Preamble
In our journey towards the twenty-first century when the Indian economy is all set to integrate
itself into the global economy, the up gradation and modernisation of infrastructure and its
efficient use have assumed critical importance. It is now increasingly recognised that aviation,
far from being a mere mode of transportation for an elite group, is crucial for sustainable
development of trade and tourism. In this context, it is vital that airport infrastructure grows in
anticipation of the escalating needs of the air transport industry.
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As this is a capital-intensive sector, there is an obvious need for perspective planning with a
vision for the next twenty years and to muster the combined resources of the public and private
sectors, both domestic and foreign.
1.2 FUNCTIONS OF AAI
1. Design, Development, Operation and Maintenance of international and domestic airports
and civil enclaves.
2. Control and Management of the Indian airspace extending beyond the territorial limits of
the country, as accepted by ICAO.
3. Construction, Modification and Management of passenger terminals.
4. Development and Management of cargo terminals at international and domestic airports.
5. Provision of passenger facilities and information system at the passenger terminals at
airports.
6. Expansion and strengthening of operation area, viz. Runways, Aprons, Taxiway etc.
7. Provision of visual aids.
8. Provision of Communication and Navigation aids, viz. ILS, DVOR, DME, Radar etc.
Table 1.1 Work allocation in CNS-OM Department
Sr. Broad Functional Area GM(CNS) Jt.GM/DGM(CNS)
No.
1. Central Radio Stores Depot Mr. A.K. Gulati, Mr. Ramesh Kumar
GM (CNS-CRSD) Jt.GM(CNS)
Communication Systems, WPC, 1. Mr. Ajay Kapoor,Jt.
Frequency Spectrum Management, GM (CNS)
2. COSAH and Ops control room, Mr.N.R.Das, 2. Mr. Shiv
AIS/AIM, HFRT Operation, GM (CNS-Com) Lal,DGM(CNS)
Communication Links, Official 3.
Language and other related matters Mr.A.K.Basra,DGM(CNS)
3. Automation Systems, Surveillance Mr. A.K. Banerjee, 1. Mr. Ravi Kant, Jt.GM
Systems, HR, Training and Proficiency, GM (CNS- Auto (CNS)
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Budget, RTI, MIS, General &Surv) 2. Mr.Anurag Sharma,
Administration, Parliament and other Jt.GM(CNS)
related Matters
Navigation Systems, CNS
Standardization, Performance Mr. Pan Singh, 1. Mr. J.B.
Monitoring, CMC, NOC, Test Equipt, Singh,Jt.GM(CNS)
4. GM (CNS- Nav&
Cal Lab Project, DGCA Matters, ICAO 2. Mr. R.N.
CMC)
Matters, Aviation Safety, MOU and other Verma,DGM(CNS)
related Matters
5. FTI Project Mr.P.K.Srivastava Mr.A.K.Srivastava,
GM (CNS-FTI) Jt.GM(CNS)
1.3 NATURE OF BUSINESS/ ROLE OF AAI
1. To provide uninterrupted services of Communication, Navigation and Surveillance (CNS)
facilities for the smooth and safe movement of aircraft (over flying, departing & landing) in
accordance with ICAO standards and recommended practices.
2. To maintain Security Equipments namely X-Ray Baggage systems (XBIS), Hand Held Metal
Detectors (HHMD) and Door Frame Metal Detectors (DFMD).
3. To provide and maintain inter-unit communication facility i.e. Electronic Private Automatic
Exchange Board (EPABX).
4. To maintain the Computer systems including peripherals like printers, UPS etc. provided in
various sections connected as standalone as well as on Local Area Network (LAN).
5. To maintain the passenger facilitation systems like Public Address (PA) system, Car Hailing
System and Flight Information Display System (FIDS).
6. To maintain and operate Automatic Message Switching system (AMSS) used for exchange of
messages over Aeronautical Fixed Telecommunication Network (AFTN).
7. To provide Communication Briefing to pilots by compiling NOTAM received from other
International NOF.
8. To maintain and operate Fax machine.
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9. To co-ordinate with telephone service providers for provision and smooth functioning of auto
telephones/ hotlines/ data circuits.
1.4 PRODUCTS AND SERVICES
1.4.1 Passenger Facilities
The main functions of AAI inter-alia include construction, modification & management of
passenger terminals, development & management of cargo terminals, development &
maintenance of apron infrastructure including runways, parallel taxiways, apron etc.,
Provision of Communication, Navigation and Surveillance which includes provision of
DVOR / DME, ILS, ATC radars, visual aids etc., provision of air traffic services, provision of
passenger facilities and related amenities at its terminals thereby ensuring safe and secure
operations of aircraft, passenger and cargo in the country.
1.4.2 Air Navigation Services
Induction of latest state-of-the-art equipment, both as replacement and old equipments and
also as new facilities to improve standards of safety of airports in the air is a continuous
process. Adoptions of new and improved procedure go hand in hand with induction of new
equipment. Some of the major initiatives in this direction are introduction of Reduced Vertical
Separation Minima (RVSM) in India air space to increase airspace capacity and reduce
congestion in the air; implementation of GPS And Geo Augmented Navigation (GAGAN)
jointly with ISRO which when put to operation would be one of the four such systems in the
world.
1.4.3 Security
The continuing security environment has brought into focus the need for strengthening security
of vital installations. There was thus an urgent need to revamp the security at airports not only
to thwart any misadventure but also to restore confidence of traveling public in the security of
air travel as a whole, which was shaken after 9/11 tragedy. With this in view, a number of steps
were taken including deployment of CISF for airport security, CCTV surveillance system at
sensitive airports, latest and state-of-the-art X-ray baggage inspection systems, premier security
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& surveillance systems. Smart Cards for access control to vital installations at airports are also
being considered to supplement the efforts of security personnel at sensitive airports.
1.4.4 Aerodrome Facilities
In Airports Authority of India, the basic approach to planning of airport facilities has been
adopted to create capacity ahead of demand in our efforts. Towards implementation of this
strategy, a number of projects for extension and strengthening of runway, taxi track and aprons
at different airports has been taken up. Extension of runway to 7500 ft. has been taken up to
support operation for Airbus-320/Boeing 737-800 category of aircrafts at all airports.
1.4.5 HRD Training
A large pool of trained and highly skilled manpower is one of the major assets of Airports
Authority of India. Development and Technological enhancements and consequent refinement
of operating standards and procedures, new standards of safety and security and improvements
in management techniques call for continuing training to update the knowledge and skill of
officers and staff. For this purpose AAI has a number of training establishments, viz. NIAMAR
in Delhi, CATC in Allahabad, Fire Training Centers at Delhi & Kolkata for in-house training of
its engineers, Air Traffic Controllers, Rescue & Fire Fighting personnel etc. NIAMAR &
CATC are members of ICAO TRAINER programmers under which they share Standard
Training Packages (STP) from a central pool for imparting training on various subjects. Both
CATC & NIAMAR have also contributed a number of STPs to the Central pool under ICAO
TRAINER programmer.
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CHAPTER 2
ORGANIZATION INFRASTRUCTURE
2.1 AIRPROTS AUTHORITY OF INDIA
This chapter includes about the organization structure of Airports Authority of India and the
work functions of Airports Authority of India.
2.1.1 INTRODUCTION
The Airports Authority of India (AAI) was formed on 1st April 1995 by merging the
International Airports Authority of India and the National Airports Authority with a view to
accelerate the integrated development, expansion and modernization of the operational,
terminal and cargo facilities at the airports in the country conforming to international standards.
AAI provides air navigation services over 2.8 million square nautical miles of airspace.
The Airports Authority of India (AAI) manages a total of 125 Airports, which include 11
International Airports, 08 Customs Airports, 81 Domestic Airports and 25 Civil Enclaves at
Defense Airfields. AAI also provides Air Traffic Management Services (ATMS) over entire
Indian Air Space and adjoining oceanic areas with ground installations at all Airports and 25
other locations to ensure safety of Aircraft operations. The Airports at Ahmedabad, Amritsar,
Calicut, Guwahati, Jaipur, Trivandrum, Kolkata, Lucknow& Chennai, which today are
established as International Airports, are open to operations even by Foreign International
Airlines. Besides, the International flights, National Flag Carriers operate from Coimbatore,
Tiruchirappalli, Varanasi, and Gaya Airports. Not only this but also the Tourist Charters now
touch Agra, Coimbatore, Jaipur, Lucknow, Patna Airports etc.
2.1.1.1 Jaipur Airport
Jaipur Airport (IATA: JAI, ICAO: VIJP) is in the southern suburb of Sanganer, 13 km (8.1 mi)
from Jaipur, the capital of the Indian state of Rajasthan. Jaipur airport is the only international
airport in the state of Rajasthan. It was granted the status of international airport on 29
December 2005. The civil apron can accommodate 14 A320 aircraft and the new terminal
building can handle up to 1000 passengers at a time. There are plans to extend the runway to
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12,000 ft (3,658 m) and expand the terminal building to accommodate 1,000 passengers per
hour.
The new domestic terminal building at Jaipur Airport was inaugurated on 1 July 2009.
The new terminal has an area of 22,950 sqm, is made of glass and steel structure having modern
passenger friendly facilities such as central heating system, central air conditioning, inline x-ray
baggage inspection system integrated with the departure conveyor system, inclined arrival
baggage claim carousels, escalators, public address system, flight information display system
(FIDS), CCTV for surveillance, airport check-in counters with Common Use Terminal
Equipment (CUTE), car parking, etc.
There is other facility as Airport Restaurant, VIP rest room. It provides the
transportation connectivity with major cities of India KOLKATA, VARANASI, DELHI,
BENGLORE, MUMBAI etc.
2.1.2 Role of Airport Infrastructure in Indian Economy
Airports being nuclei of economic activity assume a significant role in the national economy.
While cargo carried by air in India weighs less than 1% of the total cargo exported, it accounts
for 35% of the total value of exports. Better cargo handling facilities lead to enhanced levels of
importation, especially of capital goods and high-value items. Likewise, 97% of the country's
foreign tourists arrive by air and tourism is the nation's second largest foreign exchange.
1) Airports also represent a country's window on the world. Passengers form their first
impressions about a nation from the state of its airports. They can be effectively used as
symbols of national pride, if we pay sufficient attention to their quality and maintenance.
2) In many remote, hilly and inaccessible areas of the country, air transport is the quickest and
sometimes the only mode of travel available. This is especially true of sensitive regions on
the borders with our neighbours in the west, north and north-east.
3) Airports need to be integrated with other modes of transport like Railways and Highways,
enabling seamless transportation to all parts of the country.
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2.1.3 DEPARTMENT STRUCTURE
Figure 2.1: Organizational Structure
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2.1.4 NETWORK STRUCTURE
Table 2.1: Network Structure of Flights
Airlines Destinations Terminal
Air Arabia Sharjah 2
Air India Mumbai, Delhi 2
Air India Dubai 2
Express
GoAir Bangalore, Mumbai 2
IndiGo Ahmedabad, Bangalore, Chennai, Guwahati, Hyderabad, Kolkata, 2
Mumbai, Indore
Jet Airways Ahmedabad, Chandigarh, Delhi, Mumbai, Indore 2
JetKonnect Delhi, Jammu, Indore 2
Oman Air Muscat 2
SpiceJet Ahmedabad, Bangalore, Chennai, Delhi, Goa, Hyderabad, Jammu, 2
Mumbai, Pune, Indore
2.1.5 HARDWARE AND SOFTWARE (SERVICES)
Hardware and software services provided by Airports Authority of India are as following:
2.1.5.1 Air Traffic Management
AAI has drawn plans to upgrade ATM infrastructure in the country both in terms of conditional
provision of automation systems and up gradation of technology which also involves shifting
from ground based navigation to satellite based navigation.
Modernization of Air Traffic Services
1) At Mumbai and Delhi
1. Up gradation of automation systems to (Auto Track-Ill) with new Air Traffic Controller.
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2. Assistance features such as Arrival Manager, Departure Manager, is almost complete and is
at various levels of testing prior to declaring operational.
3. Advanced Surface Movement Ground Control Systems (ASMGCS) added to improve
efficient handling of Aerodrome Traffic.
4. Automatic dependent surveillance I CPDLC has enhanced the surveillance of suitably
equipped aircraft over the entire Flight Information Region.
2) At Hyderabad and Bangalore
Advanced integrated automation systems, that integrates state of the art Radars, flight data
processors, air situation display Advanced Surface Movement Ground Radars, have been
installed by SELEX Integrity for providing effective Air Traffic Management.
3) At Chennai / Kolkata
ATS modernization project is underway for replacing old Radars, surveillance systems by
the latest state of the art technology one par with Mumbai I Delhi to provide a common
platform for integration of the entire systems over Indian Airspace, which will effectively
increase Air Traffic capacity and bring synergy in ATS operations.
4) At Other Area Control Centers (Nagpur/ Varanasi/ Ahmadabad/ Trivandrum/
Mangalore)
Integration of Radar with flight data processors has been completed by ECIL in
collaboration with AAI for providing indigenous automation solutions for effective
Air Traffic Management within the designated airspace.
5) Initiatives to Enhance the Standards of ATS
Performance Based Navigation: (PBN), Standard· Instrument Departures (SIDs) and STARs
(Standard Terminal Arrival Routes) have been introduced at Delhi, Mumbai, Ahmedabad and
Chennai order to reduce delays to aircraft.
Established a number of ATS Connector routes in Mumbai and Chennai airspace to
facilitate PBN operations. AAI has drawn the concept of future India Air Navigation (FIAN),
and is on the threshold of introducing Air Traffic Flow Management over busy routes,
