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Internship Report Pakistan Civil Aviation Authority Muhammad Owais Mehmood NUST-PNEC Internee Pakistan CAA Electronics Engineering

D epot 23rd Jun to 13th Jul 2012

Internship Report EED-CAA List of contents

Introduction3 Radar Central Workshop Page 2

Internship Report EED-CAA Pakistan's Civil Aviation Authority (CAA) is a regulatory authority, whose respo nsibility is to oversee and regulate all aspects of civil aviation in Pakistan. Nearly all civilian airports and aviation facilities in Pakistan are owned and o perated by the CAA. CAA's head office is situated in terminal 1 of Jinnah Intern ational Airport in Karachi. Pakistan Civil Aviation Authority is a Public sector autonomous body working under the Federal Government of Pakistan through the Mi nistry of Defense. It was established on 7th December, 1982 as an autonomous bod y. Prior to its creation, a Civil Aviation Department in the Ministry of Defense used to manage the civil aviation related activities. CAA is also a member of t he International Civil Aviation Organization (ICAO). Electronics Engineering Depot (EED) Electronics engineering depot (EED) in Karac hi is the central and the biggest facility of CAA all over Pakistan with respect to electronics engineering services provided by the authority. EED covers all t he electronic equipments which provide aviation services all over Pakistan. The EED holds following major functions at CAA: Procurement of all new aviation equi pments (Radars, Voice logging systems, ILS etc) and thorough testing of each equ ipment after purchase. Providing on field repair and maintenance facilities all over Pakistan through its trained personnel. Workshops for extensive repair faci lities at EED in case the equipment could not be repaired at site. The EED is di vided into sub sections, each dealing with the equipment of its own concern. The se sections are: Radar central workshop (RCWS) Navigational Aids section VHF/UHF section HF section General electronics section Telecom section Each section has the test equipment and trained personnel to deal with the problems occurring in their respective fields. Our training program at EED was designed in such a way so that that we could understand the functionality of each section. We spent th e allocated time in each section and got familiar with the functioning of equipm ent as well as the repairing tools used. Following is the short detail of each s ections equipment and operation. Page 3

Internship Report EED-CAA Radar Central Workshop (RCWS) RADAR stands for Radio detection and Ranging. Radar is an equipment which is used to detect objects using Radio Waves. It is a way to detect and study far off targets by transmitting a radio pulse in the direction of the target and observing the reflection of the wave. Its basically radio echo. In civil aviation radars are used to monitor and control commercial air traffic . A radar can provide following information about a target which helps in managi ng the air traffic. Target range Target angles (azimuth & elevation) Target size (radar cross section) Target speed (Doppler) Target features (imaging) As far as civil aviation is concerned, the radars used can be divided into two m ain types: Primary surveillance Radar Secondary surveillance Radar Primary surve illance Radar (PSR): Primary Radar works on the principle in which the radar tra nsmitter sends out a pulse of radio energy, of which a very small proportion is reflected from the surface or structure of the target aircraft back to the radar receiver. The azimuth orientation of the radar antenna provides the bearing of the aircraft from the ground station, and the time taken for the pulse to reach the target and return provides a measure of the distance of the target from the ground station. The bearing and distance of the target can then be converted int o a ground position for display to the Air Traffic Controller. Target elevation (altitude) is not normally measured by ATC primary radars. The advantage of Prim ary Surveillance Radar (PSR) is that it operates totally independently of the ta rget aircraft - that is, no action from the aircraft is required for it to provi de a radar return. The disadvantages of PSR are that, firstly, enormous amounts of power must be radiated to ensure returns from the target. This is especially true if long range is desired. Secondly, because of the small amount of Page 4

Internship Report EED-CAA energy returned at the receiver, returns may be easily disrupted due to such fac tors as changes of target attitude or signal attenuation due to heavy rain. This may cause the displayed target to 'fade'. PSRs are further divided into two cate gories based on the type of signal emitted by the radar: Continuous wave Radar P ulsed wave Radar In a pulsed wave radar system the pulse modulated signal are us ed for transmission. Duplexer is used to use common antenna for transmission & r eception. It can indicate the range of target. It requires comparatively higher transmitting power. The circuits used in this system are comparatively complicat ed. The performance is not affected by presence of number of targets. It is some times used for the mapping of the airport area. On the other hand CW radar uses modulated or unmodulated continuous signals for transmission. Circulator is used or separate antennas are used for transmission & reception. Simple CW RADAR can not indicate the range. The Doppler frequency s hift of echo signal is useful for indication device. It uses lower transmitting power. The circuits are simpler. The performance is unaffected by stationary tar gets. The system gets confused by presence of large number of targets. Page 5

