A

SEMINAR REPORT

On

SUMMER TRAINING

Undergone at

AIRPORT AUTHORITY OF INDIA, JAIPUR

Submitted

By

ABHA GUPTA

Department of Electronics & Communication Engineering

ASIANS INSTITUTE OF TECHNOLOGYBHURTIA, TONK

I

DEPARTMENT

of

ELECTRONICS & COMMUNICATION ENGEERING

CERTIFICATE

This is to certify that a seminar report on summer training taken at AIRPORT AUTHORITY

OF INDIA (Jaipur Airport) is submitted by ABHA GUPTA, student of 4th year (VII semester)

in Electronics and Communication Engineering of Rajasthan Technical University, Kota during

the academic year 2012-2013. The report has been found satisfactory and is approved for

submission.

Assistant Prof. EC

II

ACKNOWLEDGEMENT

We cannot achieve anything worthwhile in the field of technical education unless or until the

theoretical education acquired in the classroom is effectively wedded to its practical approach

that is taking place in the modern industries and research institutes. My sincere thanks to

Mr.Kamlesh Kumar, Manager(electronics),our training co-coordinator for providing the proper

guidance and continuous encouragement for making this training successful. I also express my

deep gratitude to Mr. P.S.Verma, Jt.G.M.(Comm.),Airports Authority of India, Jaipur Airport

for providing me this golden opportunity to attend the Industrial training.

It is a matter of great pleasure privilege for me to present this report of 30 days on the

basis of practical knowledge gained by me during practical training at Airport Authority of

India, Jaipur Rajasthan during session 2010-2011.

I attribute heartiest thanks to all CNS faculty members of their ample guidance during my

training period and at last my cordial thanks to my batch mates and friends for their

cooperation.

(ABHA GUPTA)

III

PAGE INDEX

Topic Page No. ABSTRACT 011. BRIEF DISCRIPTION OF JAIPUR AIRPORT……………………………… 03

1.1 Introduction

1.2 Functions of AAI

1.3 General Information

2. CNS DEPARTMENT ……………………………………………………………

2.1 Role of CNS Department

2.2 Classification of CNS Facilities

3. COMMUNICATION SYSTEM………………………………………………… 08

3.1 Introduction

3.2 Transmitter

3.3 Channel

3.4 Reciever

3.5 Modulation

3.5.1 Transmitter Modulation

3.5.2 Space Modulation

3.6 Communication System

3.6.1 Air traffic Control

3.6.2 Walkie-Talkie

3.6.3 Voice Communication Control System

3.6.4 Tape Recorder

3.6.5 Digital Airport Terminal Information System

IV

3.7 Frequency Bands and Its Uses in Communication

4. NAVIGATIONAL AIDS……………………………………………………..…….. 16

4.1 Navigation

4.2 ILS

4.3 DME

4.4 DVOR

4.5 ILS Parameters and Components

5. SECURITY EQUIPMENTS………………………………………………………... 27

5.1 X-BIS

5.2 Walk Through Metal Detector

5.3 HHMD

5.4 ETD

5.5 FIDS

5.6 PA System

6. IT SECTION………………………………..…………….…………………………… 37

6.1 Functions of IT Department

6.2 Basics

6.3 Networking

6.4 Network Topologies

7. CONCLUSION………………………………………………………………………… 44

8. BIBLIOGRAPHY……………………………………………………………………... 45

TABLE INDEX

V

Table Page No.

1.1 Table 2.1 Classification of CNS Facilities 06

1.2 Table 3.1 Radio Waves Classificaion 15

1.3 Table 3.2 Frequency Bands Used in Communication 15

1.4 Table 4.1 ILS Parameters and Components 26

VI

FIGURE INDEX

Figure Page No.

3.1 Block Diagram of Radio Transmitter 09

3.2 Block Diagram of AM Superhetrodyne Receiver 10

3.3 Voice Communication Control System 13

3.4 Tape Recorder System 14

4.1 Emission Pattern 18

4.2 Location of ILS Components

4.3 DME System

4.4 DVOR System

4.5 DVOR antennas

5.1 X-Ray Production

5.2 X-BIS System

5.3 WTMD

5.4 Eight Overlapping Detecting Zones

5.5 ETD

5.6 FIDS

6.1 Block Diagram of Networks

6.2 LAN

6.3 WAN

6.4 Bus Network

6.5 Star Network

6.6 Ring Network

6.7 Mesh Network

VII

VIII

ABSTRACT

Airports Authority of India (AAI) was constituted by an Act of Parliament and came into being

on 1st April 1995 by merging erstwhile National Airports Authority and International Airports

Authority of India. The merger brought into existence a single Organization entrusted with the

responsibility of creating, upgrading, maintaining and managing civil aviation infrastructure

both on the ground and air space in the country.

AAI manages 125 airports, which include 11 International Airport, 08 Customs Airports,

81 Domestic Aairports and 27 Civil Enclaves at Defence airfields. AAI provides air navigation

services over 2.8 million square nautical miles of air space.

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.

AIR NAVIGATION SERVICES

In tune with global approach to modernization of Air Navigation infrastructure for seamless

navigation across state and regional boundaries, AAI has been going ahead with its plans for

transition to satellite based Communication, Navigation, Surveillance and Air Traffic

Management.

1

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..

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.

