ZULFIQAR ALI MIRANI

Management of
Airport Electronics Facilities

Info: neoindus@gmail.com
Management of Airport Electronics Facilities

CONTENTS

1 Maintenance Management

1.1 Functions of the Technical Management

1.2 Maintenance Management – Definition
1.3 Responsibilities of Airport Electronic Maintenance (AEM)
Section
1.4 Types of Maintenance
1.5 Maintenance Methods and Practices
1.6 Aviation Electronics Engineering Facilities
1.7 Electromagnetic Compatibility (EMC)
1.8 Airport Electronics Maintenance Organization

2 Airport Terminal Electronics Facilities

2.1 Flight Information systems

2.2 Public Address System
2.3 Telecommunication Facilities
2.4 Terminal Building Automated Systems
2.5 Computer and Internet Facilities

3 Aeronautical Communication Systems

3.1 Communication system

3.2 Aeronautical Communication Services
3.3 Digital Data Communication Systems
3.4 Voice Communication Systems
3.5 Aeronautical Communication Facilities in Pakistan

4 Radio Navigation

4.1 Navigation
4.2 General Provisions for Radio Navigation Aids
4.3 Non Directional Beacon (NDB)
4.4 VHF Omni-directional Radio Range (V.O.R)
4.5 Distance Measuring Equipment (DME)
4.6 LORAN-C
 4.7 Instrument Landing System (ILS)
4.8 Microwave Landing System (MLS)
4.9 Ground Radio Navigation Facilities in Pakistan
4.10 Provision of information on the operational status of
radio navigation aids
4.11 Secondary power supply for radio navigation aids and
communication systems

5 Radar

5.1 Introduction
5.2 Primary Radar
5.3 Secondary Radar
5.4 Radar Display System
5.5 Radar System of Pakistan CAA
5.6 Radar Communication

2/2
1. MAINTENANCE MANAGEMENT

1.1. Functions of the Technical Management

The Technical Management is

 to associate the end user, the head of maintenance and the supplier;
 to forecast, plan and execute all operations to avoid the breakdown
(However breakdown is always possible);
 to train the personnel in the new methods, increasing their
competence and work satisfaction, associated to operation and
maintenance;
 to reorganize the unit (corporation or company) around the new
methods;
 to provide a follow-up system to measure the effect of the actions
carried out by various functionaries; and
 to perform all jobs related to operation, up-keeping and maintenance
of engineering equipment.

In addition, the technical managers should be capable of using new solutions

of the problems. To do this they must keep themselves informed of current
research results of maintenance methods and techniques and latest
technological development.

In order to ensure cost effective maintenance of the facilities and to perform

above functions, Technical Management should have the know-how of the
following.

 List the requirements of all the sections concerned

 Carry out preliminary review in accordance with these requirements
 Prepare specifications including documents for operational sections
and maintenance department
 Issue quotation requests to suppliers and analyze the offers
received
 Involve concerned sections, including users and maintenance
personnel, in negotiation phase and subsequently testing of the
required items
 Initiate training courses (if required)

“Repair” serves no purpose, it is “on time maintenance”

that is really required.
1-2 Maintenance Management

1.2. Maintenance Management

Historically the term “up-keep” was used in the sense to prevent breakdowns
and for ensuring smooth operation of a system. There was a concept of
“repair” in fashion to recover the breakdowns occurred in a system. These
both concepts have been replaced by much wider concept of “maintenance”.

The “maintenance” process is applied without waiting for a breakdown to occur

and then repair it. The “maintenance” is a dynamic approach to prevent from
mal-functioning and breakdowns. According to this new concept disturbances
can be minimized through a proper planning, application of proper methods
and taking precautions in time. The man and machine have to work together
for achieving common goals of productivity and quality of service. The pace of
advancement of technology nowadays is much greater as compared to time
before invention and involvement of computer technology. The effects of
technology on productivity and quality of services are also required to be taken
in account. There is also need of acquiring of new technology appropriate to
the genuine requirement of the organization, at appropriate time and training of
the manpower accordingly. The optimization of maintenance cost is yet
another factor needing due importance. The application of concepts of Health,
Safety and Environment in maintenance organization is required according to
local laws and regulations.

The “maintenance management” deals all such functions as mentioned above

and many new tasks that may arise from time to time.

