e.c. in managing air traffic
TRANSCRIPT
Parul Institute of
Electronics & Communication
E.C. in
managing
Air Traffic
Human Resources
Management
Maulin Amin
Neel Agrawal
Jigar Agrawal
Parul Institute of Engineering & Technology (Diploma Studies)
Electronics & Communication Department
(2009-2010)
managing
Air Traffic
Human Resources
Management
Maulin Amin
Neel Agrawal
E.C. in managing Air Traffic 2009
2
The Airports Authority of India (AAI) (Hindi: भारतीयभारतीयभारतीयभारतीय �वमानप�न�वमानप�न�वमानप�न�वमानप�न ूािधकरणूािधकरणूािधकरणूािधकरण) 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 12 international airports, 89 domestic airports
and 26 civil enclaves. The corporate headquarters (CHQ) are at Rajiv Gandhi Bhawan,
Safdarjung Airport, and New Delhi. V.P Agrawal is the current chairman of the AAI.
Electronics is mainly used in Airplane Navigation.
AIRCRAFT Traffic NAVIGATION SYSTEM
NAVIGATION INTRODUCTION
Finding the way from one place to another is called NAVIGATION. Moving of an
aircraft from one point to another is the most important part for any kind of
mission. Plotting on the paper or on the map a course towards a specific area of
the earth, in the past, used to be a task assigned to a specialized member of
the aircraft's crew such a navigator. Such a task was quite complicated and not
always accurate since, it depended on the observation using simple maps and
geometrical instruments for calculations. Today, aerial navigation has become
an art which nears to perfection. Both external Navaids (Navigational Aids) and
on-board systems help navigate any aircraft over thousands of miles with such
accuracy that could only be imagined a few decades ago.
Early pilots looked out of their open cockpits for roads, rail lines, and airports to
find their way in daytime flight. Pilots watched the horizon to make sure they
were flying with the aircraft's nose and wings in the proper position relative to
the ground, called attitude. As airmail pilots began flying at night and in all kinds
of weather in the early 1920s, new equipment helped pilots navigate and
maintain aircraft attitude when they could not see the ground. Navigation aids
were developed for use inside the aircraft and also to guide the pilots from the
ground.
Today's aircraft are tracked as computer-generated icons wandering across
radar display screens, with their positions, altitude, and airspeed updated every
few seconds. Pilots and controllers communicate using both voice and data
transmitting radios, with controllers relying on radar tracking to keep aircraft on
course. Today, cockpit navigation information is increasingly displayed on a
monitor, but the position of information and its format are nearly identical to the
basic six instruments of early and simpler aircraft.
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New technologies, though, have led to a debate as to whether the federal
government, using fixed electronic stations, or the pilots should control
navigation like in the earliest days. The global positioning system (GPS) is one
technology that allows pilots to accurately determine their position anywhere
on the Earth within seconds, raising the question whether they need any help
from the ground.
GPS is becoming the primary means of navigation worldwide. The system is
based on satellites in a continuous grid surrounding the Earth, each equipped
with an atomic clock set to Greenwich, England, called ZULU time. The GPS units
in the aircraft, or even in a pilot's hand, find the nearest two satellite signals in a
process called acquisition. The time it takes for the signals to travel creates a
precise triangle between the two satellites and the aircraft, telling the pilot his
latitude and longitude to within one meter or a little more than one yard. In
coming years, this system will be made even more precise using a GPS ground
unit at runway ends.
Despite these advances, pilots can still crash because they get lost or lose track
of hazards at night or in bad weather. On December 29, 1970, the Occupational
Safety and Health Act came into effect. It requires most civilian aircraft to carry
an emergency locater transmitter (ELT). The ELT becomes active when a pilot
tunes to an emergency radio frequency or activates automatically when the
aircraft exceeds a certain force in landing, called the g-force, during a crash.
This form of navigation aid, which transmits signals to satellites overhead, saves
lives of injured pilots and crew who are unable to call for help themselves.
The Method of Navigation
There are three main methods of air navigation. These are:
1. Pilotage 2. Dead Reckoning 3. Radio
1. Pilotage or Piloting is the most common method of air navigation. In this
method, the pilot keeps on course by following a series of landmarks on
the ground. Usually before take-off, pilot will making pre-flight planning,
the pilot will draw a line on the aeronautical map to indicate the desired
course. Pilot will note various landmarks, such as highways, railroad tracks,
rivers, bridges. As the pilot flies over each of landmark, pilot will check it off
on the chart or map. If the plane does not pass directly over the
landmark, the pilot will know that he has to correct the course.
