PROJECT REPORT: AIR TRAFFIC CONTROL (AUTOMATION SYSTEM)

REGIONAL TRANING CENTER(NR) ATS COMPLEX, IGI AIRPORT, NEW DELHI-110037

SUBMITTED BY: 1 ST GROUP (Automation unit) Training Period: 21.06.09 -16.07.09 ACKNOWLEDGEMENT

It gives us immense pleasure to take this opportunity to thank AIRPORT AUTHORITY OF INDIA for allowing as well as assisting us to do our industrial training in Regional Training Centre (NR) ATS Complex, IGI Airport, New Delhi. We are also grateful to our Institutes, & their training and placement officers. We are also grateful to Mr. S.K. TOMAR Manager (RTC-NR) and Staff members of VHF TX/RX (Mrs.Renu,safdarjung airport), NavAids (Mr.SurinderKumar) and Automation (Mr. Abhishek Kumar) units for their esteemed guidance and supervision in upbringing of report on AUTOMATION SYSTEM .

CONTENTS
AIRPORT AUTHORITY OF INDIA

History Functions Revenue Privatisation of Airports

AIR TRAFFIC SERVICES AIR TRAFFIC CONTROL SYSTEM AUTOMATION OF ATC VARIOUS AIR TRAFFIC CONTROL
Airport Control Ground Control Local Control Fight Data / Clearance Delivery Approach And Terminal Control En-route,Centre Or Area Control

VHF (VERY HIGH FREQUENCY)COMMUNICATION

BASIC COMMUNICATION MODULATION DEMODULATION TRANSMITTER RECEIVER

AUTOMATION SYSTEM
Introduction

Objectives

 Function ATC Working Position Types Of Equipment Used in ATCAS Automation System Diagram System overview System description

NAVIGATION

AIDS

NDB (Non-Directional Beacon) VOR (VHF Omni Range) DME (Distance Measuring Equipment) ILS (Instrument Landing System)

Airports Authority of India

The Airports Authority of India (AAI) was formed on 1st April 1995 by merging the International Airports Authority of India and the National Airports Authority with a view to accelerate the integrated development, expansion and modernization of the operational, terminal and cargo facilities at the airports in the country conforming to international standards The Airports Authority of India (AAI) is an organization working under the Ministry of Civil Aviation that manages all the airports in India. The AAI manages and operates 126 airports including 11 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.

History
The AAI was formed on 1 April 1995 by merging the National Airports Authority (NAA) and the International Airports Authority of India (IAAI), to create a centralized organization that could effectively manage both the international and domestic airports. Functions

Control and management of the Indian airspace extending beyond the territorial limits of the country, as accepted by ICAO Design, Development, Operation and Maintenance of International and Domestic Airports and Civil Enclaves. Construction, Modification and Management of Passenger Terminals. Development and Management of Cargo Terminals at International and Domestic 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.

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 the other airports incur heavy losses due to under utilisation 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

Air Traffic Services

The AAI will provide the Air Traffic Services over the Indian airspace and adjoining oceanic areas in accordance with the ICAO Standards and Recommended Practices. New CNS/ATM systems will be introduced on a priority basis in terms of the AAI's plan as well as the ICAO's Regional Plan. These will ensure a total coverage of the airspace in India.
There will be greater civil-military liaison for joint surveillance of

Indian airspace. Integration of Civil/Military Air Traffic Services will be developed to ensure uniformity in air-traffic control services at Civilian and Defence airports. To achieve air safety of the highest order, unidirectional air corridor concept shall be introduced, wherever traffic so justifies, in close liaison with the Defence authorities. Maximum use will be made of radars and other navigational aids available with civil and Defence airport authorities thus enhancing the overall route navigation and surveillance facilities. A Central Control Unit will be established in order to monitor all flights in the country from the security point of view. In airports now owned or operated by AAI, air traffic control equipment may be installed either by AAI or the concerned airport operator. Air traffic control services will normally be provided by
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AAI, except for approach and aerodrome control services, which may be provided by licensed ATCs engaged by the airport operators.

AUTOMATION OF ATC
Air Traffic Control Automation System, developed by Raytheon Systems Company, a unit of Raytheon Company Raytheon has become a major worldwide supplier of air traffic control automation systems and radars. (NYSE:RTNA) (NYSE:RTNB).

AIR TRAFFIC CONTROL SYSTEM

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. ATC may issue instructions that pilots are required to follow, or merely flight information (in some countries known as advisories) to assist pilots operating in the airspace The primary function, ATC can provide additional services such as providing information to pilots, weather and navigation information and NOTAMs (Notices to Airmen).

ATC services are provided throughout the majority of airspace, and its services are available to all users (private, military, and commercial). In 1919, the International Commission for Air Navigation (ICAN) was created to develop General Rules for Air traffic.In 1941, Congress appropriated funds for the Civil Aeronautics Administration (CAA).In 1946, the CAA unveiled an experimental radar-equipped tower for control of civil flights. By 1952, the agency had begun its first routine use of radar for approach and departure control. Four years later, it placed a large order for long-range radars for use in en route AT truct and operate ATC towers, Traffic. ATC include the Communication, Navigation and Surveillance for Air Traffic Management System that relies on the most advanced aircraft transponder, a global navigation satellite system, and ultra-precise radar.

Airport control

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The primary method of controlling the immediate airport environment is visual observation from the airport traffic control tower (ATCT). The ATCT is a tall, windowed structure located on the airport grounds. Radar displays are also available to controllers at some airports. Controllers may use a radar system called Secondary Surveillance Radar for airborne traffic approaching and departing. These displays include a map of the area, the position of various aircraft, and data tags that include aircraft identification, speed, heading, and other information described in local procedures. The areas of responsibility for ATCT controllers fall into three general operational disciplines; Local Control or Air Control, Ground Control, and Flight Data/Clearance Delivery . other categories, such as Apron Control or Ground Movement Planner, may exist at extremely busy airports.

