INTRODUCTION

HISTORY
The Airports Authority of India (AAI) is an organization working under the
Ministry of Civil Aviation that manages all the airports in India. It was formed
under the act of parliament(AIRPORTS AUTHORITY OF INDIA ACT 1994)
by merging the
INTERNATIONAL AIRPORTS AUTHORITY OF INDIA and
NATIONAL AIRPORTS AUTHORITY with a view to accelerate the integrated
development, expansion and modernization of the air traffic services,
passenger terminals, operational areas and cargo facilities at the airports in
the country.
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.

FUNCTIONS
To control and manage the entire Indian airspace (excluding the
special user airspace) extending beyond the territorial limits of
the country, as accepted by ICAO.
Provisioning of Communication and Navigational aids viz. ILS,
DVOR, DME, Radar, etc.
To Design, Construct, Operate and Maintain International
Airports, Domestic Airports, Civil Enclaves at Defence Airports.
Development and Management of International Cargo Terminals.
Provisioning of Passenger Facilitation and Information System.
Expansion and Strengthening of Operational areas viz. Runways,
Apron, Taxiways, etc.
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 Provisioning of Visual Aids.

AAI TODAY
AAI manages 126 airports, which include 11 international airports, 89
domestic airports and 26 civil enclaves at Defense airfields. AAI also
provides Air Traffic Management Services 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.
All major air-routes over Indian landmass are Radar covered (24 Radar
installations at 11 locations) along with VOR/DVOR coverage (72
installations) co-located with Distance Measuring Equipment (71
installations), 39 runways provided with ILS installations with Night
Landing Facilities at 36 airports and Automatic Message Switching
System at 15 airports.
AAI's successful implementation of Automatic Dependence Surveillance
system, using indigenous technology, at Calcutta and Chennai Air Traffic
Control Centers, gave India the distinction of being the first country to use
this advanced technology in the South East Asian region enabling effective
Air Traffic Control over oceanic areas using satellite mode of communication.
Use of remote controlled VHF coverage, along with satellite communication
links, has given added strength to our Air Traffic Management System.
During the first year of the millennium, AAI endeavors to make its operations
more transparent and the availability of instantaneous information to
customers by deploying state-of-art Information Technology

INTERNATIONAL CIVIL AVIATION ORGANISATION (ICAO)

The International Civil Aviation Organization (ICAO), an agency of the United
Nations, codifies the principles and techniques of international air navigation
and fosters the planning and development of international air transport to
ensure safe and orderly growth. Its headquarters are located in the Quartier
International of Montreal, Canada.

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The ICAO Council adopts standards and recommended practices concerning

air navigation, its infrastructure, Flight inspection, prevention of unlawful
interference, and facilitation of border-crossing procedures for international
civil aviation. In addition, the ICAO defines the protocols for air accident
investigation followed by transport safety authorities in countries signatory
to the Convention on International Civil Aviation, commonly known as the
Chicago Convention.

INDIAN AIRPORTS
There are 449 airports/airstrips in the country. Among these, the AAI owns
and manages 5 international airports, 87 domestic airports and 28 civil
enclaves at defense airfields and provides air traffic services over the entire
Indian airspace and adjoining oceanic areas.
AIRPORT CLASSIFICATION
Airports are presently classified in the following manner:
International Airports: - These are declared as international airports
and are
available for scheduled international operations by Indian
and foreign carriers. Presently, Mumbai, Delhi, Chennai, Calcutta and
Thiruvananthapuram are in this category.
Domestic Airports:
Customs Airports with limited international operations: These have customs and immigration facilities for limited
international operations by national carriers and for foreign
tourist and cargo charter flights. These include Bangalore (CE),
Hyderabad, Ahmedabad, Calicut, Goa (CE), Varanasi, Patna, Agra
(CE), Jaipur, Amritsar, Tiruchirapally, Coimbatore, Lucknow.
(CE - Civil Enclave)

Model Airports:- These domestic airports have

minimum runway length of 7500 feet and
adequate terminal capacity (400 passengers or
more) to handle Airbus 320 type of aircraft. These
can cater to limited international traffic also, if
required. These include Bhubaneswar, Guwahati,
Nagpur, Vadodara, Imphal and Indore. Rest 6 Nos.
of airports, developed under Model Airports
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concept has graduated to the classification of

Customs Airports, given above.

Other Domestic Airports:- All other 71 domestic

airports are covered in this category.

Civil Enclaves in Defense Airport:- There are 28

civil enclaves in Defense airfields. Twenty civil
enclaves are in operation.

ABOUT THE DELHI AIRPORT

After its privatization the Delhi airport was handed over to the GMR group.
At present the DIAL (Delhi International Airport Ltd.) is responsible for its
maintenance. The DIAL group is undertaking many modernization projects to
help it to enter the league the most technologically advanced airports of the
world. Most of these modernization projects are being done with a view to
enhance passenger convenience.
The AAI holds 26% shares in the DIAL. Every building and each terminal in
the Airport complex is owned by DIAL except for the ATS building which
maintained by the government or the contracting state of the UN. DIAL
receives all the landing and parking charges whereas AAI receives all the
RNFC (Route Navigation Facilities Charges).
All the equipments installed in an airport depend primarily on the
geographical features of the location. Delhi does not face any adverse
weather conditions and lies in the great northern plains region of India. But
at the same time it faces extreme foggy conditions during the winter season
which reduce the visibly to almost zero which in turn makes landing
extremely difficult. Hence to cater to this problem the Delhi airport is
equipped with ILS Cat 3(Instrument Landing System Category 3) which
enables landing even at zero visibility conditions
REVENUE
Most of AAI's revenue is generated from landing/parking fees and fees
collected by providing Air Traffic Control services to aircraft over the Indian
airspace. Only 16 of the 126 airfields operated by the AAI are profitable while

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the other airports incur heavy losses due to under utilization and poor
management.
PRIVATISATION OF AIRPORTS
The AAI was involved in a tussle with the Ministry of Civil Aviation over the
issue of privatization of its two most profitable airports, Delhi Airport and
Mumbai Airport. The Government of India handed over these two airports to
private companies for the purpose of modernization in 2006. The
privatization for Mumbai has been handed to GVK Group and for Delhi to the
GMR Group. The airports which have been privatized are :

Cochin- Cochin International Airport

Bangalore Bengaluru International Airport
Delhi Indira Gandhi International Airport
Hyderabad- Rajiv Gandhi International Airport
Mumbai- Chhatrapati Shivaji International Airport

ORGANISATION

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AIR TRAFFIC CONTROL

Air traffic control (ATC) is a service provided by ground-based controllers who
direct aircraft on the ground and in the air. The primary purpose of ATC
systems worldwide is to separate aircraft to prevent collisions, to organize
and expedite the flow of traffic, and to provide information and other support
for pilots when able. In some countries, ATC may also play a security or
defense role (as in the United States), or be run entirely by the military (as in
Brazil).
In addition to its primary function, the ATC can provide additional services
such as providing information to pilots, weather and navigation information
and NOTAMs (Notices to Airmen).
In many countries, ATC services are provided throughout the majority of
airspace, and its services are available to all users (private, military, and
commercial).

