Internship Report.docx

Internship Report

Mohammad Bassim Faridy BE Mechatronics Engineering Air University, Islamabad [email protected] Group B 31st July, 17 - 25th Aug, 17

pg. 1

Acknowledgement All praise to Allah, the lord of all worlds, who endowed me with the ability to complete successfully this period as internee, though I did not conceal myself capable to do so.

I am grateful to Pakistan Civil Aviation Authority for providing us an opportunity to see the practical implementation of our knowledge and get experience which will benefit us in future. I am also thankful to Mr. Yusuf Bhatti, Internship Coordinator in Electronics Engineering Depot, CAA and also thankful to MR. Shakeel, MR. Raza Mohammad, MR. Sohail, MS. Raya of their respect department from Radar, VHF/UHF, Telecom, HF and NAV.AIDS. I am also grateful all other members for taking their time out to help us. We are also immensely grateful to our families and all those personnel’s for their comments, support and have sincere feelings for me as they guided me to the best.

THANK YOU

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Table of Contents Acknowledgement ………………………… …………………………. …………………………………..

2

Organizational Overview ……………………… …………………………. ………………………………

5

Civil Aviation ……………………………….. ……………………………….. …………………………….

5

Pakistan Civil Aviation ……………………. ……………………… ………………………………………

5

Function ……………………………….. …………………………………….. ……………………………

6

Achievements …………………… ………………………………………. ……………………………….

6

Organizational Structure ………………………… ………………………… ……………………………

6

Overview of EED …………………………. …………………………………… ………………………...

7

VHF/ UHF Section ……………………….. ………………………………. ……………………………..

8

HF Section ……………………………… …………………………………. …………………………….

11

Sellcal ………………………………….. ……………………………………. …………………………..

13

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

13

Localizer ……………………………….. ………………………………. ……………………………….

14

Glideslope ………………… ……………………………………………….. …………………………..

15

TDME ……………………………… …………………………………………… ………………………

15

Marker Beacon ……………………………… ………………………………. ………………………..

15-16

NDB …………………………….. ………………………………………….. …………………………...

16

Comparison D VOR & C VOR ………………………… ………………………… …………………...

17

DME ………………………… ……………………………………… …………………………………...

18

General Electronics ……………. ………………………………. ……………………………………..

18

DVLS …………………………………….. ……………………….. ……………………………………

19

SME ………………………………………… ………………………. ………………………………….

19

Lathe Machine ……………………………….. …………………………… …………………………..

20

Milling Machine ……………………………… ……………………………… ………………………..

20

RCWS …………………………………… …………………….. ………………………………………

21

Difference b/w Primary & Secondary …………………. ………………….. ………………………..

22

CAA Radars ………………………… …………………………………….. ………………………….

22-23

List of equipments …………………….. …………………………….. ……………………………….

24

Telecom Section ………………………… …………………………………. …………………………

25

Conclusion ……………………………… …………………………… ………………………………..

25

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List of Figures Fig 1 Aviation ………………………………………………………………………………………………..

5

Fig 2 Organizational Structure ………………………………… …………………. ……………………

6

Fig 3 Flowchart ……………………….. ………………………………….. ……………………………..

7

Fig 4 JOTRON TR 810 ………………………… ………………………… …………………………….

9

Fig 5 Rohde& Schwarz ……………………. …………………………… ………………………………

9

Fig 6 FM W/T Motorola GP2000 ……………………….. ……………………… …………………….

10

Fig 7 AM W/T Vertex Standard VXA-300 ………………………. ………………. …………………..

11

Fig 8 HF Transceiver Codan NGT ASR ………… ……………………… …………………………..

12

Fig 9 Localizer ………………………. ……………………………. …………………………………...

14

Fig 10 Glideslope …………………….. ………………………….. ……………………….. …………

15

Fig 11 Marker Beacon …………………… ………………………… ………………………………..

15

Fig 12 NDB ……………………. ……………………………. ………………………………………..

16

Fig 13 CVOR ……………………… …………………………….. ……………………………………

18

Fig 14 DVOR …………………….. ……………………………… …………………………………..

18

Fig 15 ASC Marathon Evolution ……………………. ……………………. ……………………….

19

Fig 16 Lathe ……………………. …………………….. ……………………………………………..

20

Fig 17 Milling Machine ………………………….. ………………………. ………………………..

20

Fig 18 Radar Map ……………………. ………………………………… ………………………….