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dedicated helicopter routes, providing automation systems at 35 non metro control towers, and
the use of space based augmentation system (GAGAN).
2.1.5.2 Communication, Navigation & Surveillance (Planning)
Planning, procurement and commissioning of all Communication, Navigation & Surveillance
(CNS) facilities and support systems for air navigation based on short term and long term
requirements to synchronize the organizations plan with ICAO's approved plans is managed by
CNS Planning Department. Preparation of qualitative requirements and system specifications in
coordination with all concerned agencies / organizations, preparation of estimates, invitation of
tenders, tender evaluation of technical and commercial bids, placement of orders factory
inspection of equipment and its subsequent installation and commissioning are the
responsibilities discharged by the CNS Planning Department. Conducting site surveys for
equipment location, from technical and operational suitability point of view, coordination with
planning, civil and electrical engineering departments for associated construction activities for
installation and commissioning, post installation performance checks and organizing flight
calibration before equipment commissioning are the aspects intrinsically involved in the process.
To meet the challenges posed by ICAO CNS ATM transition plans for SATCOM based
Air Traffic Management, the CNS Planning Department has already accomplished.
2.1.5.2.1 Automatic Dependent Surveillance (ADS)
Automatic Dependent Surveillance (ADS) ADS has already been installed and successfully
tested for operations at Chennai, Kolkata, Delhi & Mumbai airports.
2.1.5.2.2 SAT COM. Network
Implementation of a dedicated Sat. Com. Network amongst 80 airports all over India to support
data and voice communication, including remote controlled air ground VHF communication to
provide VHF coverage over the entire Indian air space, networking of Radars and ATS data
communications is in progress.
2.1.6 AVAILABLE POLICIES/STRATEGIES/PLANS
While the Government is separately developing a policy framework for the entire civil aviation
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sector, this policy relates to use and development of airport infrastructure. The Policy on
Airport Infrastructure should always be read along with the National Policy on Civil Aviation.
The objectives of the policy are:-
1. To provide a boost to international trade and tourism and enhance the country's image in the
community of nations.
2. To provide airport capacity ahead of demand, in order to handle an increasing volume of air
traffic and to garner the maximum share of traffic in the region.
3. To enhance airport facilities to make the airport user friendly and achieve higher level of
customer satisfaction.
4. To ensure total safety and security of aircraft operations by the introduction of state-of-art air
traffic, security and related services.
5. To provide multi-modal linkages.
6. To provide a market orientation to the present structure, bridge the resource gap and
encourage greater efficiency and enterprise in the operation of airports, through the
introduction of private capital and management skills.
7. To foster the development of a strong airport infrastructure, maintaining a balance between
the need for economic viability and the objective of equitable regional dispersal of
infrastructural facilities.
8. In the achievement of the above objective, to lay special emphasis on the development of
infrastructure for remote and inaccessible areas, especially the North East, the hilly and
island regions.
9. To encourage transparency and clarity in the decision-making processes of Government and
its public sector units.
2.1.7 DEPARTMENT STRUCTURE
Benchmark has an Offshore Development Center (ODC) located in Pune, India. Our recently
renovated office provides a modern facility that is fully equipped with latest software‘s and
hardware. Our highly skilled and talented professionals are well qualified and experienced in a
variety of programming languages and technologies. They make up the backbone of our ODC.
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All employees are connected to the Internet through a dedicated line of up to 10 Mbps
which makes it very effortless and reliable to communicate with our clients. ODC FEATURES
THE FOLLOWING:
1. A Powerful Internet Based Telecommunications Systems installed to provide telephone
support to all Clients regardless of location.
2. Dedicated Internet Access and redundant high speed connections.
3. Dedicated high speed internet connection for the IP telephone systems.
4. Firewall Protection for the entire network ensuring complete data, information, and site.
5. Latest Virus protection and intrusion detection software, safeguarding data and
Workstations.
6. Powerful LAN Backup and Business Continuity Procedures ensure quick and effective data
recovery.
7. Power generator with 24x7x365 backup to ensure that no data loss occurs due to power
failures.
8. High-end IBM Servers for development.
9. Windows 7 based desktop PCs and Apple Macs with OS X Lion for all developers.
10. Area sectioned out per client with its own dedicated servers, bandwidth, and restricted
access ensuring that information is not seen or shared with anyone who is not part of the
dedicated team.
11. Dedicated local phone that terminates to the ODC.
12. E-mail, Fax, FTP, and terminal service access specific to each client.
2.1.8 SERVICES
Services provided by Airports Authority of India are as following:
2.1.8.1 SOFTWARE DEVELOPMENT
Many times one size fits all software simply doesn't fit your business model or goals. Your
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business is unique and as such, your software needs differ from other businesses even though
you might be competing in the same industries. Today's business processes are increasingly
specialized and complex.[3] More and more companies are beginning to realize the many
advantages of building their own custom software and database to help meet their unique
business goals. One of the many challenges they face is to choose the right software
development partner in a sea of software development companies.
Benchmark has a team of highly seasoned professionals‘ software developers with
many years of experience in software and database development, setting up and using different
databases, from the small and efficient MySQL, used for smaller projects, to the large and high
performance Oracle database servers with complex structures.
As custom software developers we can build your software and/or database
autonomously or in conjunction with a specialist in your organization to fine tune all the
specific requirements. Your completed software is designed to be scalable and to grow with
your business as it grows.
1. Main Focus Areas Are :
1) Custom Software Development
2) Business Application Development
3) Software as a Service Application Development
4) E Commerce Application Development
5) Social Media Application Development
6) Mobile Application and Website Development
7) Healthcare Application Development
2.1.9 PRODUCT ENGINEERING
At Benchmark IT Solutions, product engineering is part of our DNA. With over 8 years of
experience as a software product development company, Benchmark has built a strong
competency in building the best in class products to compete in today's marketplace. We work
closely and consult our clients through all the phases of the product life cycle from ideation to
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support and maintenance. We understand the interdependencies between product life-cycle
functions and their consequences on the end product and if you are just starting up with the
product we have experience with the moving pivot. We invest our time in understanding the
challenges and market dynamics of the product and jointly work with our clients to ensure that
the product remains ahead of the curve.
Figure 2.2 Product Engineering
2.1.10 MOBILE COMMERCE
1. Enhancing business reach, accessibility, and communication capabilities globally
with M-Commerce
Forrester research firm research shows that mobile commerce sales are expected to increase
dramatically over the next 5 years as more consumers look to their smartphones to make
purchases. With ongoing improvements in mobile security, consumers will increasingly be
more comfortable inputting financial data into phones; a mobile commerce strategy will
inevitably need to be part of any organization's online strategy in order to remain competitive.
2. Advantages of M-Commerce
Mobile commerce is fundamentally changing the ways businesses interact with their customer's
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providing tremendous opportunities to offer new services, establish new revenue streams, and
create one to one relationship.
M-Commerce has several major advantages over traditional ecommerce because of it
specific inbuilt characteristics such as convenience, personalization, flexibility, security, time
efficiency, and so much more. Mobile commerce promises exceptional business market
potential, greater efficiency and higher return on investments.
3. Benchmark Mobile Commerce Development Services
Benchmark offers a range of services in mobile commerce application development, such as
enabling existing website to become mobile friendly, creating WAP and HTML based mobile
sites, providing push notification solutions on I OS, Android and Windows Phone platforms
and building custom native mobile commerce applications.
Benchmark creates customized mobile commerce applications in the following areas:
1) Mobile Website
2) Native Mobile Commerce Apps
3) Mobile Payment Applications
4) Mobile Retail Storefront
5) Push Notification Services
6) Mobile Business Intelligence Solutions
2.1.11 Web Development
Benchmark IT Solutions is a leading web development company in Central Florida. Benchmark
creates custom websites for companies both large and small. We pride ourselves on creating
one of kind websites using today‘s latest technology. Our team of seasoned engineers, web
designers and quality assurance resources will work with you to ensure that your website will
not only look its best but will also be user-friendly, easy to navigate, easily expandable, fast to
load and much more.
Benchmarks provide web development solutions in the following areas:
1. Ecommerce web development
Benchmark provide with a highly customizable, turn-key ecommerce website solution that will
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be designed using today‘s cutting-edge technology, infrastructure, and marketing features
needed to set up and operate an online store quickly and cost-effectively.
2. Intranet/extranet web development
Benchmark can implement a web-based Intranet/Portal Solution that will allow you and your
clients to access critical business information from anywhere, anyplace at anytime. Benchmark
custom intranet or extranet applications will give you the convenience of Internet technologies
along with the security you have come to expect on your own network.
3. Web design development
Our team of seasoned web designers will work with you one on one to ensure that your
company‘s images is being conveyed at all times on your website while ensuring that users
have an overall pleasant experience while navigating through your website. After the
completion of your website, our software development team can work with you to provide our
SEO services to help list your site among the top search engines available on today‘s market.
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2.2 JOSH TECHNOLOGIES
Josh Technology Group is a niche product development company in web & mobile
development space. Since its inception, has launched several exciting products for renowned
VC funded start-ups based in US. They work on open source technologies/ frameworks – Java,
J2EE, Ruby on Rails, Django etc. and mobile platforms – android & blackberry.
They also work on web applications in various domains such as mobile advertising
platform, automotive retail, lead analytics, E-commerce platforms, social networking, corporate
branding (sports & entertainment world). Working on its own products in the web/mobile space
for the Indian market. Clients range from exciting funded start-ups in US & India to established
fortune 1000 companies.
Highly talented peer group – Alumni of colleges such as IITs, NSIT, BITs, IIITs, Pune
MCA, VIT etc. High emphasis on quality mentorship & learning, Offers a great learning & a
fast growth environment with a lot of fun @ work.
2.2.1 HISTORY
Josh Tech was incorporated in 2009, to focus on the burgeoning Service industry. Josh Tech is
head quartered in Bangalore with a service network, spanning the entire country. Josh Tech has
established a specialized card repair facility with a clear focus on Communication Circuit
boards. By repairing more than 30,000 communication boards, a large domain expertise has
been built-up for all the Telecom wire-line switching systems in India.
2.2.2 OVERVIEW
1. Website
http://www.joshtechnologygroup.com
1. Industry
2. Type Privately
Held
3. Headquarters
4. Company Size
51-200 employees
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5. Founde
d 2009
6. Co-Founder &
CEO Amit Yadav
7. Co-Founder & Director
Shashank Jain
8. Turnover
1 – 100
9. Employees
51 – 200
2.2.3 ABOUT JOSH TECHNOLOGIES GROUP
1. Incorporated in 2009, since its inception, has launched several exciting products for
renowned VC funded Start Ups based in US.
2. Working on its own suite of Web & Mobile Products targeted towards the Indian E-
Commerce Market.
3. Forte in Niche Product Development - Web & Mobile Applications.
4. Highly Talented Peer Group - Alumni of Premier Colleges such as IITs, NSIT, IIITs, Pune
MCA, VIT, IP University etc.
5. High Focus on Open Source Technologies / Frameworks - Java, J2EE, Ruby on Rails.
6. Django, etc. Subsequently working on iPhone, Android & Blackberry Platforms.
7. Works primarily on web applications in various domains such as Mobile Advertising.
Automotive Retail, Lead Analytics, E-Commerce Platforms, Social Networking, Corporate
Branding.
8. Offers a Great Learning & a Fast Growth Environment.
9. High emphasis on Quality Mentorship.
10. Rendezvous of Fun with Work.
To suit OEM needs, Josh Tech can augment its repair infrastructure to cover other switching
systems like Nortel-DMS100, Fujitsu-Fetex, and NEC-Neax etc. Efforts are underway to cover
wire-less switching technologies like GSM / CDMA to broaden the service spectrum.
Josh Tech in association with a Government Enterprise took up the importing and
marketing activity for ―Y2K Pass , an add-on card that makes Personal computers, to be fully‖
21