HRD TRAINING

A large pool of trained and highly skilled manpower is one of the major assets of Airports

Authority of India. AAI has a number of training establishments, viz. NIAMAR in Delhi,

CATC in Allahabad, Fire Training Centres at Delhi & Kolkata for in-house training of its

engineers, Air Traffic Controllers, Rescue & Fire Fighting personnel etc.

IT IMPLEMENTATION

Information Technology holds the key to operational and managerial efficiency, transparency

and employee productivity. AAI website with domain name www.airportsindia.org.in or

www.aai.aero is a popular website giving a host of information about the organization besides

domestic and international flight schedules and such other information of interest to the public

in general and passengers in particular

2

CHAPTER – 1BRIEF DISCRIPTION OF JAIPUR AIRPORT

1.1 INTRODUCTION

Jaipur is the Capital city of Rajasthan and is also called the PINK CITY. (Zero mile point). It is

well connected with other major cities by Rail/Road and air. Distance of Jaipur Airport from

Railway Station is12 Km.

Area: 3, 42,237Sq Km

Population: 2.6 Million as per 2001 census

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:

(a) Most modern security system

(b) Centrally air-conditioning system. Passenger Boarding Bridge (Aerobridges),

(c) Two glass aerobridges with visual docking system.

(d) On Line Baggage conveyer system.

(e) Escalator and Glass Lifts.

(f) Large Duty Free Shoe Area.

(g) Twin-Level connection segregating arrival and Departure area.

(h) Underground pedestrian link to/from car parking area to Concourse.

(i) Peak Pax-500 (250 Departure, 250 Arrival)

The Airlines operating at this airport are: -

(a) International: Indian , Air Arabia, & Air India

3

(b) Domestic : Indian, Jet Airways, Indigo, Kingfisher, Go Air, Spice Jet.

All domestic flights are to be operated from new terminal building (T-2) and all

International flights are to be operated from the existing old terminal building (T-1).

1.2 FUNCTIONS OF AAI

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.

To Design, Construct, Operate and Maintain International Airports, Domestic

Airports, Civil Enclaves at Defence Airports.

Development and Management of Cargo Terminals at Airports.

Provision of Passenger Facilities and Information System at the Passenger

Terminals at airports.

Expansion and strengthening of operation area viz. Runways, Aprons, Taxiway, etc

Provision of visual aids.

Provision of Communication and Navigational aids viz. ILS, DVOR, DME, Radar,

etc.

1.3 GENERAL INFORMATION

1. Name of Airport Jaipur Airport, Jaipur

2. Type of Airport Civil Aerodrome

3. Address OIC, AAI, Jaipur Airport

4

Jaipur - 302011

4. Operational Hours 24 hours

5. Name & Designation of Officer-in-Charge P.S. Verma, Jt.GM (Com)

6. Region Northern Region

7. RHQ New Delhi

CHAPTER – 2CNS DEPARTMENT

2.1 ROLE OF CNS DEPARTMENT

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.

9. To co-ordinate with telephone service providers for provision and smooth functioning of

auto telephones/ hotlines/ data circuits.

5

2.2 CLASSIFICATION OF CNS FACILITIES

COMMUNICATION EQUIPMNET

NAME OF THE EQUIPMENT

MAKE FREQUENCY POWER

VHF AM Sets

TransmittersOTEDT-100

125.25126.6

50W

ReceiversOTEDR-100

125.25126.6

VHF AM Transreceivers

PAE 5610PAE BT6MDS-RadioJORTONI-COM

125.25NA

DVTR Marathon 24 Chnl

FIDSIDDSSOLARI

NA

Digital Clock Bihar Comm. NA NADSCN VIASATLAN/WAN Cisco Tele NA NA

EPABXCoralPanasonic

NANA

NANA

Mobile Radio (FM) Communication(BASE STATION)

MOTOROLAVERTEXStandard

161.825MhzFor CISF166.525Mhz

10W

6

For AAI--

Mobile Radio (FM) Communication(Hand Held Sets)

MOTOROLASIMCO)

Vertex Standard

KENWOOD

161.825Mhz166.525Mhz

----

--

NAVIGATION EQUIPMENTNAME OF THE EQUIPMENT

MAKE FREQUENCY POWER

DVOR (JJP) GCEL-755112.9Mhz.

100W

HP DME(JJP)(Collocated with DVOR)

THALESAirsys-435

11001163 Mhz

1 KW

LOCALIZER (IJIP)NORMAC-7013

109.9Mhz

-

GLIDE PATHNORMAC-7033

333.8Mhz

5W

LP DME (IJIP Collocated with GP)

THALESAirsys -415

9971060 Mhz

100W

Locator Outer SAC 100 295 Khz 50WSECURITY EQUIPMENTS

NAME OF THE EQUIPMENT MAKEDeparture Lounge100100V

Heimann (Ger)

Security Hold Area6040i

Heimann (Ger)

Departure Lounge100100V

Heimann (Ger)

Security Hold Area6040i

Heimann (Ger)

Explosive Trace DetectorsSmith 500 DT

Smith IONSCAN500DT (Singapore)

7

DFMDMETOR-200

CEIA

CCTV INFINOVAPA SYSTEM PHILIPS

BOSCH

CHAPTER – 3COMMUNICATION SYSTEM

3.1 INTRODUCTION

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. 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.