21

Fig 19 Radars ………………… ……………………………………….. …………………………..

22

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ORGANIZATIONAL OVERVIEW:

Civil Aviation: Its two major purpose is of flying, representing all non- military aviation, both private and commercial. Most of the countries in the world are members of the International Civil Aviation Organization (ICAO) and work together to establish common standards and recommended practices for civil aviation through that agency. It commands two major things: 1) Scheduled air transport, including all passenger and cargo flights. 2) General Aviation including all other private and commercial flights. All scheduled air transport is commercial, but general aviation can be either commercial or private. Normally, the pilot, aircraft, and operator must all be authorized to perform commercial operations through separate commercial licensing, registration, and operation certificates.

Fig 1

Pakistan Civil Aviation Authority: 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.

Function: The CAA not only serves as a regulatory body on behalf of the Government of Pakistan, its function includes provision of services such as facilitation , air space management , Air Traffic Control and Fire Fighting Services .The Authority is also responsible for the planning, development and maintenance of all civil aviation infrastructures in the country . For the fulfilment of its function as a regulatory body, the CAA ensures conformity to the standards laid down by the International Civil Aviation Organization (ICAO) regard to flight safety, aircraft maintenance and medical fitness of pilots, air traffic controllers and engineers. The functions of CAA are carried out by professionals, through various directorates at the Headquarters, assisted by five zonal offices. The civil aviation training institute (CATI) is in Hyderabad.

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Achievements: Since its inception, the CAA has endeavored to improve the aviation facilities in Pakistan. The number of airports has risen to 42 from 23 in 1982. Besides new airports, 11 new terminal buildings, 3 new runways and two new Hajj lounges were constructed by the CAA, in addition to the maintenance, extension and renovation of existing lounges. Karachi’s prestigious Jinnah Terminal Complex, and the Aeronautical communication and control project providing total radar coverage to Pakistan’s air space, are testament to CAA’s commitment to bring Pakistan’ aviation related facilities up to par with the best in the world.

ORGANIZATIONAL STRUCTURE:

Fig 2

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MAJOR AIRPORTS IN PAKISTAN:

Airports

Aircrafts Movement

Passengers ( International &Domestic)

Jinnah International Airport , Karachi Benazir Bhutto Airport, Islamabad Allama Iqbal Airport, Lahore Bacha Khan Airport, Peshawar Quetta Airport , Quetta

64235

6,581,448

50000

3,035,966

61524

3,091,590

12500

890,548

8900

284,829

OVERVIEW OF EED: CAA provides communication, navigation and surveillance through its stations all over Pakistan. Electronics Engineering Depot is the service and maintenance depot of CAA. Its work is to facilitate the CAA stations all over Pakistan with its service of maintenance and repairing of the Electronics Equipment. The Basic working of the EED is to install the equipment or supervise the installation/ upgrading is done by contractor and test the latest equipment that have been brought from abroad for Civil Aviation Authority and also to repair the equipment at different stations, either by going there or bringing the equipment to the EED, Karachi. In EED, there are various departments that deal with different types of equipment.

Radar Workshop

Nav.Aids

EED

SME

GEN. Electronics

Fig 3

Telecom

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HF

VHF/UHF

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 whip 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 136MHZ. Frequencies used by Civil Aviation Authority for different kind of Purposes are:

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

-

VHF extended: For the range greater than 50nm VHF extended is used. The satellites used for this purpose are PAKSAT and ThaiCOM. VHF extended system is installed in Karachi, Quetta, Pasni, Rojhan, Hyderabad, Faisalabad, Laram Killa, Karimabad and some other places. They are remotely operated and controlled via satellite network from Area Control Center. (ACC) Karachi, to enable control of all air traffic in country. Latest VHF/UHF equipments used by CAA are:

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JOTRON TR-810 Multi-purpose VHF/AM Transceiver

Fig 4

          

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 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)

Fig 5

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           

VHF frequency range from 112MHz to 156MHz UHF frequency range from 225Mhz to 400Mhz Output power of 50W for VHF and UHF 8.33/25 kHz channel spacing for VHF 8.33/12.5/25kHz channel spacing for UHF Serial interface for controlling automatic filters Automatic main/ standby operation USB service part 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

FM W/T Motorola GP2000

Fig 6

    

pg. 10

99 channels Front Panel Programming 12.5125 kHz channel spacing Nuisance channel delete Channel Alias

AM W/T Vertex Standard VXA-300

Fig 7

     

150 regular memory channels and 100 preprogrammed book memory channels Automatic Noise Limiter Ambient Temperature monitor One-Touch Squelch ( Monitor) Control External DC Jack 12V 8.33 or 25kHz channel steps

HF SECTION 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 FIR’s of Lahore, Kabul, Bombay and Delhi.