1.3 Responsibilities of Airport Electronic Maintenance (AEM) Section

The main objectives of AEM Section are:

 User satisfaction
 Personnel satisfaction
 Owner satisfaction

The Airport Electronics Maintenance section is responsible for all equipment

concerning the air safety and every thing involved in ensuring the arrival of
passengers and freight to their destination. Accordingly, the AEM section is to

 ensure continual satisfactory working of all equipment under their

responsibility, 24 hours per day, 7 days per week.
 maintain the Quality of Service and Equipment up to required
standards
 research optimum cost
 consider personnel safety and working conditions
 respect environmental limits
Management of Airport Electronics Facilities 1-3

“It is responsibility of the maintenance to initiate actions against

pollution and other harmful effects of technical services and
installations”

1.4 Types of Maintenance

 Preventive Maintenance
 Corrective Maintenance

Preventive Maintenance

Preventive Maintenance is required to diminish the probability of breakdown

according to predetermined criteria:

 In function to a timetable (periodic maintenance)

 In function to specific items of control indicating degree of wear

It also includes partial or general up-grading according to means allowed,

modification, renovation and reconstruction.

Corrective Maintenance

Corrective Maintenance is required to be performed randomly following a

breakdown in the system. It also includes running repairs

Maintenance Environment

Maintenance can not be considered without taking into account the

surroundings in which it functions.

This new concept of “maintenance” is very much attached to the other activities
of the organization, for instance, purchasing and stock of items required etc.

1.5 Maintenance Methods and Practices

Maintenance method is derived from the two basic concepts i,e “preventive
maintenance” and “corrective maintenance”. It includes “Work Preparation” that
means to plan, define and execute the specific conditions in which the work
must be done. Before starting an action one must know:

 WHAT must be done

 WHO will do it
 WHERE will it be done
 WHEN will it be done
 HOW it will be done
 HOW MANY it will need or use
1-4 Maintenance Management

In order to attain maintenance objectives, certain methods and practices are to

be followed which include:

 Technical Documentation and methods

 Planning
 Sub-contracting
 Spare part stocks

Technical documentation includes

 General Documentation
 Inventory of equipment; which may further be divided into two groups
Inventory of “fixed equipment” and “mobile equipment”
 Material documentation; such as identity of material etc
 Historical documentation; such as modifications carried out, work orders,
reports of examinations and incidents, date of execution etc

The Planning function in maintenance includes “General Planning” for major

undertakings and “Job Planning” for current tasks.

The sub-contracting can apply for reasons of profitability, when a short term
supplementary demand occurs. For user company, the use of external
companies depends on social, economic or strategic reasons.

The stock of spares is extremely important as it may result in lack of

efficiency and non-optimization of resources including economic consequences.

“To obtain optimum results, one must have precise information”

1.6 Aviation Electronics Engineering Facilities

Aviation Electronics Engineering facilities can be classified as

 Airport Terminal Electronics Facilities

 Aeronautical Communication Systems
 Radio Navigation
 Radar

Note: These facilities are discussed in subsequent section.

1.7 Electromagnetic Compatibility (EMC)

Electromagnetic compatibility (EMC) has emerged as a new branch of engineering

concerned with the increasing problems of radio frequency interference (RFI) and the
overcrowding of the radio frequency spectrum. The EMC problem is increasing so
rapidly that considerable engineering efforts are included in the design, development,
RFI testing and production of all new electronic equipment from the electric razor and
Management of Airport Electronics Facilities 1-5

TV set to the most sophisticated of electronic equipment, such as computer and radar
systems. The problems are compounded not only because the frequency spectrum is
overcrowded, but much earlier generation equipment, which is more susceptible to
and is a more likely source of interference, is not made obsolete or scrapped. New
generation equipment is potentially capable of interaction problems among
themselves, as well as playing havoc with older equipment. Each year sees new users
bringing new equipment into the frequency spectrum.

Electromagnetic Compatibility (EMC) essentially ensures proper working of an

electrical (or electronic) system when it is placed in an electromagnetic environment
shared by other electrical (or electronic) systems.

This means that conducted or radiated emissions from an electrical (or electronic)
system are kept within specified limits so that they may not degrade the performance
of any other electrical (or electronic) system placed in the same environment. In
addition to this, the electrical (or electronic) system must immune enough to the
conducted or radiated emissions generated by other electrical (or electronic) systems.

Electromagnetic Interference (EMI)

Electromagnetic interference (or Radio Frequency Interference – RFI) consists of any

unwanted, spurious, conducted and /or radiated signal of electrical origin that can
cause unacceptable degradation of system or an equipment performance.