3.2 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-sideband 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

8

communications, transmitter is required to process, and possibly encode, the incoming

information so as to make it suitable for transmission and subsequent reception.

Eventually, in a transmitter, the information modulates the carrier, i.e., is superimposed

on a high-frequency sine wave. The actual method of modulation varies from one system to

another. Modulation may be high level or low level, (in VHF we use low level modulation) and

the system itself may be amplitude modulation, frequency modulation, pulse modulation or any

variation or combination of these, depending on the requirements. Figure 1.1 shows a low-

level amplitude-modulated transmitter type.

Antenna

AUDIO IN

3.3 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).

It is inevitable that the signal will deteriorate during the process of transmission and

reception as a result of some distortion in the system, or because of the introduc tion of noise,

which is unwanted energy, usually of random character, present in a transmission system,

CRYSTAL OSC & AMP

MODULATOR & DRIVER PA

RF OUTPUT POWER AMP

AUDIO AMPLIFIER

Figure 3.1 Block diagram of radio transmitter

9

due to a variety of causes. Since noise will be received together with the signal, it places a

limitation on the transmission system as a whole. When noise is severe, it may mask a given

signal so much that the signal becomes unintelligible and therefore useless. Noise may

interfere with signal at any point in a communications system, but it will have its greatest

effect when the signal is weakest. This means that noise in the channel or at the input to the

receiver is the most noticeable.

3.4 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, as does the simple receiver

whose block diagram is shown in Figure.

Antenna

Speaker

Figure 3.2 Block diagram of AM super heterodyne

receiver

Receivers run the whole range of complexity from a very simple crystal receiver, with

headphones, to a far more complex radar receiver, with its involved antenna arrangements and

visual display system, which will be expanded upon in Chapter 6. Whatever the receiver, it’s

MIXER

RF Stage

IntermediateFrequency

AmplifierDemodulator

Audio Voltage and Power amplifiers

Local Oscillator

10

most important function is demodulation (and sometimes also decoding). Both these processes

are the reverse of the corresponding transmitter modulation processes.

As stated initially, the purpose of a receiver and the form of its output influence its

construction as much as the type of modulation system used. The output of a receiver may be

fed to a loudspeaker, video display unit, teletypewriter, various radar displays, television

picture tube, pen recorder or computer: In each instance different arrangements must be made,

each affecting the receiver design. Note that the transmitter and receiver must be in agreement

with the modulation and coding methods used (and also timing or synchronization in some

systems).

3.5 MODULATION

3.5.1 TRANSMITTER (OR EQUIPMENT) MODULATION.

Transmitter modulation is one in which, the carrier and total sideband components are

combined in a fixed phase relationship in the equipment (say transmitter) and the combined

wave follow a common RF path from the transmitting antenna through space to the receiver

ensuring no introduction of phase difference between the carrier and the TSB on its way. It is

obvious that the mixing (multiplication) of the carrier and the modulating signal has to be taken

place to produce the TSB within the equipment only, before combining (adding) it with carrier

within or outside the equipment.

3.5.2 SPACE MODULATION

Another type of amplitude modulation process may be required to be used in many places like

Navaids where the combination (addition) of sideband only (SBO comprising one or more

TSB(s)) and the carrier with or without the transmitter modulated sidebands takes place in

space. Note that both of the SBO or carrier with sidebands (CSB) are transmitter modulated but

when all the required signals out of these three namely SBO, CSB or carrier are not radiated

from the same antenna the complete modulation process will be realized rather the composite

11

modulated waveform will be formed at the receiving point by the process of addition of all the

carriers and all the sidebands (TSBs). The process of achieving the complete modulation

process by the process of addition of carriers and sidebands (TSBs) at the receiving point in

space is called the “Space Modulation” which means only that modulation process is achieved

or completed in space rather than in equipment itself but not at all that space is modulated.

3.6 COMMUNICATION SYSTEMS

3.6.1 AIR TRAFFIC CONTROL (ATC)

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.[1] 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).

Preventing collisions is referred to as separation, which is a term used to prevent aircraft

from coming too close to each other by use of lateral, vertical and longitudinal separation

minima; many aircraft now have collision avoidance systems installed to act as a backup to

ATC observation and instructions. 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).

Depending on the type of flight and the class of airspace, ATC may issue instructions that

pilots are required to follow, or merely flight information to assist pilots operating in the

airspace. In all cases, however, the pilot in command has final responsibility for the safety of

the flight, and may deviate from ATC instructions in an emergency.

12

3.6.2 WALKIE -TALKIE

A walkie-talkie, or handie talkie, (more formally known as a handheld transceiver) is a hand-

held, portable, two-way radio transceiver. Its development during the Second World War has

been variously credited to Donald L. Hings, radio engineer Alfred J. Gross, and engineering

teams at Motorola. Similar designs were created for other armed forces, and after the war,

walkie-talkies spread to public safety and eventually commercial and jobsite work. Major

characteristics include a half-duplex channel (only one radio transmits at a time, though any

number can listen) and a "push-to-talk" (P.T.T) switch that starts transmission. Typical walkie-

talkies resemble a telephone handset, possibly slightly larger but still a single unit, with an

antenna sticking out of the top. Where a phone's earpiece is only loud enough to be heard by

the user, a walkie-talkie's built-in speaker can be heard by the user and those in the user's

immediate vicinity. Hand-held transceivers may be used to communicate between each

other.It’s frequency at Jaipur Airport is 166.2 Mhz.