2. Dead Reckoning is the primary navigation method used in the early
days of flying. It is the method on which Lindberg relied on his first trans-
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Atlantic flight. A pilot used this method when flying over large bodies of
water, forest, deserts. It demands more skill and experience than pilotage
does. It is based on time, distance, and direction only. The pilot must know
the distance from one point to the next, the magnetic heading to be
flown. Pilot works on the pre-flight plan chart, pilot plan a route in
advance. Pilot calculates the time to know exactly to reach the
destination while flying at constant speed. In the air, the pilot uses
compass to keep the plane heading in the right direction. Dead
reckoning is not always a successful method of navigation because of
changing wind direction. It is the fundamental of VFR flight.
3. Radio Navigation is used by almost all pilots. Pilots can find out from an
aeronautical chart what radio station they should tune to in a particular
area. They can then tune their radio navigation equipment to a signal
from this station. A needle on the navigation equipment tells the pilot
where they are flying to or from station, on course or not.
Pilots have various navigation aids that help them takeoff, fly, and land safely.
One of the most important aids is a series of air route traffic control, operated
throughout the world. Most of the traffic control uses a radar screen to make
sure all the planes in its vicinity are flying in their assigned airways. Airliners carry
a special type of radar receiver and transmitter called a transponder. It receives
a radar signal from control center and immediately bounces it back. When the
signal got to the ground, it makes the plane show up on the radar screen. Pilots
have special methods for navigating across oceans.
Three commonly used methods are:
1. Inertial Guidance: This system has computer and other special devices that
tell pilots where are the plane located.
2. LORAN Long Range Navigation: The plane has equipment for receiving
special radio signals sent out continuous from transmitter stations. The signals will
indicate the plane location
3.GPS Global Positioning System: It is the only system today able to show your
exact position on the earth anytime, anywhere, and any weather. The system
receiver on the aircraft will receive the signals from satellites around the globe.
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TERMINOLOGY
ADF Automatic Direction Finder: An aircraft radio navigation which senses and
indicates the direction to a Low/Medium Frequency non-directional radio beacon
(NDB) ground transmitter.
DME Distance Measuring Equipment: Ground and aircraft equipment which provide
distance information and primary serve operational needs of en-route or terminal area
navigation.
EAT Estimated Approach Time
EFIS Electronic Flight Instrument System, in which multi-function CRT displays replace
traditional instruments for providing flight, navigation and aircraft system information,
forming a so-called “glass cockpit ".
ETA Estimated Time of Arrival
GPS Global Positioning System: A navigation system based on the transmission of
signals from satellites provided and maintained by the United States of America and
available to civil aviation users.
HDG Heading: The direction in which an aircraft's nose points in flight in the horizontal
plane, expressed in compass degrees (e.g. 000 or 360 is North, 090 is East)
HSI Horizontal Situation Indicator: A cockpit navigation display, usually part of a flight-
director system, which combines navigation and heading.
IFR Instrument Flight Rule: prescribed for the operation of aircraft in instrument
meteorological condition.
ILS Instrument Landing System: consists of the localizer, the glide slope and marker
radio beacons (outer, middle, inner). It provides horizontal and vertical guidance for the
approach.
INS Inertial Navigation System: It uses gyroscopes and other electronic tracking systems
to detect acceleration and deceleration, and computes an aircraft's position in
latitude and longitude. Its accuracy, however, declines on long flights. Also called IRS,
or Inertial Reference System.
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KNOT (kt) Standard Unit of speed in aviation and marine transportation, equivalent to
one nautical mile per hour. One knot is equal to 1.1515 mph. and one nautical mile
equals to 6,080 feet or 1.1515 miles. One knot is equal to one nautical mile per one hour.
LORAN C Long Range Navigation is a Long-Range low frequency Radio Navigation.
Its range is about 1,200 nm by day to 2,300 nm by night.
MAGNETIC COURSE Horizontal direction, measured in degrees clockwise from the
magnetic north.
MACH NUMBER: Ratio of true airspeed to the speed of sound. Mach 1 is the speed
of sound at sea level. Their value is approximately 760 mph.
NDB Non-Directional Beacon: A medium frequency navigational aid which transmits
non-directional signals, superimposed with a Morse code identifier and received by an
aircraft's ADF.
RMI Radio Magnetic Indicator: A navigation aid which combines DI, VOR and /or ADF
display and will indicate bearings to stations, together with aircraft heading.
