Internship Report

Submitted by: Naveed Aijaz (FA14-BEL-022)

Submitted to: Human Resource, CATI Hyd
Department: Electronics
Internship Duration: 20th July 2018 to 17th August 2018

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 Internship Report CAA

List of contents

Introduction……………………………………………………………………………………3

Radar Central Workshop (RCWS)…………….………………………………………………4

Navigational Aids……………………………………………………………………………..8

HF (high frequency) section…………………………………………………………………..13

VHF/UHF section……………………………………………………………………………..14

Control Tower...……………………………………………………………………………….17

Fire Section……………………………………………………………………………………17

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 Internship Report CAA

Pakistan's Civil Aviation Authority (CAA) is a regulatory authority, whose responsibility is to

oversee and regulate all aspects of civil aviation in Pakistan. Nearly all civilian airports and
aviation facilities in Pakistan are owned and operated by the CAA. CAA's head office is
situated in terminal 1 of Jinnah International Airport in Karachi.

Pakistan Civil Aviation Authority is a Public sector autonomous body working under the Federal
Government of Pakistan through the Ministry of Defense. It was established on 7th December,
1982 as an autonomous body. 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 the International Civil Aviation Organization (ICAO).

The training program at CATI, Hyderabad was designed in such a way so that that we could
understand the functionality of each section at CAA. I spent the allocated time in each section
and got familiar with the functioning of equipment as well as the repairing tools used. Following
is the short detail of each section‘s equipment and operation.

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 Internship Report CAA

Radar Central Workshop (RCWS):

RADAR stands for “Radio detection and Ranging”. Radar is 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. It‘s 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 managing 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 main types:

 Primary surveillance Radar

 Secondary surveillance Radar

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Primary surveillance Radar (PSR):

Primary Radar works on the principle in which the radar transmitter 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 into a ground position for display to the Air Traffic Controller. Target elevation (altitude)
is not normally measured by ATC primary radars. The advantage of Primary Surveillance Radar
(PSR) is that it operates totally independently of the target aircraft - that is, no action from the
aircraft is required for it to provide 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 energy returned at the receiver, returns may be easily disrupted due to such factors
as changes of target attitude or signal attenuation due to heavy rain. This may cause the displayed
target to 'fade'.

PSR‘s are further divided into two categories based on the type of signal emitted by the radar:

 Continuous wave Radar

 Pulsed wave Radar
In a pulsed wave radar system the pulse modulated signal are used for transmission. Duplexer is
used to use common antenna for transmission & reception. It can indicate the range of target. It
requires comparatively higher transmitting power. The circuits used in this system are
comparatively complicated. The performance is not affected by presence of number of targets. It is
sometimes used for the mapping of the airport area.

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 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 cannot indicate the range. The Doppler frequency shift of echo signal is useful for
indication device. It uses lower transmitting power. The circuits are simpler. The performance is
unaffected by stationary targets. The system gets confused by presence of large number of targets.

Secondary surveillance Radar (SSR):

The disadvantages of PSR led to the employment of another aspect of wartime radar development.
This was the Identification Friend or Foe (IFF) system, which had been developed as a means of
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positively identifying friendly aircraft from enemy. The system which became known in civil use as
Secondary Surveillance Radar (SSR) relies on a piece of equipment aboard the aircraft known as a
'transponder'.

The transponder is a radio receiver and transmitter operating on the radar frequency. The target
aircraft's transponder responds to interrogation by the ground station by transmitting a coded reply
signal. The great advantages of SSR are three: firstly, because the reply signal is transmitted from
the aircraft it is much stronger when received at the ground station, thus giving the possibility of
much greater range and reducing the problems of signal attenuation; similarly, the transmitting
power required of the ground station for a given range is much reduced, thus providing considerable
economy; and thirdly, because the signals in each direction are electronically coded the possibility is
offered to transmit additional information between the two stations.

The disadvantage of SSR is that it requires a target aircraft to carry an operating transponder. Thus
SSR is a “dependent” surveillance system. For this reason, PSR will operate in conjunction with
SSR in certain areas for the foreseeable future so that 'non-cooperating' targets, such as some light
aircraft, can be detected.