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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. Latest HF equipments used by CAA are:

HF Transceiver Codan NGT ASR Codan NGT ASR SSB 1.6-30 MHz -100W

Fig 8

            

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Emergency selcal Smart monitoring Voice Encryption for communication security ( COSMEC) Fax, data , email and internet using 9001 (fax and data) modems Frequency Range 1.6 to 30 MHz: Receive : 250kHz to 30 MHz Memory channels: 600 channels Message call up to 90 characters GPS call Multiple control interfaces Morse key Telephone Interconnect GPS location and tracking High power HF SSB system (500W & 1KW)

Selcal: In international aviation, SELCAL or SelCal is a selective-calling radio system that can alert an aircraft's crew that a ground radio station wishes to communicate with the aircraft. SELCAL uses a ground-based encoder and radio transmitter to broadcast an audio signal that is picked up by a decoder and radio receiver on an aircraft. The use of SELCAL allows an aircraft crew to be notified of incoming communications even when the aircraft's radio has been muted. Thus, crewmembers need not devote their attention to continuous radio listening.

Use: SELCAL operates on the high frequency (HF) or very high frequency (VHF) radio frequency bands used for aircraft communications. HF radio often has extremely high levels of background noise and can be difficult or distracting to listen to for long periods of time. As a result, it is common practice for crews to keep the radio volume low unless the radio is immediately needed. A SELCAL notification activates a signal to the crew that they are about to receive a voice transmission, so that the crew has time to raise the volume. An individual aircraft has its own assigned SELCAL code. To initiate a SELCAL transmission, a ground station radio operator enters an aircraft's SELCAL code into a SELCAL encoder. The encoder converts the four-letter code into four designated audio tones. The radio operator's transmitter then broadcasts the audio tones on the aircraft's company radio frequency channel in sequence: the first pair of tones are transmitted simultaneously, lasting about one second; a silence of about 0.2 seconds; followed by the second pair of tones, lasting about one second. The code is received by any aircraft receiver monitoring the radio frequency on which the SELCAL code is broadcast. A SELCAL decoder is connected to each aircraft's radio receiver. When a SELCAL decoder on an aircraft receives a signal containing its own assigned SELCAL code, it alerts the aircraft's crew by sounding a chime, activating a light, or both.

NAVIGATIONAL AIDS The repair & maintenance of the navigational instruments is regarded the duty of the navigational aids (Nav-aids) section. The installation of these instruments is also the job of people working at the nav –aids section. There are number of instruments which are essential for the navigation of aircrafts. These instruments are located at different sites in Pakistan. Although the working principles of these navigational instruments seem simple but the technical details are complex, thus the troubleshooting of these instruments requires great experience and knowledge of complex electronics equipments. Engineers & Technicians at the nav-aid section are very qualified. The test bench of each navigational device can be found in the workshop where technicians can check the performance of the repaired component of the main device on the test bench of that particular device. The navigational instruments used by the CAA include:     

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Non Directional Beacon (NDB) Distance Measuring Equipment (DME) Conventional Very High Frequency Omni directional Range (CVOR) Doppler very high frequency Omni directional Range (DVOR) Instrument Landing System (ILS)

Every device has a standby system in case the main device is not operational then the standby system takes over. A calibration flight is used every three months to calibrate the navigational instruments.

Terminal Navigation: Terminal Navigation is provided through Instrument Landing System (ILS). ILS is the precise control system which helps and guides the pilot during landing of the aircraft.

Components of ILS: An instrument landing system is ground based instrument approach system that provides precision guidance to an airport approaching and landing on a runway, using a combination of radio signals. These information are:   

Guidance information: the localizer are glide scope. 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:

Fig 9

     

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 signal normally usable 18NM from the field The Morse code identification of the localizer consist of a three- letter

Principle of Operation of Localizer: A localizer antenna array is normally located beyond the departure end of the runway and generally consist 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 one is modulated at 90 Hz, the other at 150 Hz and these are transmitted from separate but

pg. 14

co-located antennas. Each the left of the runway centerline, the order to the right antenna transmits a narrow beam, one slightly to the left of the runway centerline, the order to the right.