RNAV Area Navigation: A system of radio navigation which permits direct point-to-
point off-airways navigation by means of an on-board computer creating phantom
VOR/DME transmitters termed waypoints.
TACAN Tactical Air Navigation; Combines VOR and DME and used by military aircraft
only. System which uses UHF frequencies, providing information about the bearing and
distance from the ground station we have tuned into.
TCAS Traffic Alert and Collision Avoidance System: Radar based airborne collision
avoidance system operating independently of ground-based equipment. TCAS-I
generates traffic advisories only. TCAS-II provides advisories and collision avoidance
instructions in the vertical plane.
TRANSPONDER Airborne receiver / transmitter which receives the interrogation signal
from the ground and automatically replies according to mode and code selected.
Mode A and B wre used for identification, using a four digit number allocated by air
traffic control. Mode C gives automatic altitude readout from an encoding altimeter.
VFR Visual Flight Rules: Rules applicable to flights in visual meteorological conditions.
VHF Very High Frequency: Radio frequency in the 30-300 MHz band, used for most civil
air to ground communication.
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VOR Very High Frequency Omni directional Range: A radio navigation aid operating in
the 108-118 MHz band. A VOR ground station transmits a two- phase directional signal
through 360 degrees. The aircraft's VOR receiver enables a pilot to identify his radial or
bearing From/To the ground station. VOR is the most commonly used radio navigation
aid in private flying.
VORTAC A special VOR which combines VOR and DME for civil and military used.
System provides information about the bearing and distance from the ground station
we have tuned into.
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VERY HIGH FREQUENCY OMNI-RANGE
VOR (VHF Omni-Range) is the basic Electronic navigation that in use today. This
VHF Omni-Range navigation method relies on the ground based transmitters
which emitted signals to VOR receiver. The VOR system operates in the VHF
frequency band, from 108.0 to 117.95 MHz. The reception of VHF signals is a line
of sight situation. You must be on the minimum altitude of 1000 feet (AGL) above
ground level in order to pick up an Omni signals service range.
VOR Range
VOR Class= Low Altitude 1,000-18,000 feet Range 40 nautical miles
VOR Class=High Altitude 1,000-14,500 feet Range 40 nautical miles
VOR Class=High Altitude 14,500-60,000 feet Range 100 nautical miles
VOR Class=High Altitude 18,000-45,000 feet Range 130 nautical miles
OPERATION
The VOR facility at ground base transmits two signals at the same time. One
signal is constant in all directions as a reference phase. Another signal, it is
variable-phase signal and it rotates through 360 degrees, like the beam from the
lighthouse. Both signals are in phase when the variable signal passes 360
degrees (reference to magnetic north) and they are 180 degrees out of phase
when the rotating signal passes 180 degrees The aircraft equipment receives
both signals. The receiver will calculate the difference between the two signals,
and interprets the result as a radial from the station to pilots on the aircraft.
RADIALS: The two signals from VOR transmitter generate 360 lines like spokes in a
wheel. Each line is called a Radial. VOR navigation equipment on the airplane
will determine which of those 360 radials the airplane is on.
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VOR INDICATOR
A: Rotating Course Card is calibrated from 0 to 360 degrees, which indicates the
VOR bearing chosen as the reference to fly by p
B: Omni Bearing Selector or OBS knob, used to manually rotate the course card
to where the point to fly to.
C: TO-FROM indicator, the triangle arrow will point UP when flying to the VOR
station. The arrow will point DOWN when flying away from the V
flag replaces these TO-FROM arrows when the VOR is beyond reception range
or the station is out.
D: Course Deviation Indicator (CDI). This needle moves left or right indicating the
direction to turn the aircraft to return to course.
DOT: The horizontal dots at center are representing the aircraft away from the
course. Each dot represents 2 degrees deviate from desired course.
How It Works
The followings are just the
pilot can set VOR receiver to selected ground station or another word is to
select a radial to define a magnetic course toward or away from VOR station
on receiver. The Radial of the VOR receiver is divided into 360 degrees, at the
point 360 is representing Magnetic
three digits such as 090 that means on the East and 270 means on the
The proper time to tune navigation receivers is while the aircraft is on the ground
E.C. in managing Air Traffic
: Rotating Course Card is calibrated from 0 to 360 degrees, which indicates the
VOR bearing chosen as the reference to fly by pilot.
: Omni Bearing Selector or OBS knob, used to manually rotate the course card
to where the point to fly to.