Internship Report EED-CAA Specifications of the PSR used at JIAP PSR Model: TA-10K (Terminal Approach 10 c m Waveguide Klystron (Final Output Stage Power Amplifier)) (Frequency Band 2700 MHz to 2900 MHz) Range (In Diversity Mode) = 98 NM at height of 30,000 feet (Whe n Both Channels are operational) Peak Power (Per Transmitting Pulse) = 1.5 M Wat ts (maximum) Peak Power (Per Transmitting Pulse) = 1.25 M Watts (operational) Av erage Power (output) = 4 Kilo- Watts Pulse Repetition Frequency = 666 Hz (operat ional) Pulse Repetition Time Interval = 1.5 milliseconds (operational) Pulse Rep etition Frequency (optional) = 333 Hz (optional) Operating Frequency Range = Fro m 2700 MHz to 2900 MHz Pulse Width = 1.7 Microseconds Antenna Rotation Speed (Hi gh) = 10 Rpm Antenna Rotation Speed (Low) = 5 Rpm Standing Wave Ratio < 02 Range Resolution = 60 Meters (400 Nanoseconds) Azimuth Resolution = 1.4 Degrees Minim um Target Area to detect = 2 Square Meters (Minimum Radar Cross-Sectional Area) Secondary surveillance Radar (SSR): The disadvantages of PSR led to the employme nt of another aspect of wartime radar development. This was the Identification F riend or Foe (IFF) system, which had been developed as a means of positively ide ntifying friendly aircraft from enemy. The system which became known in civil us e as Secondary Surveillance Radar (SSR) relies on a piece of equipment aboard th e aircraft known as a 'transponder'. The transponder is a radio receiver and tra nsmitter operating on the radar frequency. The target aircraft's transponder res ponds to interrogation by the ground station by transmitting a coded reply signa l. The great advantages of SSR are three: firstly, because the reply signal is t ransmitted from the aircraft it is much stronger when received at the ground sta tion, thus giving the possibility of much greater range and reducing the problem s of signal attenuation; similarly, the transmitting power required of the groun d station for a given range is much reduced, thus providing considerable economy ; and thirdly, because the signals in each direction are electronically coded th e possibility is offered to transmit additional information between the two stat ions. The disadvantage of SSR is that it requires a target aircraft to carry an operating transponder. Thus SSR is a 'dependant' surveillance system. For this r eason, PSR will operate in conjunction with SSR in certain areas for the foresee able future so that 'non-cooperating' targets, such as some light aircraft, can be detected. Page 6

Internship Report EED-CAA Modes of SSR SSR has several modes of operation. The basic civil mode is Mode A. In this mode the aircraft's transponder provides positive aircraft identificati on by transmitting a four-digit code to the ground station. The code system is o ctal; that is, each of the code digits may be any of the numbers 0-7. There are thus 4096 possible fourdigit codes. Another principal SSR mode currently used is Mode C. In this mode the aircraft's altitude, derived from on-board instruments , is transmitted to the ground station in addition to the identity. A further mo de, Mode S (or 'Mode Select'), is also used. Aircraft equipped with transponders supporting this mode are assigned a permanent identification which can be selec tively addressed by the ground radar. This reduces problems of garbling between SSR returns from aircraft in close proximity. Mode S also offers a wider range o f data to be transmitted, including potentially an uplink of data from the groun d station to the aircraft although this capability is presently not used in Paki stan. Additional SSR Modes are used by military aircraft. Specifications of seco ndary surveillance radar used at JIAP SSR Model: RSM-870 (Radar Secondary Mono P ulse) Range (One Way) Interrogation Frequency Reply from Transponder Power Consu mption Pulse Width Capacity Operating band Transmitter output Power (High) SSR M odes (Available) = 200 NM = 1030 MHz = 1090 MHz (This is not part of SSR Equipme nt) = 600 Watts = 0.8 Microseconds = 300 Aircrafts (Processing) = L Band = 1.5 K Watts = Alpha (Identity) & Charlie (Altitude) (1 NM = 1852 Meters) For repair and maintenance of these radars and other radars installed all over P akistan following equipments are present in the RCWS: 1. 2. 3. 4. 5. 6. 7. AFIT1500 In Circuit digital IC Tester (Excluding RAM & EPROM ICs) up to 24 Pins Digi tal / TTL ICs only. Tracker Huntron=5100DS (Hardware change Cold Tester) Micro-Sys tem Trouble Shooter. Frequency Counter Power Meter. Synthesizer / Level Generato r. VHF Switch. Page 7