Ground Control
Ground Control (sometimes known as Ground Movement Control abbreviated to GMC or Surface Movement Control abbreviated to SMC) is responsible for the airport "movement" areas, as well as areas not released to the airlines or other users. This generally includes all taxiways, inactive runways, holding areas, and some transitional aprons or intersections where aircraft arrive, having vacated the runway or departure gate. Exact areas and control responsibilities are clearly defined in local documents and agreements at each airport. Any aircraft, vehicle, or person walking or working in these areas is required to have clearance from Ground Control. This is normally done via VHF/UHF radio airports have Surface Movement Radar (SMR), such as, ASDE-3, AMASS or ASDE-X, designed to display aircraft and vehicles on the ground. These are used by Ground Control as an additional tool to control ground traffic, particularly at night or in poor visibility.

Local Control or Air Control

Local Control (known to pilots as "Tower" or "Tower Control") is responsible for the active runway surfaces. Local Control clears aircraft for takeoff or landing, ensuring that prescribed runway separation will exist at all times. If Local
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Control detects any unsafe condition, a landing aircraft may be told to "goaround". Ground Control must request and gain approval from Local Control to cross any active runway with any aircraft or vehicle. Likewise, Local Control must ensure that Ground Control is aware of any operations that will impact the taxiways, and work with the approach radar controllers to create "holes" or "gaps" in the arrival traffic to allow taxiing traffic to cross runways and to allow departing aircraft to take off.

Flight Data / Clearance Delivery

Clearance Delivery is the position that issues route clearances to aircraft, typically before they commence taxiing. These contain details of the route that the aircraft is expected to fly after departure. Clearance Delivery or, at busy airports, the Traffic Management Coordinator (TMC) will, if necessary, coordinate with the en route center and national command center or flow control to obtain releases for aircraft. Often, however, such releases are given automatically or are controlled by local agreements allowing "free-flow" departures. re-routes may be necessary to ensure the system does not get overloaded. The primary responsibility of Clearance Delivery is to ensure that the aircraft have the proper route and slot time. The en route center and Ground Control in order to ensure that the aircraft reaches the runway in time to meet the slot time provided by the command center. At some airports, Clearance Delivery also plans aircraft pushbacks and engine starts, in which case it is known as the Ground Movement Planner (GMP): this position is particularly important at heavily congested airports to prevent taxiway and apron gridlock Flight Data (which is routinely combined with Clearance Delivery) is the position that is responsible for ensuring that both controllers and pilots have the most current information: pertinent weather changes, outages, airport ground delays/ground stops, runway closures, etc.

Flight Data may inform the pilots using a recorded continuous loop on a specific frequency known as the Automatic Terminal Information Service (ATIS).
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Approach and terminal control

Airports have a radar control facility that is associated with the airport. In most countries, this is referred to as Approach or Terminal Control. Every airport varies, terminal controllers usually handle traffic in a 30 to 50 nautical mile (56 to 93 km) radius from the airport Terminal controllers are responsible for providing all ATC services within their airspace. Traffic flow is broadly divided into departures, arrivals, and overflights. As aircraft move in and out of the terminal airspace, they are handed off to the next appropriate control facility (a control tower, an en-route control facility, or a bordering terminal or approach control). Terminal control is responsible for ensuring that aircraft are at an appropriate altitude when they are handed off, and that aircraft arrive at a suitable rate for landing.

En-route, center, or area control

ATC provides services to aircraft in flight between airports as well. Pilots fly under one of two sets of rules for separation: Visual Flight Rules (VFR) or Instrument Flight Rules (IFR). En-route air traffic controllers issue clearances and instructions for airborne aircraft, and pilots are required to comply with these instructions. En-route controllers also provide air traffic control services to many smaller airports around the country, including clearance off of the ground and clearance for approach to an airport. En-route air traffic controllers work in facilities called Area Control Centers, each of which is commonly referred to as a "Center". Centers control IFR aircraft from the time they depart from an airport or terminal area's airspace to the time they arrive at another airport or terminal area's airspace. Centers may also "pick up" VFR aircraft that are already airborne and integrate them into the IFR system. These aircraft must, however, remain VFR until the Center provides a clearance.

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Center controllers are responsible for climbing the aircraft to their requested altitude while, at the same time, ensuring that the aircraft is properly separated from all other aircraft in the immediate area As an aircraft reaches the boundary of a Center's control area it is "handed off" or "handed over" to the next Area Control Center. Since centers control a large airspace area, they will typically use long range radar that has the capability, at higher altitudes, to see aircraft within 200 nautical miles (370 km) of the radar antenna.

Technology Used In ATC

Many technologies are used in air traffic control systems. Primary and secondary radar are used to enhance a controller's "situational awaren and transponderequipped aircraft reply to secondary radar interrogations by giving an ID (Mode A), an altitude (Mode C) and/or a unique callsign (Mode S).ess" within his assigned airspace. Some tools are available in different domains to help the controller:
Flight Data Processing Systems: this is the system (usually one per

Center) that processes all the information related to the Flight (the Flight Plan), typically in the time horizon from Gate to gate (airport departure/arrival gates).It uses such processed information to invoke other Flight Plan related tools (such as e.g. MTCD) and distributes such processed information to all the stakeholders (Air Traffic Controllers, collateral Centers, Airports, etc).

The Departure Manager (DMAN): A system aid for the ATC at airports,

that calculates a planned departure flow with the goal to maintain an optimal throughput at the runway, reduce queuing at holding point and distribute the information to various stakeholders at the airport (i.e. the airline, ground handling and Air Traffic Control (ATC)). The Arrival Manager (AMAN): A system aid for the ATC at airports, that calculates a planned Arrival flow with the goal to maintain an optimal throughput at the runway, reduce arrival queuing and distribute the information to various stakeholders.
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 passive Final Approach Spacing Tool (pFAST), a CTAS tool, provides

runway assignment and sequence number advisories to terminal controllers to improve the arrival rate at congested airports.