FROM indicator, the triangle arrow will point UP when flying to the VOR
station. The arrow will point DOWN when flying away from the VOR station. A red
FROM arrows when the VOR is beyond reception range
: Course Deviation Indicator (CDI). This needle moves left or right indicating the
direction to turn the aircraft to return to course.
: The horizontal dots at center are representing the aircraft away from the
course. Each dot represents 2 degrees deviate from desired course.
The followings are just the typical; some aircraft may be varying
pilot can set VOR receiver to selected ground station or another word is to
select a radial to define a magnetic course toward or away from VOR station
on receiver. The Radial of the VOR receiver is divided into 360 degrees, at the
nting Magnetic North. When we called out,
three digits such as 090 that means on the East and 270 means on the
The proper time to tune navigation receivers is while the aircraft is on the ground
E.C. in managing Air Traffic 2009
: Rotating Course Card is calibrated from 0 to 360 degrees, which indicates the
: Omni Bearing Selector or OBS knob, used to manually rotate the course card
FROM indicator, the triangle arrow will point UP when flying to the VOR
OR station. A red
FROM arrows when the VOR is beyond reception range
: Course Deviation Indicator (CDI). This needle moves left or right indicating the
: The horizontal dots at center are representing the aircraft away from the
course. Each dot represents 2 degrees deviate from desired course.
in details. The
pilot can set VOR receiver to selected ground station or another word is to
select a radial to define a magnetic course toward or away from VOR station
on receiver. The Radial of the VOR receiver is divided into 360 degrees, at the
out, we called in
three digits such as 090 that means on the East and 270 means on the West.
The proper time to tune navigation receivers is while the aircraft is on the ground
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because the pilot has to do the flight planned and known where to go. After
takeoff, usually start from altitude
VOR receiver will get signals from transmitter and the flag will show arrow
(left picture).
When the aircraft has gone half way or close to next VOR station and VOR
receiver got that signals from next
“FROM” to “TO” arrow (from right picture
Radial of
CDI on the indicator shown off center by four dots and that means eight
degrees off the course, the pilot must correct the heading of aircraft.
If the aircraft out of transmitter range or VOR station not operates, the VOR
receiver will show red flag or indication to tell pilot that don't misunderstand
because CDI needle will stay at center all the time.
E.C. in managing Air Traffic
because the pilot has to do the flight planned and known where to go. After
altitude of 1000 feet minimum above ground level, the
VOR receiver will get signals from transmitter and the flag will show arrow
When the aircraft has gone half way or close to next VOR station and VOR
receiver got that signals from next station. The arrow flag will change from
arrow (from right picture). At this time, pilot should select OBS to
next VOR station.
CDI on the indicator shown off center by four dots and that means eight
degrees off the course, the pilot must correct the heading of aircraft.
If the aircraft out of transmitter range or VOR station not operates, the VOR
ll show red flag or indication to tell pilot that don't misunderstand
because CDI needle will stay at center all the time.
E.C. in managing Air Traffic 2009
because the pilot has to do the flight planned and known where to go. After
of 1000 feet minimum above ground level, the
VOR receiver will get signals from transmitter and the flag will show arrow FROM
When the aircraft has gone half way or close to next VOR station and VOR
The arrow flag will change from
At this time, pilot should select OBS to
next VOR station.
CDI on the indicator shown off center by four dots and that means eight
degrees off the course, the pilot must correct the heading of aircraft.
If the aircraft out of transmitter range or VOR station not operates, the VOR
ll show red flag or indication to tell pilot that don't misunderstand
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AUTOMATIC DIRECTION FINDER
ADF (Automatic Direction Finder) is the radio signals in the low to medium
frequency band of 190 KHz. t
advantage over VOR navigation in the reception is not limited to line of sight
distance. The ADF signals follow the curvature of the earth. The maximum of
distance is depending on the power of the beaco
both AM radio station and NDB (Non
radio stations broadcast on 540 to 1620 KHz. Non
the frequency band of 190 to 535 KHz.
ADF COMPONENTS J ADF Receiver: pilot can
operation. The signal is received, amplified, and converted to audible voice or
Morse code transmission and powers the bearing indicator.
J Control Box (Digital Readout Type):
control in the cockpit. In this equipment the frequency tuned is displayed as
digital readout. ADF automatically determines bearing to selected station and it
on the RMI.