Y2K compliant. This innovative solution has been well received by the entire corporate
spectrum of Banks, Airports, Nuclear Establishments, and Telecom etc. More than 70% of the
Indian market share was captured amid stiff competition from local as well as multinational
companies. This twelve-month time-bound activity has generated a turnover of USD One
Million.
With the established marketing channels, pan-India customer base, and our expertise in
operating and maintaining various test equipment, Josh Tech will soon introduce a wide range of
Test Equipment to the Indian market from leading worldwide Test Equipment Manufacturers.
2.2.4 LOCATION OF CLIENTS
F i gu r e 2 . 3 - Locatio n of Clients
22

2 . 2 . 5 REPAIR CYC LE OF JOSH TECHNOLOGIES
Figure 2.4 - Repair Cycle
The Repair Centre of Josh Tech is equipped with:
1) Hotline -16 Functional Test System
2) QT200 Mixed Signal In-Circuit Tester
3) Polar PFL780 Fault Locator
4) Polar 950 Multi-Layer PCB Short Locator
5) Huntron Protrack Trouble Shooter
6) HP Primary Multiplex Analyzer
7) Denon SD-3000 SMD Rework Station
8) Weller Pick & Place System
23

1 ) The Strategic Service Partner
Unlike western markets, in the Indian scenario, products require extended after-sales service support.
Outsourcing the warranty management and after-sales management frees-up the OEMs, to focus on their
core competencies product development and marketing to achieve rapid time-to-market.
Josh Tech is a major provider of repair support for Telecommunication circuit boards in India.
Josh Tech has a dedicated card repair facility with specialized repair infrastructure and built a large
domain expertise in Telecom switching systems. Josh Tech works in tandem with OEMs to manage their
after-sales, service obligations in a cost-effective and highly responsive manner. OEMs have the
advantages like.
Faster turnaround time on all repairs.
Immediate access to a country wide repair network for better customer response.
OEMs can monitor the repair process on-line and collect repair data and field failure data to fine-tune
and re-design the boards.
State-of-art repair facility with an investment of over Rs.20 Million.
2.2.6 VARIOUS PRODUCTS AT JOSH TECHNOLOGIES
Josh Tech's product offerings are targeted at various types of design and verification tasks which
include:
1. Virtuoso Platform - Tools for designing full-custom integrated circuits;
[12]
includes schematic
entry, behavioral modeling (Verilog-AMS), circuit simulation, custom layout, physical
verification, extraction and back-annotation. Used mainly for analog, mixed-signal, RF, and
standard-cell designs, but also memory and FPGA designs.
2. Encounter Platform - Tools for implementation of digital integrated circuits. This includes
floor planning, test, place and route and clock tree synthesis. Typically a digital
design implementation starts from Verilog netlists from the synthesized design. Includes
Nano route technology in the routing stage.
24

3. Incisive Platform Tools for simulation and functional verification of RTL including Verilog,
VHDL and System based models. Includes formal verification, formal equivalence
checking, hardware acceleration, and emulation.
4. Palladium series - Accelerators and emulators for hardware and software co-verification
and system-level verification.
5. Design IP - Cadence provides design IP targeting areas including memory (DRAM),
covering DDR1, DDR2, DDR3, DDR4, LPDDR2, LPDDR3, LPDDR4, and Wide I/O;
storage (non-volatile memory), covering NVM Express and NAND Flash controller and
PHY; and high-performance interface protocols such as PCI Express Gen3, 40/100G
Ethernet, and USB 2 and USB 3.
6. Verification IP (VIP) - Cadence provides the broadest set of commercial VIP available with
over 30 protocols in its VIP Portfolio. They include AMBA, PCI
Express, USB, SATA, OCP, SAS, MIPI and many others. Cadence VIP also provides the
unique Compliance Management System (CMS) to automate protocol compliance
verification.
7. Integration Optimized IP (Design IP) - Cadence offers Vertically Integrated IP, inclusive of
Digital Controller, Serdes Layer, and Device Driver. Protocols supported include USB,
DDR, PCI-Express, 10G-40G Ethernet, and On Chip Bus Fabric.
8. Allegro Platform - Tools for co-design of integrated circuits, packages, and PCBs.
9. OrCAD/PSpice - Tools for smaller design teams and individual PCB designers.
10. Sigrity technologies - Tools for signal and power verification for system-level signoff
verification and interface compliance.
11. Since the acquisition of Tensilica in 2013 in the business of semiconductor intellectual
property core.
2.2.7 FEATURES
1. Accurately estimates IC size, power, leakage, performance, and cost.
2. Enables rapid what-if analysis across design architecture, IP, and manufacturing process
options to optimize design specifications.
3. Achieves die size and power reductions through architectural exploration.
25