Internship Report EED-CAA 8. 9. 10. 11. 12. 13. 14. 15. 16. 17. 18. 19. 20. 21. 22. 23. 24. 25. 26. 27. 28 . 29. 30. 31. 32. Relay Actuator System Power Supply of Hewlett Packard. Combinational System S-64 5 Programmable Fault Finder of Schlumberger. (Unserviceable) Curve Tracer. Tektr onix-571 EPROM Programmer Unisite TEST BENCH OF RICS TXM-4200 SYSTEM Chip Master C ompact (Digital IC Tester) Linear Master Compact (Analogue ICs Tester) Component Analyzer (Up to 3-Pins Components Tester) Relative Humidity & Temperature Teste r. ROBIN Microwave Leakage Tester. BK Precision Auto Ranging Capacitance Meter, Model 830A BK Precision Inductance Meter, Model # 875B Fluke Scope Meter, Model # 199C Fluke Multimeters, Model # 187 Toolkit Xcelite TC-100ST Soldering Station Weller Huntron Pro-Track-I Model 20 DATAMAN Universal EPROM Programmer De-Solderi ng Station Weller . Huntron Scanner-I (part of Tracker) Agilent Digital Colour LCD Oscilloscope 6-GHz Spectrum Analyzer Model FSL6 Battery Load Tester (200A) ERSA Infra-Red Rework Station IR/PL-550A A secondary surveillance radar antenna mounted on primary radar antenna. Visit to JIAP Area Control Centre: During the internship period we visited the Area control centre which hosts the primary and secondary radars as well as the air traffic management structure. Pe ople who mange air traffic through radar data are called Air Traffic Controllers or ATCs. Radars are installed in different parts of Pakistan and the data from other radars is sent to the Area control centre through a satellite link. This d ata contains video as well as audio. There are different desks in Area control c entre each of which manages traffic in the assigned area. Page 8

Internship Report EED-CAA Navigational Aids Section The department of Navigational aids deals with equipment used in en route naviga tion and terminal navigation. En Route Navigation equipment: When the plane is successfully in the air after take off then the navigational a ids used to guide the aircraft to its destination are known as En route navigati on. The most basic equipment used for en route navigation are: NDB (Non directio nal beacon) VOR (Very high frequency Omni-directional Ranging) DME (distance mea suring equipment) NDB: Non-Directional Beacons (NDBs) are today the most common type of radio beacon found because of their simplicity and relative cheapness. N DBs are basically a simple radio transmitter which radiates a signal equally in every direction (hence 'non-directional'). This signal is modulated with a Morse code identity signal. This allows suitably equipped aircraft to 'home' on the b eacon, bringing the aircraft to a position overhead. From there, the aircraft ca n either track to another beacon, or perform an instrument approach procedure us ing the NDB for lateral guidance. In Pakistan NDB operates at 190 525 Khz. Model s of NDBs. used by CAA are: Aerocom 5401, 5034 Nautel ND-500, ND-2000 Southern A vionics SS - 1000 VOR: VOR, short for VHF Omni directional radio range, is a typ e of radio navigation system for aircraft. A VOR ground station broadcasts a VHF radio composite signal including the station's identifier, voice (if equipped), and navigation signal. The identifier is Morse code. The voice signal is usuall y station name, in-flight recorded advisories, or live flight service broadcasts . The navigation signal allows the airborne receiving equipment to determine a m agnetic bearing from the station to the aircraft (direction from the VOR station in relation to the Earth's magnetic North at the time of installation). VOR sta tions in areas of magnetic compass unreliability are oriented with respect to Tr ue North. This line of position is called the "radial" from the VOR. The interse ction of two radials from different VOR stations on a chart provides the positio n of the aircraft. D-VOR are for hilly area C-VOR are for plane area Comparison between D- VOR & C-VOR: Doppler VOR beacons are inherently more accurate than Co nventional VORs because they are more immune to reflections from hills and build ings. The variable signal, in a DVOR, is the 30Hz FM signal. In a CVOR it is the 30Hz AM signal. If the AM signal from a CVOR beacon, bounces off a building or hill, the aircraft will see a phase that appears to be at the phase centre of th e main signal and the reflected signal, and this phase centre will move as the b eam rotates. In a DVOR beacon, the variable signal will, if reflected, seem to b e two FM signals of unequal strengths and different phases. Twice per 30Hz cycle , the instantaneous deviation of the two signals will be the same, and the phase locked loop will get (briefly) confused. As the two instantaneous deviations dr ift apart again, the phase locked loop will follow the Page 9