J Antenna: The aircraft consist of two antennas. The two antennas are ca
LOOP antenna and SENSE antenna. The ADF receives signals on both loop and
sense antennas. The loop antenna in common use today is a small flat antenna
without moving parts. Within the antenna are several coils spaced at various
angles. The loop antenna senses the direction of the station by the strength of
the signal on each coil but cannot determine whether the bearing is TO or
FROM the station. The sense antenna provides this latter information.
E.C. in managing Air Traffic
AUTOMATIC DIRECTION FINDER
ADF (Automatic Direction Finder) is the radio signals in the low to medium
frequency band of 190 KHz. to 1750 KHz. It is widely used today. It has the major
advantage over VOR navigation in the reception is not limited to line of sight
distance. The ADF signals follow the curvature of the earth. The maximum of
distance is depending on the power of the beacon. The ADF can receive on
both AM radio station and NDB (Non-Directional Beacon). Commercial AM
radio stations broadcast on 540 to 1620 KHz. Non-Directional Beacon operate in
the frequency band of 190 to 535 KHz.
J ADF Receiver: pilot can tune the station desired and to select the mode of
operation. The signal is received, amplified, and converted to audible voice or
Morse code transmission and powers the bearing indicator.
Control Box (Digital Readout Type): Most modern aircraft has t
control in the cockpit. In this equipment the frequency tuned is displayed as
digital readout. ADF automatically determines bearing to selected station and it
The aircraft consist of two antennas. The two antennas are ca
LOOP antenna and SENSE antenna. The ADF receives signals on both loop and
sense antennas. The loop antenna in common use today is a small flat antenna
without moving parts. Within the antenna are several coils spaced at various
a senses the direction of the station by the strength of
the signal on each coil but cannot determine whether the bearing is TO or
FROM the station. The sense antenna provides this latter information.
E.C. in managing Air Traffic 2009
AUTOMATIC DIRECTION FINDER
ADF (Automatic Direction Finder) is the radio signals in the low to medium
widely used today. It has the major
advantage over VOR navigation in the reception is not limited to line of sight
distance. The ADF signals follow the curvature of the earth. The maximum of
n. The ADF can receive on
Directional Beacon). Commercial AM
Directional Beacon operate in
tune the station desired and to select the mode of
operation. The signal is received, amplified, and converted to audible voice or
Most modern aircraft has this type of
control in the cockpit. In this equipment the frequency tuned is displayed as
digital readout. ADF automatically determines bearing to selected station and it
The aircraft consist of two antennas. The two antennas are called
LOOP antenna and SENSE antenna. The ADF receives signals on both loop and
sense antennas. The loop antenna in common use today is a small flat antenna
without moving parts. Within the antenna are several coils spaced at various
a senses the direction of the station by the strength of
the signal on each coil but cannot determine whether the bearing is TO or
FROM the station. The sense antenna provides this latter information.
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J Bearing Indicator: displays the bearing to station relative to the nose 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.
TYPE OF ADF INDICATOR:
Four types of ADF indicators are in use today. In every case, the needle points to
the navigation beacon. Those four types are:
J Fixed Compass Card: It is fixed to the face of instrument and cannot rotate.
0 degree is always straight up as the nose of aircraft.
The relationship of the aircraft to the station is referred to as “bearing to the
station" MB or aircraft to magnetic north. This type of indicator, pilot must
calculate for the bearing by formulae
MB = RB + MH
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J Rotatable Compass Card: The dial face of the instrument can be rotated by a
knob. By rotating the card such that the Magnetic Heading (MH) of the aircraft
is adjusted to be under the pointer at the top of the card.
The bearing to station (MB) can be read directly from the compass card without
calculation and make it easy for pilot. Today, they designed automatically
rotate the compass card of the instrument to agree with the magnetic heading
(MH) of the aircraft. Thus MB to station can be read at any time without
manually rotating the compass card on the ADF face.
J Single-Needle Radio Magnetic Indicator: Radio Magnetic Indicator is an
instrument that combines radio and magnetic information to provide
continuous heading, bearing, and radial information.
The face of the single needle RMI is similar to that of the rotatable card ADF.
J Dual-Needle Radio Magnetic Indicator: The dual needle RMI is similar to single
needle RMI except that it has a second needle. The first needle indicated just
like single needle. In the picture, the yellow needle is a single which indicate the
Magnetic Bearing to the NDB station. The second needle is the green needle in
the picture.
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The second needle (green) is point to VOR station .The dual needle indicator is
useful in locating the location of an aircraft.