Glideslope:

Fig 10

A glide slope or glide path 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 degree above horizontal. The beam is 1.4 deep; 0.7 below glideslope.

TDME: Distance measuring equipment (DME) is a transponder-based radio navigation technology that measures slant range 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 collocated with VORs or ILS systems. A low-power DME can be collocated with an ILS glide slope antenna installation where it provides an accurate distance to touchdown function, similar to that otherwise provided by ILS marker beacons. A typical Distance measuring equipment ground transponder system for En-route or terminal navigation will have a 1 kW peak pulse output on the assigned UHF channel.

Marker Beacon:

Fig 11

pg. 15

A marker beacon is a particular type of VHF radio beacon used in aviation, usually in conjunction with an instrument landing system (ILS), to give pilots a means to determine position along an established route to a destination such as a runway. It is 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 contain three marker beacons: inner, middle and outer. The inner marker is used only for Category II operations. The marker beacons are located at specific intervals on the extended center line. All marker beacons operate on frequency of 75 MHz

NDB:

Fig 12

A non-directional (radio) beacon (NDB) is a radio transmitter at a known location, used as an aviation or marine navigational aid. As the name implies, the signal transmitted does not include inherent directional information, in contrast to other navigational aids such as low frequency radio range, VHF omnidirectional range (VOR) and TACAN. NDB signals follow the curvature of the Earth, so they can be received at much greater distances at lower altitudes, a major advantage over VOR. However, NDB signals are also affected more by atmospheric conditions, mountainous terrain, coastal refraction and electrical storms, particularly at long range. NDB’s used for aviation are standardized by ICAO Annex 10 which specifies that NDBs be operated on a frequency between 190 KHz and 1750 KHz. Each NDB is identified by a one, two, or three-letter Morse code call sign. In Pakistan NDB operates at 190-525 KHz. Models of NDB’s used by CAA are:   

pg. 16

Aerocom 5401,5034 Nautel ND-500, ND-2000 Southern Avionics SS-1000

VOR: VHF Omni Directional Radio Range (VOR) is a type of short-range radio navigation system for aircraft, enabling aircraft with a receiving unit to determine their position and stay on course by receiving radio signals transmitted by a network of fixed ground radio beacons. It uses frequencies in the very high frequency (VHF) band from 108.00 to 117.95 MHz Developed in the United States beginning in 1937 and deployed by 1946, VOR is the standard air navigational system in the world, used by both commercial and general aviation. By 2000 there were about 3,000 VOR stations around the world including 1,033 in the US, reduced to 967 by 2013 with more stations being decommissioned with the widespread adoption of GPS. A VOR ground station sends out an omnidirectional master signal, and a highly directional second signal is propagated by a phased antenna array and rotates clockwise in space 30 times a second. This signal is timed so that its phase (compared to the master) varies as the secondary signal rotates, and this phase difference is the same as the angular direction of the 'spinning' signal, (so that when the signal is being sent 90 degrees clockwise from north, the signal is 90 degrees out of phase with the master). By comparing the phase of the secondary signal with the master, the angle (bearing) to the aircraft from the station can be determined. This line of position is called the "radial" from the VOR. The intersection of radials from two different VOR stations can be used to fix the position of the aircraft, as in earlier radio direction finding (RDF) systems.  

D-VOR are for hilly areas C-VOR are for plane areas

Comparison between D-VOR &C-VOR: Doppler VOR beacons are inherently more accurate than Conventional VOR’s because they are more immune to reflections from hills and buildings. The variable signal, in a DVOR, is the 30 Hz FM signal. In s CVOR it is the 30 MHz AM signal. If the AM signal from a CVOR beacon, bounces off a building or hill, the aircraft will see a phase that appears to be at phase center of the main signal and the reflected signal, and this phase center 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 different phases. Twice per 30 Hz 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 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.

pg. 17

Fig 13

Fig 14

CVOR

DVOR

DME: Distance measuring equipment (DME) is a transponder-based radio navigation technology that measures distance by timing that 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 VOR’s. A typical DME ground transponder system for en-route or terminal navigation will have a 1KW peak pulse output on the assigned UHF channel In Pakistan DME operates at 962- 1213 MHz Models of VORs used by CAA are:  

Wilcox 596B Thomson CSF-712

GENERAL ELECTRONICS General Electronics deals with the equipment that is used in general and cannot be categorized under any of the other department.  