Internship Report EED-CAA signal with the greatest strength, which should be that due to the line-of-sight signal. This will depend on the bandwidth of the output of the phase comparator in the aircraft. Hence some reflections can cause minor problems, but these are usually about an order of magnitude less than in a CVOR beacon. Models of VOR used by CAA are: C-VOR: Wilcox 585B D-VOR: Thomson-CSF 512-C, 512D DME: Distance measuring equipment (DME) is a transponder-based radio navigatio n technology that measures distance by timing the propagation delay of VHF or UH F radio signals. Aircraft use DME to determine their distance from a land-based transponder by sending and receiving pulse pairs - two pulses of fixed duration and separation. The ground stations are typically co-located with VORs. A typica l DME ground transponder system for en-route or terminal navigation will have a 1 kW peak pulse output on the assigned UHF channel. In Pakistan DME operates at 962 1213 Mhz Models of VORs used by CAA are: Wilcox 596B Thomson-CSF 712 Terminal Navigation: The navigation techniques used to help the aircraft in landing is known as termi nal navigation. The whole set of equipment used in the process is known as Instr ument Landing System (ILS). Components of ILS An instrument landing system (ILS) is a ground-based instrument approach system that provides precision guidance t o an aircraft approaching and landing on a runway, using a combination of radio signals. These informations are: Guidance information: the localizer and glide s lope. Page 10

Internship Report EED-CAA Range information: the outer marker (CM) and the middle marker (MM) beacons. Vis ual information (high-intensity lighting arrays to enable a safe landing) PAPI a pproach lights, touchdown and centerline lights, runway lights Localizer: The lo calizer signal provides information to guide the aircraft to the centerline of t he runway The localizer antenna is located at the far end of the runway. The app roach course of the localizer is called the front course. The course line in the opposite direction to the front course is called the back course. The localizer signal normally usable 18 NM from the field. The Morse code Identification of t he localizer consists of a three-letter. Principle of Operation of Localizer: A localizer antenna array is normally locat ed beyond the departure end of the runway and generally consists of several pair s of directional antennas. Two signals are transmitted on one out of 40 ILS chan nels between the carrier frequency range 108.10 MHz and 111.95 MHz (with the 100 kHz digit always odd). One is modulated at 90 Hz, the other at 150 Hz and these are transmitted from separate but co-located antennas. Each the left of the run way centerline, the other to the right antenna transmits a narrow beam, one slig htly to the left of the runway centerline, the other to the right. Glide Slope: A glide slope (GS) or glide path (GP) antenna array is sited to one side of the runway touchdown zone. The GP signal is transmitted on a carrier fr equency between 329.15 and 335 MHz using a technique similar to that of the loca lizer. The centerline of the glide slope signal is arranged to define a glide sl ope of approximately 3 above horizontal (ground level). The beam is 1.4 deep; 0.7 b elow the glide slope centerline and 0.7 above the glide slope centerline. Page 11