OPERATION
ADF operate in the low and medium frequency bands. By tuning to NDB station
or commercial AM radio stations. NDB frequency and identification information
may be obtained from aeronautical charts and Airport Facility Directory. The
ADF has automatic direction seeking qualities which result in the bearing
indicator always pointing to the station to which it is tuned. The easiest and
perhaps the most common method of using ADF is to “home" to the station.
Since the ADF pointer always points to the station, the pilot can simply head the
airplane so that the pointer is on the 0 (zero) degree or nose position when using
a fixed card ADF. The station will be directly ahead of the airplane. Since there is
almost always some wind at altitude and you will be allowing for drift, meaning
that your heading will be different from your track. Off track, if the aircraft is left
of track, the head of the needle will point right of the nose. If the aircraft is right
of track, the head of the needle will point left of the nose.
J For fixed compass card, if you are not fly Homing and you want to fly heading
at some degrees. You must use the formula MB = MH + RB to find out what
degree the ADF pointer should be on. Today, the fixed card indicator is very
unsatisfactory for everyday use which can still be found on aircraft panels but
not many planes that pilot actually uses it due to it has easier type of indicator.
J For rotatable compass card, it was a big step over the fixed card indicator.
The pilot can rotate the compass card with the heading knob to display the
aircraft MH “straight up". Then the ADF needle will directly indicate the magnetic
bearing to the NDB station.
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J For Single needle Radio Magnetic Indicator, the compass card is a directional
gyro and it rotates automatically as the aircraft turns and provide continuous
heading. It is accurately indicates the magnetic heading and the magnetic
bearing to the beacon. This instrument is a “hands off" instrument.
J For dual needle Radio Magnetic Indicator, it is give the pilot information the
same as the single needle such as aircraft heading and magnetic bearing to
the NDB. The second indicator will point to VOR station. This helps the pilot to
check the location of the aircraft at that time.
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LONG RANGE NAVIGATION
LORAN (Long Range Navigation) The latest system known as LORAN
system will be discontinued due to cost not effective. The US will continue to
operate the LORAN-C system beyond the previously planned December 31,
2000. The termination date is contin
continuation of the system. User will be given reasonable notice so that they will
have the opportunity to transfer to alternative navigation aids. At this time we
will talk about this system a little because they mi
backup system.
OPERATION LORAN is a net work of land based radio transmitters and was developed to provide an accurate system for long range navigation. LORAN
Stations Operations are organized into sub
“CHAIN”. One station in the Chain is des
called "SECONDARY" or "SLAVE
The theory is to calculate the time between reception of the signals from the
MASTER and SLAVE stations, which are emitted at
very low bands 90 kHz - 110 kHz. In pulse group and has power of 400
kilowatts. The master station emits its own signal first, when that signals reach the
slave station; it emits its own signal after a predetermined
master station's signal reaches the aircraft, its Navigation system counts the time
until the slave station's signal arrives. Your position is found as the intersection of
the line of two LORAN stations.
E.C. in managing Air Traffic
LONG RANGE NAVIGATION
LORAN (Long Range Navigation) The latest system known as LORAN
system will be discontinued due to cost not effective. The US will continue to
C system beyond the previously planned December 31,
2000. The termination date is continuing to evaluate the long term need for
continuation of the system. User will be given reasonable notice so that they will
have the opportunity to transfer to alternative navigation aids. At this time we
will talk about this system a little because they might keep this system as a
LORAN is a net work of land based radio transmitters and was
developed to provide an accurate system for long range navigation. LORAN
Stations Operations are organized into sub-groups of four to six stati
“CHAIN”. One station in the Chain is designated the "MASTER" and others are
called "SECONDARY" or "SLAVE" Stations.
The theory is to calculate the time between reception of the signals from the
MASTER and SLAVE stations, which are emitted at different frequencies, at low or
110 kHz. In pulse group and has power of 400
kilowatts. The master station emits its own signal first, when that signals reach the
slave station; it emits its own signal after a predetermined delay. When the
master station's signal reaches the aircraft, its Navigation system counts the time
until the slave station's signal arrives. Your position is found as the intersection of
the line of two LORAN stations.