Digital Voice Logging System(DVLS) Public Address System

Digital Voice Logging System (DVLS): Formerly VLS was used for recording all types of conversations, works on the analog principle pf magnetic tape recording. The VLS tape can record a day’s recording and has to be replaced the other day. The system is being replaced by the DVLS. It is the most important and major equipment with which GE deals. This is the latest machine use for the recording all types of conversation, recording stuff is reserved for 30 days in DVD RAM. The model of DVLS used by CAA is Marathon Evolution.

pg. 18

ASC Marathon Evolution:

Fig 15

       

World’s first Linux-based communications recorder Multimedia recording from, Traditional telephony and radio, VOIP ( Voice over IP), Fax data , Screen Data The system can be configured to record, live monitor and achieve communications at one location and to provide Search and repay facilities locally or via LAN/WAN, Intranet or Internet Analog Input 4 to 192 channels Digital Inputs: 4… 120 channels or mixed configuration of analog/ digital /VOIP VOIP: 4… 32 channels (active) 4... 120 channels ( passive)

PA Systems: A public address system (PA system) is an electronic amplification system with a microphone, preamplifiers and signal routers mixer, which allows variation in sound levels, amplifier to increase the sound and loudspeakers placed in convenient locations around the broadcasting area, used to reinforce a sound source. The user speaks into a microphone, and the sound is transmitted through connected cables to the area surrounding the speakers.

SME (SEMI MECHANICAL ELECTRICAL SHOP) This is also regarded as one the smaller sections of EED. In this we have mechanical and electrical machines. In mechanical we have lathe, milling machines. While in Electrical the shop had a UPS. In this section we were given task of soldering and de-soldering of a PCB.

pg. 19

Machines in Mechanical Workshop

Lathe Machine A lathe machine is a machine tool which is used to remove metals from a workpiece to give a desired shape and size. In other words it is a machine that is used to hold the workpiece to perform various metal removing operations such as turning, grooving, chamfering, knurling, facing, forming etc with the help of tools. It is also called as mother of machine.

Welding Machine Milling is the machining process of using rotary cutters to remove material from a workpiece by advancing (or feeding) in a direction at an angle with the axis of the tool. It covers a wide variety of different operations and machines, on scales from small individual parts to large, heavy-duty gang milling operations. It is one of the most commonly used processes in industry and machine shops today for machining parts to precise sizes and shapes. Milling can be done with a wide range of machine tools. The original class of machine tools for milling was the milling machine (often called a mill). After the advent of computer numerical control (CNC)

Fig 16

pg. 20

Fig 17

RADAR CENTRAL WORKSHOP RCWS was established in 1996 at ACC JIAP. Workshop shifted from JIAP to EED on 3rd January 2005. RCWS EED is responsible for the repair and maintenance of all Pakistan CAA Radars unserviceable PCBs, Module, Units of following Equipments:       

TA-10K ( Primary Radar) RSM-870 ( Secondary Radar) AIRCAT-500 + AIRCAT-200 Systems SIMCAT -1000 ( Radar Simulator CATI) TXM-4200 (RICS System) Phase II TXM-3142 Phase-I Regulators Merlin Gerin

These are installed in Karachi and Lahore Flight Information Regions and Training Center CATI Hyderabad. Controlling arrangement of Radars is following:

Southern region (controlled in Karachi): This region covers the most and the critical areas of Pakistan, which includes in Sindh, Punjab, Baluchistan while touching the northern area overlapping. Karachi is control center is located at Jinnah International airport and is one of two air traffic control centers in Pakistan. The primary responsibility is the separation of over flights and the expedited sequencing of arrivals and departure along STAR’s (Standard Terminal Arrival Routes) and DP’s for all of southern Pakistan including some portion of Arabian Sea.

Northern region (controlled in Lahore): This covers the most northern parts of Pakistan covering the range of mountains region till Peshawar. Lahore area control center is located at Allama Iqbal International Airport. The primary responsibility is same as above of for all of northern Pakistan.

Fig 18

pg. 21

Difference between Primary and Secondary Radars:

Fig 19

Primary radar provides continuous surveillance of air traffic disposition. Precise knowledge of the positions of aircraft would permit a reduction in the normal procedural separation standards, which in turn promised considerable increases in the efficiency of the airways system. A primary radar can detect and report the position of anything that reflects its transmitted radio signals. While secondary radar is with (IFF) system, relies on “transponder”. The transponder is a radio receiver and transmitter which receives on one frequency (1030 MHz) and transmits on another (1090 MHz). The target aircraft’s transponder replies to signals from an interrogator (usually, but not necessarily a ground station co-located with a primary radar) by transmitting a coded reply signal containing the requested information.