The effects of EMI can range from minor nuisance to catastrophic consequences.
Appearance of ghosts or snow on TV screen, cross talk in telephones, buzzing of a
car radio while driving under a high tension transmission line are examples of minor
nuisance. EMI can also lead to serious consequences, such as, malfunctioning of
medical equipments while monitoring condition of patients, radio interference in
aircrafts communication system, firing of missile due un-warranted activation of its
explosive device etc.

Basic elements of an EMI situation

There are three essential elements of an EMI situation; they are:

a) EMI sources
b) EMI receptors
c) Coupling paths.

Source of EMI

Any device or apparatus that transmits, distributes, processes, or otherwise utilizes

any form of electrical energy can be a source of EMI. Sources of EMI can be classified
as:

a) conducted or radiated,
b) natural or man made, and
c) intentional or unintentional
1-6 Maintenance Management

EMI signals, those conducted via electrical conducting paths are wires and ground
planes, whereas radiated EMI signals have the form of electromagnetic waves
transmitted through free space from source to receptor.

Natural EMI sources are those associated with natural phenomenon like lighting,
radiation from galactic and cosmic sources, whereas man-made sources include all
electrical systems like electronic communication, power lines etc.

Electrical systems whose primary function depends upon radiated emissions are
called intentional radiators (for example: communication , navigation and radar system)
where as unintentional radiators are those systems which radiate radio frequency
signals but whose primary function is not to generate these signals.

EMI Receptors

The term receptor refers to the generic class of devices, equipment and/ or system
that, when exposed to EMI, either malfunction or degrade performance.

These EMI receptors may be natural or man-made. Natural receptors include humans,
animals & plants. Intense EM fields can damage the organic molecules of the body by
heating. All electrical systems are example of man made receptors.

Coupling paths

There are four type of coupling paths which exist between an emitter and a receptor,
which are:

a) Common Impedance Coupling

b) Capacitive Coupling
c) Inductive Coupling
d) Radiation Coupling

Types of external EMI

In practical systems electrical (or electronic) signals may be affected by a number of

forms of interference. These interferences are due to the entrance of unwanted
signals from the unrelated electrical (or electronic) circuits and fields into other
electrical (or electronic) systems present within their effective range (that is different
from device to device). Protection of systems from such interference is called
screening.

The major types of external interference signals are:

a) Capacitive (or electrical coupled) interference

b) Inductive (or magnetically coupled) interference
c) Electromagnetic interference (radiation coupling)
d) Conductively coupled interference
e) Ground loop interference
Management of Airport Electronics Facilities 1-7

1.8 Airport Electronics Maintenance Organization

Typical organization of an airport electronics maintenance set-up is illustrated in figure

1.8-1.

Figure 1.8-1: Typical organization of Airport Electronics Maintenance

2. AIRPORT TERMINAL ELECTRONICS FACILITIES

Airport Terminal Electronics Facilities, includes

 Flight Information Systems

 Public Address System
 Telecommunication Facilities
 Terminal Building Automated Systems
 Computer and Internet Facilities

2.1 Flight Information systems

Objective of FIS is to provide flight information to Passengers. It includes

 Flight inquiry
 Flight Information Display System (FIDS)
 Passenger check-in counters

Flight inquiry systems are meant for providing information to outside the terminal
premises. These systems include telephone inquiry system, recording etc which
are in use at many airports. Use of computer and internet is becoming popular for
this purpose. The modern flight inquiry systems involve computer to provide flight
information. The interactive websites, updated in real time, are also there to
provide latest information of flight movements.

Flight Information Display System (FIDS) include flight information (electronic)

display boards and monitors placed at appropriate locations from entrée to exist
points for departing and arriving passengers, such as concourse hall, briefing area,
lounges, gates, baggage claim area etc.

Passenger check-in counters include electronic weighing scales. There are flight
information boards to provide guidance and current status of flight being checked-
in. The counter system is, most of the time, part of FIDS in modern systems.

2.2 Public Address (Paging) System

The purpose of public address system is to deliver various type of notices and
information to the passengers, airport functionaries and general public. These
systems include loud speakers grouped according to area of operation such as
domestic and international departures, domestic and international arrivals and
concourse hall. These systems are nowadays called paging system, in which all or
one or more specific area is segregated and addressed.
2-2 Airport Terminal Electronics Facilities

2.3 Telecommunication Facilities

These facilities include Direct Speech Circuits, PSTN (Public Switching Telephone
Network) within airport premises, EPABX (Electronic Private Automatic Branch
Exchange) and other Telephone & Telegraph services, Fax, Data Networks, TV &
Entertainment Network.