E.C. in managing Air Traffic 2009
LONG RANGE NAVIGATION
LORAN (Long Range Navigation) The latest system known as LORAN-C .This
system will be discontinued due to cost not effective. The US will continue to
C system beyond the previously planned December 31,
uing to evaluate the long term need for
continuation of the system. User will be given reasonable notice so that they will
have the opportunity to transfer to alternative navigation aids. At this time we
ght keep this system as a
LORAN is a net work of land based radio transmitters and was
developed to provide an accurate system for long range navigation. LORAN
groups of four to six stations called
ignated the "MASTER" and others are
The theory is to calculate the time between reception of the signals from the
different frequencies, at low or
110 kHz. In pulse group and has power of 400 - 1600
kilowatts. The master station emits its own signal first, when that signals reach the
delay. When the
master station's signal reaches the aircraft, its Navigation system counts the time
until the slave station's signal arrives. Your position is found as the intersection of
E.C. in managing Air Traffic 2009
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LORAN UNIT J SIGNAL PROCESSOR
J NAVIGATION COMPUTER
J CONTROL and DISPLAY
Signal Processor receives the signals and measures the difference between
the time of arrival of each secondary station pulse group and the master station
pulse group. The time difference is depend on the location of the receiver on
the aircraft in relation to the three or more transmitters. Each time difference
value is measured to a precision of about 0.1 microseconds.
Navigation Computer converts time difference values to location
corresponding latitude and longitude.
Control and Display
The functions of the LORAN UNIT are:
J Preset Position in Latitude-Longitude and/or relative to a destination, waypoint
or check point.
J Bearing and distance to your destination
J Ground speed and estimated time enroute.
J Course Deviation Indicator.
J Storage in memory of airports.add-on programable and updatable
database.
J Continuous computation of bearing and distances to the nearest airports.
computation of wind direction and velocity.
J Add-on such as fuel flow analyzers to estimate fuel need to reach
destination.etc
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GLOBAL POSITIONING SYSTEM
GPS (Global Positioning System) is the only system today able to show you where
you’re exactly (position on the earth) at anytime and any weather condition. 24
satellites, all orbit around the earth at 11,000 nautical miles or approximately
20,200 kms. above the earth. The satellites are placed into six different orbital
planes and 55 degree inclination. They are continuously monitored by ground
stations located worldwide.
GPS ELEMENTS We can divide GPS system into three segments. J SPACE SEGMENT
J USER SEGMENT
J CONTROL SEGMENT
SPACE SEGMENT The space segment comprises a network of satellites. The complete GPS space system includes 24 satellites, 11,000 nautical miles above
the earth, take 12 hours each to go around the earth once or one orbit. They
are orbit in six different planes and 55 degrees inclination. These positions of
satellites, we can receive signals from six of them nearly of the time at any point
on earth. Satellites are equipped with very precise clocks that keep accurate
time to within three nanoseconds (0.000000003 of a second or 3e-9)
This precision timing is important because the receiver must determine exactly
how long it takes for signals to travel from each GPS satellite to receiver.
Each satellite contains a supply of fuel and small servo engines so that it can be
moved in orbit to correct for positioning errors.
Each satellite contains four atomic clocks. These clocks are accurate to a
nanosecond.
Each satellite emits two separate signals, one for military purposes and one for
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civilian use.
SOME SPECIFICATION OF SATELLITE
J Weight 930 kg.(in orbit)
J Size 5.1 m.
J Travel Velocity 4 km/sec
J Transmit Signals 1575.42 MHz and 1227.60 MHz
J Receive at 1783.74 MHz
J Clocks 2 Cesium and 2 Rubidium
J Design life 7.5 year (later model BlockIIR 10 years)
USER SEGMENT As the pilot fly , the GPS receiver continuously caculates the current position and display the correct position / heading.The GPS unit listen to
the satellite's signal and measure the time between the satellites transmission
and receipt of the signal. By the process of triangulation among the several
satellites being received, the unit computes the location of the GPS receiver.
GPS receiver has to see at least four satellites to compute a three dimensional
position (it can compute position with only three satellites if know altitude). Not
only latitude and Longitude , but altitude as well. There are numerous forms of
display among the various manufacturer. No frequency tuning is required , as
the frequency of the satellite transmissions are already known by the receiver.
CONTROL SEGMENT The control Segment of GPS consist of: J Master Control Station ( one station ): The master control station is responsible
for overall managment of the remote monitoring and transmission sites. As the
center for support operations , It calculates any position or clock errors for each
individual satellite from monitor stations and then order the appropriate
corrective information back to that satellite.
J Monitor Stations ( four stations ): Each of monitor stations checks the exact
altitude , position , speed , and overall of the orbiting of satellites. A station can
track up to 11 satellites at a time. This check-up is performed twice a day by
each station as the satellites go around the earth.
