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Management of
Airport Electronics Facilities
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Management of Airport Electronics Facilities
CONTENTS
1 Maintenance Management
4 Radio Navigation
4.1 Navigation
4.2 General Provisions for Radio Navigation Aids
4.3 Non Directional Beacon (NDB)
4.4 VHF Omni-directional Radio Range (V.O.R)
4.5 Distance Measuring Equipment (DME)
4.6 LORAN-C
4.7 Instrument Landing System (ILS)
4.8 Microwave Landing System (MLS)
4.9 Ground Radio Navigation Facilities in Pakistan
4.10 Provision of information on the operational status of
radio navigation aids
4.11 Secondary power supply for radio navigation aids and
communication systems
5 Radar
5.1 Introduction
5.2 Primary Radar
5.3 Secondary Radar
5.4 Radar Display System
5.5 Radar System of Pakistan CAA
5.6 Radar Communication
2/2
1. MAINTENANCE MANAGEMENT
to associate the end user, the head of maintenance and the supplier;
to forecast, plan and execute all operations to avoid the breakdown
(However breakdown is always possible);
to train the personnel in the new methods, increasing their
competence and work satisfaction, associated to operation and
maintenance;
to reorganize the unit (corporation or company) around the new
methods;
to provide a follow-up system to measure the effect of the actions
carried out by various functionaries; and
to perform all jobs related to operation, up-keeping and maintenance
of engineering equipment.
Historically the term “up-keep” was used in the sense to prevent breakdowns
and for ensuring smooth operation of a system. There was a concept of
“repair” in fashion to recover the breakdowns occurred in a system. These
both concepts have been replaced by much wider concept of “maintenance”.
User satisfaction
Personnel satisfaction
Owner satisfaction
Preventive Maintenance
Corrective Maintenance
Preventive Maintenance
Corrective Maintenance
Maintenance Environment
This new concept of “maintenance” is very much attached to the other activities
of the organization, for instance, purchasing and stock of items required etc.
Maintenance method is derived from the two basic concepts i,e “preventive
maintenance” and “corrective maintenance”. It includes “Work Preparation” that
means to plan, define and execute the specific conditions in which the work
must be done. Before starting an action one must know:
General Documentation
Inventory of equipment; which may further be divided into two groups
Inventory of “fixed equipment” and “mobile equipment”
Material documentation; such as identity of material etc
Historical documentation; such as modifications carried out, work orders,
reports of examinations and incidents, date of execution etc
The sub-contracting can apply for reasons of profitability, when a short term
supplementary demand occurs. For user company, the use of external
companies depends on social, economic or strategic reasons.
TV set to the most sophisticated of electronic equipment, such as computer and radar
systems. The problems are compounded not only because the frequency spectrum is
overcrowded, but much earlier generation equipment, which is more susceptible to
and is a more likely source of interference, is not made obsolete or scrapped. New
generation equipment is potentially capable of interaction problems among
themselves, as well as playing havoc with older equipment. Each year sees new users
bringing new equipment into the frequency spectrum.
This means that conducted or radiated emissions from an electrical (or electronic)
system are kept within specified limits so that they may not degrade the performance
of any other electrical (or electronic) system placed in the same environment. In
addition to this, the electrical (or electronic) system must immune enough to the
conducted or radiated emissions generated by other electrical (or electronic) systems.
The effects of EMI can range from minor nuisance to catastrophic consequences.
Appearance of ghosts or snow on TV screen, cross talk in telephones, buzzing of a
car radio while driving under a high tension transmission line are examples of minor
nuisance. EMI can also lead to serious consequences, such as, malfunctioning of
medical equipments while monitoring condition of patients, radio interference in
aircrafts communication system, firing of missile due un-warranted activation of its
explosive device etc.
a) EMI sources
b) EMI receptors
c) Coupling paths.
Source of EMI
a) conducted or radiated,
b) natural or man made, and
c) intentional or unintentional
1-6 Maintenance Management
EMI signals, those conducted via electrical conducting paths are wires and ground
planes, whereas radiated EMI signals have the form of electromagnetic waves
transmitted through free space from source to receptor.
Natural EMI sources are those associated with natural phenomenon like lighting,
radiation from galactic and cosmic sources, whereas man-made sources include all
electrical systems like electronic communication, power lines etc.
Electrical systems whose primary function depends upon radiated emissions are
called intentional radiators (for example: communication , navigation and radar system)
where as unintentional radiators are those systems which radiate radio frequency
signals but whose primary function is not to generate these signals.
EMI Receptors
The term receptor refers to the generic class of devices, equipment and/ or system
that, when exposed to EMI, either malfunction or degrade performance.