2.4 Terminal Building Automated Systems

These services include operation and maintenance of building automation systems

including automated security system, automatic fire detection system, automatic
control of water, entrée and exit gates, elevators & lifts, Intercommunication
system etc.

2.5 Computer and Internet Facilities

The development and maintenance of data network to support computer networks

within airport premises, provision of internet facility to passenger and possibly
various functionaries of airport. Provision of internet (at the airport terminal and in
lounges) has become almost an essential facility. Wireless internet connection is
being provided within lounges where a passenger just opens his/her laptop or
palmtop computer to connect to the internet. The involvement of computers is in
every function of the airport. All the sections such as Human Resource (Admin),
Finance and Accounts, ATS, Tech Services, Supply and Store, Janitorial Services
need computers to assist them in many functions. Most of the operational systems
mentioned above involve computer as a core equipment. The provision of
computer systems to the requirement of each functionary and their up-keeping and
maintenance is equally important.
3. AERONAUTICAL COMMUNICATION SYSTEMS

3.1 Communication system

Communication system deals with the production, transport and delivery of information (or
intelligence) from source to destination. A basic communication system includes a source
(of information), a transmission medium (for transportation) and destination, as shown in
the figure below.

Figure 3-1.1: Basic communication system

Source converts human intelligence into electrical signals; Transmission medium is

responsible to carry this information to destination where it is reproduced into its original
form. The information may be voice or data, transmission media may be a single channel
or network or multiple networks.

Transmission Media

There are a number of options from which we can choose a transmission medium. The
transmission mediums cane be broadly classified in the following two categories.

a) Guided or Conducted Transmission Media

b) Un-guided or Radiated Transmission Media

Guided media transmission

In guided media signal is guided or directed through a channel (called conductor). In other
words it is the medium that guides the signal to the destination. Some examples of guided
media are:

 Twisted Pair
 Unshielded Twisted Pair
 Shielded Twisted Pair
 Coaxial cable
 Optical Fiber

Un-guided or Radiated media

Such mediums do not make use of conductors; rather, the signal radiates through space
between transmitter and receiver. Some examples of radiated media are:

 HF/VHF/UHF Radio systems

 Microwaves
 Satellite
 infrared
3-2 Aeronautical Communication Systems

3.2 Aeronautical Communication Services

The international aeronautical communication services are classified, by ICAO, as under:

 Aeronautical Fixed Service

 Aeronautical Mobile Service
 Aeronautical Radio Navigation Service
 Aeronautical Broadcasting Service

3.2.1 Aeronautical Fixed Service (AFS)

The aeronautical fixed service comprises all types and systems of point-to-point
communications in the international aeronautical telecommunication service. It includes
voice and data links.

3.2.2 Aeronautical Mobile Service (AMS)

AMS is a telecommunication service where one or both end users are mobile stations.
Radio link is used for carrying information (commonly in the form of voice) between the
two end users. HF, VHF and UHF radio communication is found most suitable for voice
communication between such stations.

Figure 3.2-1: Aeronautical Mobile Communication Service

Recently, ICAO has approved standards for data communication for the purpose of
AMS, which is in process of implementation. The data or digital communication link, so
established, between controller and pilot is given name as CPDLC or Controller-Pilot
Digital Link Communication.

Categories of messages: The categories of messages handled by the aeronautical

mobile service are as given below.

a) Distress calls, distress messages and distress traffic

Management of Airport Electronics Facilities 3-3

b) Urgency messages, including messages preceded by the medical transports signal

c) Communications relating to direction finding
d) Flight safety messages
e) Meteorological messages
f) Flight regularity messages

3.2.3 Aeronautical Radio Navigation Service

The aeronautical radio navigation service comprises all types and systems of radio
navigation aids in the international aeronautical service.

Note: This topic is discussed in chapter 4.

3.2.4 Aeronautical Broadcasting Service

Aeronautical broadcasts are made on specified frequencies and at specified times.

Schedules and frequencies of all broadcasts are to be publicized in appropriate
documents. ICAO requires publicizing of any change in frequencies or times of
broadcasts at least two weeks in advance of the change. Such type of services includes
automatic terminal information service (ATIS) etc.

3.3 Digital/Data Communication Systems

Data link is to provide communication link for exchange of aeronautical messages in the
form of data. Aeronautical Fixed Telecommunication Network (AFTN) is one of such
systems being used for aeronautical data communication purpose.

3.3.1 Aeronautical Fixed Telecommunication Network (AFTN)

AFTN is a global data communication network used to exchange data between various
segments of air traffic services. Standard telecommunication links and protocols are used
between two end users by mutual agreement. Type and priority of messages to be
exchanged are standardized by ICAO.