3.6.3 VOICE COMMUNICATION CONTROL SYSTEM

The Voice Communication Control System (VCCS) is a Voice Switch and Control System for

networking an airport VHF communication system. It is an electronic switching system, which

controls the complex flow of speech data between air traffic controllers on ground and aircraft.

The system has been designed using Complementary Metal Oxide Semiconductor (CMOS)

digital circuits and is very easy to operate.

The VCCS is based on a modular architecture. The heart of the system is a Central

Switching Unit (CSU) in which the data inputs from various controller workstations are

separately processed. A multi-bus data link connects the CSU with each controller workstation.

13

Figure 3.3 Voice Communication Control System

3.6.4 TAPE RECORDER

The purpose of tape recorder is to store the Sound by recording of sound either by Disc

Recording, Film Recording or Magnetic Recording. In our Department, we are using Magnetic

Recording to record the communications/speech between Air (Aircraft) to Ground, Ground to

Ground, telephones, Intercom’s etc. For any miss happening or any other reason, the

conversations of past period can be checked to find out the root cause so that in future such

types of mistakes can be avoided.

14

Figure 3.4 Tape Recorder System

3.6.5 DIGITAL AIRPORT TERMINAL INFORMATION SYSTEM

(DATIS)

Digital Airport Terminal Information System (DATIS) is an intelligent announcing

system used for Automatic Terminal Information Service (ATIS) – for the automatic

provision of current, routine information (weather, runway used etc.) to arriving and

departing aircraft throughout 24 hrs or a specific portion thereof. The System is

Completely solid-state, without any moving parts. The design is based around advanced

digital techniques viz., PCM digitization, high density Dynamic RAM Storage and

microprocessor control. This ensures reproduction of recorded speech with high quality

and reliability. Storage capacity normally supplied is for 4 minutes Announcement, and as

the system design is modular, it can be increased by simply adding extra memory. The

system is configured with fully duplicated modules, automatic switch-over mechanism

and Uninterrupted Power Supply to ensure Continuous System availability.

3.7 FREQUENCY BANDS AND ITS USES IN COMMUNICATION

Table 3.1 Radio Waves ClassificationBAND NAME FREQUENCY BAND

Ultra Low Frequency (ULF) 3Hz - 30 HzVery Low Frequency (VLF) 3 kHz - 30 kHzLow Frequency (LF) 30 kHz - 300 kHzMedium Frequency (MF) 300 kHz - 3 MHzHigh Frequency (HF) 3 MHz - 30 MHzVery High Frequency (VHF) 30 MHz - 300 MHz

15

Ultra High Frequency (UHF) 300 MHz -3 GHzSuper High Frequency (SHF) 3 GHz - 30 GHzExtra High Frequency (EHF) 30 GHz - 300 GHzInfrared Frequency 3 THz- 30 THz

Table 3.2 Frequencies band uses in communication

NAME OF THE EQUIPMENT

FREQUENCY BAND USES

NDB 200 – 450 KHz Locator, Homing & En-route HF 3 – 30 MHz Ground to Ground/Air Com.Localizer 108 – 112 MHz Instrument Landing SystemVOR 108 – 117.975 MHz Terminal, Homing & En-routeVHF 117.975 – 137 MHz Ground to Air Comm.Glide Path 328 – 336 MHz Instrument Landing SystemDME 960 – 1215 MHz Measurement of DistanceUHF LINK 0.3 – 2.7 GHz Remote Control, MonitoringRADAR 0.3 – 12 GHz Surveillance

CHAPTER – 4

NAVIGATIONAL AIDS

4.1 NAVIGATION

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. The word navigate is derived from the Latin "navigate",

which is the command "sail". Radio Navigation is based on the use of Radio Transmitter, Radio

Receiver and propagation of electromagnetic waves to find navigational parameter such as

direction, distance, position of the aircraft etc. According to service range the radio

navigational aids are broadly classified into three categories -

1. Long Range.

2. Medium Range.

16

3. Short range.

1. Long Range navigational aids

Operate in very low frequency and low frequency, i.e. 10KHz, 50-100KHz and 100-

200KHz respectively.

LORAN and OMEGA falls in this category.

2. Medium range navigational aids

It operates in the LF or MF band of frequency .

It gives the range of 150-250 nautical miles.

NDB (Non Directional Beacons) falls in this category.

3. Short-range navigational aids

These aids operate in and above VHF bands.

The coverage is dependent upon line of sight propagation.

VHF, ILS, DME, VOR and RADAR are some widely used short-range aids.

4.2 ILS

An instrument landing system (ILS) is a ground-based instrument approach system that

provides precision guidance to an aircraft approaching and landing on a runway, using a

combination of radio signals 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.

17

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 navaids and the minimum visibility requirements prescribed for the specific

approach.

Radio-navigation aids must keep a certain degree of accuracy (set by international

standards of CAST/ICAO); to assure this is the case, flight inspection organizations

periodically check critical parameters with properly equipped aircraft to calibrate and certify

ILS precision.

4.2.1 PRINCIPLE OF OPERATION

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.