Converging Runway Display Aid (CRDA) enables Approach controllers

to run two final approaches that intersect and make sure that go around are minimized . Traffic Management Advisor (TMA), a CTAS tool, is an en route decision support tool that automates time based metering solutions to provide an upper limit of aircraft to a TRACON from the Center over a set period of time. TMA is operational at most en route air route traffic control centers (ARTCCs) and continues to be enhanced to address more complex traffic situations (e.g. Adjacent Center Metering (ACM) and En Route Departure Capability (EDC)) CPDLC: Controller Pilot Data Link Communications allows digital messages to be sent between controllers and pilots, avoiding the need to use radiotelephony. It is especially useful in areas where difficult-to-use HF radiotelephony was previously used for communication with aircraft, e.g. oceans. This is currently in use in various parts of the world including the Atlantic and Pacific oceans. ADS-B: Automatic Dependent Surveillance Broadcast provides a data downlink of various flight parameters to air traffic control systems via the Transponder (1090 MHz) and reception of those data by other aircraft in the vicinity. The most important is the aircraft's latitude, longitude and level: such data can be utilized to create a radar-like display of aircraft for controllers and thus allows a form of pseudo-radar control to be done in areas where the installation of radar is either prohibitive on the grounds of low traffic levels, or technically not feasible (e.g. oceans).

Air navigation service providers (ANSPs) and traffic service providers (ATSPs)
The regulatory function remains the responsibility of the State and can be exercised by Government and/or independent Safety, Airspace and Economic Regulators depending on the national institutional arrangements.

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A division between the Civil Aviation Authority (CAA) (the Regulator) and the ANSP (the Air Navigation Service Provider). An Air Navigation Service Provider The air navigation service provider is the authority directly responsible for providing both visual and non-visual aids to navigation within a specific airspace compliance with, but not limited to, International Civil Aviation Organization (ICAO). An Air Traffic Service Provider is the relevant authority designated by the State responsible for providing air traffic services in the airspace concerned where airspace is classified as Type A through G airspace. The world's ANSPs are united in and represented by the Civil Air Navigation Services Organisation (CANSO). Two principal categories of rules governing air traffic are visual flight rules (VFR) and instrument flight rules (IFR). Aircraft operating under visual flight rules (VFR aircraft) maintain separation from other aircraft visually. IFR aircraft in controlled airspace operate in accordance with clearances and instructions provided by air-traffic controllers for the purpose of maintaining separation and expediting the flow of traffic.

VHF BASIC COMMUNICATION SYSTEM Introduction: Transmitter, Receiver & Channel

Communication is the process of sending, receiving and processing of information by electrical means. In Radio communication, for transmission, information/message is 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. Transmitter
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In long-distance communications, transmitter is required to process, and possibly encode, the incoming information so as to make it suitable for transmission and subsequent reception. 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 shows a low-level amplitude-modulated transmitter type. ANTENNA

CRYSTAL OSC & AMP

MODULATOR & DRIVER PA

RF OUTPUT POWER AMP

AUDIO IN

AUDIO AMPLIFIER

Fig. 1. Block diagram of typical radio transmitter

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Channel 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). Receiver A particular receiver is influenced by a many requirements such as 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 2.

RF Stage

Antenna

Intermediate Frequency Amplifier

Demodulator

Audio Voltage and Power amplifiers

Local Oscillator

Speaker Mixer

Fig. 2.

Block diagram of AM super heterodyne receiver

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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: The transmitter and receiver must be in agreement with the modulation and coding methods used (and also timing or synchronization in some systems).

Radio Waves Classification

Band Name Ultra Low Frequency (ULF) Very Low Frequency (VLF) Low Frequency (LF) Medium Frequency (MF) High Frequency (HF) Very High Frequency (VHF) Ultra High Frequency (UHF) Super High Frequency (SHF) Extra High Frequency (EHF) Infrared Frequency Frequency Band 3Hz - 30 Hz 3 kHz - 30 kHz 30 kHz - 300 kHz 300 kHz - 3 MHz 3 MHz - 30 MHz 30 MHz - 300 MHz 300 MHz - 3 GHz 3 GHz - 30 GHz 30 GHz - 300 GHz 3 THz - 30 THz

Practically, VHF Equipments are used in the frequency range of 117.975137 MHz for Ground to Air Communication.

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Fig. 3. The electromagnetic spectrum

Controller-Pilot Datalink Communication (CPDLC):

CPDLC will allow pilots and controllers to transmit digital data messages directly between computers on the ground and computers on board the aircraft. In the future, this will alleviate frequency congestion problems and allow the controller to handle more traffic. One of the most important aspects of this technology is its intended reduction of crew-input errors. The crew can downlink a complex route clearance request, which the controller can re-send when approved without typing all the coordinates. This technology also reduces pilot/controller workload by allowing the FMS to automatically downlink a report such as a waypoint crossing. This helps both the flight crew and the controller.

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Boeing 747 FMS CPDLC

Elements of a CPDLC System

There are six major components which go to make up the CPDLC system which are: 1. The pilot and the pilot interface The pilot interface to the data link system must be efficient and easy to operate. Pilot-controller messages require some rapid entry mechanism. Procedures and systems should be developed to minimise system input errors. 2. The aircraft: including sensors, avionics and systems : Data link applications must be supported by aircraft equipment which is able to gather the data from the pilot interface, appropriate sensors and flight management computers, format the data and direct it to the appropriate airground data link. Likewise the aircraft equipment must be able to receive messages originated by the controlling A TS units. 3. The communication links (air/ground and ground/ground):
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The required air-ground data link could be either satellite data link, VHF digital link (VDL), Mode S data link, or any other medium which meets the operational requirements. The resulting communications links will appear seamless from the user's perspective (i.e., independent of the communication systems in use). 4. The communication interfaces (air and ground): The air-ground data link will be connected to the ATC system through a terrestrial communications network. For messages from controller to pilot, the ground ATN routers must choose the most suitable data link device available and route the message to that transmitting station. 5. ATC automation: The ground system must be capable of supporting communications procedures with minimal controller input. CPDLC will require some level of message processing that should be included in the ATC automation component. Error detection, correction and alerting mechanisms should be implemented. 6. The controller and the controller interface: The controller interface will contain the required tools for the composition of airground data link messages. Air traffic service providers will define and develop specific controller interfaces tailored to their particular needs. The human-machine interface will be left to the individual service provider. The controller interface should be efficient, easy to operate and provide a rapid message input mechanism.

Dual-tone Multi Frequency (DTMF) Basics DTMF (Dual-tone Multi Frequency) is a tone composed of two sine waves of given frequencies. Individual frequencies are chosen so that it is quite easy to design frequency filters, and so that they can easily pass through telephone lines (where the maximum guaranteed bandwidth extends from about 300 Hz to 3.5 kHz). DTMF was not intended for data transfer; it is designed for control signals only. With standard decoders, it is possible to signal at a rate of about 10 "beeps" (=5 bytes) per second.