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 identification by transmitting a four-digit code to the ground station. The code system
is octal; that is, each of the code digits may be any of the numbers 0-7. There are thus 4096
possible four-digit 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 mode, Mode S (or 'Mode Select'), is also used. Aircraft equipped with
transponders supporting this mode are assigned a permanent identification which can be
selectively 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 of data to be
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 transmitted, including potentially an uplink of data from the ground station to the aircraft
although this capability is presently not used in Pakistan.

Additional SSR Modes are used by military aircraft.

A secondary surveillance radar antenna mounted on primary radar antenna.

Navigational Aids Section:

The department of Navigational aids deals with equipment used in en route navigation and
terminal navigation.

En Route Navigation equipment:

When the plane is successfully in the air after takeoff then the navigational aids used to guide the
aircraft to its destination are known as En route navigation. The most basic equipments used for en
route navigation are:

 NDB (Non directional beacon)

 VOR (Very high frequency Omni-directional Ranging)
 DME (distance measuring equipment)
NDB:

Non-Directional Beacons (NDBs) are today the most common type of radio

beacon found because of their simplicity and relative cheapness. NDBs are

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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 beacon, bringing the aircraft to a position
overhead. From there, the aircraft can either track to another beacon, or perform an instrument
approach procedure using the NDB for lateral guidance.

In Pakistan NDB operates at 190 – 525 Khz.

Models of NDBs. used by CAA are:

Aerocom 5401, 5034

Nautel ND-500, ND-2000

Southern Avionics SS - 1000

VOR:

VOR, short for VHF Omni directional radio range, is a type 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 usually
station name, in-flight recorded advisories, or live flight service broadcasts. The navigation signal
allows the airborne receiving equipment to determine a magnetic 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 stations in areas of magnetic compass unreliability are oriented with respect to
True North. This line of position is called the "radial" from the VOR. The intersection of two radials
from different VOR stations on a chart provides the position 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 Conventional VORs because they are more
immune to reflections from hills and buildings. 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
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building or hill, the aircraft will see a phase that appears to be at the phase centre of the main signal
and the reflected signal, and this phase centre will move as the beam rotates. In a DVOR beacon, the
variable signal will, if reflected, seem to be 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 drift apart
again, the phase locked loop will follow the 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, 512-D

DME:

Distance measuring equipment (DME) is a transponder-based radio navigation technology that

measures distance by timing the propagation delay of VHF or UHF 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 typical 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

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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 terminal navigation. The
whole set of equipment used in the process is known as Instrument Landing System (ILS).

Components of ILS

An instrument landing system (ILS) is a ground-based instrument approach system that provides
precision guidance to an aircraft approaching and landing on a runway, using a combination of radio
signals. These informations are:

 Guidance information: the localizer and glide slope.

 Range information: the outer marker (CM) and the middle marker (MM) beacons.
 Visual information (high-intensity lighting arrays to enable a safe landing) PAPI
approach lights, touchdown and centerline lights, runway lights
Localizer:

 The localizer signal provides information to guide the aircraft to the centerline of the runway
 The localizer antenna is located at the far end of the runway.
 The approach 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 signals normally usable 18 NM from the field.
 The Morse code Identification of the localizer consists of a three-letter.

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Principle of Operation of Localizer: A localizer antenna array is normally located beyond the
departure end of the runway and generally consists of several pairs of directional antennas. Two
signals are transmitted on one out of 40 ILS channels between the carrier frequency range 108.10
MHz and 111.95 MHz (with the 100 kHz digit always odd). 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 runway
centerline, the other to the right antenna transmits a narrow beam, one slightly 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 frequency between 329.15 and 335 MHz
using a technique similar to that of the localizer. The centerline of the glide slope signal is arranged
to define a glide slope of approximately 3° above horizontal (ground level). The beam is 1.4° deep;
0.7° below the glide slope centerline and 0.7° above the glide slope centerline.

TDME:

Terminal Distance Measuring Equipment (TDME) gives the information of distance 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 typically associated with Glide Slope.

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Marker Beacons:

Marker beacons are used to alert the pilot by audio and visual cues. It gives the distance from
threshold point on the extended center line of the runway, at a particular height. ILS contains three
marker beacons: inner, middle and outer. The inner marker is used only for 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 MHz.

Visit to Navigational Aids section and ATC control Tower:

During the internship we visited the navigational aids section at CAA headquarters and saw the
equipment currently being used for terminal and en route navigation. We went to the Equipment
control room which holds the communication equipment. We also got familiar with the
Aeronautical message handling system.