4. Generates complete IC economic analysis and budgetary quotes.
5. Offers a fast, accurate, and easy-to-use environment across engineering, management, and
sales and marketing organizations.
6. Accelerates and promotes IP reuse through an included intranet-based IP catalog
management system.
7. Supports estimation with internal or custom IP and manufacturing processes.
8. Supports estimations specific to leading foundry manufacturing processes.
9. Enables pre-RTL power estimation, low-power planning, and CPF authoring and
exploration.
10. Assesses performance achievability in specific manufacturing processes with specific IP
components.
11. Provides tunable estimation models for the utmost in estimation accuracy.
12. Supports fully customizable IC economic models including key variables and equations.
13. Programming API enables customized technical and economic analysis.
14. Integrates with enterprise IP, PLM, and CAD environments.
15. Enables convergence in silicon through direct interface to downstream design and
implementation tools.
26

CHAPTER 3
TECHNOLOGY ATTENDED
3.1 NAV-AIDS
This section includes the navigational aids used at Airports Authority of India.
3.1.1 INTRODUCTION
The Navigational Aids (Nav-aids) unit is responsible for providing and maintaining Area
Navigational Aids such as VHF Omni Range (VOR), Distance Measuring Equipment (DME)
and Terminal Navigational Aids such as Instrument Landing System (ILS). The Navigational
equipments are scattered throughout the operational area and are centrally monitored and
controlled through Remote Control Equipments.
As an integral part of the Air Traffic Services, the performance of the Navigational
Aids directly affects the quality of the services.
1) The functions of the Nav-aids unit are as follows:
1) To provide and maintain Doppler VHF Omni Range (DVOR) for Mumbai Airport.
2) To provide and maintain Distance Measuring Equipment (DME) co-located with DVOR.
3) To provide and maintain Instrument landing System (ILS) for runway 27.
The Navigational Equipments are located at strategic points in and around Mumbai
Airports. The DVOR and DME for Mumbai Airport are co-located and housed under the same
building located near runway 27.The Instrument Landing System is a set of equipments located
at specified locations and acts as a precision landing aid. The standard components of ILS are
as follows:
1. Localizer,
2. Glide Slope,
3. Inner Marker,
4. Middle Marker,
5. Outer Marker,
27

6. Outer Locater,
7. Distance Measuring Equipments.
3.1.2 NAVIGATION
In an ILS system, the Localizer and the Glide Slopes are invariably present. However, all or
some of the Marker Beacons can be present or absent. The Marker Beacons can be replaced by
Navigation is the ‗ART‘ of determining the position of an aircraft over 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. In the early days, voyages were accomplished by the navigators through
the knowledge of terrain or movements of sun, stars and winds. As the time progressed, some
instruments such as Compass, Chronometer and the odolite came on the scene. In the twentieth
century, electronics also entered in the aviation field, direction finders and other navigational
aids enabled the navigators to obtain fixes using electronics aids only.
3.1.2.1 TYPES OF NAVIGATION
The methods of navigation can be divided into four categories:
1. Visual navigation
2. Astronomical (Celestial)
3. Navigation by dead reckoning
4. Radio navigation
1. Visual navigation:
In this method the navigator `fixes' his position on a map by observing known visible
landmarks, such as rivers, railway lines, mountains, coast lines etc,.
During night light beacons from cities and towns can provide information about the
position of aircraft. However this is possible only under good visibility conditions.
2. Astronomical navigation:
This is accomplished by measuring the angular position of celestial bodies with a sextant and
noting the precise time at which the measurement is made with a chronometer. The position of
celestial bodies at various times are given in almanacs. With two or three observations, the
position (‗Fix‗) of the aircraft can be obtained. The advantage of celestial navigation is its
relative independence of external aids. But good visibility is required to take elevation angles
28

of heavenly. Under favorable conditions, this method gives position with an accuracy of 1 NM
(nautical miles).
3. Dead Reckoning
The term 'Dead Reckoning' abbreviated as `DR' stands for deduced calculation. In this method
the ground 'Position' of an aircraft at any instant is calculated from its previously determined
position, the speed of its motion with respect to earth along with the direction of motion (i.e.
velocity vector) and the motion time elapsed. For navigation by dead reckoning, direction of
motion is provided by magnetic compass and speed by air-speed indicator. Navigation would
be straight forward if the medium, in which the aircraft is moving, is stationary. But, while
flying, the wind speed and the direction from which it blows affects the aircraft's speed and
may also drift the aircraft from the direction to which its nose is pointing. Hence the ground
position of an aircraft is determined from the knowledge of its speed. Direction of the fore and
aft axis and the prevailing wind conditions, using the principle of triangle of velocities.
4. Radio Navigation:
This method is based on the use of Radio Transmitter, Radio Receiver and propagation of
electromagnetic waves to find navigational parameters such as direction, distance etc., required
to find the position of the aircraft. The Radio Navigational aids provide information to the pilot
regarding the position of his/her aircraft in azimuth and/or elevation at any instant of time.
Radio communication and navigational aids also provide useful information to Air Traffic
Control Officers for effective control of air traffic.
3.1.2.2 Categorization of Radio Navigational Aids:
Radio navigational aids can be classified in different ways. The classification helps in
identifying the usefulness of a given facility. All navigational aids, which provide guidance by
using Radio waves, are called Non-visual aids. According to service range, the radio
navigational aids are broadly classified into three categories:
1) Long range
2) Medium range
3) Short range
29

1) Long Range navigational aids:
Some of the Aids operating worldwide in this category are OMEGA and Long Range Aid to
Navigation (LORAN). They operate in Very Low Frequency (VLF) and Low Frequency (LF)
bands of frequency spectrum, i.e. 10 KHz, 50 – 100 KHz and 100 – 200 KHz respectively to
give very long ranges of the order of 7000 Kms and 700 Kms respectively. They are based on
hyperbolic system of navigation. Airports Authority of India (AAI) does not provide these aids,
although aircraft equipped with corresponding receiving equipment can use these facilities
while flying over Indian air space.
2) Medium Range navigational aids:
NDB (Non Directional Beacon) falls in this category. It operates in the LF/MF band of
frequency spectrum with a nominal range of 150 – 250 nautical miles (NM), and even up to
350 NM over high seas.
Table 3.1 Medium Range Navigational Aids
NAME OF SYSTEM FREQUENCY POWER RANGE (NM)
THE BAND (IN WATTS)
NDB Homing & En- 200 – 450 KHz 500 &>1KW 150 &>250
route
VHF D/F Homing 118 – 136 MHz -- 150
VOR Homing 112 – 118 MHz 100 200
DME Homing 960 – 1215 1KW 200
MHz
3) Short Range navigational aids:
Some of the important and widely used short-range aids are: VHF DF, VOR, DME, ILS and
RADARS. These aids operate in and above VHF bands and hence the coverage is dependant
upon line-of-sight phenomenon.
30

Table 3.2 Short Range navigational aids
NAME OF SYSTEM FREQUENCY POWER RANGE
THE BAND (IN WATTS) (NM)
NDB Locator 200 – 450 KHz <50 45
VOR Terminal VOR 108 – 112 MHz 13 25
Localizer ILS 108 – 112 MHz 10 25
Glide path ILS 328 – 336 MHz 10 10
DME ILS –DME 960 – 1215 100 25
MHz
3.1.3 DISTANCE MEASURING INSTRUMENT
(Frequency range 962-1215 MHz)
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.
DME is similar to secondary radar, except in reverse. The system was a post-war development
of the IFF (identification friend or foe) systems of World War II. Aircrafts use DME to
determine their distance from a land-based transponder by sending and receiving pulse pairs.
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. A low-power DME can also be co-located 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.
The DME system is composed of a UHF transmitter/receiver (interrogator) in the
aircraft and a UHF receiver/transmitter (transponder) on the ground.
The operation is performed by sending and receiving two pulses of fixed duration and
separation. The two pulses are known as interrogation pulse and reply pulse. The first one is
31

sent by the pilot to ground station, and the second one is replied back to the pilot. The aircraft
interrogates the ground transponder with a series of pulse-pairs (interrogations). The ground
station responds after a precise time delay, called the threshold time.
The threshold time for India is 50μs. If the processing time is less than 50μs, a delay
counters delays the operational time to the threshold time. The ground station replies with an
identical sequence of reply pulse-pairs. To differentiate one aircraft‗s signal from other, special
coding is applied for the signal. Each aircraft has its own coding format. The reply signal is sent
using the same coding.
The very first process that takes place after interrogation is pulse verification. To
differentiate between a valid signal and other signals this pulse verification process is necessary.
A valid signal is recognized by its duration. A valid signal has pulse duration of 12μs and has
only two pulses.
The permissible frequency range is 962-1215 MHz. Different airports select their
transmitting and frequencies among this range. The constraint is that the difference between the
receiving and transmitting frequencies must be 63 MHz. For Kolkata, the frequencies are 1159
MHz and 1096 MHz. A radio pulse takes around 12.36 microseconds to travel 1 nautical mile
(1,852 m) to and from; this is also referred to as a radar-mile. The time difference between
interrogation and reply 1 nautical mile (1,852 m) minus the 50 microsecond ground transponder
delay is measured by the interrogator's timing circuitry and translated into a distance
measurement (slant range), stated in nautical miles, and then displayed on the cockpit DME
display.
The distance formula, distance = rate * time, is used by the DME receiver to calculate
its distance from the DME ground station. The rate in the calculation is the velocity of the radio
pulse, which is the speed of light (roughly 300,000,000 m/s or 186,000 mi/s). The time in the
calculation is (total time - 50μs).
A typical DME transponder can provide distance information to 100 aircraft at a time.
Above this limit the transponder avoids overload by limiting the gain of the receiver. Replies to
weaker more distant interrogations are ignored to lower the transponder load.
The technical term for overload of a DME station caused by large numbers of aircraft is
station saturation. The accuracy of DME ground stations is 185 m (±0.1 NMI). It's important to
understand that DME provides the physical distance from the aircraft to the DME transponder.
32