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DTMF standards specify 50ms tone and 50ms space duration. For shorter lengths, synchronization and timing becomes very tricky. DTMF usage DTMF is the basis for voice communications control. Modern telephony uses D7MF to dial numbers, configure telephone exchanges (switchboards), and so on. Almost any mobile (cellular) phone is able to generate DTMF after establishing connection. If your phone can't generate DTMF, you can use a stand-alone "dialer". DTMF was designed so that it is possible to use acoustic transfer, and receive the codes using standard microphone. Frequency table:

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COMMUNICATION PRINCIPLES RELATED TO VHF

Modulation Modulation may be defined as the process by which some characteristics of a signal called carrier signal are varied in accordance with the instantaneous values of another signal called modulating signal. The signals containing information or intelligence to be transmitted are called modulating or baseband signals. The carrier frequency is greater than the modulating frequencies and the signal which results from the process of modulation is known as modulated signal.

Categorization of modulation CW and Pulse modulation

According to the type of carrier it is possible to identify two basic types of modulation: Continuous wave (CW) modulation, where the carrier is sinusoidal and Pulse modulation for which the carrier is a periodic train of pulses. The CW modulation, being a continuous process, is obviously suitable for signals which vary continuously with time. Pulse modulation is a discontinuous process, in the sense that pulses are present at certain distinct intervals of time only making this process more suitable to messages that are discrete in nature. Continuously varying signals can be transmitted on pulsed carrier by the method of sampling.

Analog and Digital Modulation

Modulation can also be classified as Analog or Digital (or coded) modulation. In analog modulation the modulated parameter varies in direct proportion to the modulating signal (instantaneous value). In digital modulation, a digital transformation takes place whereby the message is converted from one symbolic language to another.

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Types of CW Modulation
CW modulation system can be divided into two classes: Amplitude Modulation Angle Modulation ( which can be further subdivided into two subclasses:Phase and Frequency) Amplitude Modulation Amplitude modulation may be defined as a system in which the maximum amplitude of the carrier wave is made proportional to the instantaneous value (amplitude) of the modulating signal. Consider an electrical signal x(t) representing time varying voltage or current.

x(t)

cos{ mt + m(t)} cos{ ct + c(t)}

s(t) E(t)

Formally, we write s(t) = E(t) cos { ct + c(t) }, E(t) 0

where E(t) is the envelope and c(t) the phase, both being function of time. The envelope is non-negative i.e. negative amplitudes are absorbed in the phase by adding + 180 degree, so that the dashed line in fig (b) above is E(t) and it represents a time function different from x(t) i.e. s(t) which undergoes phase reversal at zero crossing point P of x(t).

Demodulation or Detection of AM

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The process of extracting the modulating or baseband signal from the modulated signal is called demodulation or detection i.e. it is the process by which the message is recovered from the modulated signal at the receiver. From the previous analysis it is seen that the carrier is represented as cos ct and the modulating tone as cos mt. The product cos mt cos ct is the modulated waveform (without adding the carrier).. To recover the tone say 1, at the receiving end, one can simply multiply the product with cos 2 t, irrespective of whether 1< 2 or 1> 2. cos 1t cos 2t cos 2t = cos 1t cos2 2t = cos 1t (1 + cos2 2t) = cos 1t + [cos(2 2 - 1)t + cos(2 2 + 1)t]

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Fig. 5. (a) Carrier wave, (b) an arbitrary modulating signal (c) resulting AM wave

Transmission Lines
A TRANSMISSION LINE is a device designed to guide electrical energy from one point to another. It is used, for example, to transfer the output RF energy of a transmitter to an antenna. This energy will not travel through normal electrical wire without great losses. Although the antenna can be connected directly to the transmitter, the antenna is usually located some distance away from the transmitter.

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Fig. 6. Basic transmission line.

Types of Transmission Mediums

The AAI uses many different types of TRANSMISSION MEDIUMS in its electronic applications. Each medium (line or waveguide) has a certain characteristic impedance value, current-carrying capacity, and physical shape and is designed to meet a particular requirement. The six basic types of transmission mediums include PARALLEL-LINE, TWISTED PAIR, SHIELDED PAIR, COAXIAL LINE, WAVEGUIDES and MICRO-STRIP LINE. The use of a particular line depends, among other things, on the applied frequency, the power-handling capabilities, and the type of installation.

Antenna
An Antenna/ Aerial/ Radiator is a system of elevated conductors which couples/ matches the transmitter or receiver to free space. To radiate or receive electromagnetic waves, an antenna is required. A transmitting antenna connected to a transmitter by a transmission line, forces electromagnetic waves into free

space which travel in space with velocity of light. Similarly, a receiving antenna connected to a radio receiver, receives or intercepts a portion of electromagnetic waves traveling through space. Thus the radio antenna or Aerial is defined as the structure associated with the region of transition between a guided wave and a free space wave or between a free space wave and a guided wave.
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Let the transmission line be now connected to a transmitter at one end and to a dipole antenna at other end.

A dipole antenna may be defined as a symmetrical antenna in which the two ends are at equal potential relative to the mid point. The dipole antenna is fed at the center by the transmission line. This dipole acts as an antenna as it radiates free space waves, yet it can be treated as a section of terminated transmission line or as an opened out line. Further, a dipole antenna, not only acts as an antenna but also as a resonant circuit or as a resonator, because the energy is reflected from the ends of the dipole which give rise to a standing wave along the length of the antenna. Concluding, it is seen that a single device dipole antenna simultaneously possessing the properties of radiating system (i.e. antenna), a transmission line and a resonant circuit or resonator.

An antenna differs from a transmission line in the following two respects:

Power is radiated by an antenna where as a negligible power is assumed to radiated by a transmission line. be

2) Inductance (L), capacitance (C) and characteristic impedance (Z0) are varying along the line in an antenna because it represents a non-uniform transmission line whereas L, C, and Z0 are constant in a uniform transmission line.