AIRSPACE
Airspace means the portion of the atmosphere controlled by a particular
country on top of its territory and territorial waters or, more generally, any
specific three-dimensional portion of the atmosphere.
Controlled airspace exists where it is deemed necessary that air
traffic
control has some form of positive executive control over aircraft
flying that airspace
Uncontrolled airspace is airspace in which air traffic control does
not
exert any executive authority, although it may act in an advisory
manner.

Airspace may be further subdivided into a variety of areas and zones,

including zones where there are either restrictions on flying activities
or complete prohibition of flying activities.

HISTORY OF AIR TRAFFIC CONTROL

In 1919, the International Commission for Air Navigation (ICAN) was created
to develop General Rules for Air Traffic. Its rules and procedures were applied
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in most countries where aircraft operated. The United States did not sign the
ICAN Convention, but later developed its own set of air traffic rules after
passage of the Air Commerce Act of 1926. This legislation authorized the
Department of Commerce to establish air traffic rules for the navigation,
protection, and identification of aircraft, including rules as to safe altitudes of
flight and rules for the prevention of collisions between vessels and aircraft.
As more aircraft were fitted for radio communication, radio-equipped airport
traffic control towers began to replace the flagmen.
Increases in the number of flights created a need for ATC that was not just
confined to airport areas but also extended out along the airways. In the
subsequent years many organizations were established with a view to
provide air traffic services in various regions. But all these organizations
constituted in different regions and countries worked independent of each
other which made air transportation extremely unmanageable especially for
international flights. Hence, the need of the hour was an international
organization which would lay standard specifications for international civil
aviation. Hence the INTERNATIONAL CIVIL AVIATION ORGANISATION
was constituted.

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.
AIR TRAFFIC MANAGEMENT
An information service and alerting service are the basic levels of air traffic
service, providing information pertinent to the safe and efficient conduct of
flights and alerting the relevant authorities should an aircraft be in distress.
These are available to all aircraft through an FIR.
FLIGHT INFORMATION REGION (FIR)
The airspace of the world has been divided into homogeneous regions called
FIRs. A Flight Information Region (FIR) is an aviation term used to
describe airspace with specific dimensions, in which a Flight Information
Service and an alerting service are provided. It is the largest regular division
of airspace in use in the world today.
Any portion of the atmosphere belongs to some specific FIR. Smaller
countries' airspace is encompassed by a single FIR, larger countries' airspace
is subdivided into a number of regional FIRs. Some FIRs may encompass the
territorial airspace of several countries. Oceanic airspace is divided into
Oceanic Information Regions and delegated to a controlling authority
bordering that region. The division among authorities is done by international
agreement through ICAO. There is no standard size for FIRs, it is a matter for
administrative convenience of the country concerned.
The FIR is responsible for providing air traffic services to all the flights that
are:

Entering (overhead)
Leaving (overhead)
Taking off
Landing

In India there are five such FIRs namely:

Delhi
Mumbai
Chennai
Calcutta
Guwahati

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The region of airspace over which an FIR is responsible for providing air
traffic services is broadly classified as:

Area
Approach
Tower
An FIR may include many airports within itself. For example the Delhi FIR
includes Jaipur, Varanasi, Nagpur, Amritsar airports etc. The Delhi airport is
connected to all these stations through various media links to enable the
effective management of air traffic services in the Delhi FIR.

ATS ORGANISATION
AIR TRAFFIC MGT.

AIR
TRAFFIC
CONTROL

CNS

COMMU
NICATIO
N

NAVIG
ATION

HFRT,AI
S,NOTA
M,
AMSS,
VHF,AS
BS

ILS, VOR,
DME
,NDB

SURVE
ILLAN
CE

FLIGHT
CONTR
OL

PRIMARY
AND
SECONDA
RY RADAR

AREA
CONTR
OL

AERODRO
ME
CONTROL

SURFACE
MVMENT
CONTRO
L

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AIR TRAFFIC MANAGEMENT

It can be broadly categorized as
CNS
ATC
CNS
Communication, navigation and surveillance which are the three
basic facilities which aid civil aviation. Thus, CNS are the building blocks
of ATM.
COMMUNICATION is a process of transferring
information
from
one
source
to
another.
Communication is commonly defined as "the
imparting or interchange of thoughts, opinions, or
information
by
speech,
writing,
or
signs".
Communication can be perceived as a two-way
process. But in civil aviation it is one-way process. At
any time either the controller can speak or the pilot
can speak.

COMMUNICATION in civil aviation can be further classified as :

Ground to ground: This enables various stations in the AFTN
(aeronautical fixed telecommunications network) to communicate via
low or high speed links. Various messages containing important
information are exchanged. The communication is based on store and
forward principle.
Ground to Air: This includes all the communication between the
controllers and the pilot. It may include voice communication or DATIS
or any other form of messages. Ground to Air communication generally
uses either VHF of HF frequencies. Communication takes place through
transmitters and receivers installed o the ground as well as on board
the aircraft. VHF and HF are used for voice communication. VHF
transmitters have short range while HF can be used for communicating
over long distances.
Air to Air: This may include communication between the pilots of two
aircrafts in the air. Such type of communication also uses VHF and HF
frequencies.
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 NAVIGATION is the process of reading, and

controlling the movement of a craft or vehicle from
one place to another. It is also the term of art used
for the specialized knowledge used by navigators to
perform navigation tasks. Navigation in civil aviation
was earlier accomplished by means of various
equipments such as NDB, ILS, DVOR, DME.
NDB is the oldest known navigational toll. It works on the basic
principle of the magnetic compass. Nowadays, advanced equipments
such as the VOR and DME are used as navigational aids.
DVOR is the directional very high frequency omni radio range which
measures the azimuth angle with respect to the north. It radiated lines
across 360 deg each of which are spaced 1 deg apart. There may be
several VORs installed in an FIR. When an aircraft comes overhead a
VOR it gives the pilot the direction it must move in order to reach the
next VOR on the air route to its destination.
ILS is the instrument landing system which helps the aircraft to land
safely. DME gives the slant distance of the aircraft.
SURVEILLANCE is the monitoring of the behavior of a
person or group of people, often in a surreptitious manner.
The word surveillance is commonly used to describe
observation from a distance by means of electronic
equipment. In civil aviation surveillance equipment is
installed in each airport to monitor the movement of all the
aircrafts within its region of operation. Primary and
secondary radar are used to aid surveillance in civil
aviation.

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VHF UNIT

Communication is the process of sending, receiving and

processing of information by electrical means. 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. For
reception these electromagnetic waves received by the
antenna, converted into electrical signals, amplified,
detected and reproduced in the original form of
information/message with the help of speaker.

Frequency band and its uses in

communications
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

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Medium Frequency (MF)

High Frequency (HF)

300 kHz - 3 MHz

3 MHz -

30 MHz

Very High Frequency (VHF)

30 MHz - 300 MHz

Ultra High Frequency (UHF)

300 MHz -3 GHz

Super High Frequency

(SHF)
Extra High Frequency
(EHF)
Infrared Frequency

3 GHz -

30 GHz

30 GHz - 300 GHz

3 THz-

30 THz

Frequency BanD
Name Of The
Equipment
NDB

200 450 KHz

HF

3 30 MHz

Localizer

108 112 MHz

VOR

108 117.975 MHz

VHF

117.975 137 MHz

Glide Path

328 336 MHz

DME

960 1215 MHz

UHF LINK

0.3 2.7 GHz

RADAR

0.3 12 GHz
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The allocated frequency range for VHF communication is 108-156 MHz. Of

this, AAI operates in the range of 117.975-136 MHzs. Each airport
operational under AAI has been designated a frequency range. This division
is termed as horizontal division. The Safdarjung Airport communicates at
122.3 MHz
The administration of the Indian Air Space is divided into Flight Information
Regions (FIRs). There are four major FIRs New Delhi, Kolkata, Chennai and
Mumbai. Each of the FIRs extends till about 200 nautical miles.
Administration within these 200 nautical miles is also subdivided into Area,
Approach and Tower Control. Maximum catering of Air Traffic is in Approach
Region.