This distance is often referred to as 'slant range' and depends trigonometrically upon both the
altitude above the transponder and the ground distance from it. For example, an aircraft directly
above the DME station at 6076 ft. (1 NMI) altitude would still show 1.0 NMI (1.9 km) on the
DME readout. The aircraft is technically a mile away, just a mile straight up. Slant range error
is most pronounced at high altitudes when close to the DME station.
Figure 3.1 Distance Measuring Equipment
3.1.4 DVOR (DOPPLER VERY HIGH FREQUENCY OMNI RANGE)
(Frequency range 112-118 MHz)
Navigation is the guidance of aircraft from one place to another. The equipment and support
received by an aircraft starting from the take-off at departing aerodrome to touchdown point at
destination is known as Navigational Aids or ―Nav-Aids . Various Nav-Aids are available‖
like DVOR, DME, ILS, etc.
In the earlier times, there was no facility for so many scientific equipment. The only
Nav-Aid available was Visual aid. Direction of travel was determined by measuring deviations
from the Pole Star or certain pre-determined landmarks. A little development in science
produced a more accurate and precise device called the ―Compass. This was relied upon for
centuries until modern science evolved and brought rapid changes to Nav-Aids. Now DVOR is
used for identifying exact location.
33

Figure 3.2 Doppler Very High Frequency Omni Range
VOR, short for VHF omnidirectional radio range, is a type of short-range radio
navigation system for aircraft, enabling aircraft to determine their position and stay on course
by receiving radio signals transmitted by a network of fixed ground radio beacons, with a
receiver unit. It uses radio frequencies in the very high frequency (VHF) band from 112 to 118
MHz. Developed in the US beginning in 1937 and deployed by 1946, VOR is the standard air
navigational system in the world, used by both commercial and general aviation. There are
about 3000 VOR stations around the world and 87 alone in all over India.
Figure 3.3 Doppler Very High Frequency Omni Range
34

A VOR ground station sends out a master signal, and a highly directional second signal
that varies in phase 30 times a second compared to the master. This signal is timed so that the
phase varies as the secondary antenna spins, such that when the antenna is 90 degrees from
north, the signal is 90 degrees out of phase of the master.
By comparing the phase of the secondary signal to the master, the angle (relative
bearing) to the station can be determined. This bearing is then displayed in the cockpit of the
aircraft, and can be used to take a fix, although it is, in theory, easier to use and more accurate.
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. VOR stations are fairly
short range; the signals have a range of about 200 miles. DVOR or Doppler VOR is much more
accurate than VOR as it reduces radial error to much more extent. It works by radiating two
low frequency signals:
1) Reference signal – maintains same phase throughout the azimuth- frequency fc
2) Variable signal – varies its phase according to the azimuth- frequency fc±9960 .
The phase angle comparison of both the reference and variable signals gives the pilot the exact
radial angle. North is taken as reference, or it is assigned as 0°.
3.1.5 INSTRUMENT LANDING SYSTEM
(Frequency range: Markers 75 MHz, Localizer 108-112 MHz, Glide Path 328-336 MHz)
An instrument landing system or 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 and, in many cases, high-intensity lighting arrays to enable a safe
landing during instrument meteorological conditions (IMC), such as low ceilings or reduced
visibility due to fog, rain, or blowing snow.
Instrument approach procedure charts (or approach plates) are published for each ILS
approach, providing pilots with the needed information to fly an ILS approach during
instrument flight rules (IFR) operations, including the radio frequencies used by the ILS
components or Nav-Aids and the minimum visibility requirements prescribed for the specific
approach.
35

Radio-navigation aids must keep a certain degree of accuracy (set by international
standards of ICAO); to assure this is the case, flight inspection organizations periodically check
critical parameters with properly equipped aircraft to calibrate and certify ILS precision.
Figure 3.4 Instrument Landing System
An ILS consists of two independent sub-systems, one providing lateral guidance
(localizer), the other vertical guidance (glide slope or glide path) to aircraft approaching a
runway. Aircraft guidance is provided by the ILS receivers in the aircraft by performing a
modulation depth comparison. A localizer (or LLZ) 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 in the carrier frequency range
between 108.10 MHz and 111.95 MHz (with the 100 kHz first decimal digit always odd, so
108.10, 108.15, 108.30, and so on are LLZ frequencies but 108.20, 108.25, 108.40, and so on
are not).
One is modulated at 90 Hz, the other at 150 Hz and these are transmitted from separate
but co-located antennas. Each antenna transmits a narrow beam, one slightly to the left of the
runway centre line, the other to the right.
A glide slope (GS) or glide path (GP) antenna array is sited to one side of the runway
touchdown zone. The GP signal is transmitted on a carrier frequency between 328.6 and 335.4
MHz using a technique similar to that of the localizer. The centre line of the glide slope signal
is arranged to define a glide slope of approximately 3° above horizontal (ground level). These
36

signals are displayed on an indicator in the instrument panel. This instrument is generally called
the Omni-bearing indicator or Nav-Indicator. The pilot controls the aircraft so that the
indications on the instrument (i.e., the course deviation indicator) remain centred on the
display. This ensures the aircraft is following the ILS centreline (i.e., it provides lateral
guidance). Vertical guidance, shown on the instrument by the glide slope indicator, aids the
pilot in reaching the runway at the proper touchdown point. Many aircraft possess the ability to
route signals into the autopilot, allowing the approach to be flown automatically by the
autopilot.
1. Localizer (LLZ):
The localizer provides horizontal guidance to an aircraft and aligns the aircraft with the
extended centerline of the runway. The localizer operates in VHF frequency band (108 MHz to
112 MHz) and has a range of approximately 25 nautical miles. For achieving its purpose, it
uses two navigational tones (90 Hz and 150 Hz) and a VHF carrier.
2. Glide Slope (GS):
The Glide Slope provides the vertical guidance to the aircraft. After establishing the extended
centerline with the help of localizer, the Glide Slope provides the rate of descent to the aircraft
for a safe landing. The Glide Slope operates in the UHF frequency band (326 MHz to 333
MHz). To achieve the desired results, it uses two navigational tones (90 Hz and 150 Hz)
superimposed on the RF carrier. The range requirement for a Glide Slope is approximately 10
NM. Generally a Glide Slope uses two RF carriers, one for the course and other for the
clearance. The course and clearance signal have a frequency relationship in such a manner that
a single GS receiver can catch both the signals. By using a separate clearance signal the facility
ensures a high fly up signal, which is essential for flight safety. Aircrafts are generally made to
land at an angle of 2 to 3 degrees with respect to the runway.
3. Marker Beacons:
The ILS system recommends three marker beacons located at pre-designated locations. The
markers are designated as Outer, Middle and Inner. However, the presence of marker beacons
in an ILS system depends on the category of the operation and availability of collocated
Distance Measuring Equipments along with Glide Slope.
37

4. Outer Marker:
The Outer Marker is normally located on the extended centerline at a distance of 3.9 NM. The
marker operates at a frequency of 75 MHz and is tone coded with an audio signal of 400 Hz
signal. It radiates a fan shaped beam and while descending, the aircraft checks its height and
compares it with the specified height. Any deviation in the height data indicates the Glide Slope
is not providing the designated angle. The outer marker is used as the first checkpoint, while
using the Glide Slope. Some ILS facilities do not use Outer Marker. However, such facilities
use collocated Distance Measuring Equipment along with the Glide Slope. A co-located DME
provides distance continuously from the touchdown point.
5. Middle Marker :
The Middle Marker is normally located on the extended center line at a distance of 1.5 NM.
The Middle Marker operates at a frequency of 75 MHz and is tone coded with an audio signal
of 400 Hz. It radiates a fan shaped beam and while descending the aircraft checks its height and
compares it with the specified height. Any deviation in the height data indicates that the glide
slope is not providing the designated angle. This acts as a second checkpoint while using the
Glide Slope. For a Category I operation, Middle Marker is optional whereas for Category II
operation Middle Marker is a must, as it provides the marking of the decision height‘s.
6. ILS Categories:
There are three categories of ILS which support similarly named categories of operation.
Information below is based on ICAO.
1. Category I (CAT I) –
A precision instrument approach and landing with a decision height not lower than 200 feet
(61 m) above touchdown zone elevation and with either a visibility not less than 800 meters
or 2400 ft. or a runway visual range not less than 550 meters (1,800 ft.) on a runway with
touchdown zone and runway centre line lighting.
2. Category II (CAT II) –
A precision instrument approach and landing with a decision height lower than 200 feet (61
m) above touchdown zone elevation but not lower than 100 feet (30 m), and a runway
visual range not less than 350 meters (1,150 ft.).
38

3. Category III (CAT III)
It is divided into three categories:
(i) CAT IIIA : A precision instrument approach and landing with a decision height t lower
than 30m (100ft) , or no decision height and a runway visual range not less than 200m.
(ii) Cat IIIB : A precision instrument approach and landing with decision height t lower
than 15m (50ft), or no decision height and runway visual range less than 200 m not less
than 50m.
(iii) Cat IIIC : A precision instrument approach and landing with no decision height and no
runway visual range limitations.
Figure.3.5 Instrument Landing System
39