Categories of messages handled by AFTN

The following categories of message are handled by the aeronautical fixed

telecommunication network:

a) distress messages;
b) urgency messages;
c) flight safety messages;
d) meteorological messages;
e) flight regularity messages;
f) aeronautical information services (AIS) messages;
g) aeronautical administrative messages; and
h) service messages.

3.4 Voice Communication Systems

3-4 Aeronautical Communication Systems

Most commonly hotline or intercom is used for voice communication between two points,
e.g between two ATS units or between various sectors within an ATS unit. The figure 3.4-
1 shows inter linking of two operational points within an ATS unit or in between two ATS
units, for voice communication purpose.

Figure 3.4-1: Voice Communication between ground Air Traffic Services

3.5 Aeronautical Communication Facilities in Pakistan

There are two types of links used for communication purpose between two airports, two
ATS or Comm Ops units, depending upon the nature of information to be exchanged.
They are:

 Voice link
 Digital link

Voice Link

a) Air-Ground voice communication

For air-ground voice communication VHF radio link is used for civil air traffic; whereas
UHF radio link is used for military aircrafts. In addition, HF radio link is used for long
distance air-ground voice communication.

b) Ground-to-ground voice communication

Ground-to-ground voice communication is established through ground telecom network

such as

 hotline
 intercom
 PSTN telephone
Management of Airport Electronics Facilities 3-5

HF radio link is used for remote locations where ground telecom facility is not available.

FM radio communication is also used, at some locations, to facilitate communication

between two ATS units such as JIAP – Masroor Airbase in Karachi and AIIP – Walton
airport in Lahore.

Digital Link

Digital link is used in for the exchange of information in the form of data between two
ATS/Comm Ops units or airports. For instance, exchange of data between two locations
having AMSS terminals is facilitated through digital link. Radar data of remote radar
sensors (SSR stations) is transported to ACC (area control centers) at Karachi and Lahore
through digital link.

Technology involved in remote communication links

PSTN (PTCL) network1 is mainly used for ground-to-ground voice (e.g hotline) and data
(e.g AMSS) links. However satellite (V-SAT) link is used in many cases for voice and
digital links. In radar, satellite is used as the main link between two remote stations
supported by PSTN digital network as a back-up. Satellite link is also used for connecting
the ATC operator position to the remote relay/receiver stations in Radar extended VHF
communication system.

Automatic Message Switching System (AMSS)

AMSS is a system that facilitates exchange of digital information. The facility is provided at
following locations:

 Faisalabad Airport  Karachi JAIP

 Hyderabad (CATI/Airport)  Karachi MET
 Islamabad Airport  Lahore ACC
 Karachi ACC  Lahore AIIP
 Karachi EED  Multan Airport
 Karachi HQCAA  Peshawar Airport
 Karachi IOU Reports  Quetta Airport

AMSS system is linked with international circuits (AFTN networks) listed below.

 Beijing
 Delhi
 Kabul
 Kuwait
 Mumbai
 Muscat
 Tehran

1
PSTN network is mix of sub-networks such as cable network, microwave, fiber optical
network, radio links etc.
4. RADIO NAVIGATION

4.1 Navigation

Navigation can simply be described as getting from one point to another point in the
least possible time without losing the way.

Navigation systems are the basis for an aircraft's ability to get from one place to
another and know where it is and what course to follow. It's more than just maps.

Radio navigation systems provide the pilot with position information from ground
stations located worldwide. There are several systems offering various levels of
capability and features such as course correction information, direction finding and
distance measuring.

Most aircraft now are equipped with some type of radio navigation equipment.
Almost all flights use radio navigation equipment in some way as a primary or
secondary navigation aid.

Bearing

Bearing of an object, in navigation, can be defined in two ways.

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).

Figure 4.1-1: Magnetic and Relative Bearing

Magnetic Bearing, here, is sum of the Magnetic Heading + Relative Bearing.

4-2 Radio Navigation

4.2 General Provisions for Radio Navigation Aids

There are different types of radio aids provided for air navigation. ICAO has
classified such aids as:

a) Aids to approach, landing and departure

b) Short-distance aids
c) Radio beacons
d) Long-distance aids
e) Distance measuring aids

For the purpose of our convenience radio navigation aids can, broadly, be
categorized as:

1. En-route Navigation Aids, which include

 Non Directional Beacon (NDB or Radio Beacon)

 VHF Omni-directional Radio Range (VOR)
 Distance Measuring Equipment (DME)
 LORAN-C

2. Aids to Approach, Landing and Departure, which include

 Instrument Landing System (ILS)

 Microwave Landing System (MLS)

4.3 Non Directional Beacon (NDB)

NDB or Radio Beacon (as being called alternatively) is used with direction finding
equipment in the aircraft to provide bearing information of a location on the air route
or of an airport. The equipment is installed en-route areas as well as on the airports
to provide navigational guidance to the pilot.