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Each subdivision sends signals at a particular frequency to avoid any kind of

interference. In the Approach subdivision, the aircraft is placed in different
Air Flight levels to avoid any clash. Hence, approach needs more frequencies.
In order to have an uninterrupted communication, each level is allocated
multiple frequencies, to be used as standby.
Two basic equipments required for VHF communication:
a) Transmitter
b) Receiver
The transmitter and receiver consist of two tuned circuits each, all four tuned
to the same frequency.

Transmitter:

The transmitter is an electronic device, which usually with the aid of the
antenna propagates an electromagnetic signal. A normal radio frequency
transmitter uses a balanced modulator.
In a balanced modulator, a signal is modulated using two carriers that are
180 degrees out of phase. The resulting signals are then combined in such a
way that the carrier components cancel, leaving a DSB-SC (double sideband,
suppressed carrier) signal.
A balanced modulator is a device that modifies a signal; usually in the form
of amplitude modulated (AM) radio signal. It takes the original signal that has
both sidebands and a carrier signal, and then modulates it so that only the
sideband signals come through the output of the balanced modulator. This
creates a balanced signal, as there is less noise because the carrier signal
has been removed.
Amplitude modulation is a way for a signal to be transmitted over distances.
It is the most commonly modified signal for use with a balanced modulator.
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Understanding how it works will demonstrate how a balanced modulator

works. The AM signal is originally sent with a carrier signal in the form of a
wave. The wave is then modulated, or changed, by an audio signal that is
also in the form of a wave. This produces a signal that has the original carrier
signal plus two bands, one on top of the original signal and one on the
bottom. These are referred to as sidebands and are exact copies of each
other. A signal like this is called a double-sideband amplitude modulated
(DSB-AM) signal.
The sidebands, because they were modified by the originating audio
waveform, are the signals responsible for carrying the information that is
being transmitted. Once modulated, the carrier signal doesnt serve a real
practical purpose anymore, and it only shows that a signal is being sent. It
does, however, take up a larger chunk of power than the two sideband
signals, and also creates a less-clear signal.
To remedy, or modulate, this situation, a balanced modulator would be used.
The balanced modulator removes or suppresses the carrier signal, so that
only the two sideband signals remain. The signal that remains now has
several times more power because the carrier signal is not there to drain it
away. This type of signal is referred to as double-sideband suppressed-carrier
(DSBSC). In addition to being more powerful, the signal is also cleaner as it
has less signal noise, which the carrier signal can often create.
At some point, a DSBSC signal needs to have its carrier signal regenerated.
This will allow for the signal to be put back into its original form for reception.
In the case of an AM signal, it allows the signal to be received on the proper
frequency and be heard. This can be taken care of by a device such as a beat
frequency oscillator.

Receiver:

The receiver units used for the radio communication purposes of AAI
typically use a Super heterodyne Receiver.
In electronics, a *super heterodyne receiver*(sometimes shortened to
*superhet*) uses frequency mixing or heterodyning to convert a received
signal to a fixed intermediate frequency , which can be more conveniently
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processed than the original radio carrier frequency. Virtually all modern radio
and television receivers use the superheterodyne principle.
The principle of operation of the superheterodyne receiver depends on the
use of heterodyning or frequency mixing . The signal from the antenna is
filtered sufficiently at least to reject the "image frequency and possibly
amplified. A local oscillator in the receiver produces a sine wave which
mixes with that signal, shifting it to a specific intermediate frequency (IF),
usually a lower frequency. The If signal is itself filtered and amplified and
possibly processed in additional ways. The demodulator uses the IF signals
rather than the original radio frequency to recreate a copy of the original
modulation (such as audio).
The following essential elements are common to all superhet circuits: a
receiving antenna , a tuned stage which may optionally contain amplification
(RF amplifier), a variable frequency local oscillator , a frequency mixer , a
band pass filter and intermediate frequency
(IF) amplifier, and a
demodulator plus additional circuitry to amplify or process the original audio
signal (or other transmitted information).
To receive a radio signal, a suitable antenna is required. This is often built
into a receiver; especially in the case of AM broadcast band radios. The
output of the antenna may be very small, often only a few micro volts. The
signal from the antenna is tuned and may be amplified in a so-called radio
frequency (RF) amplifier, although this stage is often omitted. One or more
tuned circuits at this stage block frequencies which are far removed from the
intended reception frequency. In order to tune the receiver to a particular
station, the frequency of the local oscillator is controlled by the tuning knob.
Tuning of the local oscillator and the RF stage may use a variable capacitor,
or varicap diode. The tuning of one (or more) tuned circuits in the RF stage
must track the tuning of the local oscillator.
The signal is then fed into a circuit where it is mixed with a sine wave from a
variable frequency oscillator known as the local oscillator (LO). The mixer
uses a non-linear component to produce both sum and difference beat
frequencies signals, each one containing the modulation contained in the
desired signal. The output of the mixer may include the original RF signal at
fd, the local oscillator signal at f LO, and the two new frequencies fd+fLO and fdfLO. The mixer may inadvertently produce additional frequencies such as 3rdand higher-order inter-modulation products. The undesired signals are
removed by the IF band pass filter , leaving only the desired offset IF signal
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at fIF which contains the original modulation (transmitted information) as the

received radio signal had at fd.
The stages of an intermediate frequency amplifier are tuned to a particular
frequency not dependent on the receiving frequency; it greatly simplifies
optimization of the circuit. The IF amplifier (or IF strip) can be made highly
selective around its center frequency f IF, whereas achieving such a selectivity
at a much higher RF frequency would be much more difficult. By tuning the
frequency of the local oscillator f LO, the resulting difference frequency f LO - fd
(or fd-fLO when using low-side injection) will be matched to the IF amplifier's
frequency fIF for the desired reception frequency f d. One section of the tuning
capacitor will thus adjust the local oscillator's frequency f LO to (fd + fIF) while
the RF stage is tuned to fd. Engineering the multi-section tuning capacitor (or
varactors ) and coils to fulfill this condition across the tuning range is known
as Tracking.
Other signals produced by the mixer (such as due to stations at nearby
frequencies) can be very well filtered out in the IF stage, giving the
superheterodyne receiver its superior performance. However, if f LO is set to fd
+ fIF, then an incoming radio signal at fLO + fIF will also produce a heterodyne
at fIF; this is called the image frequency and must be rejected by the tuned
circuits in the RF stage. The image frequency is 2f IF higher (or lower) than fd,
so employing a higher IF frequency f IF increases the receiver's image
rejection without requiring additional selectivity in the RF stage.
Usually the intermediate frequency is lower than the reception frequency f d,
but in some modern receivers it is more convenient to first convert an entire
band to a much higher intermediate frequency; this eliminates the problem
of image rejection. Then a tunable local oscillator and mixer convert that
signal to a second much lower intermediate frequency where the selectivity
of the receiver is accomplished. In order to avoid interference to receivers,
licensing authorities will avoid assigning common IF frequencies to
transmitting stations. Standard intermediate frequencies used are 455 kHz
for medium-wave AM radio, 10.7 MHz for broadcast FM receivers, 38.9 MHz
(Europe) or 45 MHz (US) for television, and 70 MHz for satellite and terrestrial
microwave equipment. In early superhets, the IF stage was often a
regenerative stage providing the sensitivity and selectivity with fewer
components. Such superhets were called super-gainers or regenerodynes.
The IF stage includes a filter and/or multiple tuned circuits in order to
achieve the desired selectivity. This filtering must therefore have a band pass
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equal to or less than the frequency spacing between adjacent broadcast