Internship Report EED-CAA TDME: Terminal Distance Measuring Equipment (TDME) gives the information of dist ance from touch down point. Terminal DME, referred to as a TDME in navigational charts, is a DME that is designed to provide a 0 reading at the threshold point of the runway, regardless of the physical location of the equipment. It is typic ally associated with Glide Slope. Marker Beacons: Marker beacons are used to ale rt the pilot by audio and visual cues. It gives the distance from threshold poin t on the extended center line of the runway, at a particular height. ILS contain s three marker beacons: inner, middle and outer. The inner marker is used only f or Category II operations. The marker beacons are located at specified intervals on the extended center line. All marker beacons operate on a frequency of 75 MH z. Visit to Navigational Aids section and ATC control Tower: During the internship we visited the navigational aids section at CAA headquarters and saw the equipme nt currently being used for terminal and en route navigation. We went to the Equ ipment control room which holds the communication equipment. We also got familia r with the Aeronautical message handling system. ATS Message Handling System (AM HS) also known as Aeronautical Message Handling System is a standard for aeronau tical ground-ground communications (e.g. for the transmission of NOTAM, Flight P lans or Meteorological Data). HF section High frequency (HF) radio provides aircraft with an effective means of communica tion over long distance oceanic and trans-polar routes. In addition, global data communication has recently been made possible using strategically located HF da ta link (HFDL) ground stations. An aircraft HF radio system operates on spot fre quencies within the HF spectrum. In the HF range (3 MHz to 30 MHz) radio waves p ropagate over long distances due to reflection from the ionized layers in the up per atmosphere. Due to variations in height and intensities of the ionized regio ns, different frequencies must be used at different times of day and night and f or different paths. There is also some seasonal variation (particularly between winter and summer). Propagation may also be disturbed and enhanced during period s of intense solar activity. The upshot of this is that HF propagation has consi derable vagaries and is far less predictable than propagation at VHF. HF section deals with the equipment of direct communication in Long Range, providing maint enance repairing and upgrading of HF communication equipments, for four purposes : Ground to Air Domestic Ground to Ground Domestic Ground to Air International G round to Ground International Page 12

Internship Report EED-CAA Presently HF RT is used as standby for ground to air communication, incase of Ex tended VHF failure. It is also used for communication with the FIRs of Lahore, K abul, Bombay and Delhi HFRT(day) 10018 KHz 5658 KHz HFRT(night) 3467 KHz 5658 KH z HF SSB is used for ground to ground communication between CAA stations throughou t the country. VHF/UHF Section This section deals with all the equipments of VHF/UHF used for the communication between Air traffic Control to the plane or in other words ground to air commun ication. The maintenance of all the VHF/UHF equipments from all over Pakistan co mes under this department. There are various types of antenna used in Communicat ion of VHF/UHF, like whip antenna, long wire antenna, umbrella antenna, half and full dipole antenna, VHF extended antenna etc. Whereas, the general range of Fr equencies used in CAA is from 118MHZ to 136 MHz. Frequencies used by Civil Aviat ion Authority for different kind of Purposes are: COMMUNICATORS MAIN(MHz) STANDB Y (MHZ) Tower controller Ground controller Surface frequency Approach frequency Radar frequency VHF extended range VHF emergency frequency 118.3 121.6 121.8 125 .5 123.3 128.3 121.5 118.8 118.4 123.0 121.3 127.3 133.2 Since the range of VHF and UHF communication has line of sight restriction i.e. the receiver and transmitter must be seeing each other for proper communication. This imposes a restriction over the usage of VHF and UHF. However due to high q uality communication in VHF and UHF band another technique has been introduced w hich is known as extended VHF. In extended VHF signals can be transmitted to far off places using satellite. The voice signal is sent to the satellite through t he up link and the satellite transmits it back to the destination station. Here again the voice signal is transmitted in VHF band. Although this induces a delay in communication but with modern equipment this delay is very small. Page 13