Wave Propagation
Factors involved in the propagation of Radio wave Radio waves propagate freely without any interference in free space. However, in an earth environment, radio waves propagate in ways that depend not only on their own properties but also on those of the environment itself. It is seen
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that the frequency used in radio waves plays a significant part in the method of propagation, as do the existence and proximity of the earth. Some of the major factors which modify the normal propagation of radio wave in the atmosphere are: Reflections from earths surface, which enhances the radiated energy at elevation angles and decreases it at others. some

Reflections or bending, of the propagation wave by the variation of the atmospheres index of refraction as a function of altitude, which can cause the radio energy to deviate from straight line propagation. Diffraction of radio waves by the earths surface that causes energy to propagate beyond the normal horizon. It implies mainly of the lower frequencies used in radar applications.

Sky Waves
Waves in the HF range, and sometimes frequencies just above or below it are reflected by the ionized layers of the atmosphere and are called SKY waves. Such signals are beamed into the sky and come down again after reflection, returning to earth well beyond the horizon. To reach receivers on the opposite sides of the earth, these waves must be reflected by the ground and the ionosphere several times.

Space Waves
Space waves generally behave with merciful simplicity; they travel in (more or less) straight lines! However, since they depend on line-of-sight conditions, space waves are limited in their propagation by the curvature of the earth, except in very unusual circumstances. Thus they propagate very much like electromagnetic waves in Free Space. Such a mode of behavior is forced on them because their wavelengths are too short for reflection from the

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ionosphere, and because the ground wave disappears very close to the transmitter, owing to tilt.

VHF TRANSMITTER Tx
Figure 7 shows the block diagram of a typical AM transmitter. The carrier source is a crystal-controlled oscillator at the carrier frequency or submultiples of it. This is followed by a tuned buffer amplifier and driver, and if necessary frequency multiplication is provided in one or more these stages. The modulator circuit used is generally a class C power amplifier that is collector modulated. The audio signal is amplified by a chain of low-level amplifiers and a power amplifier. Since this amplifier is controlling the power being delivered to the final RF amplifier, it must have a power driving capability that is one-half the maximum power the collector supply must deliver to the RF amplifier under 100% modulation conditions. A transformer-coupled class B push-pull amplifier is usually used for this purpose. The output of the final amplifier is passed through an impedance matching network that includes the tank circuit of the final amplifier. The Q of this circuit must be low enough so that all the sidebands of the signal are passed without amplitude/frequency distortion, but at the same time must the present an appreciable attenuation at the second harmonic of the carrier frequency. The bandwidth required in most cases is a standard 3 dB at 5 kHz around the carrier. For amplitude-modulation broadcast transmitters, this response may be broadened so that the sidebands will be down less than 1 dB at 5 kHz where music programs are being broadcast and very low` distortion levels are desired, or special sharp-cutoff filters may be used. Because of the high power levels present in the output, this is not usually attractive solution.

VHF RECEIVER Rx
The VHF RX has the function of selecting the desired signal at VHF frequencies from all the other unwanted signals, amplifying and demodulating it, and
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reproducing it in the actual shape / desired manner. Two types of receivers have real, practical or commercial significance-the tuned radio-frequency (TRF) receiver and the super heterodyne receiver. Only the second one of these is used to a large extent today, but it is convenient to explain the operation of the TRF receiver first since it is the simpler of the two. The best way of justifying the existence and overwhelming popularity of the super heterodyne receiver is by showing the shortcomings of the TRF type. Tuned Radio-Frequency (TRF) Receiver The TRF receiver is a simple "logical" receiver. It is just used as a fixedfrequency receiver in special applications. Its main virtues are its simplicity and high sensitivity. Two or perhaps three RF amplifiers, all tuning together, were employed to select and amplify the incoming frequency and simultaneously to reject all others. After the signal was amplified to a suitable level, it was demodulated (detected) and fed to the loudspeaker after being passed through the

Fig. 8. TRF receiver

appropriate audio stages. Such receivers were simple to design and align at broadcast frequencies (535 to1640 kHz), but they presented difficulties at higher frequencies. This was mainly because of the instability associated with high gain being achieved at one frequency by a multistage amplifier. If such an amplifier has a gain of 40,000 all that is needed is 1/40,000 of the
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output of the last stage (positive feedback) to find itself back at the input to the first stage, and oscillations will occur, at the frequency at which the polarity of this spurious feedback is positive. Such conditions are almost unavoidable at high frequencies and are certainly not conducive to a good receiver operation. In addition the TRF receiver suffered from a variation in bandwidth over the tuning range.

Superheterodyne Receiver
In the superheterodyne receiver, the incoming signal voltage is combined with a signal generated in the receiver. This local oscillator voltage is normally converted into a signal of a lower fixed frequency. The signal at this intermediate frequency contains the same modulation as the original carrier, and it is now amplified and detected to reproduce the original information. The superhet has the same essential components as the TRF receiver, in addition to the mixer, local oscillator and intermediate-frequency (IF) amplifier.

Fig. 9. Superheterodyne receiver

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Intermediate Frequencies and IF Amplifiers

Choice of frequency: The intermediate frequency (IF) of a receiving system is usually a compromise, since there are reasons why it should be neither low nor high, nor in a certain range between the two. The following are the major factors influencing the choice of the intermediate frequency in any particular system: If the intermediate frequency is too high, poor selectivity and poor adjacent channel rejection result unless sharp cutoff (e.g. crystal or mechanical) filters are used in the IF stages.

Communication Receiver
A communication receiver is one whose main function is the reception of signals used for communications rather than for entertainment. It is a radio receiver designed to perform the tasks of low and high-frequency reception much better than the type of set found in the average household. In turn, this makes the communication receiver useful in other applications, such as the detection of signals from high-frequency impedance bridges (where it is used virtually as a high-sensitivity tuned voltmeter), signal-strength measurement, frequency measurement and even the detection and display of individual components of a high-frequency wave (such as an FM wave with its many sidebands).
.