These EMI receptors may be natural or man-made. Natural receptors include humans,
animals & plants. Intense EM fields can damage the organic molecules of the body by
heating. All electrical systems are example of man made receptors.
Coupling paths
There are four type of coupling paths which exist between an emitter and a receptor,
which are:
Flight inquiry
Flight Information Display System (FIDS)
Passenger check-in counters
Flight inquiry systems are meant for providing information to outside the terminal
premises. These systems include telephone inquiry system, recording etc which
are in use at many airports. Use of computer and internet is becoming popular for
this purpose. The modern flight inquiry systems involve computer to provide flight
information. The interactive websites, updated in real time, are also there to
provide latest information of flight movements.
Passenger check-in counters include electronic weighing scales. There are flight
information boards to provide guidance and current status of flight being checked-
in. The counter system is, most of the time, part of FIDS in modern systems.
The purpose of public address system is to deliver various type of notices and
information to the passengers, airport functionaries and general public. These
systems include loud speakers grouped according to area of operation such as
domestic and international departures, domestic and international arrivals and
concourse hall. These systems are nowadays called paging system, in which all or
one or more specific area is segregated and addressed.
2-2 Airport Terminal Electronics Facilities
These facilities include Direct Speech Circuits, PSTN (Public Switching Telephone
Network) within airport premises, EPABX (Electronic Private Automatic Branch
Exchange) and other Telephone & Telegraph services, Fax, Data Networks, TV &
Entertainment Network.
Communication system deals with the production, transport and delivery of information (or
intelligence) from source to destination. A basic communication system includes a source
(of information), a transmission medium (for transportation) and destination, as shown in
the figure below.
Transmission Media
There are a number of options from which we can choose a transmission medium. The
transmission mediums cane be broadly classified in the following two categories.
In guided media signal is guided or directed through a channel (called conductor). In other
words it is the medium that guides the signal to the destination. Some examples of guided
media are:
Twisted Pair
Unshielded Twisted Pair
Shielded Twisted Pair
Coaxial cable
Optical Fiber
Such mediums do not make use of conductors; rather, the signal radiates through space
between transmitter and receiver. Some examples of radiated media are:
The aeronautical fixed service comprises all types and systems of point-to-point
communications in the international aeronautical telecommunication service. It includes
voice and data links.
AMS is a telecommunication service where one or both end users are mobile stations.
Radio link is used for carrying information (commonly in the form of voice) between the
two end users. HF, VHF and UHF radio communication is found most suitable for voice
communication between such stations.
Recently, ICAO has approved standards for data communication for the purpose of
AMS, which is in process of implementation. The data or digital communication link, so
established, between controller and pilot is given name as CPDLC or Controller-Pilot
Digital Link Communication.
The aeronautical radio navigation service comprises all types and systems of radio
navigation aids in the international aeronautical service.
Data link is to provide communication link for exchange of aeronautical messages in the
form of data. Aeronautical Fixed Telecommunication Network (AFTN) is one of such
systems being used for aeronautical data communication purpose.
AFTN is a global data communication network used to exchange data between various
segments of air traffic services. Standard telecommunication links and protocols are used
between two end users by mutual agreement. Type and priority of messages to be
exchanged are standardized by ICAO.
a) distress messages;
b) urgency messages;
c) flight safety messages;
d) meteorological messages;
e) flight regularity messages;
f) aeronautical information services (AIS) messages;
g) aeronautical administrative messages; and
h) service messages.
Most commonly hotline or intercom is used for voice communication between two points,
e.g between two ATS units or between various sectors within an ATS unit. The figure 3.4-
1 shows inter linking of two operational points within an ATS unit or in between two ATS
units, for voice communication purpose.
There are two types of links used for communication purpose between two airports, two
ATS or Comm Ops units, depending upon the nature of information to be exchanged.
They are:
Voice link
Digital link
Voice Link
For air-ground voice communication VHF radio link is used for civil air traffic; whereas
UHF radio link is used for military aircrafts. In addition, HF radio link is used for long
distance air-ground voice communication.
hotline
intercom
PSTN telephone
Management of Airport Electronics Facilities 3-5
HF radio link is used for remote locations where ground telecom facility is not available.
Digital Link
Digital link is used in for the exchange of information in the form of data between two
ATS/Comm Ops units or airports. For instance, exchange of data between two locations
having AMSS terminals is facilitated through digital link. Radar data of remote radar
sensors (SSR stations) is transported to ACC (area control centers) at Karachi and Lahore
through digital link.
PSTN (PTCL) network1 is mainly used for ground-to-ground voice (e.g hotline) and data
(e.g AMSS) links. However satellite (V-SAT) link is used in many cases for voice and
digital links. In radar, satellite is used as the main link between two remote stations
supported by PSTN digital network as a back-up. Satellite link is also used for connecting
the ATC operator position to the remote relay/receiver stations in Radar extended VHF
communication system.