18

Figure 4.1 The Emission Patterns Of The Localizer And

Glide Slope Signals.

A localizer (LOC, or LLZ until ICAO designated LOC as the official acronym) antenna

array is normally located beyond the departure end of the runway and generally consists of

several pairs of directional antennas. Two signals are transmitted on one out of 40 ILS channels

between the carrier frequency range 108.10 MHz and 111.95 MHz (with the 100 kHz digit

always odd, so 108.10, 108.15, 108.30, and so on are LOC 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 centerline, the other to the right.

The localizer receiver on the aircraft measures the difference in the depth of modulation

(DDM) of the 90 Hz and 150 Hz signals. For the localizer, the depth of modulation for each of

the modulating frequencies is 20 percent. The difference between the two signals varies

depending on the position of the approaching aircraft from the centerline.

If there is a predominance of either 90 Hz or 150 Hz modulation, the aircraft is off the

centerline. In the cockpit, the needle on the horizontal situation indicator (HSI, the instrument

part of the ILS), or course deviation indicator (CDI), will show that the aircraft needs to fly left

or right to correct the error to fly down the center of the runway. If the DDM is zero, the

aircraft is on the centerline of the localizer coinciding with the physical runway centerline.

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 329.15 and

335 MHz using a technique similar to that of the localizer. The centerline of the glide slope

signal is arranged to define a glide slope of approximately 3° above horizontal (ground level).

The beam is 1.4° deep; 0.7° below the glide slope centerline and 0.7° above the glide slope

centerline.

19

These 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 centered on

the display. This ensures the aircraft is following the ILS centerline (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.

4.2.2 COMPONENTS OF ILS

4.2.2.1 LOCALIZER

The localizer provides runway centerline guidance to aircraft. In some cases a localizer is at an

angle to the runway usually due to obstructions around the airport. It is then called a Localizer

Type Directional Aid. The Localizer is placed about 1,000 feet on the far end of the

approached runway. Its useful volume extends to 18 NM for the path up to 10 degrees either

side of the course. For an angle of 35 degrees either side of the course the useful volume of the

Localizer extends up to 10 NM. Localizer uses the frequency range 108-112MHz. It’s

frequency at Jaipur Airport is 109.9MHz.

4.2.2.2. GLIDE PATH

The function of the Glide Path unit is to provide, within its coverage limits, an inclined plane

aligned with the glide path of the runway for providing elevation guidance to landing aircraft.

The Glide Path gives the information indicating the aircraft’s position relative to the required

angle of descent. The MARRY antenna is used for it. Frequency range for Glide path is 328-

336MHz. It’s frequency at Jaipur Airport is 333.8MHz. Covering range for Glide Path is

10NM. The Glide Path unit is made up of a building, the transmitter equipment, the radiating

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antennas and monitor antennas mounted on towers. The antennas and the building are located

about 300 feet to one side of the runway center line at a distance of about 1,000 feet from the

approach end of the runway.

4.2.2.3. INNER MARKER

A marker basically gives the distance from the runway, to the aircraft. It is about 1000 feet

from the runway threshold. At inner marker the aircraft should be about 50 feet above from the

runway centerline.

4.2.2.4 MIDDLE MARKER

It is about 3500 feet from the runway threshold. At middle marker the aircraft should be about

225 feet above from the runway centerline.

4.2.2.5. OUTER MARKER

It is about 7000 feet from the runway threshold. At outer marker the aircraft should be about

2700 feet above from the runway centerline.

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Figure 4.2 Typical Locations of ILS Components

4.3 DME

Distance measuring equipment (DME) provides pilots with a slant range measurement of

distance to the runway in nautical miles. DMEs are augmenting or replacing markers in many

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installations. The DME provides more accurate and continuous monitoring of correct progress

on the ILS glide slope to the pilot, and does not require an installation outside the airport

boundary. When used in conjunction with an ILS, the DME is often sited midway between the

reciprocal runway thresholds with the internal delay modified so that one unit can provide

distance information to either runway threshold.

4.3.1 OPERATION

The operating principle of DME system is based on the RADAR principle means the time

required for a radio pulse signal to travel to a given point and return. DME is Secondary

RADAR with the location of the Transponder and Interrogator reversed.

The airborne transmitter repeatedly initiates a process of sending out very short, very

widely spaced interrogation pulses. These are picked up by the ground transponder receiver

whose output triggers the associated transmitter into sending out reply pulses on a different

channel. The airborne receiver receives these replies. Timing circuit automatically measures the

round-trip travel time, or interval between interrogation and reply pulses, and converts this time

into electrical signal, which operate the distance indicator.

Distance calculation- A radio pulse takes around 12.36 microseconds to travel one

nautical mile to and from, this is also referred to as a RADAR-Mile. The time difference

between interrogation and reply minus the 50 microsecond ground transponder delay is

measured by the interrogator's timing circuitry and translated into a distance measurement in

nautical miles which is then displayed in the cockpit.

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DME frequency range -

Allotted: 960MHz to 1215MHz.

Critically used: 962 MHz to 1213MHz.

The variation in time spacing of the pulse pairs of the aircraft interrogation is termed as

Pulse Jittering. Thus the variation in time spacing of the pulse pair is unique to each aircraft,

and permits the aircraft to select the replies to its particular interrogations.