channels. Ideally a filter would have a high attenuation to adjacent channels,
but maintain a flat response across the desired signal spectrum in order to
retain the quality of the received signal. This may be obtained using one or
more dual tuned IF transformers, or a multipole ceramic crystal filter.
The received signal is now processed by the demodulator stage where the
audio signal (or other baseband signal) is recovered and then further
amplified. AM demodulation requires the simple rectification of the RF signal
(so-called envelope detection), and a simple RC low pass filter to remove
remnants of the intermediate frequency. FM signals may be detected using a
discriminator, ratio detector, or phase-locked loop. Continuous wave (Morse
code) and single sideband signals require a product detector using a socalled beat frequency oscillator, and there are other techniques used for
different types of modulation. The resulting audio signal (for instance) is then
amplified and drives a loudspeaker.
When high-side injection has been used, where the local oscillator is at a
higher frequency than the received signal (as is common), then the
frequency spectrum of the original signal will be reversed. This must be
taken into account by the demodulator (and in the IF filtering) in the case of
certain types of modulation such as single sideband.
Generally, instead of using a separate transmitter and receiver and a
constricted version called a Transceiver is used on either sides. This can be
used to both transmit and receive the amplitude modulated signal.

Antennas:
Two types of antennas are used:
1. Omni directional Antenna
2. Directive Antenna
In order to avoid a black zone and simultaneous loss of communication,
each operational frequency has a Directive and an Omni - directional
antenna.

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Directive Antenna

Omni-directional Antenna

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VCCS:

The VHF unit also contains Voice Communication Control and Switching
equipment (VCCS). The Voice Communications and Control System (VCCS) is
a solid state, modular, and flexible system which has provided reliable ATC
communications for over twenty years. The basic premise of the design is to
provide the Air Traffic Controller with a functional system tailored to his
needs. The system provides the controller with single button selection of
radio channels for transmit and receive. It also provides 'monitor only' as well
as headset and/or microphone loudspeaker functions. Use of intercoms, hot
line, and airport telephone access are also part of the system. Channel
selected and channel in use are readily visible day and night. Interposition
lockout is available to prevent two operators inadvertently using the same
radio channel at the same time. Incoming RF signals are visually and audibly
apparent with the frequency displayed. The following is a list of the VCCS
sub-systems:
Radio Channel Control

Intercommunications

Telephone

Crash Alarm & Control

Clock

Test Unit

Power Supply
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 Meteorological

Figure : Voice Communication Control System

RCAG:

While VHF communication due to being line-of-sight is restricted only till the
200 nautical miles region, sometimes even less, the intermediate
communication between the aircraft and ground stations takes place using
Extended VHF, also called Radio Communication Air to Ground (RCAG).
In this case, the original frequency and message transmitted from the base
station is also transmitted from an intermediate station and is fed to the
intermediate stations via trunk lines. Hence, the intermediate station also
requires a local transmitter. The trunk line used is an optical fiber cable
which provides a negligible delay of 20ms.
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The other specifications kept in mind while transmitting AM signals are that
there Voltage Standing Wave Ratio (VSWR) must remain in between 1 and 2,
generally, 1.3. Also, according to the ICAO specifications, the modulation
percentage is no more than 30%.
The Safdarjung Airport incorporates low level modulation and uses an OTE
receiver. The advantage of an OTE transmitter over others is that it can
transmit both voice (audio) as well as data signals.
All such communication between the pilot and the controller is duly recorded
for future references. Two companies provide equipments for these services
Marathon and Ricochet. Marathon can only record the audio communication
while Ricochet is capable of recording both audio as well as the visual data.
One more important feature at the Safdarjung Airport is that it uses Vertical
Polarization.

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AMSS UNIT
AMSS Stands for Automatic Message Switching System as its name
suggest there is automatic switching of networks through which information
is send and distributed among various stations with in a network or in
different networks.
AMSS works on the Amplitude Modulation technique use to increase the
strength of the transmitted signal in relation to the information being sent. It
is based on the point to point communication.

INTRODUCTION
AMSS is installed at AFTN (Aeronautical Fixed Telecom Network)
centers to send and distribute messages for exchanging aeronautical
information among Civil Aviation Authority of Vietnam, airlines
companies, air traffic management service, meteorological service,
aeronautical information service providers and Air Traffic Control
Centers.

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 The system provides the functions of receiving, storing, analyzing and

sorting based on priority of messages to specific addresses.
The system provides functions to assign channels, control channels,
organize queues based on priority, monitoring operation of the system
and encoding messages.
The system conforms to AFTN practice standards and
recommendations of ICAO, including: Annex 10 Vol II; DOC 8259 AN/936; DOC 4444-RAC/501
The system fully conforms to all standards and regulations in respect of
technical design and AMSS operational standards Version 1.0 that were
approved under Decision 947/Q-QLB.
The system is manufactured in accordance with ISO 9001:2008
management approach.
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DESCRIPTION
Stable and precise performance makes it convenient for operation and
maintenance.
AMSS consists of 2 dedicated Servers and PCs operating on LAN based
Hot Stand-by structure.
AMSS is an open system. It has modular design with hot backup
mechanism, therefore, it is highly reliable and easy to maintain and
expand.

The design of application interface is simple, visualized and consistent

throughout the system.

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 Requirements on installation conditions are below specified: Power

supply 220V 10%; 50 Hz via UPS. Working temperature 22 2C,
humidity below 65%.

TECHNICAL SPECIFICATION
Message switching capacity: 100,000 messages per day.
Able to connect, manage and process 40 communication channels
simultaneously.

Communication support systems: RS-232/422/485, Ethernet, Fast

Ethernet, using auto-connect and dial-up modem. RS-232/422/485
channel speed can reach from 50 bps 230 kbps.

Modifying configurations of online system through parameterization

without resetting the system (Adding, removing, modifying channel
sorting table)

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 Vast storage capacity (depending on hardware capacity). It has backup

and raid mechanism to ensure message data safety. Easy and
convenient message management and access by parameter.

Provide private reception and transmission queue for more than 500
messages. Have view, delete and print functions for each channel. Able
to switch messages in a queue to another.

AMSS handles messages by 2 modes: Auto and Semi, supports ITA-2

and IA-5 message format. It supports TCP/IP via Non-Protocol
communication protocol.

AMSS displays, monitors, manages, list and report message switching

operations

It monitors and manages operational status of hardware and

communication channels.

Its terminals synchronize time with those from 2 servers and standard
time received from GPS.