CHAPTER 4
SYSTEM DEVELOPMENT
4.1 BASIC COMMUNICATION SYSTEM
Communication is the process of sending, receiving and processing of information by electrical
means. It started with wire telegraphy in 1840 followed by wire telephony and subsequently by
radio/wireless communication. The introduction of satellites and fiber optics has made
communication more widespread and effective with an increasing emphasis on computer based
digital data communication. In Radio communication, for transmission information/message are
first converted into electrical signals then modulated with a carrier signal of high frequency,
amplified up to a required level, converted into electromagnetic waves and radiated in the space,
with the help of antenna.
4.1.1 Transmitter
Unless the message arriving from the information source is electrical in nature, it will be
unsuitable for immediate transmission. Even then, a lot of work must be done to make such a
message suitable. This may be demonstrated in single side-band modulation, where it is
necessary to convert the incoming sound signals into electrical variations, to restrict the range
of the audio frequencies and then to compress their amplitude range. All this is done before any
modulation. In wire telephony no processing may be required, but in long-distance
communications, transmitter is required to process, and possibly encode, the incoming
information so as to make it suitable for transmission and subsequent reception.
4.1.2 Channel
The acoustic channel (i.e. shouting) is not used for long-distance communications and neither
was the visual channel until the advent of the laser. "Communications," in this context, will be
restricted to radio, wire and fiber optic channels. Also, it should be noted that the term channel
is often used to refer to the frequency range allocated to a particular service or transmission,
such as a television channel (the allowable carrier bandwidth with modulation).
40

4.1.3 Receiver
There are a great variety of receivers in communications systems, since the exact form of a
particular receiver is influenced by a great many requirements. Among the more important
requirements are the modulation system used, the operating frequency and its range and the type
of display required, which in turn depends on the destination of the intelligence received. Most
receivers do conform broadly to the super heterodyne type.
4.1.4 Frequency band and its uses in communications
Table 4.1 Radio Waves Classification
Band Name Frequency Band
Ultra Low Frequency (ULF) 3Hz - 30 Hz
Very Low Frequency (VLF) 3 kHz - 30 kHz
Low Frequency (LF) 30 kHz - 300 kHz
Medium Frequency (MF) 300 kHz - 3 MHz
High Frequency (HF) 3 MHz - 30 MHz
Very High Frequency (VHF) 30 MHz - 300 MHz
Ultra High Frequency (UHF) 300 MHz -3 GHz
Super High Frequency (SHF) 3 GHz - 30 GHz
Extra High Frequency (EHF) 30 GHz - 300 GHz
Infrared Frequency 3 THz- 30 THz
4.1.5 Equipments used at AAI with frequency range
Table 4.2 Equipments Frequency range
NAME OF THE FREQUENCY BAND USES
EQUIPMENT
NDB 200 – 450 KHz Locator, Homing & En-route
HF 3 – 30 MHz Ground to Ground/Air Com.
41

Localizer 108 – 112 MHz Instrument Landing System
VOR 108 – 117.975 MHz Terminal, Homing & En-route
VHF 117.975 – 137 MHz Ground to Air Comm.
Glide Path 328 – 336 MHz Instrument Landing System
DME 960 – 1215 MHz Measurement of Distance
UHF LINK 0.3 – 2.7 GHz Remote Control, Monitoring
RADAR 0.3 – 12 GHz Surveillance
4.2 SECURITY EQUIPMENTS USED AT AAI
This section includes about the equipments used at airports governed by Airports Authority of
India for security checkup of the passengers.
These equipments are as follows:
4.2.1 XBIS (X-RAY Baggage Inspection System)
The machine used in airports usually is based on a dual-energy X-ray system. This system has a
single X-ray source sending out X-rays, typically in the range of 140 to 160 kilovolt peak
(KVP). KVP refers to the amount of penetration an X-ray makes. The higher the KVP, the
further the X-ray penetrates.
Since different materials absorb X-rays at different levels, the image on the monitor lets
the machine operator see distinct items inside your bag. Items are typically colored on the
display monitor, based on the range of energy that passes through the object, to represent one of
three main categories:
1. Organic
2. Inorganic
3. Metal
While the colors used to signify "inorganic" and "metal" may vary between
manufacturers, all X-ray systems use shades of orange to represent "organic." This is because
most explosives are organic.
42

Machine operators are trained to look for suspicious items and not just obviously
suspicious items like guns or knives, but also anything that could be a component of an
Improvised Explosive Device (IED). Since there is no such thing as a commercially available
bomb, IEDs are the way most terrorists and hijackers gain control. An IED can be made in an
astounding variety of ways, from basic pipe bombs to sophisticated, electronically-controlled
component bombs.
While the colors used to signify "inorganic" and "metal" may vary between
most explosives are organic. Machine operators are trained to look for suspicious items -- and
not just o also anything that could be a component of an Improvised Explosive Device (IED).
Since there is no such thing as a commercially available bomb, IEDs are the way most terrorists
and hijackers gain control. An IED can be made in an astounding variety of ways, from basic
pipe bombs to sophisticated, electronically-controlled component bombs.
While the colours used to signify "inorganic" and "metal" may vary between
most explosives are organic. Machine operators are trained to look for suspicious items -- and
not just obviously suspicious items like guns or knives, but also anything that could be a
component of an Improvised Explosive Device (IED).
Figure 4.1 X-RAY Baggage Inspection System
43

2. Working Principle:
1) Nature of X-rays
X-rays are electromagnetic waves whose wavelengths range from about (0.1 to 100)x 10
-10
m. They are produced when rapidly moving electrons strike a solid target and their kinetic
energy is converted into radiation. The wavelength of the emitted radiation depends on the
energy of the electrons.
2) Production of X-Rays
There are two principal mechanisms by which x-rays are produced. The first mechanism
involves the rapid deceleration of a high-speed electron as it enters the electrical field of a
nucleus. During this process the electron is deflected and emits a photon of x-radiation. This
type of x-ray is often referred to as bremsstrahlung or "braking radiation". For a given source
of electrons, a continuous spectrum of bremsstrahlung will be produced up to the maximum
energy of the electrons.
Figure 4.2 X-RAY
4.2.2 DFMD (Door Field Metal Detectors)
Almost all airport metal detectors are based on Pulse Induction (PI). Typical PI systems use a
coil of wire on one side of the arch as the transmitter and receiver. This technology sends
powerful, short bursts (pulses) of current through the coil of wire. Each pulse generates a brief
magnetic field. When the pulse ends, the magnetic field reverses polarity and collapses very
suddenly, resulting in a sharp electrical spike. This spike lasts a few microseconds (millionths
44

of a second) and causes another current to run through the coil. This subsequent current is
called the reflected pulse and lasts only about 30 microseconds. Another pulse is then sent and
the process repeats. A typical PI-based metal detector sends about 100 pulses per second, but
the number can vary greatly based on the manufacturer and model, ranging from about 25
pulses per second to over 1,000 if a metal object passes through the metal detector, the pulse
creates an opposite magnetic field in the object.
The sampling circuit sends the tiny, weak signals that it monitors to a device call an
integrator. The integrator reads the signals from the sampling circuit, amplifying and
converting them to Direct Current (DC).The DC's voltage is connected to an audio circuit,
where it is changed into a tone that the metal detector uses to indicate that a target object has
been found. If an item is found, you are asked to remove any metal objects from your person
and step through again. If the metal detector continues to indicate the presence of metal, the
attendant uses a handheld detector, based on the same PI technology, to isolate the cause.
Figure 4.3 Door Field Metal Detectors
4.2.3 HHMD (Hand Held Metal Detectors)
These types of detector are in the hands of CRPF to check the passengers and small luggage
which he/she is carrying with him/her. These detectors allow the security staff to more
accurately locates the source of an alarm on a passenger‘s body. By moving the HHMD around
and close to a passenger‘s body, the operator can fairly accurately locate sources of metal that
45

may be on, or even in, the person‘s body. When a suspect area is located, the HHMD will
generally give off an alarm signal.
Old metal detectors worked on energy absorption principle used two coils as search
coils, these were forming two loops of a blocking oscillator. When any person carrying a
metallic object or a weapon stepped through the door carrying coils, some energy was absorbed
and the equilibrium of the blocking oscillator got disrupted. This change was converted into
audio and visual indications. Size and weight of the metallic object was determined by proper
sensitivity settings. The hand held metal detectors used the same technique. These type of metal
detectors carried various shortcomings and they have been superseded by new generation multi
zone equipments working on PI technology.
1. OPERATION
The coil is part of the oscillating circuit which operation frequency is 23.5 kHz. When a metal
object is inside the sensing area of the coil, it will effect to amplitude of the oscillating signal.
After a while the integrating control will set the amplitude a constant value.
Output of oscillator is rectified and it is connected through the filter section to comparator.
When the signal is lower than the adjusted reference level (sensitivity setting) comparator
generates alarm signal. It activates the alarm oscillator.
Figure 4.4 Hand Held Metal Detectors
46

Figure 4.5 Operation of Hand Held Metal Detectors
4.2.4 CCTV(Closed Circuit Television Camera)
Closed-circuit television (CCTV) 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, or mesh
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, casinos,
airports, military installations, and convenience stores. Video telephony is seldom called
"CCTV" but the use of video in distance education, where it is an important tool, is often so
called
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-based CCTV cameras,
some equipped with megapixel sensors, support recording directly to network-attached storage
47

devices, or internal flash for completely stand-alone operation. Surveillance of the public using
CCTV is particularly common in many areas around the world including the United Kingdom,
where there are reportedly more cameras per person than in any other country in the world.
There and elsewhere, its increasing use has triggered a debate about security versus privacy.
1. Uses:
1) Crime Prevention :
The two year-old James Bulger being led away by his killers, recorded on shopping centre
CCTV. Experiments in the UK during the 1970s and 1980s (including outdoor CCTV in
Bournemouth in 1985), led to several larger trial programs later that decade.
These were deemed successful in the government report "CCTV: Looking Out For You",
issued by the Home Office in 1994, and paved the way for a massive increase in the number of
CCTV systems installed. Today, systems cover most town and city centres, and many stations,
car-parks and estates.
A more recent analysis by North eastern University and the University of Cambridge,
"Public Area CCTV and Crime Prevention: An Updated Systematic Review and Meta-
Analysis," examined 44 different studies that collectively surveyed areas from the United
Kingdom to U.S. cities such as Cincinnati and New York. The analysis found that:
Surveillance systems were most effective in parking lots, where their use resulted in a 51%
decrease in crime.
2) Traffic Monitoring
Many cities and motorway networks have extensive traffic-monitoring systems, using closed-
circuit television to detect congestion and notice accidents. Many of these cameras however,
are owned by private companies and transmit data to drivers' GPS systems.
The UK Highways Agency has a publicly owned CCTV network of over 1,200 cameras
covering the English motorway and trunk road network. These cameras are primarily used to
monitor traffic conditions and are not used as speed cameras. With the addition of fixed
cameras for the Active Traffic Management system, the number of cameras on the Highways
Agency's CCTV network is likely to increase significantly over the next few years.
48