AMSS is a system that facilitates exchange of digital information. The facility is provided at
following locations:
AMSS system is linked with international circuits (AFTN networks) listed below.
Beijing
Delhi
Kabul
Kuwait
Mumbai
Muscat
Tehran
1
PSTN network is mix of sub-networks such as cable network, microwave, fiber optical
network, radio links etc.
4. RADIO NAVIGATION
4.1 Navigation
Navigation can simply be described as getting from one point to another point in the
least possible time without losing the way.
Navigation systems are the basis for an aircraft's ability to get from one place to
another and know where it is and what course to follow. It's more than just maps.
Radio navigation systems provide the pilot with position information from ground
stations located worldwide. There are several systems offering various levels of
capability and features such as course correction information, direction finding and
distance measuring.
Most aircraft now are equipped with some type of radio navigation equipment.
Almost all flights use radio navigation equipment in some way as a primary or
secondary navigation aid.
Bearing
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).
There are different types of radio aids provided for air navigation. ICAO has
classified such aids as:
For the purpose of our convenience radio navigation aids can, broadly, be
categorized as:
NDB or Radio Beacon (as being called alternatively) 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 equipment is installed en-route areas as well as on the airports
to provide navigational guidance to the pilot.
NDB (with rated coverage of less than 50 NM) can also be used as holding,
approach and landing aid.
Airborne equipments that interacts with NDB (ground station) is called Automatic
Direction Finder (A.D.F) and indicates bearing of the NDB relay station with respect
to aircraft heading (nose). ADF indicates bearing in range of 360 degree radial.
Figure 4.3 -1 shows a picture of an ADF indicator.
The VOR is a radio aid usually located at airfields and at key locations on the air
route in order to define the air routes [airways]. It provides azimuth, the course and
TO-FROM information to the aircraft.
AZIMUTH in VOR is a clockwise angle between magnetic north and the line
connecting the VOR and 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. TO-
FROM indication tells the pilot whether an aircraft is approaching to or moving
away from VOR station, with respect to the selected radial.
The site of the VOR should be on the highest ground in the vicinity to obtain the
greatest line-of-sight coverage.
A basic Omni Bearing Indicator, as shown in figure 4.4-1, has a manually operated
radial or 'omni Bearing Selector [OBS] which rotates an azimuth ring marked from
0° to 355°. The OBS selected radial – is indicated by the arrow at the top and the
reciprocal bearing is indicated by the bottom arrow. The other features of a basic
OBI are the TO-FROM indicators, a deviation bar, a deviation indicator needle and a
NAV / OFF alarm flag.
Considering the inherent advantages and limitations, DVOR is installed in the hilly
areas whereas CVOR is used in plain surfaces.
The DME system is to provide the aircraft, indication of the slant range distance
(expressed in nautical miles) from a ground reference point (i,e ground DME facility
usually associated with VOR).
The system consists of two basic components, one fitted into the aircraft and the
other installed on the ground. The aircraft equipment is referred to as
INTRROGATOR and the ground component as TRANSPONDER.
4.6 LORAN-C
LORAN-C is a long range navigational aid, mainly used in the regions like oceans. It
determines present position by the intersection of Lines of Position (LOPs) that are
hyperbolic curves. At least three stations, (a Master and two Secondaries) are
needed. Accuracy is plus or minus 2.5 miles. The LORAN-C uses triangulation to
measure the location of an aircraft or boat.
Management of Airport Electronics Facilities 4-5
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. ILS facilities are highly accurate and dependable means of
navigating to the runway in IFR (Instrument Flight Rules) conditions.
The ILS provides the lateral and vertical guidance to the pilot. The system
comprises of the following three components:
Localizer;
Glide Slope; and
Marker Beacons.
4.7.1 Localizer
The localizer coverage sector extends from the centre of the localizer antenna
system to distances of 10 NM to 25 NM depending on the type of system used.
4-6 Radio Navigation
The Glide Slope is to provide signals sufficient to allow satisfactory along the glide
path to a distance of 10 NM.
Marker beacons associated with ILS are designated as Outer Marker (OM), Middle
Marker (MM) and Inner Marker (IM) and are located along a localizer front course at
specific distances from the approach end of the runway.
Outer Marker is located at 4 to 7 miles from the approach end of a runway and
identified by transmission of continuous dashes. The OM activates PURPLE light on
Pilots instrument panel.
Middle Marker is located at approximately 3,500 feet (1050 meters) from the
approach end of runway and identified by transmission of alternating dots and
dashes. The MM activates AMBER light on Pilots instrument panel.