AERONAUTICAL TELECOMMUNICATION NETWORK

ATN is a global aviation standard telecommunications network
recommended by ICAO to provide seamless Air/Ground and Ground/Ground
communication services
It is a dynamic telecommunications network designed to support projected
traffic growth due to Air/Ground Service advances and other new emerging
Ground/Ground applications.
In the new CNS/ATM system, communications with aircraft for both voice and
data (except for polar region) will be by direct aircraft to satellite link and
then to air traffic control (ATC) centre via a satellite ground earth station and
ground-ground communication network. Voice communication (HF) will be
maintained during the transition period and over polar region until such time
satellite communication is available. In terminal areas and in some high
density airspaces VHF and SSR mode S will be used.
In computer data networking terminology, the infrastructure required to
support the interconnection of automated systems is referred to as an
Internet. Simply stated, an Internet comprises the interconnection of
28 | P a g e

computers through sub-networks, using gateways or routers. The internetworking infrastructure for this global network is the Aeronautical
Telecommunication Network (ATN).
The Data transfer through an Aeronautical internet will be supported by three
types of data communication sub-networks.
The ground network AFTN,ADNS,SITA Network
The Air-ground network Satellite, Gate-link, HF, VHF, SSR Modes
The Airborne network the Airborne Data Bus, Communication
management unit.

THE GROUND NETWORK

It is formed by the Aeronautical Fixed telecommunication network (AFTN),
common ICAO data interchange network (CIDIN) and Airline industry private
networks.

THE AIR-GROUND NETWORK

The Air-Ground sub networks of VHF, Satellite, Mode S, gate link, (and
possibly
HF) will provide linkage between Aircraft-based and ground-based
routers
(Intermediate system).
The available/planned air-ground communication systems are Satellite
Gate link
HF radio
SSR Mode S
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 VHF

SATELLITE
Voice and data using the Aeronautical Mobile Satellite Services (AMSS) will be
the new main feature of future aeronautical communication systems. The
use of communication satellites will provide global coverage and could
support both high and low speed data links as well ashigh quality voice link
between aircraft and ground stations. Once implemented AMSS(satellite) will
outcast the need of conventional modes of message passing and every
station will depend on satellite link for transfer of messages.

GATELINK
The gate link is a high speed two way data communication link between a
parked aircraft and a ground based communication system. The link is either
physical or short-range directed transmission (such as infra red). Data can be
passed to flight management computer data bus for updating purpose. The
design is based on a data transfer of 100Mbps.

High Frequency (HF)

High Frequency Radio communication is mostly used in long distance
communication by the phenomenon of reflection. High frequency EM waves
have the property of being reflected by the ionosphere. This method is
extensively used in polar areas of over oceans where communication centers
cannot be established.

SSR MODES
In addition to its use for surveillance the mode S option of SSR also makes
available an air-ground data link, which could be used for ATS purposes in
high density airspace.

Very High Frequency (VHF)

VHF will remain in use in many continental and terminal areas.

THE AIRBORNE NETWORK

It consists of Communication Management Unit (CMU) and the Aeronautical
radio incorporation data buses (ARINC). Interconnectivity to and inter
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operability with the Public data Network (PDN) will be achieved using gateways to route information outside the Aeronautical environment.

THE AIRBORNE COMMUNICATION NETWORK

The function of the airborne communications network is to transfer
information between the various airborne systems and the systems on
ground. The airborne network contains the two following elements.

Airborne Data Bus

Communication Management Unit (CMU)
AIRBORNE DATA BUS
The airborne data bus is the physical connection between avionics system
elements carrying the digital data.

AFTN SWITCHING SYSTEM

INTRODUCTION
In AFTN, information is exchanged between many stations. The simplest form
of communication is point-to-point type, where information is transmitted
from a source to sink through a medium. The source is where information is
generated and includes all functions necessary to translate the information
into an agreed code, format and procedure. The medium could be a pair of
wires, radio systems etc. is responsible for transferring the information. The
sink is defined as the recipient of information; it includes all necessary
elements to decode the signals back into information.

CLASSIFICATION OF AFTN SWITCHING SYSTEM

A switching system is an easy solution that can allow on demand basis the
connection of any combination of source and sink stations. AFTN switching
system can be classified into3 (three) major categories:

Line Switching
Message Switching
Packet Switching.
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LINE SWITCHING
When the switching system issued for switching lines or circuits it is called lineswitching system. Telex switches and telephones exchanges are common examples
of the line switching system. They provide user on demand basis end-to-end
connection. As long as connection is up the user has exclusive use of the total
bandwidth of the communication channel as per requirement. It is interactive and
versatile.

MESSAGE SWITCHING
In the Message Switching system, messages from the source are collected and
stored in the input queue which are analyzed by the computer system and transfer
the messages to an appropriate output queue in the order of priority. The message
switching system works on store and forward principle. It provides good line
utilization, multi-addressing, message and system accounting, protects against
blocking condition, and compatibility to various line interfaces.

PACKET SWITCHING SYSTEM

This system divides a message into small chunks called packet. These
packets are made of a bit stream, each containing communication control
bits and data bits. The communication control bits are used for the link and
network control procedure and data bits are for the user. A packet could be
compared to an envelope into which data are placed. The envelope contains
the destination address and other control information. Long messages are
being cut into small chunks and transmitted as packets. At the destination
the network device stores, reassembles the incoming packets and decodes
the signals back into information by designated protocol. It can handle highdensity traffic. Messages are protected until delivered. No direct connection
required between source and sink. Single port handles multiple circuits
access simultaneously and can communicate with high speed.

ICAO MESSAGE FORMAT

NOTAM
NOTAM is the acronym for Notices to Airmen containing information or
change in any aeronautical facility, service, procedure or hazard the timely
knowledge of which is essential to personal concerned with the flight
operation. The conditions which necessitates origination of NOTAM are
mentioned in the "Guidance Manual for Aeronautical Information Services in
the Asia/Pacific Region" kept in the International NOTAM office-Delhi.
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Five series are used to issue NOTAM. Each series is separately identified by a
letter. Each NOTAM in series of NOTAM is allocated a serial number, that
number is consecutive and based on the calendar year.
Series A: Contains information in respect of changes/un-serviceability of
aeronautical facility likely to last for more than 2 hrs and given general
international distribution.
Series B: Contains information in respect of changes/un-serviceability etc.
of aeronautical facilities likely to last for more than 30 min. but less than 2
hours and given limited international/national distribution to adjacent states
only.
Series G: Contains information of a general and lasting character affecting
aircraft operation in general and this series is operated only by International
NOTAM Office(NOF) Delhi and issued under the authority of AIS-AAI
Headquarters and given wide publicity by dissemination to all recipients of
NOTAM from the four international offices in India.
Series C: Contains information in respect of changes/un-serviceability etc.
of aeronautical facilities in respect of location utilized by domestic flights
only.
Series D: Contains information in respect of changes/un-serviceability of
aeronautical facilities under defense authorities and utilized by domestic
scheduled flights only.

NOTAMN: NOTAM containing new information.

NOTAMR: NOTAM replacing a previous NOTAM.
NOTAMC: NOTAM canceling a previous NOTAM.
LOCATION INDICATOR
DEFINITION: Four letter code groups formulated in accordance with the
rules prescribed by ICAO and assigned to a location of an aeronautical fixed
station.
FORMULATION: Four letter location indicator formulated and assigned to a
geographical location where there is situated a station forming a part of
aeronautical fixed service.
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ICAO DOC7910 contains a list of four letter code group location indicator for
use in aviation only as a location of an aeronautical fixed station in address,
originator text etc. and not repeat not as a radio call sign of ships which is
only four letter one.