ATS Message Handling System (AMHS) also known as Aeronautical Message Handling System
is a standard for aeronautical ground-ground communications (e.g. for the transmission of
NOTAM, Flight Plans or Meteorological Data).

HF section:

High frequency (HF) radio provides aircraft with an effective means of communication over long
distance oceanic and trans-polar routes. In addition, global data communication has recently been
made possible using strategically located HF data link (HFDL) ground stations. An aircraft HF radio
system operates on spot frequencies within the HF spectrum.

In the HF range (3 MHz to 30 MHz) radio waves propagate over long distances due to reflection
from the ionized layers in the upper atmosphere. Due to variations in height and intensities of the
ionized regions, different frequencies must be used at different times of day and night and for
different paths. There is also some seasonal variation (particularly between winter and summer).
Propagation may also be disturbed and enhanced during periods of intense solar activity. The upshot

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of this is that HF propagation has considerable vagaries and is far less predictable than propagation
at VHF.

HF section deals with the equipment of direct communication in Long Range, providing
maintenance repairing and upgrading of HF communication equipments, for four purposes:

 Ground to Air Domestic

 Ground to Ground Domestic
 Ground to Air International
 Ground to Ground International
Presently HF RT is used as standby for ground to air communication, in case of Extended VHF
failure. It is also used for communication with the FIRs of Lahore, Kabul, Bombay and Delhi

HFRT(day) 10018 KHz 5658 KHz

HFRT(night) 3467 KHz 5658 KHz

HF SSB is used for ground to ground communication between CAA stations throughout 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 communication. The maintenance of all
the VHF/UHF equipments from all over Pakistan comes under this department. There are various
types of antenna used in Communication of VHF/UHF, like whipped antenna, long wire antenna,
umbrella antenna, half and full dipole antenna, VHF extended antenna etc.

Whereas, the general range of Frequencies used in CAA is from 118MHZ to 136 MHz.

Frequencies used by Civil Aviation Authority for different kind of Purposes are:

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 COMMUNICATORS MAIN(MHz) STANDBY (MHZ)

Tower controller 118.3 118.8

Ground controller 121.6 118.4

Surface frequency 121.8 123.0

Approach frequency 125.5 121.3

Radar frequency 123.3 127.3

VHF extended range 128.3 133.2

VHF emergency frequency 121.5 -

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 quality communication in VHF and UHF band
another technique has been introduced which is known as extended VHF.

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In extended VHF signals can be transmitted to far off places using satellite. The voice signal is sent
to the satellite through the uplink 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.

Latest VHF/UHF Equipments used by CAA are:

JOTRON TR-810

Multipurpose VHF/AM
Transceiver

 10W output power

 Detachable front panel
 Automatic muting facility
 Output for voice-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 input
 A bright and clear graphical display for easy readout
Fast recall of 3 present channels via dedicated
buttons
 Built-in loudspeaker with possibilities for an external loudspeaker
Rohde & Schwarz

R&S®Series4200 (Software Defined VHF & UHF Radios)

 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

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  8.33/12.5/25 kHz channel spacing for UHF
Serial interface for controlling automatic
filters Automatic main/standby operation
 USB service port for configuration 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 squelch (SQ) with the capability to set different tones
Control Tower:

Air traffic control (ATC) is a service provided by ground based controller who directs aircraft on
the ground and through controlled airspace. 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 to. In some countries ATC may also
play a security or defense role or be run entirely by the military.

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. After the hand off, the aircraft is given a frequency change
and begins talking to the next controller. This process continues until the aircraft is handed over
to the terminal controller (Approach). The control tower communicates with the air craft as well
the ground services on the airport. The ground to ground communication is through FM radio
transmitter and receiver and its frequency at CAA Multan is 121.8 MHz and ground to air
communication is through AM radio transmitter and receiver and its frequency is 119.1 MHz.

Fire Section:

OSHKOSH Striker’s Specs:


1500 gallon water tank,

210 gallon foam tank,

1500 lb. dry chemical,

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
700 HP v8 diesel engine,

250 liter. Fuel tank,

4 cameras,

5kv diesel generator (in case of emergency lights),

Auto transmission,

6 dry batteries,

Top speed 120km, 80km in 40 seconds.

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