Figure 4.3 DME System

4.4 DVOR

The Doppler Very high frequency Omni Range is a ground based, radio aircraft navigation aid,

transmitting an Omni-directional signal that enables and to determine its bearing relative to the

location of the beacon.

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4.4.1 BASICS

It works on the principle of phase comparison of two 30 Hz signals.

Frequency range for DVOR is 112-118MHz.

Range of covering is 200NM (for medium range aid)

4.4.2 ANTENNA

Antenna used for DVOR is called “modified Alford slot antenna”. An antenna system,

comprising a ring of 48 sideband antennas and a central carrier antenna, mounted on a suitable

ground plane. The counter poise is uses as a ground plain. It works as a perfect conductor.

Diameter is set at a distance of 44.0 feet or13.4 meter. This arrangement produces peak

frequency deviation. DVOR is phase sensitive equipment thus it uses the Horizontal

Polarization, as to minimize the effect of noise.

4.4.2.1 OPERATION

Amplitude Modulating the carrier frequency signal by a 30Hz-modulating signal produces the

DVOR reference signal. The modulating carrier is radiated from the central Omni-directional

antenna. The phase of 30Hz AM is therefore constant irrespective of direction, hence termed

30Hz reference.

The DVOR variable signal is produced by the space modulation of carrier signal by the

amplitude of the frequency modulated sideband signals. The sideband signals (fc+9960Hz) and

(fc-9960Hz) are radiated diametrically in a ring of antennas and are commutated around the

ring at a 30Hz rate.

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The distant observer therefore, sees a Doppler frequency shift of these sideband

frequencies varying at 30 Hz with a maximum deviation determined by the diameter of the

ring. The Doppler VOR beacons also transmit VOICE and CODE identification information to

the aircraft. This information amplitude modulates the RF carrier and is radiated Omni –

directionally from the central antenna, along with the 30 Hz AM reference signal. In the aircraft

receiver the complex VHF signal is first envelope detected to obtain the 30 Hz AM signal and

the 9960 Hz sub carrier. The sub carrier contains the variable signal. This signal is fed to two

sets of filters to separate the 30Hz and 9960Hz sub carrier. One of the filter produces a 30Hz

output the Reference signal whereas the other produces the 30Hz Variable signal. The 9960 Hz

sub carrier is FM demodulated to obtain the FM variable signal. The relative phase difference

between the two 30 Hz is then measured. The bearing information is converted into a visual

indication for the pilot.

Figure 5.4 DVOR System

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Figure 5.5 DVOR Antennas

4.5 ILS PARAMETERS AND COMPONENTS

ILS PARAMETER ILS COMPONENT

a. Azimuth Approach Guidance Provided by Localizer

b. Elevation Approach Guidance Provided by Glide Path

c. Fixed Distances from Threshold Provided by Marker Beacons

d. Range from touch down point Provided by DME

CHAPTER – 5SECURITY EQUIPMENTS

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The main security equipments are-

1. X-BIS

2. WTMD

3. HHMD

4. ETD

5. FIDS

6. PA System

5.1. X-BIS

The luggage carried by the passengers is checked by using the X-Ray Baggage Inspection

System.

5.1.1. 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.

5.1.2 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.

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The second mechanism by which x-rays are produced is through transitions of electrons

between atomic orbits. Such transitions involve the movement of electrons from outer orbits to

vacancies within inner orbits. In making such transitions, electrons emit photons of x-radiation

with discrete energies given by the differences in energy states at the beginning and the end of

the transition. Because such x-rays are distinctive for the particular element and transition, they

are called characteristic x-rays.

A tungsten filament is heated to 20000C to emit electrons. A very high voltage is placed

across the electrodes in the two ends of the tube and the tube is evacuated to a low pressure,

about 1/1 000 mm of mercury. These electrons are accelerated in an electric field toward a

target, which could be tungsten also (or more likely copper or molybdenum for analytical

systems). The interaction of electrons in the target results in the emission of a continuous

bremsstrahlung spectrum along with characteristic x-rays from the particular target material.

Unlike diagnostic x-ray equipment, which primarily utilize the bremsstrahlung x-rays,

analytical x-ray systems make use of the characteristic x-rays.

 

FIGURE 5.1 X-Rays Production

5.1.3 SPECIFICATIONS

Tunnel Dimensions 620(w)*418(h)[mm]

Max. Object size 615(w)*410(h)[mm]

Conveyor Speed 0.2m/sec.

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Max. Conveyor load even distributed 160kg.

5.1.4 OPERATION

When the start key is pressed from the keyboard then the command goes to the microprocessor,

then to the interface board. The interface board starts the motor hence conveyor belt starts

running. But at this time X-Rays doesn’t generate. The X-BIS contain the emergency stop

switches from the safety point of view. When baggage is run on the conveyor belt and passes

through the light barriers then interruption occurs. The microprocessor reads the interrupt

through interface board. Microprocessor again gives the command to the X-Ray generator to

generate X-Rays through the interface board. X-Rays falls on the baggage some absorb and rest

passes through it. The X-Rays now converts into the voltage by a transducer. Now a VGA

(Voltage Graphic Adopter) converts the input voltage signal into the output graphic image on

the monitor. At the monitor slice-by-slice screening is achieved.