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Fig. 23. Basic block diagram of communication receiver

OTE VHF Transmitter type DT100

OTE VHF DT100

Architecture Overview
The DT100 comprises independent modules, each of them dedicated to a specific function. The equipment can be provided in different configurations according to the type of fitted modules. The following block diagram highlights the modularity of DT100. Modular architecture allows for: Easy reconfiguration for transaction to any VDL modes application Availability of a wide range of interface options toward external transport networks Low MTTR, and easy on-field maintenance, carried out by modules direct replacing A set of main modules composes the transmitter (radio section). These modules are:

Transmitter module (TX)

Base Band module (BB)

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Power Supply Unit (PSU) The operation and maintenance and local management functions are carried out by means of specific "management" modules, which are available in different configurations: IMC/MSIC cards Control Panel (standard and enhanced HMI) Finally, the interface to external voice switching device (for analog operating modes), or data link external networks, modems or station controllers (for VDL modes), are carried out by means of specific "line interfacing" cards Line Barrier card (e.g. ALB_S, ALB_M)

Fig. 30. DT100 block diagram

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According to the "management" and/or the quantity and type of Line Barrier cards hosted, the equipment may be suitable to operate in different contexts (e.g. AM-DSB, or VDL modes), and/or allowing to support different external interfaces, system layout, etc. All modules and cards that compose the equipment are internally inter-connected via two separate motherboards, which are connected through an Interconnection Board. The cPCI-motherboard also allows integration within the equipment COTS devices and interface cards, once the relevant "management" card (e.g. IMC, MSIC) actuates cPCI bus handling.

OTE VHF Receiver type DR100

OTE VHF DR100

Architecture Overview
The DR100 comprises independent modules, each of them accomplishing a different and specific function. The equipment can be provided in different configurations according to the type of fitted modules. The following block diagram highlights the modularity of DR100. Modular architecture allows for: Easy reconfiguration for transaction to any VDL modes application

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Availability of a wide range of interface options toward external transport networks Low MTTR, and easy on-field maintenance, carried out by modules direct replacing A set of main modules composes the transceiver "radio section". These modules are common to any DR100 version: Receiver module (RX) Base Band module (BB) Power Supply Unit (PSU) DC supply RF from antenna
RX

BB

ALB-S ( * )

PS

IMC

ALB-M ( * )

CP

Fig. 31. Block diagram of DR100

The operation and maintenance and local management functions are carried out by means of specific "management" modules, which are available in different configurations:

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IMC/MSIC cards Control Panel (standard and enhanced HMI) Finally, the interface to external voice switching device (for analogue operating modes), or data link external networks, modems or station controllers (for VDL modes), are carried out by means of specific "line interfacing" cards

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AUTOMATION SYSTEM

INTRODUCTION
Air Traffic Control Automation System, developed by Raytheon Systems Company, a unit of Raytheon Company (NYSE:RTNA) (NYSE:RTNB). Raytheon has become a major worldwide supplier of air traffic control automation systems and radars. The Air Traffic Control Automation System (ATCAS) is providing area, terminal and tower service 24 hours a day for the Flight Information Region, one of the fastest growing air traffic areas in the world.
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The ATCAS Provides the air traffic controller with the information required for the safe and efficient performance of their duties. ATCAS uses information and data from various systems and equipment and organized this information to best accomplish this purpose. The ATCAS is comprised of numerious computers linked by a dual LAN, that together accomplish the tasks of accepting and processing radar and flight plan data and displaying meaningful ATC-related information on operational displays for use by ATCAS personnel.

The interrelationship of these computers LAN Flight plan data and radar data is illustrated in the ATCAS digits operational workstations are connected by dual-redundant LANs to dual-redundant FDPS, DRF and RDPS subsystems. In addition, a single DRA subsystem, which is a radar processor similar to the RDP, provides an independent mechanism and signal path to the SDDS. The DRA channel can be used as a pack-up in the event that RDPSs (or the dual LANS) fail. The DMS runs on the SUN computer and has the primary function of managing adaptation data required by the ATCAS. The DMS diagram is shown here The term used in DMS diagram are: AFTN=AERONAUTICAL FIXED TELECOMMUNICATIO NETWORK DMS = CMD = DRF = FDD = DATABASE MANAGEMENT SYSTEM CONTROL AND MONITIORING DISPLAY DATA RECORDING FACILITY FLIGHT DATA DISPLAY

FDPS = FLIGHT DATA PROCESSING SYSTEM LAN = LOCAL AREA NETWORK

RDPS = RADAR DATA PROCESSING SYSTEM SDD = SITUATION DATA DISPLAY

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DRA =

DIRECT RADAR ACCESS

FLIG HT P L AN D AT A FR O M / T O O T H ER F L I G H T I N FO R M A T I O N R E G I O N FI R ) S (s

FDPS FDP S

DR D R FF

RDP S RDPS

RA D AR DA TA

DU AL LA N

FD D FD D

CM D CM D

SDD S DD

DM S

DR A

D R A C H A N N EL

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SYSTEM DISCRIPTION
FLIGHT DATA DISPLAY In FDD, an operator creates and manipulates flight plans and modifies flight plan data. SITUATION DATA DISPLAY In SDD, an operator tracks aircraft and provides directions to pilots entering ,flying within ,and exiting the internal FIR. CONTROL AND MONITORING DISPLAY In CMD, where the configuring, monitoring and state of the computers and architecture are controlled. RADAR DATA PROCESSING SYSTEM In RDPS, where raw radar data is accepted and processed into display images which are distributed to SDDs as necessary. Radar data comes from terminal add /or long range (en-route) radar sensors. Dualized RDPSs provides backup protection in the online RDPS fails. DIRECT RADAR ACCESS SYSTEM In DRA, a radar processor similar to the RDPS which provides an independent mechanism and signal path providing the same radar data as the RDPSs to the SDDs. This channel can be used in the event that both RDPS (or the dual LANs) fail but with the limited functions.

DATA RECODING FACILITY SYSTEM

In DRFs, where air traffic control data is continously recorded for 24hours without operator intervention, for archival or playback /printed purposes. The recorded data includes displayed targets, weather, maps, lists, filter limits, display control settings, operator actions, system messages, flight plan state changes and changes to flight plan data. Also allows playback of recorded radar data and printout of operator actions and flight plan records. Dualized DRFs provides backup protection in the event the online DRF fails or if both tapes in a DRF become filled.
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FLIGHT DATA PROCESSING SYSTEM

In FDPS, where flight plan is accepted, processed and distributed. Flight plan data can come from other FIRs and from FDDs within the terminal FIR. Dualized FDPSs provide backup protection in the event the online FDPS fails. Trining/Simulator Section

TRANING SESSION SUPERVISOR

In TSS, where an experienced ATC person configures and loads exercises for a training session, controls the training session and controls exercises.