The London congestion charge is enforced by cameras positioned at the boundaries of and
inside the congestion charge zone, which automatically read the licence plates of cars. If the
driver does not pay the charge then a fine will be imposed. Similar systems are being developed
as a means of locating cars reported stolen.
Figure 4.6 Closed Circuit Television Camera
4.2.5 ETD (Explosive Trace Detector)
Explosives Trace Detectors (ETD) are security equipment able to detect explosives of small
magnitude. The detection can be done by sniffing vapors as in an explosive vapor detector or
by sampling traces of particulates or by utilizing both methods depending on the scenario. Most
explosive detectors in the market today can detect both vapors and particles of explosives.
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.
1. Characteristics:
1) Sensitivity
Sensitivity is defined as the lowest amount of explosive matter a detector can detect reliably. It
is expressed in terms of Nano-Grams (NG), Pico-Grams (PG) or Femto-Grams (FG) with fg
being better than pg better than ng. It can also be expressed in terms of Parts Per Billion (PPB),
Parts Per Trillion (PPT) or Parts Per Quadrillion (PPQ).
Sensitivity is important because most explosives have a very low vapor pressure and give
out very little vapor. The detector with the highest sensitivity will be the best in detecting
vapors of explosives reliably.
49

1) Light weight
Portable explosive detectors need to be as light weight as possible to allow users to not fatigue
when holding them. Also, light weight detectors can easily be placed on top of robots.
2) Size
Portable explosive detectors need to be as small as possible to allow for sensing of explosives
in hard to reach places like under a car or an inside a trash bin.
4.3 AUTOMATION
This unit is mainly concerned with the regulation of the system. It is a centralized system in
which various workstations and units like AMSS, MET, RADAR, tower section etc. are
connected. It is therefore also called as the, ‗Centralized System of Maintenance‘.
4.3.1 Introduction
It is specifically an end user application in which different sections are connected to this
unit using an Ethernet LAN, which employs a star topology.
It receives data from different sections, e.g. from AMSS it receives the data inputs about
different stations, airports, flight plans etc., from MET it receives data such as the weather
forecast, climatic conditions etc. All data of this unit are stored into its ‗Servers‘, which are
also connected through a LAN.
It monitors as well as is concerned with the operational section of this unit. It is basically
categorized into two main parts viz. maintenance and operation.
1. Maintenance
This is basically a ‗Supervisory Unit‘, which monitors the actual status of various sections
connected to the centralized system.
The status of various units connected is displayed on a computer monitor called as
―Control Monitor Display (CMD) .‖
It monitors the actual status of different peripherals connected to the system e.g. if there
is a breakdown of any particular section of any of the section is switched OFF, then the
corresponding status of that unit will be indicated on the CMD.
50

Onto the CMD screen, various sections are shown in the form of different blocks. These
blocks turn red when any of the section turns non-functional.
4.3.2 AUTOMATION SYSTEM OVERVIEW
The Automation System is comprised of the following functional subsystems. Refer to your
―Interconnection Diagram found in the appendix of this document for your specific‖
configuration.
1. Radar Data Processing System (RDPS)
Receives and processes radar data information from various radar sites.
2. Flight Data Processing System (FDPS)
Processes information associated with flight plan data based on information received from
internal or external sources and makes it accessible by the various Air Traffic Control (ATC)
working positions including the Flight Data Display (FDD).
3. Communications Gateway Processor / Aeronautical Information System (CGP/AIS)
Subsystem which provides the interface to the Controller Pilot Data Link Communications as
well as AFTN.
4. Data Recording Facility (DRF)
Provides capability to record and replay ATC data from all subsystems on the local area
network (LAN) including operator actions at each controller working position.
5. Data Management System (DMS)
Provides capability to perform adaptation changes and downloads of new software releases.
6. Supervisor Working Position
Consists of a Situation Data Display (SDD) and Control and Monitoring Display / Flight Data
Display / Aeronautical Information Display (CMD/FDD/AID). It provides a centralized point
of control for all the system management related actions and maintenance operations.
SDD displays track and flight data received from Radar Data Processing System
(RDPS). CMD provides an integrated capability for control and monitoring of the automation
components and radar interfaces.
7. Controller Working Position
51

Consists of an SDD and either an FDD/AID or an FDD/AID/DLD and an FDD/DLD. Together
these positions are used to control aircraft that enter its assigned area of jurisdiction and
monitors aircraft flight plan progress.
8. Voice Processing Facility (VPF)
This is an optional component. The VPF digitizes analog audio from the Voice Communication
Control System (VCCS). This audio is typically ATC radio or telephone communications sent
through a main distribution frame (MDF) to the VPF and then recorded by the DRF.
4.3.3 AUTOMATION SYSTEM DESCRIPTION
This chapter describes the functions performed by the subsystems that comprise the
Automation System. Each section includes a block diagram of each subsystem's hardware, a
brief description of the hardware and associated interfaces, and an overview of the executable
software.
Critical processing systems such as RDPS, FDPS, and DRF have redundant processors
to eliminate the chance of a single point of failure disrupting critical Air Traffic Control (ATC)
functions. All processing systems are interconnected via a dual 100BaseT/1000BaseT Ethernet
LAN. An optional third LAN is available to provide Direct Radar Access. The Automation
System comprises of the following functional subsystems:
1. Local Area Network (LAN)
2. Time Reference System (TRS)
5. Data Recording Facility (DRF)
6. Operational Controller Position
7. Tower Position
8. Control And Monitoring Display (CMD)
9. Supervisor Position
1. Local Area Network (LAN)
The LAN connects all of the servers and workstations so that information can be shared by all.
52

In these LANs are designated LAN A and LAN B. LAN A and LAN B connect to all servers
and workstations. Additionally, the option for a third LAN, LAN C, exists. This LAN connects
only to the Direct Radar Access (DRA) subsystem and all Situation Data Displays (SDD). In
the event that both LAN A and LAN B fail this LAN C provides the minimum necessary
information to continue operations until either of LAN A or LAN B become available again.
2. Time Reference System (TRS)
A Global Positioning Satellite (GPS) based time reference system provides precision timing
information to the Automation System. TRS typically consists of an antenna, receiver, and a
time and frequency processor module at each server, inputting the timing signal.
The antenna picks up the GPS signal, which is then passed on to the receiver via a
coaxial cable. The receiver puts out an IRIG-B signal, which is sent to the time and frequency
processor module in each of the Radar Data Processing Systems (RDPS). These establish
timing for the Automation System.
The main purpose of the RDPS is to process radar data. This includes returns consisting of both
Primary Surveillance Radar (PSR) and Secondary Surveillance Radar (SSR) track data from
detected aircraft. The Radar Data Processor (RDP) filters this data and provides it to the
tracking function, which uses the radar data to update the track data maintained on each aircraft.
The principal outputs of the RDPS are target track and flight plan data, which the RDPS
supplies to the Situation Data Displays (SDDs) via the LAN. The RDPS also generates status
information and reports for display at the Control and Monitoring Display (CMD) and makes
data available for recording at the Data Recording Facility (DRF)
The RDPS provides redundancy with an active and standby Radar Data Processor
(RDP); each equipped with its own set of radar interfaces. In the event of failure of the active
RDP, the standby RDP will automatically assume the active functions. The System Monitoring
and Control (SMC) software monitors the health of the RDPS and upon detection of a failure of
the active subsystem, causes a switchover to occur.
The main purpose of the FDPS is to create and update flight plans based on information
received from external sources. These external sources of data include inputs from Flight Data
53

Display (FDD) positions and Air Traffic Services (ATS) messages received via the
Aeronautical Fixed Telecommunications Network (AFTN) interface.
In addition, the FDPS is capable of analyzing flight plan routes, performing flight plan
conversion, calculating flight trajectory and estimated times, determining flight plan status,
validating flight plans, displaying and/or printing flight plan data, providing automatic and
manual Secondary Surveillance Radar (SSR) code allocation, processing Meteorological (MET)
data, and automatically updating flight plans based on Estimated Time Over (ETO) provided
from the Radar Data Processor (RDP).
The FDPS provides redundancy with an active and standby Flight Data Processor (FDP).
In normal operation, one FDP is active and the other is in standby. In the event of failure of the
active FDP, the standby FDP will automatically assume the active functions. The System
Monitoring and Control (SMC) software monitors the health of the FDPS and upon detection of
a failure of the active subsystem, causes a switchover to occur.
4.4 AMSS (Aeronautical Message Switching System)
The AMSS is a computer based system, centred 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.
4.4.1 INTRODUCTION
AMSS is an acronym for Automatic Message Switching System. It has four major areas:
1. System
2. Switching
3. Messages
4. Automation
1. System: AMSS is a dual architecture computer based system which consists of few servers
and workstations which are linked to each other over a local area network as well as other
equipment/devices for data communication.
54