FIGURE 5.2 X-BIS System

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The X-BIS shows the different color patterns according to the material inside the

baggage, such as: -

1. Organic : Orange color

2. Inorganic : Green

3. Metal : Blue

5.2 WTMD

The metal objects which passengers a carrying with them is detected during passenger

screening by Walk Through Metal Detector. The system is used for weapons detection as well

as passenger screening.

Main components are-

1. Transmitter panel (TX)

2. Receiver panel (RX)

3. Cross piece.

4. Remote control unit.

5. Electronics unit

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Figure 5.3 WTMD

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

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. When the pulse's magnetic field collapses,

causing the reflected pulse, the magnetic field of the object makes it take longer for the

reflected pulse to completely disappear. This process works something like echoes: If you yell

in a room with only a few hard surfaces, you probably hear only a very brief echo, or you may

not hear one at all. But if you yell into a room with a lot of hard surfaces, the echo lasts longer.

In a PI metal detector, the magnetic fields from target objects add their "echo" to the reflected

pulse, making it last a fraction longer than it would without them.

A sampling circuit in the metal detector is set to monitor the length of the reflected

pulse. By comparing it to the expected length, the circuit can determine if another magnetic

field has caused the reflected pulse to take longer to decay. If the decay of the reflected pulse

takes more than a few microseconds longer than normal, there is probably a metal object

interfering with it.

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

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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.

Many of the newer metal detectors on the market are multi-zone. This means that they

have multiple transmit and receive coils, each one at a different height. Basically, it's like

having several metal detectors in a single unit.

5.2.1 METOR 200 (PRINCIPLE OF OPERATION)

The transmitter coils generate a pulsed magnetic field around them. Metal objects taken

through the detector generate a secondary magnetic field, which is converted into a voltage

level by the receiver coils. Metor 200 consists of eight separate overlapping transmitter and

receiver coil pairs. The signal received from each receiver coil are processed individually thus

the transmitter and receiver coil pairs form eight individual metal detectors. The operation is

based on electromagnetic pulsed field technology as below in addition to the above

explanation.

METOR 200

Figure 5.4 Eight overlapping detection zones

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Transmitter pulses cause decaying eddy currents in metal objects inside the sensing

area of the WTMD.

The signal induced to the receiver by the eddy currents is sampled and processed in the

electronics unit.

Moving metal objects are detected when the signal exceeds the alarm threshold.

METOR 200 is a multi-channel metal detector with eight overlapping detection zones.

The zones create a sequential pulsating magnetic field within the detection area of the WTMD.

With overlapping construction, sensitivity differences are minimised when metal objects

of different shape pass through the WTMD in various orientations

Metal objects at different heights are detected separately by the individual detection

zones producing superior discrimination.

Advanced microprocessor technology is used for digital signal processing and internal

controls. This provides reliable functioning of the metal detector, versatile features and user

friendly operations.

The electronics unit processes the signals received from the receiver coils. It indicates the

result of the signal processing through an alphanumerical display, alarm LEDs and Buzzer. The

zone display unit, which is mounted on transmitter coil panel, points out the position where a

weapon was taken through the gate.

The user controls the functions of the metal detector with a remote control unit. It sends

to the electronics unit an IR signal corresponding to the pressed keyboard code.

The traffic counter counts the number of persons walking through the gate and the

amount of alarms generated.

5.3 HHMD

5.3.1 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

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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 and the audible alarm /

the red alarm light.

Battery voltage is controlled with a low voltage circuit and constant alarm is activated

when the battery voltage is under 7V.

The connector in the rear of the unit operates as headphone and charger

connections. The charger idle voltage is between 14 and 24 VDC. During charging

operation the green light is plinking and with full battery it lights constantly.

Figure5.4 HHMD and Block Diagram

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5.4 ETD

An Explosive Trace Detector is used to detect the explosives and narcotics. It consists normally

a vacuum tube. The operator on swap takes a sample from the luggage. In the ETD machine

the sample is melted and then vaporized, by applying high voltage. Thus there is displacement

occurs in the atomic weight of the substance. By the LUT (Look Up Table) the displacement

can be measured, and thus substance can be detected. The screen of ETD shows the

information about the sample with necessary graph etc.

Figure 5.5 ETD

5.5 FIDS

A Flight Information Display system (FIDS) is a computer system used in airports to display

flight information to passengers, in which a computer system controls mechanical or electronic

display boards or TV screens in order to display arrivals and departures flight information in

real-time. The displays are located inside or around an airport terminal. A virtual version of a

FIDS can also be found on most airport websites and teletext systems. In large airports, there

are different sets of FIDS for each terminal or even each major airline. FID systems are used to

assist passengers during air travel and people who want to pick-up passengers after the flight.

Each line on an FIDS indicates a different flight number accompanied by:

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the airline name/logo and/or its IATA or ICAO airline designator

the city of origin or destination, and any intermediate points

the expected arrival or departure time and/or the updated time (reflecting any delays)

the gate number

the check-in counter numbers or the name of the airline handling the check-in

the status of the flight, such as "Landed", "Delayed", "Boarding", etc.

Due to code sharing, one single flight may be represented by a series of different flight

numbers, thus lines (for example, LH474 and AC9099), although one single aircraft operates

that route at that given time. Lines may be sorted by time, airline name, or city.

Figure 5.6 Flight Information Display

5.6 PA SYSTEM

It is called Public Address System. At the Airport it is use to address the passengers.