NDB (with rated coverage of less than 50 NM) can also be used as holding,
approach and landing aid.

Figure 4.3 -1: A picture of ADF

Management of Airport Electronics Facilities 4-3

It radiates radio energy of a non-directional pattern permitting reception from any

point within service range of the facility (usually 200 NM).

Airborne equipments that interacts with NDB (ground station) is called Automatic
Direction Finder (A.D.F) and indicates bearing of the NDB relay station with respect
to aircraft heading (nose). ADF indicates bearing in range of 360 degree radial.
Figure 4.3 -1 shows a picture of an ADF indicator.

4.4 VHF Omni-directional Radio Range (V.O.R)

The VOR is a radio aid usually located at airfields and at key locations on the air
route in order to define the air routes [airways]. It provides azimuth, the course and
TO-FROM information to the aircraft.

AZIMUTH in VOR is a clockwise angle between magnetic north and the line
connecting the VOR and the aircraft. The COURSE is the information whether
aircraft is flying to the left or right of, or exactly on the pre-selected course line. TO-
FROM indication tells the pilot whether an aircraft is approaching to or moving
away from VOR station, with respect to the selected radial.

The site of the VOR should be on the highest ground in the vicinity to obtain the
greatest line-of-sight coverage.

Indication of VOR information is given on airborne indicator called 'Omni Bearing

Indicator’ or OBI.

Figure4.4-1: Pictures of two VOR Airborne Indicators

A basic Omni Bearing Indicator, as shown in figure 4.4-1, has a manually operated
radial or 'omni Bearing Selector [OBS] which rotates an azimuth ring marked from
0° to 355°. The OBS selected radial – is indicated by the arrow at the top and the
reciprocal bearing is indicated by the bottom arrow. The other features of a basic
OBI are the TO-FROM indicators, a deviation bar, a deviation indicator needle and a
NAV / OFF alarm flag.

There are two types of VOR systems in use.

4-4 Radio Navigation

 Conventional VOR (CVOR); and

 Doppler VOR (DVOR).

Considering the inherent advantages and limitations, DVOR is installed in the hilly
areas whereas CVOR is used in plain surfaces.

4.5 Distance Measuring Equipment (DME)

The DME system is to provide the aircraft, indication of the slant range distance
(expressed in nautical miles) from a ground reference point (i,e ground DME facility
usually associated with VOR).

The system consists of two basic components, one fitted into the aircraft and the
other installed on the ground. The aircraft equipment is referred to as
INTRROGATOR and the ground component as TRANSPONDER.

The ground transponder equipment should be capable of handling 100 aircrafts or

peak traffic which ever is less. The facility provides coverage up to 200 NM.

4.6 LORAN-C

LORAN-C is a long range navigational aid, mainly used in the regions like oceans. It
determines present position by the intersection of Lines of Position (LOPs) that are
hyperbolic curves. At least three stations, (a Master and two Secondaries) are
needed. Accuracy is plus or minus 2.5 miles. The LORAN-C uses triangulation to
measure the location of an aircraft or boat.
Management of Airport Electronics Facilities 4-5

4.7 Instrument Landing System (ILS)

ILS is a radio aid to the final approach and is used only within a short distance from
the airport. Its purpose is to help the pilot land the airplane. It is very helpful when
visibility is limited. ILS facilities are highly accurate and dependable means of
navigating to the runway in IFR (Instrument Flight Rules) conditions.

The ILS provides the lateral and vertical guidance to the pilot. The system
comprises of the following three components:

 Localizer;
 Glide Slope; and
 Marker Beacons.

4.7.1 Localizer

Localizer is installed at the STOP END of a runway. It provides central line

information to the pilot approaching the aircraft for landing. The localizer signal is
transmitted at the far end of the runway.

Figure 4.7-1: ILS system

The localizer coverage sector extends from the centre of the localizer antenna
system to distances of 10 NM to 25 NM depending on the type of system used.
4-6 Radio Navigation

4.7.2 Glide Slope

Glide slope is installed at the APPROACH END of a runway. The transmitter is

located 750 to 1,250 feet (ft) down the runway from the threshold, offset 400 to 600
ft from the runway centerline. The Glide path is adjusted to project an angle of 20
(degrees) above the horizon. This angle may vary between 20 and 4.50 degrees
depending upon obstructions along an approach angle.