2. Messages: AMSS is mainly for exchange of AFTN messages, but at the same time AMSS
can handle some non-AFTN messages like AMS messages (formally known as
HFRT/Radio messages).
3. Switching: AMSS receives the messages from the terminals connected via other switches,
and after analyzing, stores the messages as well as automatically retransmits the messages
to their destination. During the above process it uses switching system, which allows on
demand basis the connection of any combination of source and sink stations.
AFTN switching system can be classified into three major categories:
1) Line Switching
2) Message Switching
3) Packet Switching
4) Automation
So far as automation is considered for any system, it could be achieved by means of mechanical
devices like relay etc. and/or application software design as per requirement.
In Electronics Corporation of India Limited (ECIL) AMSS, maximum features of automation
like message switching, analyzing, storing, periodical statistics etc. are taken care of by AMSS
software and few means of mechanical system.
4.4.2 HARDWARE CONFIGURATION
AMSS consists of three major components:
1. Core System
2. Recording System
3. User‗s Terminal
1. Core System: It incorporates communication adapters, protocols/suites, routing and
gateway facilities. The core system is composed of two identical computer machines
(known as AMSS main servers) which run in an operational/hot standby combination. Both
units supervise each other‗s software and hardware. In case of software/hardware failure of
the operational unit, the hot standby unit is activated automatically so that it can take over
immediately without loss of data. The core system also includes remote communication
55

adaptors, multiplexers and one/two computer(s), known as communication servers, to avail
the communication gateway facilities (if any).
2. Recording System: It has two identical mass data storage devices for storing of all
incoming and outgoing AFTN messages. It also has two identical mirrored Database servers
which are operated in parallel.The mirroring between the two database servers is performed
in the background to store specified type messages like NOTAM, MET, ATC, HFRT, with
no effect on the regular operation.
3. User’s Terminals: It is the interface between user and the system with capability for
uniform administration and monitoring facilities for all system components, networks and
data as well as exchange of data as per requirement of users vide different type application
software. Any number of user terminals (maximum 60) can be installed and used
simultaneously.
Figure 4.7 User Terminal
4.5 AERONAUTICAL INFORMATION SERVICE
AIS is responsible for collection, collation, editing and publishing of the aeronautical
information for used by all types of aircraft operations as specified by ICAO.
56

4.5.1 Introduction
One of the main functions of AIS is to provide an exchange aeronautical information with the
AIS of other states. It‘s other functions include establishing NOTAM office for reception,
monitoring an issuance of NOTAM to and from other states, provide pre-flight information
service prepare Aeronautical Information Publication (AIP) and its amendment service, prepare
AIP supplement and prepare Aeronautical Information Circular (AIC).
The objective of AIS is to provide information, necessary for the safety, regularity,
economy and efficiency of air navigation. Such information must be adequate, accurate and
timely updated.
Pilots are the primary users of AIS. The secondary category of users includes those
engaged in airline operational chart and document producing agencies.
4.5.2 AUTOMATED SELF BRIEFING SYSTEM (ASBS)
It is the part of AIS to provide Automated Aeronautical Information Services to the users. The
provision of daily Pre-flight Information Bulletin (PIB) is of primary significance in self-
briefing service. Essentially an automated AIS system should be capable of providing a more
flexible PIB service by tailoring its automation process to cater a wider spectrum of users.
4.5.3 FLIGHT PLAN
Flight plan information uploaded on the system database and these are generated automatically
every day at the scheduled time. The Airport Authority of India has launched a new website for
online filing of flight plans. The concerned authorities responsible for the flight now can
register their flight plans directly from anywhere, anytime.
57

Figure 4.8 FLIGHT PLAN
The main information provided in the flight plan is as follows:
1. 7 letter Aircraft Identification Code
2. Flight Rules - I (IFR), V (VFR) or Y (Both)
3. Type of Flight – N (Non Scheduled), S (Scheduled) or M (Military)
4. Number – Denotes number of aircraft (1 for normal flights, more for formation flights)
58

5. Type of Aircraft – Boeing (B737), Airbus (A320, A380), ATR flights (AT72), etc.
6. Wake/Turbulence Category – L (Light, less than 7000Kg), M(Medium, 7000-136000Kg) or
H(Heavy, greater than 136000Kg)
7. Equipment – N (NDB), V (DVOR), I (ILS), etc.
8. Departure Aerodrome (4 letter Airport Identification Code)
9. Time – Time of departure in GMT
10. Cruising Speed (expressed in Nautical Miles per hour)
11. Level – Denotes flight level or the altitude
12. Route – The full route from source to destination, via all the major airports
13. Destination Aerodrome (4 letter Airport Identification Code)
14. Estimated time to reach destination aerodrome
15. 1st alternate aerodrome
16. 2nd alternate aerodrome
Some other important information is also filled up, but it is flight specific and relays
miscellaneous information about the aircraft. This flight plan is checked and verified by Comm.
Briefing department and then the aircraft becomes authorized to take-off.
The figure above shows the International Flight Plan registration form. Any form of
aircraft, be it commercial, defense, or private, has to file a flight plan to the ATC almost 24
hours and at least 2 hours before flight take-off.
4.6 AERONAUTICAL FIXED TELECOMMUNICATION NETWORK
The Aeronautical Fixed Telecommunication Network (AFTN) is a worldwide system of
aeronautical fixed circuits provided, as part of the Aeronautical Fixed Service, for the exchange
of messages and/or digital data between aeronautical fixed stations having the same or
compatible communications characteristics. AFTN comprises aviation entities including: ANS
(Air Navigation Services) providers, aviation service providers, airport authorities and
government agencies, to name a few. It exchanges vital information for aircraft operations such
as distress messages, urgency messages, flight safety messages, meteorological messages, flight
regularity messages and aeronautical administrative messages.
59

1. AFTN Station address format
An AFTN address is an eight-letter-group composed of a four-letter ICAO Location Indicator
plus a three-letter-group identifying an organization or service addressed and an additional
letter. The additional letter represents a department, division or process within the
organization/function addressed. The letter X is used to complete the address when an explicit
identification of the department, division or process is not required. For instance: LEBBYNYX.
The four-letter Location Indicators are listed in ICAO Doc 7910 — Location Indicators. The
three-letter designators are listed in ICAO Doc 8585 — Designators for Aircraft Operating
Agencies, Aeronautical Authorities and Services.
Every location (airport or other facility) with a connection to the Aeronautical Fixed
Service is assigned a unique four letter code (the aeronautical location indicator) by ICAO. The
first letter or two letters indicate the country and the remaining two or three letters the specific
location. For instance the letter K is the first letter of the four letter ICAO address location
within the continental United States. The first letter for a Canadian aerodrome, or airport
address, begins with the letter C. Southern Europe codes begin with L, and specifically codes in
Spain with LE. For example New York's John F. Kennedy airport is KJFK while Goose Bay
Canada's airport is identified as CYYR and Bilbao in Spain as LEBB. Some irregular four-
letter codes, not assigned by ICAO, do exist and appear usually in meteorological reports.
Examples for some common three-letter-groups used in AFTN addresses in order to identify an
organization or service:
Table no. 4.3 Station address format
Facility code refers to
YFYX "AFTN Office"
ZTZX "Control tower"
ZPZX "ATS Reporting Office"
ZQZX "Area Control Center"
YNYX "Notam Office"
60

YDYX "Airport Manager"
YZYX "Met Data Bank"
YMYX "Local Met Office"
ZRZA "Radar Approach"
Therefore the address LEBBYNYX indicates the NOTAM office of Bilbao Airport, Spain.
2. Message Categories
Via the AFTN the following message categories are submitted:
1) Distress messages
2) Urgency messages
3) Flight safety messages
4) Meteorological messages
5) Flight regularity messages
6) Aeronautical information services (AIS) messages
7) Aeronautical administrative messages
8) Service messages
3. Priority Indicators
Priority Indicators consist of two letters SS, DD, FF, GG and KK. They are assigned
depending on the messages category as follows:
1) Priority Indicator SS for Distress Messages.
2) Priority Indicator DD for Urgency Messages.
3) Priority Indicator FF for Flight Safety Messages.
4) Priority Indicator GG for Meteorological Messages, Flight Regularity Messages and
Aeronautical Information Services Messages.
5) Priority Indicator KK for Aeronautical Administrative Messages.
6) Priority Indicator used for Service Messages are assigned as considered appropriate by the
originator, but most likely KK is used.
61

CHAPTER 5
CONCLUSION
The training involved theoretical study about the navigational aids, communication and security
system used at airport and how they work apart from the practical visualization and handling of
the equipments associated with it.
In this report I have tried to give an overview of the COMMUNICATION,
NAVIGATION & SURVEILLANCE system. Communication system is categorized into two
parts air to ground communication and ground to ground communication. Navigation is the
ART of determining the position of an aircraft over earth‘s surface and guiding its process from
one place to another. To accomplish this ART some sort of aids are required by the pilots,
called the navigational aids. These navigational aids include ILS, DME, DVOR.
On this training I learnt some other units of AAI in which some of the units are
AIS, COMMUNICATION SYSTEM, AUTOMATION, AFTN, AMSS, and
AERONAUTICAL INFORMATION SERVICE.
The training provided a very new experience of working in an organization and to
understand the work culture and ethics.
It also provided a strong base by supplementing the theoretical knowledge with practical
exposure to make me ready for working in such an organization.
62

REFERENCES
[1] “Jaipur Airport”https://en.wikipedia.org/wiki/Jaipur_International_Airport
[2] “Airport Authority of India”,
https://en.wikipedia.org/wiki/Airports_Authority_of_India
[3] “AAI Home”, http://www.aai.aero/public_notices/aaisite_test/main_new.jsp
[4] “Air traffic management”,
http://www.aai.aero/public_notices/aaisite_test/airtraffic_management.jsp
[5] “Executives”,
www.bloomberg.com/research/stocks/private/people.asp?privcapId...
[6] “EHR Software”, www.joshtechnology.com
[7] “CNS”,http://www.aai.aero/public_notices/aaisite_test/commun_nav_surv.jsp
[8] “Airport Security”https://en.wikipedia.org/wiki/Airport_security
[9] “Metal Detector”, en.wikipedia.org/wiki/Metal detector
63

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