Technical Specification of Karachi, CAA Radars PSR Model: TA-10K T = Terminal A = Approach 10 = 10 cm Waveguide K = Klystron Range (In Diversity Mode) = 98 NM at height of 30,000 ft. (When both channels are operational) Peak Power (Per Transmitting Pulse) =1.5 M Watts (maximum) Peak Power (Per Transmitting Pulse) =1.25 M Watts (Operational) Average Power (Output) = 4 Kilo Watts Pulse Repetition Frequency (PRF 1) = 666 Hz Pulse Repetition Time (PRT 1) Interval = 1.5 MS Pulse Repetition Frequency (PRF 2) = 333 Hz

pg. 22

Pulse Repetition Time (PRT 2) Interval = 3 MS Operating Frequency Range = From 2700 MHz to 2900 MHz Pulse Width = 1.7 MS Antenna Rotation Speed (High) = 10 RPM Antenna Rotation Speed (Low) = 5 RPM Standing Wave Radio (SWR) = < 2 Range Resolution = 60 Meters Azimuth Resolution = 1.4 Degrees Antenna Tilt Angle = 3.10 Degrees Beam Width = 1.5 Degrees Minimum Target Area to Detect = 2 square Meters

SSR Model RSM -870 R = Radar S = Secondary M = Mono Pulse 870 = Model No Range (One Way) = 200 NM (1NM = 1852 Meters) Interrogation Frequency = 1030 MHz Reply from Transponder = 1090 MHz Power Consumption = 600 Watts Pulse Width = 0.8 Microseconds Capacity = 300 Aircrafts Operating Band = L-Band Transmitter Output Power = 1.5 Kilo Watts SSR Modes = Alpha & Charlie

pg. 23

List of Equipments / Benches available in RCWS                                

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AFIT-1500 Circuit Digital IC Tester up to 24 pins Tracker “Huntron =5100 DS (Hardware change Cold Tester) Micro System Trouble Shooter Frequency Counter Power Meter Synthesizer / Level Generator VHF Switch Relay Actuator System Power Supply of Hewlett Packard Combinational System S-645 Programmable Fault Finder of Schlumerger Curve Tracer. Tektronix- 571 EPROM Programmer Unisite Test bench of RICS TXM 4200 Chip Master Compact Linear Master Compact Component Analyzer ( Up to 3 Pins Components Tester) Relative Humidity & Temperature Tester ROBIN Microwave Leakage Tester BK Precision Auto Ranging Capacitance Meter, Model 830 A BK Precision Inductance Meter, Model # 875 B Fluke Scope Meter Model # 199C Fluke Multimeters Model # 187 Toolkit Xcelite TC-100ST Soldering Station Huntron Pro- Track I Model 20 DATAMAN Universal EPROM Programmer DE- Soldering Station “Weller” Huntron Scanner I Agilent Digital Color LCD Oscilloscope 6 GHz Spectrum Analyzer Model FSL 6 Battery Load Tester ( 200 A) ERSA Infra-Red Rework Station IR/PL 550 A

TELECOM SECTION This can be regarded as one of the smaller section of EED. The repair different communications devices is carried out in this section. The section consists of three members. Telephone, Printers sets are mostly brought to this section for repairing. This section is now mainly known as AEF (Airport Electronics Facility). In charge of this department is MR. Raza Mohammad. In this section we were told about different types of communication like True Communication and simple communication. True Communication is conveying the message without media while simple communication is conveying message without media.

Telecom in Civil Aviation Telecommunication is the transmission of messages, over significant distance for the purpose of communication. In earlier times, telecommunication involved the use of visual signals, such as smoke, semaphore telegraph, signal flags and optical hello graph, or audio messages via coded drumbeats, lung blown or sent by loud whistles.

CONCLUSION After completing my Industrial Training, I had been exposed to an Electronics Engineer working Along my training period , I realize that observations is a main element to find out the root cause of a problem not only for projects but daily activities too. I am grateful to Pakistan Civil Aviation Authority for providing us an opportunity to see the practical implementation of our knowledge and get experience which will benefit us in the future. In Civil Aviation we get the knowledge about wireless communication systems which will benefits us in future projects and research work also. I would like to thank to all staff members and all the heads of department who really helped us and gave us the insight of EED.

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