ESTABLISHMENT OF AERONAUTICAL FIXED SERVICE (AFS)

ROUTING AREAS
The world is divided into 22non over lapping AFS routing areas, each of
which is assigned a separate identifying letter. I, J, Q and X are not allocated.
The boundaries of these areas need not necessarily coincide with the
boundaries of any state, territory or FIR but are decided solely from a
consideration of the requirements of the AFS, so as to assist message traffic
routing processes to the maximum possible extent.
Each separate state or territory is assigned a separate identifying letter to
permit differentiation between that state or territory and other states or
territories in the same AFS routing areas.
Separate identifying letters are assigned to parts of a state or territory.
Where a separate state or territory is itself an AFS routing area and
Where routing uncertainties can exit at stations feeding traffic into that
states or territory and
Where by so doing these routing uncertainties can be removed or
alleviated.
No separate identifying letter is assigned where a separate state or territory
contains only tributary stations.
Unallocated letters within each AFS routing area may be assigned as
additional letters, by ICAO, at the request of a state having jurisdiction at
location(s) within such area, in instances where additional assignment will
facilitate the processes of message routing.

ASSIGNMENT OF LOCATION INDICATORS

Assignment of the first letter of a location indicator :
The first letter of the location indicator shall be the letter assigned to the AFS
routing area within which the location is situated except that where the
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location is served only by a single communication centre situated in another

AFS routing area, the first letter shall be that assigned to the area in which
that communication centre is situated.

Assignment of the second letter of a location indicator :

The second letter of the location indicator shall be letter assigned to the
state or territory (or portion thereof) within which the location is situated,
except that where the location is served only by a single communication
centre situated in another state or territory in which that communication
centre is situated.

Assignment of the third letter of a location indicator:

Where in a state or territory, aeronautical fixed telecommunication stations
are connected to a communication centre, the third letter of the location
indicator should be so assigned as to assist in the process of routing to that
communication centre.

Assignment of the fourth letter of a location indicator:

In respect of the fourth letter, and in instances where assignment of the
second and third letters is not prescribed under 1.3 and 1.5 the state
concerned shall assign the letters as desired, except that those states
assigned the identifying letter N in accordance with 2.2 should arrange their
national allocation of specific four letter location indicators so as to avoid the
use of the combination NN for the third and fourth letters.

LIST OF THE SOME IMPORTANT INTERNATIONAL LOCATION

INDICATORS
OBBI

BAHRAIN

OYAA

ADEN

OOMS

MUSCAT

OMAA

ABU-DHABI

OMDB

DUBAI

OEJD

JEDDAH

OEDR

DAHRAN

OPLA

LAHORE

OPKC

KARACHI

OAKB

KABUL

OAKN

KANDHAR

OIII

TEHRAN

ORBS

BAGDAD

OKBK

KUWAIT
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OLBA

BAIRUT

OTBD

DOHA

EGLL

LONDON

FIMP

MAURITIUS

FJDC

DIEGO GARCIA

FSIA

SEYCHELLES

HAAB

ADDIS- ABABA

HECA

CAIRO

HKNA

NAIROBI

HTDA

DAR ES-SALAAM

LFPO

PARIS/ORLY

HSSS
LCNC
LTBA

KHARTOUM
NICOSIA
ISTANBUL

RJTT

TOKYO

UUEE

MOSCOW

UTTT

TASKENT

VTBD

BANGKOK

VCBI

COLOMBO

VHHH

HONGKONG

FVHA

HARRARE INTL

FACT

CAPE TOWN INTL

FADN

DURBAN INTL

FAJS

JOHANNESBURG

FAPE

PORT ELIZABETH INTL

AMSS-OPERATIONS
To run the workstations, user-friendly application software on windows 2000
has been designed by ECIL in accordance with ICAO Annex-10 Vol. II. The
application supports new and old AFTN message format. The application has
been divided into two parts viz. FRONTEND and BACKEND application.

AMSS HARDWARE CONFIGURATION & COMPONENTS

The basic AMSS configuration consists of Server (s) as a host messageswitching computer, data server for storing and access data and agent
workstation (s) for message input.
The message switching system in major stations like Chennai or Kolkata
configured as below
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 AMSS Server with hot standby.

AMSS server console VDU and console printers
Data Base Server (s)
ADC/FIC Server
Communication Server
LTU Units
CCM Box
Router
Fast Ethernet Switch
Power Supply Unit
MODEM (s)
Line Drivers
Windows-2000 Adv. Ser for Database Server
Windows-2000 professional for workstation
Different workstations (NODES)
Audio Visual Alarm (AVA)
Drop Printers
Report Printers
Workstation Printers.
AMSS SERVER (ONL)
It receives messages, analyses routes, stores messages in duplicate
schedules and transmits messages. It gives health signals to SOLC and
monitors its own sub-systems for generating console messages. It also takes
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a snap shot of the System Status from which the system can roll back in case
of failure.

AMSS SWITCH SERVER H/W CONFIGURATION

AMSS is based on Intel PIII 1.13MHz microprocessor and the main system is
fully duplicated and each server consists of

Intel SDS2 Mother board integrated with 2 serial and 1 parallel port,
1GB memory, ultra2 SCSI controller, 52XIDE CD ROM , 2Ethernet NIC
adapters, 1.44MB FDD,40GB disk drive. DAT DRIVE 12GB,24GB, Color
monitor, key board and mouse.

64 port communication controller card

Disk switch
SOLC card
SCSI Active termination LVD.

AMSS SERVER HOT-STANDBY (HSB)

It receives the messages, preprocesses it and buffers received blocks with
message identification. It also gives health signals to SOLC. Hot standby on
receiving signal from SOLC, that online server has failed, it initiate recovery
from the roll back point ledger by ONL server in the last successful batch of
operations. It then analyses the buffer of received block to re-input into the
system. The reception in HSB continues during all these activities.

SYSTEM CONSOLE PRINTER

The system console is a VDU, which is used for booting, loading the OS, start
up, date time input and recovery. The console is basically a UNIX Terminal
which can be used for any program development activities also thro user
friendly shell commands e.g. Editing source program, Copying of programs,
Diagnostics running etc.,
The system console printer attached with both the servers printers all the
commands used by the supervisor terminal and also logs the server activity,
which helps the system administrator to analyze the trouble.
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DATABASE SERVER/ADC-FIC SERVER

The dual redundant servers supports the required data base support for the
AMSS System for various applications like ASBS, NOTAM office automation,
HFRT, OPMET Data bank, YA automation, ADC/FIC application etc., These
servers are fully redundant and work infail safe mode. The database gets
replicated in the Hot standby system based on events. Back end software
running on these servers supports the replication and transmission of
messages from/to the AMSS system and also supports the Workflow and
automation application. Supports the query and report request generated
from the front-end GUI applications.

COMMUNICATION SERVER
This server supports various line protocols like X.25, HDLC, PPP, SLIP, TCP/IP
etc., basically this server works as a gateway to remove stations connected
in the X.25 and TCP/IP cloud. All the messages received from the remote
stations will be passed to the AMSS switch through Ethernet connectivity and
vice-versa. This server supports a minimum of four-eight channels and both
servers put together supports 8-16 channels.