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OPERATION The principle of GPS is the measurement of distreceiver and the satellites. The satellites also tell us exactly where they are in
their orbit above the earth . The receiver knows our exact distance from satellite
, knows the distance between satellites. GPS receivers have mathematical
method by computer to compute exactly where the GPS receiver could be
located.
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The principle of GPS is the measurement of distance between the
receiver and the satellites. The satellites also tell us exactly where they are in
their orbit above the earth . The receiver knows our exact distance from satellite
, knows the distance between satellites. GPS receivers have mathematical
method by computer to compute exactly where the GPS receiver could be
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ance between the
receiver and the satellites. The satellites also tell us exactly where they are in
their orbit above the earth . The receiver knows our exact distance from satellite
, knows the distance between satellites. GPS receivers have mathematical
method by computer to compute exactly where the GPS receiver could be
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AERONAUTICAL CHART
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AERONAUTICAL CHART
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AERONAUTICAL LEGEND
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PRE-FLIGHT PLAN CHART
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FLIGHT PLAN CHART
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PRE-FLIGHT PLAN CHART DETAIL
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Career in managing Air Traffic
1. What are the basic educational qualifications (degrees) needed to apply for the civil ATC
entrance exam?
Engineering degree in Electronics/ Telecommunication/ Radio Engg/ Electrical/ Master’s Degree
in Electronics OR equivalent, with First Class (60% or above)
2. What is the age limit required to apply for the civil ATC entrance exams?
Lower age limit is 21 years, while the upper age limit is 27 years
3. What are the kinds of questions asked during the civil ATC entrance exams?
Written examination comprising of following 4 papers:
• Elective Paper from Concerned Engineering Branch
• General English
• General Knowledge
• Mental Ability (Numerical/Logic based)
4. What are the passing criteria for the civil ATC entrance exams?
Merit based selection
Standard reservation policy applies for SC/ST/OBC/Ex-Servicemen
5. Once the civil ATC entrance exams are cleared, what are the other parameters on the
basis of which candidates are selected?
• Voice test
• Personal Interview
• Medical fitness as per ICAO Annex-1
6. Once final batches of candidates are selected, where are they sent for their further
training?
Civil Aviation Training College, Allahabad, UP
7. What is the duration of this training and what are the various modules studied and
practical undergone during the training?
At present it is year-long ab-initio training (Under revision to make it in two sections of
six months each)
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Modules:
• Air Traffic Services
• Aerodromes and Ground Aids
• Air Legislation
• Meteorology
• Communication Procedures
• Technical
• Search and Rescue
• Air Navigation
8. What is the cost of this training?
Costs are borne by the Airports Authority of India - the recruiter
9. Is there a possibility of a candidate getting disqualified midway through his training?
If so, then on what grounds?
Yes, if a candidate is unable to secure 70% passing marks in two attempts in any of the
modules, he/she gets disqualified
10. Once the training is complete, what posts are open to these students?
Junior Executive (ATC)
after two years promoted to Assistant Manager (ATC)
11. Do they apply for jobs individually? What is the employment-scene like these days?
Do qualified students get jobs easily or unemployment still prevails?
Airports Authority of India (AAI) is the sole employer of the civil ATCs, in India (Some
small players do exist e.g. HAL and small private airports who also recruit ATCs mainly
from the AAI employees)
The training is imparted only after recruitment. So if one clears the training successfully
he/she is guaranteed of the job
12. What is the starting pay scale for ATC officers?
During training, trainees are paid a stipend of INR 7500 pm with free lodging and
boarding at CATC, Allahabad, UP
The pay scale for Junior Executive (ATC) is INR 8600-250-14600
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13. Is the job transferable? If so, which authority decides the transfer of an ATC officer?
All India transferable by the employer (Airports Authority of India)
14. What are the negative and positive aspects of this profession?
Negative: High stress, Shift duties, Extra work load, Non availability of leaves, Lack of
Social life due strange shift pattern and no standard festivals' leaves, very high
professional risk etc...
Positive: Challenging environment, split second decision making, independent
decisions, Work is not to be carried home etc...
15. What are the various ranks that an ATC officer can climb through?
• Junior Executive
• Assistant Manager
• Manager
• Senior Manager
• Assistant General Manager
• Deputy General Manager
• Joint General Manager
• General Manager
• Executive Director (ATM)
16. As the Indian aviation industry is booming, what is the demand and supply for and of
qualified ATC officers?
There is a shortfall of around 1000 ATC officers in India. Recruitments at the rate of 100 per year
are expected in the coming years