Information about the arrival and departure of flights, security checking etc is announced by

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this system. Here three or more power amplifiers are used in series to amplify the audio power

from where the audio output is announced in different sections through loudspeakers.

CHAPTER – 6IT SECTION

IT or the information technology is used basically for transmitting and receiving the

information from one place to another place, fast and in an efficient way.

6.1 FUNCTIONS OF IT DEPARTMENT

Planning & implementation of suitable information security & protection system with

FIREWALL to ensure safety & security of Database & prevention of unauthorized

access to AAI server.

Planning & implementation of AAI Internet. LAN /WAN planning connecting all AAI

establishment throughout the country on AAI Internet.

Development & hosting of AAI website & website management. Use of Web based

Information Technology as strategic business tool to improve the business process &

efficiency of the Organization.

Internet & E-mail services to all the executives of AAI & sections on need basis,

initially using dial-up & subsequently using Leased Line & AAI Proxy Server.

Hyper link connection for downloading of information on latest flight schedules,

arrival/departures of flights on registration basis to third parties such as Hotels, Tour &

Travel Operators, Cell Phone & Cable Operators etc.

Assessment & planning of IT related Training & in-house application development.

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6.2 BASICS

6.2.1 Hub

The term is familiar to frequent fliers who travel through airport "hubs" to make connecting

flights from one point to another. In data communications, a hub is a place of convergence

where data arrives from one or more directions and is forwarded out in one or more other

directions.

4.2.2 SWITCH

In a telecommunications network, a switch is a device that channels incoming data from any of

multiple input ports to the specific output port that will take the data toward its intended

destination. In the traditional circuit-switched telephone network, one or more switches are

used to set up a dedicated though temporary connection or circuit for an exchange between two

or more parties.

4.2.3 ROUTER

In packet-switched networks such as the Internet, a router is a device or, in some cases,

software in a computer, that determines the next network point to which a packet should be

forwarded toward its destination. The router is connected to at least two networks and decides

which way to send each information packet based on its current understanding of the state of

the networks it is connected to. A router is located at any gateway (where one network meets

another), including each point-of-presence on the Internet. A router is often included as part of

a network switch.

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6.3 NETWORKING

Today when we speak of networks, we are generally referring to three primary categories: local

area networks, metropolitan area networks, and wide area networks. In which category a

network falls is determined by its size. its ownership, the distance it covers, and its physical

architecture (see Figure below).

Figure 6.1 Block Diagram of Networks

6.3.1 LOCAL AREA NETWORK (LAN).

A local area network (LAN) is usually privately owned and links the devices in a single office,

building, or campus (see Figure below).

Figure 6.2 Local Area Network

Depending on the needs of an organization and the type of technology used, a LAN can

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be as simple as two PCs and a printer in someone's home office; or it can extend throughout a

company and include audio and video peripherals. LAN size is limited to a few kilometers.

6.3.2 WIDE AREA NETWORK (WAN)

A 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.

Figure 6.3 Wide Area Network

6.4 NETWORK TOPOLOGIES

6.4.1 BUS

A bus network is an arrangement in a local area network (LAN) in which each node

(workstation or other device) is connected to a main cable or link called the bus. A bus network

is simple and reliable. If one node fails to operate, all the rest can still communicate with each

other.

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Figure 6.4 Bus Network

6.4.2 STAR

A star network is a local area network (LAN) in which all nodes (workstations or other devices)

are directly connected to a common central computer. Every workstation is indirectly

connected to every other through the central computer. In some star networks, the central

computer can also operate as a workstation.

Figure 6.5 Star Network

6.4.3 RING:

A ring network is a local area network (LAN) in which the nodes (workstations or other

devices) are connected in a closed loop configuration. Adjacent pairs of nodes are directly

connected. Other pairs of nodes are indirectly connected, the data passing through one or more

intermediate nodes.

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Figure 6.6 Ring Network

6.4.4 MESH:

A mesh network is a local area network (LAN) that employs one of two connection

arrangements, full mesh topology or partial mesh topology. In the full mesh topology, each

node (workstation or other device) is connected directly to each of the others. In the partial

mesh topology, some nodes are connected to all the others, but some of the nodes are connected

only to those other nodes with which they exchange the most data.

Figure 6.7 Mesh Network

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CHAPTER – 7CONCLUSION

The first phase of practical training has proved to be quiet fruitful. It provided me an

opportunity to learn about Security Equipments, VHF transmitters, VHF receivers, ATC

Tower, ILS, DVOR, DME.

At airport various units are linked and the way working of whole unit is controlled make

the student realize that engineering is not just learning the structured description and working

of various systems but the greater part is of planning proper management.

It also provides opportunities to learn about how accuracy is required in the Navigation

and Communication purposes. Learning of Security systems was also a great experience.

Training is not carried out into its tree sprit. It is recommended that there should be some

project specially meant for students where presence of authorities should be ensured. There

should be strict monitoring of the performance of students and system of grading be improved

on the basis of work done.

It has allowed an opportunity to get an exposure of the practical implementation to

theoretical fundamentals.

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BIBLIOGRAPHY

[1] www.airportsindia.org.in

[2] www.aai.aero.org

[3] en.wikipedia.org/wiki/AAI

[4] Manuals provided by Airport officials

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