HW CONFIGURATION OF APP. FIC/ADC & COM SERVERS

These servers consist of
Intel SDS2 mother board with 2serial and one parallel port 1GB
memory, integrated dual ultra2 SCSI controller, dual channel RAID SCSI
controller.
3 x 36GB Hot swappable disk drives
Color monitor, with key board and mouse
52 X IDE CD ROM
3.5,1.44MB FDD
X.25 Card ( for comm. Server)
NIC(Ethernet adapter)
Dual channel RAID SCSI controller( for App and FIC/ADC Servers)
LINE TERMINATION UNIT (LTU)
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LTU rack with a capacity to support 64 channels is provided in view of the

future expansion. By adding additional line termination cards (LTU-B/C) and
associate communication multiplexers the system capacity can be enhanced.
The software supplied supports up to 128 lines. By simple updating the
database, routing directory, the system capacity can be enhanced to 128
channels.
There is one LTU for each line. LTU B/C interface supports two types of
channels. LTUB serves the function of converting Baudot code interface to
RS232C interface. This unit also provides line isolation, over voltage, current
protection etc; LTU-C is basically RS232 to RS232 with functions of line
isolation TX signal selection (online systems TX signal only allowed to the
external line) and other protection facilities.

VARIOUS NETWORKS AND EQIPMENTS USED IN AMSS

LOCAL AREA NETWORK (LAN): A local area network (LAN) is usually
privately owned and links the devices in a single office, building, or
campus. Depending on the needs of an organization and the type of
technology used, a LAN can be as simple as two PCs and a printer in
someone's home office. Currently, LAN size is limited to a few
kilometers. LANs are designed to allow resources to be shared between
personal computers or workstations. The resources to be shared can
include hardware (e.g., a printer), software (e.g., an application
program), or data. One of the computers may be given a large capacity
disk drive and may become a server to the other clients (for example
Database Server of AMSS). Software can be stored on this central
server and used as needed by the whole group.

METROPOLITAN AREA NETWORK (MAN): A metropolitan area

network (MAN) is a network that connects two or more local area
networks or campus area networks together but does not extend
beyond the boundaries of the immediate town/city. Routers, switches
and hubs are connected to create a metropolitan area network.

WIDE AREA NETWORK (WAN): wide area network (WAN) provides

long-distance transmission of data, voice, image, and video
information over large geographic areas that may comprise a country,
a continent, or even the whole world. WANs may utilize public, leased,
or private communication equipment, usually in combinations, and can
40 | P a g e

therefore span an unlimited number of miles. A WAN that is wholly

owned and used by a single company is often referred to as an
enterprise network. WANs technology such as X.25 and TCP/IP used in
AAI AMSS.

HUB: A network hub is a fairly unsophisticated broadcast device. Hubs

do not manage any of the traffic that comes through them, and any
packet entering any port is broadcast out on every other port. Since
every packet is being sent out through every other port, packet
collisions result which greatly impedes the smooth flow of traffic.

ETHERNET SWITCH: A network switch is a computer networking

device that connects network segments. The term commonly refers to
a Network bridge that processes and routes data at the Data link layer
(layer 2) of the OSI model.

ROUTERS: Router is a networking device whose software and

hardware are usually tailored to the tasks of routing and forwarding
information. For example, on the Internet, information is directed to
various paths by routers. Routers connect two or more logical subnets,
which do not necessarily map one-to-one to the physical interfaces of
the router.

NIC CARD: A network interface controller (NIC) is a hardware device

that handles an interface to a computer network and allows a networkcapable device to access that network. The NIC has a ROM chip that
contains a unique number, the multiple access control (MAC) Address
burned into it. The MAC address identifies the device uniquely on the
LAN.

FRAME RELAY: X.25 is a protocol that the CCITT developed to provide

reliable data communications on public data networks. It uses packet
switching and virtual circuits, and provides a data rate up to 64kbps. It
provides very robust error checking features, which makes it a good
choice for older networks. Because of its extensive error checking, it
not only works well on these older networks that are more susceptible
to physical interference

RS-232 SERIAL TRANSFER PROTOCOL: In telecommunications, RS232(Recommended Standard 232) is a standard for serial binary data
41 | P a g e

signals connecting between a DTE (Data Terminal Equipment) and a

DCE (Data Circuit-terminating Equipment).

POWER SUPPLY UNITS: Dual power supply units for supply of (+/60V, +/-12V and +5V) is provided in LTU rack. 60V is provided for
remote lines, 12V for RS232C serial communication and 5V for supply
to LTU cards.

LINE DRIVERS: Line drivers are used as a device to make long

distance connectivity where the capacity of a line fails to transfer the
data from one terminal to another terminal. The line drivers are fixed in
between two points of a serial line RS232 (one at output end and other
at input end).

AUDIO VISUAL ALARM (AVA) The Audio Visual Alarm (AVA) software
monitors and displays the status of the entire message switching system
including its various allied sub-systems. The AVA displays
Switch status- MS1 and MS2
Device Status-Disks and Tapes
Power Supply status
Real time
Channel status
The AVA obtains all the status information from the ONLINE AMSS system
through LAN and displays them graphically. The graphical representation
enables quicker and easier interpretation of current status of the entire
network. The status of all systems and sub-systems are displayed in the form
of rectangular blocks. The background color of a block indicates the current
status of the system/sub-system concerned. The date and time of failure are
shown wherever they are relevant.
In case of failure of message switches or disks which are critical, the software
Comes to the foreground if it had been minimized
Gives visual effect to the block concerned (in red color)
42 | P a g e

 Generates alarm sound

The AVA software can also be run in any WS running Windows NT. The AVA
terminal will have special hardware to monitor LTU power status. If it is run
on a WS other than AVA terminal, then the status of all systems/sub-systems
except LTU power status can be monitored.
A typical AVA screen for monitoring of Servers & Workstations is shown
below.

SRP- This printer is used for auto printing of various reports generated by
the system.
SRJ- This printer is used for printing logging details of rejected messages by
the system. Also it logs the header summary of the messages transacted
through LTU.
DROP printer (RS-232) used as a drop circuit through LTU. Printer is used for
printing messages to drop messages directly to an addressee as per address
indicator for the drop printer.

WORK STATION PRINTER

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This printer is connected through the COM port of workstation and

messages are printed according to the address of the workstation. Messages
can also be printed by selecting the particular message and executing print
command.

AMSS Software Configuration

AMSS switch servers:
Operating system: switch server works on UNIX operating system. The
advantage of using UNIX is the stability of the system. Since the two servers
are the heart of the AMSS, uninterrupted working is necessary in every case.
Also the chance of virus attack is less as compared to WINDOWS based
system. UNIX version 5.05 is currently being used here.
Application: application for the switch servers are written in C language.
The application presently used is designed by ECIL and maintained by AAI.
The application manages four files used in routing the messages to desired
channel. These being:

Ai8.data: maps address to route.

Gi8.data: maps group address to route.
Route. data: maps rote to logical address.
Line. data: maps logical to physical address.
Database server:
Operating server: database servers work on WINDOWS 2000.
Application: SQL 2000 is used for the database application. Databases
contain tables which hold the messages received from various inputs.
A copy is retained for 30 days.