PILOT POSITION
In PP, where an operator acts as pilots of simulated aircraft responding to directions from student operators can also control and modify exercises.

DATABASE MANAGEMENT SYSTEM

In DMS, where an operator can view and modify adaptation data and generate a new set of adaptation data flies. adaptation data is modifiable and tailors the system to the specific application and desired operational characteristics. LOCAL AREA NETWORKS In LANs, where data is exchanged among computers and external systems. Dualized LANs provides backup protection in the event the online LAN fails.

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45

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AIR TRAFFIC SIMULATOR/ATG

In ASIM, generates inputs to the SIM FDPS, AIS/CGP, and RDPS based on preprogrammad exercise data and commands from pilots and the supervisor.

Objectives of ATCAS
The objects achieved by Air Traffic Control Automation System are: The MAIN object of Air Traffic Control Automation System is to enhance the efficiency of controller with accuracy and safety of aircraft and passengers.

Functions of the system

Primary mission The primary mission of the AT-2 ATS Automation system is to enhance the safety of air travel through the timely acquisition and presentation of flight related data for use by air traffic controllers and support staff. Secondary Mission The secondary mission of the AT-2 ATS Automation system is to support training of air traffic controllers and support staff. The system also supports the evaluation of revised operational environments,and the testing / evaluation of new system functionality. Offline analysis of recorded data from system operation. Investigation of system anomalies. Database Management.

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ATC Working positions

The ATC working positions are the operational areas from which all air traffic is controlled and coordinated. The ATC working positions are divided into sectors with each sector being assigned an area of ATC responsibility (controlling inbound traffic, outbound traffic, etc.). Each sector consists of one or more operational working positions. Types of equipments in the unit Subsystem Type Subsystem Description Main HW Configuration

RDPS

Radar data system Flight data system

processing SUN FIRE-V210

FDPS

processing SUN FIRE-210

DRF

Data recording facility

SUN FIRE-210

ATG

ATC simulator system

SUN FIRE-210

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SDD

Situation display workstation SUN BLADE-2500

FDD

Flight data workstation

display SUN BLADE-1500

CMD

Control and Monitoring SUN BLADE-1500 display workstation Aeronautical system information SUN BLADE-1500

AIS

DRA

Direct radar access

SUNFIRE-V210

DMS

Database system

Management SUN BLADE-1500

Dual LAN Network

Connecting all subsystems

the CAT-5 e

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AUTOMATION SYSTEM OVERVIEW

The Automation System is comprised of the following functional subsystems. Radar Data Processing System (RDPS) RDPS receives and processes radar data information from various radar sites. Flight Data Processing System (FDPS) FDPS processes information associated with flight plan data based on information received from internal or external sources and makes it accessible by the various Air Traffic Control (ATC) working positions including the Flight Data Display (FDD).

Communications Gateway Processor / Aeronautical Information System (CGP/AIS) CGP/AIS subsystem which provides the interface to the Controller Pilot Data Link Communications as well as AFTN. Data Recording Facility (DRF) DRF provides capability to record and replay ATC data from all subsystems on the local area network (LAN) including operator actions at each controller working position. Data Management System (DMS) DMS provides capability to perform adaptation changes and downloads of new software releases. Supervisor Working Position SWD Consists of a Situation Data Display (SDD) and Control and Monitoring Display / Flight Data Display / Aeronautical Information Display ( CMD/ FDD / AID). It provides a centralized point of control for all the system

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management related actions and maintenance operations. SDD displays track and flight data received from Radar Data Processing System (RDPS). CMD provides an integrated capability for control and monitoring of the automation components and radar interfaces. Controller Working Position CWD Consists of an SDD and either an FDD/AID or an FDD/AID/DLD and an FDD/DLD. Together these positions are used to control aircraft that enter its assigned area of jurisdiction and monitors aircraft flight plan progress. Voice Processing Facility (VPF) VPF is an optional component. The VPF digitizes analog audio from the Voice Communication Control System (VCCS). This audio is typically ATC radio or telephone communications sent through a main distribution frame (MDF) to the VPF and then recorded by the DRF. Critical subsystem components such as RDPS, FDPS, and DRF, are redundant to ensure continuous operation in the event of a component failure or maintenance action. LAN All the subsystems are interconnected via dual 1000BaseT Ethernet LAN. A third LAN provides Direct Radar Access (DRA).

AUTOMATION SYSTEM DESCRIPTION

The system describes the functions performed by the subsystems that comprise the Automation System. Each section includes a block diagram of each subsystem's hardware, a brief description of the hardware and associated interfaces, and an overview of the executable software. Critical processing systems such as RDPS, FDPS, and DRF have redundant processors to eliminate the chance of a single point of failure disrupting critical Air Traffic Control (ATC) functions. The Automation System comprises of the following functional subsystems: LOCAL AREA NETWORK (LAN) TIME REFERENCE SYSTEM (TRS)
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RADAR DATA PROCESSING SYSTEM (RDPS) FLIGHT DATA PROCESSING SYSTEM (FDPS) DATA RECORDING FACILITY (DRF) OPERATIONAL CONTROLLER POSITION TOWER POSITION CONTROL AND MONITORING DISPLAY (CMD) SUPERVISOR POSITION DATA MANAGEMENT SYSTEM (DMS)

RADIO NAVIGATION AIDS

Radio Navigational System NDB (Radio Beacons) VOR DME Aids to Approach, Landing and Departure ILS

Non Directional Beacon (NDB)

Purpose: It is used with direction finding equipment in the aircraft to provide bearing information of a location on the air route or of an airport. The NDB equipment is installed en-route areas as well as on the airports to provide navigational guidance to the pilot.
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Operating Frequency:
ICAO has assigned Low and Medium Frequency band of 200 1750 KHz for NDB operation; where as most of NDB equipments are found operating within frequency band of 200-525 KHz. Construction: NDB consists of : 1. LF/MF Transmitter 2. LF/MF Antenna and 3. Monitor Transmission: It radiates a non-directional pattern permitting reception from any point within service range of the facility (usually 200 NM). Station identification code in the form of two letter Morse Code is also transmitted by the NDB.