The Glide Slope is to provide signals sufficient to allow satisfactory along the glide
path to a distance of 10 NM.

4.7.3 Marker Beacons

Marker beacons associated with ILS are designated as Outer Marker (OM), Middle
Marker (MM) and Inner Marker (IM) and are located along a localizer front course at
specific distances from the approach end of the runway.

Outer Marker is located at 4 to 7 miles from the approach end of a runway and
identified by transmission of continuous dashes. The OM activates PURPLE light on
Pilots instrument panel.

Middle Marker is located at approximately 3,500 feet (1050 meters) from the
approach end of runway and identified by transmission of alternating dots and
dashes. The MM activates AMBER light on Pilots instrument panel.

Inner Marker is identified by transmission of continuous dots transmitted at a rate of

6 dots per second. It is installed between 250 feet and 1500 feet (450 meters) from
the runway threshold. The IM signal activates WHITE light.

4.7.4 ILS Airborne Indication

a) Cross Point Indicator

CPI is prominently located in front panel of the pilot and used to indicate ILS signals.
The vertical needle in CPI indicates position of the Localizer course and tells the
pilot whether aircraft is right on the central line of the runway or deviating on left or
right from the central line. Horizontal needle in CPI indicates the position of the
aircraft with respect to glide angle.

b) ILS Marker Receiver

It consists of three-light indicator mounted on the instrument panel in the aircraft.

Activation of these lights is controlled by the modulating frequencies of OM, MM and
IM as described earlier.

The use of the light indicator with aural marker receiver enables pilot to have a
double check when an aircraft passes over the markers.
Management of Airport Electronics Facilities 4-7

4.7.5 ILS Facility Performance Categories

ILS is classified by category in accordance with the capabilities of the ground

equipment.

Facility Performance Category-I Operation

An ILS which provides guidance information from the coverage limit of the ILS to the
point at which the localizer course line intersects the ILS glide path at a height of 60
m (200 ft) or less above the horizontal plane containing the threshold. Category I
ILS provides guidance information down to a decision height (DH) of not less than
200 ft.

Facility Performance Category-II Operation

An ILS which provides guidance information from the coverage limit of the ILS to the
point at which the localizer course line intersects the ILS glide path at a height of 30
m (100 ft) or less above the horizontal plane containing the threshold. A DH of not
less than 100 ft. is, thus, authorized for Category II ILS approaches.

Facility Performance Category-III Operation

This category of operation is further divided into Category IIIA, Category IIIB, and
Category IIIC operations. It provides guidance information at a decision of lower
than 30 meters to no decision height, depending upon the type of sub-category
being used.

4.7.6 Two ILS at opposite ends of a single runway

At a location where two separate ILS facilities serve at opposite ends of a single
runway, an interlock should ensure that only the ILS serving the approach direction
shall radiate.

4.8 Microwave Landing System (MLS)

The Microwave Landing System (MLS) originated in the early 1970's. The MLS is a
precision approach and landing guidance system which provides position
information and various ground to air data. The position information is provided in a
wide coverage sector and is determined by an azimuth angle measurement, an
elevation angle measurement and a range (distance) measurement.

The information provided by MLS includes Approach azimuth, High rate approach
azimuth, Approach elevation, Flare elevation, Back azimuth, 360° azimuth, Basic
data and Auxiliary data. Basic Data is the data transmitted by the ground
equipment that are associated directly with the operation of the landing guidance
system. Auxiliary Data is the data, transmitted in addition to basic data, that
provide ground equipment siting information for use in refining airborne position
calculations and other supplementary information.
4-8 Radio Navigation

The MLS coverage extends longitudinally, from the approach azimuth antenna, to
the distance of 41.7 km (22.5 NM); and vertically upto a height of 6000 meters
(20,000 ft).

4.9 Ground Radio Navigation Facilities in Pakistan

Ground navigation facilities installed in Pakistan for civil air traffic are listed in table
4.9-1.

4.10 Provision of information on the operational status of radio

navigation aids

Aerodrome control towers and units providing approach control service shall be
provided without delay with information on the operational status of radio navigation
aids essential for approach, landing and take-off at the aerodrome(s) with which
they are concerned.

4.11 Secondary power supply for radio navigation aids and

communication systems

Radio navigation aids and ground elements of communication systems of the types
specified in Annex 10 shall be provided with suitable power supplies and means to
ensure continuity of service appropriate to the needs of the service provided.