Workstations:
Operating server: workstations are loaded with windows XP OS.
Application: applications based on visual Care run on these stations.

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L-BAND RADAR UNIT

RADAR

DEFINITION-:
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RADAR (Radio Detection And Ranging) is a way to detect and study far off
targets by transmitting a radio pulse in the direction of the target and
Radar stands for RADIO DETECTION AND RANGING. It is basically an
echo ranging system in which electromagnetic energy in the form of high
power short duration pulses are sent out at distant targets. After this an
echo is received at the transmitting station. This echo is the received
signal from the long distant object. The echo is then analyzed to obtain
information regarding the location of targets.
COMPONENTS OF A RADAR SYSTEM:
It consists of a transmitter and a receiver. Both the elements are
connected to a directional antenna through a duplexer. Now what is a
duplexer? It is a switching arrangement. It is excited by a small portion of
the pulse power generated by the transmitter. The duplexer disconnects
the receiver from the antenna and connects the transmitter to the
antenna. The function of the antenna is to rotate in order to direct the
radiated beam as necessary. When the transmitted pulse is over, the
duplexer reconnects the receiver to the antenna. Now the reflected pulses
are received and processed at the superheterodyne receiver. The
demodulated pulses are then fed to the indicator for display purpose and
analysis.
The main function of radar is to provide information on
the elevation (vertical direction) and azimuth (horizontal direction) of
the antenna, thus the position of the target can be found.
The distance of the target can be calculated by from total time (t) taken
by the pulse to travel to the target and return to its original initial point.
Assuming c to be the velocity of light in free space, the distance
traversed by pulse is ct meters. Now this is 2times the target distance,
hence the distance to the target is ct/2 meters.
APPLICATIONS OF RADAR:
Radar finds its applications in various fields like:
c)
MILITARY USES: enemy ships can be detected by radar which helps
in direct targeting of the enemy ships or even aircrafts. Moreover radar
displays are used in bomb ships or in cities at night. We are well aware of
the satellites revolving in space used for communication purposes, but do
we know that radar placed on a satellite helps in detecting the ballistic
missiles.
d)
IN SUBMARINES: Radars are also used in finding submarines and in
directing guided missiles.
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e)
CIVILIAN USES: Useful information about navigations can be
obtained from radars. Radar located or fixed in ships can be used to locate
marker buoys, other ships, land etc.
f)
SCIENTIFIC USES: Map positions of islands can be found out using
radars. Furthermore information regarding the distance and motions of
different planetary bodies can be obtained with the help of radar.
g)
OTHER USES: Radars are used in mapping, meteorology, air traffic
control at airports providing landing facilities. Radars are also used by
police forces for traffic speed control and prosecution of offenders.

INTRODUCTION TO L-BAND RADAR

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L-BAND RADAR is located at Bijwasan, New Delhi. It has a Football-like shape

(with dipole antenna over it) as shielding is done to protect the radar from
the unwanted winds and unwanted overlapping of signals.
The L-Band Radar has frequency band (1 to 2 GHz) is preferred for the
operation of long-range air-surveillance radars out to 250 NM (400 km).
They transmit pulses with high power, broad bandwidth and an intrapulse
modulation often. Due to the curvature of the earth the achievable maximum
range is limited for targets flying with low altitude. These objects disappear
very fast behind the radar horizon.
In Air Traffic Management (ATM) long-range surveillance radars like the Air
Route Surveillance Radar (ARSR) works in this frequency band. Coupled with
a Monopulse Secondary Surveillance Radar (MSSR) they use a relatively
large, but slower rotating antenna (speed~5 rpm) with Peak Power
(40kw) has antenna area of about 2metre square. The designator L-Band
is good as mnemonic rhyme as large antenna or long range.
Another radar used by AAI is S-Band Radar has frequency range is 2-4 GHz
(220 nautical mile) with fast rotating antenna (speed~12 rpm) with peak
power (40 kw) than L-band Radar .

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TWO TYES OF RADAR

h)

PRIMARY

i)

SECONDRY

PRIMARY RADAR
The following figure shows the operating principle of a primary radar set. The
radar antenna illuminates the target with a microwave signal, which is then
reflected and picked up by a receiving device. The electrical signal picked up
by the receiving antenna is called echo or return. The radar signal is
generated by a powerful transmitter and received by a highly sensitive
receiver.

All targets produce a diffuse reflection i.e. it is reflected in a wide number of

directions. The reflected signal is also called scattering. Backscatter is the
term given to reflections in the opposite direction to the incident rays.
Radar signals can be displayed on the traditional plan position indicator (PPI)
or other more advanced radar display systems. A PPI has a rotating vector
with the radar at the origin, which indicates the pointing direction of the
antenna and hence the bearing of targets.
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Transmitter
The radar transmitter produces the short duration high-power rf pulses of
energy that are into space by the antenna.
Duplexer
The duplexer alternately switches the antenna between the transmitter and
receiver so that only one antenna need be used. This switching is necessary
because the high-power pulses of the transmitter would destroy the receiver
if energy were allowed to enter the receiver.
Receiver
The receivers amplify and demodulate the received RF-signals. The receiver
provides video signals on the output.
Radar Antenna
The Antenna transfers the transmitter energy to signals in space with the
required distribution and efficiency. This process is applied in an identical
way on reception.
Indicator
The indicator should present to the observer a continuous, easily
understandable, graphic picture of the relative position of radar targets.
Video display
The radar screen (in this case a PPI-scope) displays the produced from the
echo signals bright blibs. The longer the pulses were delayed by the runtime,
the further away from the center of this radar scope they are displayed. The
direction of the deflection on this screen is that in which the antenna is
currently pointing.

SECONDARY RADAR
The objectives of this chapter of the homepage Radar Basics are to
indicate the principles of the operation of Secondary Surveillance Radar
(SSR). Firstly, the functional block diagram of the SSR (Mode A/C) system will
be described, including both the Up Link formats and the Reply Messages.
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Secondly, the main aspects of the forthcoming Mode S system will be

described.

As well as seeing hostile aircraft it soon became apparent that Radar was
a good tool to see friendly aircraft and hence control and direct them. If the
friendly aircraft is fitted with a transponder (transmitting responder),
then it sends a strong signal back as an echo. An active also encoded
response signal which is returned to the radar set then is generated in the
transponder. This proved very useful for the military in seeing their own
aircraft clearly. In this response can be contained much more information, as
a primary radar unit is able to acquire
(E.g. an Altitude an identification
code or also any technical problems on board such as a radio contact
loss ...).

Mode S MSSR

In the interrogator on the ground:

The secondary radar set needs a synchronous impulse of the (analogous)
primary radar set to the synchronization of the indication.
3.
The chosen mode is encoded in the Coder. (By the different modes
different questions can be defined to the airplane.)
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4.
The transmitter modulates these impulses with the RF frequency.
Because another frequency than on the replay path is used on the
interrogation path, an expensive duplexer can be renounced.
5.
The antenna is usually mounted on the antenna of the primary radar
set and turns synchronously to the deflection on the monitor therefore.
In the aircrafts transponder:
A receiving antenna and a transponder are in the airplane.

The receiver amplifies and demodulates the interrogation impulses.

The decoder decodes the question according to the desired

information and induces the coder to prepare the suitable answer.

The coder encodes the answer.

The transmitter amplifies the replay impulses and modulates these

with the RF reply-frequency.

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