CPI is prominently located in front panel of the pilot and used to indicate ILS signals.
The vertical needle in CPI indicates position of the Localizer course and tells the
pilot whether aircraft is right on the central line of the runway or deviating on left or
right from the central line. Horizontal needle in CPI indicates the position of the
aircraft with respect to glide angle.
The use of the light indicator with aural marker receiver enables pilot to have a
double check when an aircraft passes over the markers.
Management of Airport Electronics Facilities 4-7
An ILS which provides guidance information from the coverage limit of the ILS to the
point at which the localizer course line intersects the ILS glide path at a height of 60
m (200 ft) or less above the horizontal plane containing the threshold. Category I
ILS provides guidance information down to a decision height (DH) of not less than
200 ft.
An ILS which provides guidance information from the coverage limit of the ILS to the
point at which the localizer course line intersects the ILS glide path at a height of 30
m (100 ft) or less above the horizontal plane containing the threshold. A DH of not
less than 100 ft. is, thus, authorized for Category II ILS approaches.
This category of operation is further divided into Category IIIA, Category IIIB, and
Category IIIC operations. It provides guidance information at a decision of lower
than 30 meters to no decision height, depending upon the type of sub-category
being used.
At a location where two separate ILS facilities serve at opposite ends of a single
runway, an interlock should ensure that only the ILS serving the approach direction
shall radiate.
The Microwave Landing System (MLS) originated in the early 1970's. The MLS is a
precision approach and landing guidance system which provides position
information and various ground to air data. The position information is provided in a
wide coverage sector and is determined by an azimuth angle measurement, an
elevation angle measurement and a range (distance) measurement.
The information provided by MLS includes Approach azimuth, High rate approach
azimuth, Approach elevation, Flare elevation, Back azimuth, 360° azimuth, Basic
data and Auxiliary data. Basic Data is the data transmitted by the ground
equipment that are associated directly with the operation of the landing guidance
system. Auxiliary Data is the data, transmitted in addition to basic data, that
provide ground equipment siting information for use in refining airborne position
calculations and other supplementary information.
4-8 Radio Navigation
The MLS coverage extends longitudinally, from the approach azimuth antenna, to
the distance of 41.7 km (22.5 NM); and vertically upto a height of 6000 meters
(20,000 ft).
Ground navigation facilities installed in Pakistan for civil air traffic are listed in table
4.9-1.
Aerodrome control towers and units providing approach control service shall be
provided without delay with information on the operational status of radio navigation
aids essential for approach, landing and take-off at the aerodrome(s) with which
they are concerned.
Radio navigation aids and ground elements of communication systems of the types
specified in Annex 10 shall be provided with suitable power supplies and means to
ensure continuity of service appropriate to the needs of the service provided.
The power supply switch-over times for radio navigation aids and ground elements
of communications systems are dependent on the type of runway and aircraft
operations to be supported. Table 4.11-1 indicates representative switch-over times
which may be met by power supply systems currently available.
Management of Airport Electronics Facilities 4-9
Facility installed
4-10 Radio Navigation
Table 4.11-1: Power supply switch-over times for ground-based radio aids
used at aerodromes
5. RADAR
5.1 Introduction
The term “RADAR” is derived from “RAdio Detection And Ranging”. It is device that
uses radio waves to detect the presence of a target and to determine its distance or range.
History
The first practical radar system was produced in 1935 in England by Sir Robert Watson-
Watt (a Scottish origin physicist)
By the 1940s, and the outbreak of World War II, the first useful RADAR systems were in
place. Germany, France, Great Britain, and the United States all used RADAR to navigate
their ships, guide their airplanes, and detect enemy craft before they attacked.
After the close of World War II, radar assumed a major role in civil aviation.
Use of Radar
En-route Radar
Terminal Approach Radar
Precision Approach Radar
Ground Movement Radar
Because of different design parameters, no single radar set can perform all of radar
functions.
Types of Radar
a) Primary Radar
b) Secondary Radar
5-2 Radar
It provides “Range and Bearing” information to the Air Traffic Control Center. It does not
need cooperation of the aircraft for it depends upon reflection of the radio waves
transmitted by the system itself.
The primary radar transmits radio waves into the air in a specific direction and are
received when they are reflected by an object in the path of the beam.
RANGE in radar is determined by measuring the time, radio wave takes, from the radiation
to return of its echo (reply or reflection of a target); whereas DIRECTION is determined
from the position of antenna at the time of reception of signal.
Primary radar operates within UHF band. L-band, and S-band radar are commonly used in
ATS application.
1030 MHz is used as the carrier frequency of the interrogation and 1090 MHz is used as
the carrier frequency of the reply transmission.