Power Supply Switch-Over Times

The power supply switch-over times for radio navigation aids and ground elements
of communications systems are dependent on the type of runway and aircraft
operations to be supported. Table 4.11-1 indicates representative switch-over times
which may be met by power supply systems currently available.
Management of Airport Electronics Facilities 4-9

Table 4.8-1 : Ground Navigation Aids in Pakistan

Radio Navigation Facility

Location VOR/ DVOR/ Remarks
NDB ILS
DME DME
Bahawalpur Airport 
Bannu Airport 
Chitral Airport Military Facility
D G khan Airport 
D I Khan Airport   DME Not Available
Dalbadin Airport 
Faisalabad Airport  
Gawadar Airport 
Gilgit Airport 
Hangu  Fac. withdrawn
Hyderabad Airport 
Islamabad Airport *   * Military Facility
Jacobabad Airport  Military Facility
Jiwani Airport  
Karachi Cape Monze 
Karachi Chore 
Karachi Gharo 
Karachi JIAP   
Khuzdar Airport  Fac. withdrawn
Lahore AIIP   
Lahore Sheikhupura 
Moen Jo Daro Airport 
Multan Airport   
Multan Bindu  DME Not Available
Muzafarabad Airport 
Nawab Shah Airport  
Ormara Airport 
Panjgur Airport  
Pasni Airport 
Peshawar Airport *  * Military Facility
Quetta Airport *  * Military Facility
Rahim yar Khan Airport  
Rawala Kot Airport 
Saidu Sharif Airport  Fac. withdrawn
Sewhan Sharif Airport 
Skardu Airport 
Sukkur Airport 
Turbat Airport 
Zhob Airport  

 Facility installed
4-10 Radio Navigation

Table 4.11-1: Power supply switch-over times for ground-based radio aids
used at aerodromes
5. RADAR

5.1 Introduction

The term “RADAR” is derived from “RAdio Detection And Ranging”. It is device that
uses radio waves to detect the presence of a target and to determine its distance or range.

History

The first practical radar system was produced in 1935 in England by Sir Robert Watson-
Watt (a Scottish origin physicist)

By the 1940s, and the outbreak of World War II, the first useful RADAR systems were in
place. Germany, France, Great Britain, and the United States all used RADAR to navigate
their ships, guide their airplanes, and detect enemy craft before they attacked.

After the close of World War II, radar assumed a major role in civil aviation.

Use of Radar

Radars are used in many applications such as:

MET (Observation & Forecasting)

Missile Guidance
Speed Tracking
Land Mine Detection
Geological Exploration (Ground Penetrating Radar)
Air Traffic Control (ATC)

The radars used in ATC can be broadly classified as

 En-route Radar
 Terminal Approach Radar
 Precision Approach Radar
 Ground Movement Radar

Because of different design parameters, no single radar set can perform all of radar
functions.

Types of Radar

a) Primary Radar
b) Secondary Radar
5-2 Radar

5.2 Primary Radar

It provides “Range and Bearing” information to the Air Traffic Control Center. It does not
need cooperation of the aircraft for it depends upon reflection of the radio waves
transmitted by the system itself.

The primary radar transmits radio waves into the air in a specific direction and are
received when they are reflected by an object in the path of the beam.

RANGE in radar is determined by measuring the time, radio wave takes, from the radiation
to return of its echo (reply or reflection of a target); whereas DIRECTION is determined
from the position of antenna at the time of reception of signal.

Primary radar operates within UHF band. L-band, and S-band radar are commonly used in
ATS application.

5.3 Secondary Radar

Secondary Radar, or Secondary Surveillance Radar (SSR) as generally called nowadays,

was originally named as IFF “Identification Friend or Foe” system.

It is composed of two main equipments; one installed at Ground called „INTERROGATOR‟

and other fitted in the aircraft called as „TRANSPONDER‟.

It provides “identification and altitude” information to ground ATC. It works with

cooperation of the aircraft. The information produced by the Secondary Radar is therefore
function of both ground equipment and airborne equipment.

1030 MHz is used as the carrier frequency of the interrogation and 1090 MHz is used as
the carrier frequency of the reply transmission.

5.4 Radar Display System

Radar Display System, mainly, performs the following functions:

1. Reception of raw videos and (processed) data from radar heads

2. Radar Track processing
3. Radar and Flight Plan data processing
4. Data Distribution to various peripherals (monitors, printers etc)
5. Display/Representation of information (on radar scope)