Internship Report EED-CAA Latest VHF/UHF Equipments used by CAA are: JOTRON TR-810 Multi purpose VHF/AM Transceiver 10W output power Detachable front panel Automatic muting facility Output for voi ce-recording Frequency range: 118-137 MHz DC voltage range from 10 to 28V 25kHz/ 8.33kHz channel separation(selectable) Front or rear connection for microphone i nput A bright and clear graphical display for easy readout Fast recall of 3 pres ent channels via dedicated buttons Built-in loudspeaker with possibilities for a n external loudspeaker Rohde & Schwarz R&SSeries4200(Software Defined VHF & UHF R adios) VHF frequency range from 112 MHz to 156 MHz UHF frequency range from 225 MHz to 400 MHz Output power of 50 W for VHF and UHF 8.33/25 kHz channel spacing for VHF 8.33/12.5/25 kHz channel spacing for UHF Serial interface for controllin g automatic filters Automatic main/standby operation USB service port for config uration and software downloads Remote control and remote monitoring via Ethernet interface Best signal selection in the receiver Suitable for data transmission in line with VDL mode 2 standard In-band signaling for push-to-talk (PTT) and sq uelch (SQ) with the capability to set different tones Telecom Section Telecom section was originally developed to look after and maintain the intercom system within CAA but now it is replaced by the modern PBX system. PBX stands f or private branch exchange. It is a network of telephones within an organization and is also extended to the public telephone system or PSTN. Organizations that have more than a few phones usually have an internal switching mechanism that c onnects the internal phones to each other and to the outside world. A PBX is lik e a miniature Central Office switching system designed for a private institution . A PBX usually has a console station that greets outside callers and connects t hem to internal extensions. Page 14

Internship Report EED-CAA A PBX is composed of three major elements. 1. Common equipment (a processor and a switching matrix) 2. CO trunks 3. Station lines Besides this telecom section also takes care of the fax machines of CAA. General Electronics Section This section deals with all the rest of the equipment that comes into use of CAA . However the major equipment comes from the following departments DVLS (digital voice logging systems) PA (public addressing) systems FIDS (flight information display systems) DVLS: Formerly VLS was used for recording all types of conversa tions, works on the analog principle of magnetic tape recording. The VLS tape ca n record a days recording and has to be replaced the other day. The system is bei ng replaced by the DVLS. It is the most important and major equipment with which GE deals. This is the Latest machine use for the recording all types of convers ation. recording stuff is reserved for 30 days in DVD-RAM . The model of DVLS us ed by CAA is Marathon Evolution. ASC MARATHON EVOLUTION Worlds First Linux-based communications recorder Multimedia recording from, Traditional telephony and rad io, VoIP (Voice over IP), Trunked radio Fax data, Screen data The system can be configured to record, live monitor and archive communications at one location an d to provide Page 15

Internship Report EED-CAA Search and replay facilities locally or via LAN / WAN, Intranet or Internet. Ana log inputs: 4 ... 192 channels Digital inputs: 4 ... 120 channels or mixed confi guration of analog / digital / VoIP VoIP: 4 ... 32 channels (active) 4 ... 120 c hannels (passive) PA systems: A public address system (PA system) is an electronic amplification s ystem with a microphones, preamplifiers and/or signal routers mixer, which allow s variation in sound levels, amplifier to increase the sound and loudspeakers pl aced in convenient locations around the broadcasting area, used to reinforce a s ound source. The user speaks into a microphone, and the sound is transmitted thr ough connected cables to the area surrounding the speakers. FIDS: Flight Information Display Systems (FIDS) help improve communications and keep passengers constantly informed of travel information. To manage the heavy a nd ever increasing passenger traffic, an airport in the Middle-East needed termi nal-wide FIDS that broadcasted information from a constantly updated database to numerous multimedia displays placed strategically throughout passenger faciliti es. These indoor displays needed to supply timely information regarding flight a rrivals/departures, gate Page 16

Internship Report EED-CAA assignments, waiting hall locations, baggage area assignments, and weather forec astsas well as entertainment and advertising content. Considering the airport han dles millions of passengers per year, a reliable mission-critical solution was n eeded. Any potential onsite technical problems could cause serious consequences that might disrupt the operation of the airport. System Characteristics 1) Diversification of contents and formats: multiple medi a formats, including images, texts, Flash, MPEG video, etc. 2) Diversification o f page display: pages for flight and public information are displayed alternatel y. The latter is displayed in shorter time. 3) Strictly obey the rules of displa y according to the time order of flights. 4) Continuity of display: when the vid eo public information and flight information are displayed on the same page, the existing video display will not be interrupted due to the page refresh caused b y dynamic modification of flight information. 5) Public information display is t o demonstrate the information related to airport operating issues including lost notice, urgent notice, change of boarding gates and delay of flight. Page 17

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