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NDB transmitter radiates an RF signal that is intercepted by ADF (Automatic Direction Finder) on an aircraft when tuned to its frequency. ADF receiver uses a rotatable loop antenna that gives a figure of eight (8) pattern and a fixed sense antenna that gives an omni directional pattern. The two patterns given by the two antennas are to produce a resultant pattern called cardioid or heart shaped pattern. The loop antenna senses the direction of the station but cannot determine whether the bearing is TO or FROM the station. In other words there remains 1800 phase ambiguity which is solved by the sense antenna. It is because the basic loop antenna has two maximum and minimum positions; it is, therefore, difficult to establish exact direction of the transmitter. Where as direction, in cardioid pattern, can easily be established since it has only one maximum and one minimum or null points. The airborne direction finder equipment tries to locate the null point since it is easier to find out as compared to the maximum point.

Airborne Indication:
An airborne radio direction finding (RDF) equipment once tuned to the signal indicates bearing of the NDB transmitter with respect to aircraft heading. Bearing Indicator displays the bearing other station relative to the nose (heading) of the aircraft. Relative Bearing is the angle formed by the line drawn through the center line of the aircraft and a line drawn from the aircraft to the radio station. Magnetic Bearing is the angle formed by a line drawn from aircraft to the radio station and a line drawn from the aircraft to magnetic north (Bearing to station).

Magnetic Bearing = Magnetic Heading + Relative Bearing.

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Magnetic and Relative Bearing

Pictures of ADF

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VHF Omni Range (V.O.R)

Purpose: It is a radio aid that provides, with interaction of airborne equipment, information about azimuth, the course and TO-FROM to the pilot. AZIMUTH in VOR is a clockwise angle between magnetic north and the line connecting the VOR and the aircraft. The indication is displayed on an Omni Bearing Indicator in the aircraft. The COURSE is the information whether aircraft is flying to the left or right of, or exactly on the pre-selected course line. The course information is displayed on a Flight Path Deviation Indicator. TO-FROM indication tells the pilot whether an aircraft is approaching to or moving away from VOR stations. Operating Frequency: VOR is assigned to operate in VHF band range from 112 118 MHz. Transmission: It radiates two radio signals modulated at 30 Hz, a reference signal which has constant phase through out 360 degrees and a variable signal whose phase varies with variation in azimuth. Station identification code, consisting two or three letters, in the form of Morse code is also transmitted by the VOR. Working principle: The VOR receiver in the aircraft receives the two signals (reference and variable). Difference of phase of the two signals is compared and electrically translated into the number of degrees from the magnetic north. Variable signal is set such that at magnetic north both the signals are exactly in phase. In other directions, positive maximum of variable signal occurs some time later than the maximum of reference signal. Fraction of the cycle which elapses
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between the occurrence of the two maxima at any point in azimuth, will identify the azimuth angle of that point. As VHF transmissions are line-of-sight; the ground to air range, thus, depends on the elevation of the transmitter site, the height of the aircraft and the power output. Any obstacles (buildings, mountains or other terrain features, including the curvature of the earth) block VOR signals and restrict the distance over which they are received at a given altitude. Example to explain the working of VOR. Imagine a wheel with 360 spokes, at one degree azimuth spacing, with the VOR beacon being the hub. The spokes are numbered clockwise from one to 360 and each spoke or radial represents a magnetic bearing from the VOR beacon. The airborne navigation circuitry measures the phase angle difference between the directional signal phase received and the reference signal phase and interprets that as the angular, or 'radial', indication currently being received. Radials are identified by magnetic bearing e.g. the 30 radial and thus form the basis for VOR, and designated air route, navigation. Essentially the system indicates a line of position, from the selected VOR, on which the aircraft is located at any time. Airborne Indications: Indications of VOR information are given on airborne indicators as follows. Course Selector is used in conjunction with left-right needle and To-From indicator to display VOR information. This type of display is called Omni Bearing Indicator. The course selection can be displayed on a 360 degree azimuth dial or a 3 digit counter. The airborne system utilizing the VOR transmissions usually consists of an antenna, a VHF receiver and the separate VOR navigation indicator or 'Omni Bearing Indicator [OBI]. A basic Omni Bearing Indicator, as shown above, has a manually operated radial or 'omni Bearing Selector [OBS] which rotates an azimuth ring marked from 0 to 355. The other features of a basic OBI are the TO-FROM indicators, a deviation bar, a deviation indicator needle and a NAV /

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OFF. Distance Measuring Equipment (DME) The DME system is to provide continuous and accurate indication of the slant range distance (expressed in nautical miles) of an equipped from an equipped ground reference point (i.e. ground DME facility). Principle of Operation: The interrogator, from the aircraft, transmits interrogation pulses to the preselected ground station from where transponder returns the signal synchronized with interrogations. The time elapsed between interrogation and the arrival of response is measured and transformed into distance. The transmission is composed of pulse group with a pre-arranged spacing (i.e. 12 microseconds) between the pulses of the two groups.

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Both receivers, the ground and airborne, employ pulse decoders which are adjusted to pass only pulse pairs of prescribed spacing. The main purpose of twin pulse technique is to discriminate against pulse interference as might be produced by the other extraneous sources. The ground station receives the transmission (interrogation) from the aircraft, retain that transmission for 50 microseconds and then transmit a reply to the query of the aircraft. The purpose of the delay of 50 microseconds is to eliminate the error in range calculation, as various systems may take different signal processing time. Instrument Landing System (I.L.S) ILS is a radio aid to the final approach and is used only within a short distance from the airport. Its purpose is to help the pilot land the airplane. It is very helpful when visibility is limited and the pilot cannot see the airport and runway. ILS facilities are a highly accurate and dependable means of navigating to the runway in IFR conditions. The landing path in ILS is determined by intersection of two planes a vertical plane and a horizontal plane. Horizontal plane contains information of the Central Line of a runway and Vertical plane provides Glide Path angle.
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REFERENCE: The material needed to bring up this report has obtained from following resources. www.google.com www.wikipedia.com www.answers.com atc automation manuals

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