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Training Report on
Communication, Navigation and
Surveillance
Submitted by
Anuj Sharma
III Year (6th Semester)
B.Tech (Electronics and Communication
ACKNOWLEDGEMENT
Engineering)
Jodhpur Institute of Engineering and Technology,
Jodhpur, Rajasthan
ACKNOWLEDGEMENT
Usage
NOTAMs are issued (and reported) for a number of reasons, such as:
Operation
VORs are assigned radio channels between 108.0 MHz and
117.95 MHz (with 50 kHz spacing);
this is in the Very High Frequency
(VHF) range. The VOR
encodes azimuth (direction from
the station) as
the phase relationship between a
reference signal and a variable
signal. The omnidirectional signal
contains a modulated continuous
wave (MCW) 7 wpm Morse code
station identifier, and usually
contains an amplitude
modulated (AM) voice channel. The
conventional 30 Hz reference signal
is frequency modulated (FM) on a 9,960 Hz subcarrier. The variable
amplitude modulated (AM) signal is conventionally derived from the
lighthouse-like rotation of a directional antenna array 30 times per
second. Although older antennae were mechanically rotated, current
installations scan electronically to achieve an equivalent result with
no moving parts. This is achieved by a circular array of typically 60
directional antennae, the signal to each one being amplitude
modulated by the 30 Hz reference signal delayed in phase to match
the azimuthal position of each individual antenna. When the
composite signal is received in the aircraft, the AM and FM 30 Hz
components are detected and then compared to determine the
phase angle between them.
+
-
Radiation pattern
- +
Figure. Rotating Limacon
4. VOR located enroute would be useful for air traffic 'to maintain
their PDRS (PRE DETERMINED ROUTES) and are also used as
reporting points.
Frequency Bands: UHF (300 MHz to 3GHz) 960 MHz to 1215 MHz (For
DME)
2. Offset co-location:
Principle of operation
An instrument landing system operates as ground-
based instrumentapproach system that provides precision lateral
and vertical guidance to an aircraft approaching and landing on
a runway, using a combination of radio signals and, in many cases,
high-intensity lighting arrays to enable a safe landing
Localizer
A localizer is an antenna array normally located beyond the
approach end of the runway and generally consists of several pairs
of directional antennas.
Glide slope of ILS (G/S)
The pilot controls the aircraft so that the glide slope indicator
remains centered on the display to ensure the aircraft is following
the glide path of approximately 3 above horizontal (ground level) to
remain above obstructions and reach the runway at the proper
touchdown point (i.e., it provides vertical guidance).
Beacons
They aid in indicating the distance of the aircraft from the runway.
1. Outer Marker (OM) - The outer marker is normally located 7.2 to
10 km (4.5 to 6 mi) from the runway threshold. The cockpit indicator
is a blue lamp that flashes in unison with the received audio code.
The purpose of this beacon is to provide height, distance, and
equipment functioning checks to aircraft on intermediate and final
approach. On the aircraft, the signal is received by a 75 MHz marker
receiver. The pilot hears a tone from the loudspeaker or headphones
and a blue indicative bulb lights up.
Limitations
Due to the complexity of ILS localizer and glide slope systems, there
are some limitations. Localizer systems are sensitive to obstructions
in the signal broadcast area like large buildings or hangars. Glide
slope systems are also limited by the terrain in front of the glide
slope antennas. If terrain is sloping or uneven, reflections can create
an uneven glide path, causing unwanted needle deflections.
Additionally, since the ILS signals are pointed in one direction by the
positioning of the arrays, glide slope supports only straight-line
approaches with a constant angle of descent. Installation of an ILS
can be costly because of siting criteria and the complexity of the
antenna system.
ILS critical areas and ILS sensitive areas are established to avoid
hazardous reflections that would affect the radiated signal. The
location of these critical areas can prevent aircraft from using
certain taxiwaysleading to delays in take-offs, increased hold times,
and increased separation between aircraft.
Method
A modulation depth comparison navigational aid (MDCNA), also
known as an instrument landing system uses the concept of space
modulation to provide guidance to aircraft when on final approach.
.
X-RAY BAGGAGE SYSTEM
DETECTION METHOD
X-rays are detected by scintillator crystals which convert X-rays
into visible light, photodiodes then convert this light into
electrical current. In a multi energy system the single energy
X-Ray beam is converted into dual energy by the following
arrangement of detectors.
DETECTOR ARRAYS:
IMAGE PROCESSING
Conveyer speed
Conveyer speed is an important factor for the image processing.
This is kept constant at a predefined value and the timing
calculations for the image processing are done on this basis. If there
is any deviation in the speed of the conveyer it will result in no
picture or distorted picture.
In the 9080 machines the conveyer speed is monitored continuously
and processing is possible only at correct speed.
Luggage detection
Light barriers
The light barriers serve to detect objects transported on the
conveyor belt into the inspection tunnel. As standard, a light barrier
is installed at the tunnel entry so that inspections can only be
carried out in forward direction. X-ray units equipped with the option
Full-reverse mode provide another light barrier at the tunnel exit. In
this case, inspections can be carried out in both forward and reverse
direction.
X-RAY ONINDICATIONS
COLLIMATOR
X-RAY GENERATOR
ADJUSTING SPINDLES
CASTORS
The detector line used in the HI-MAT PLUS system for material
distinction consists of 9 * exchangeable modules. On every module
the low and the high energy ranges of the X-ray spectrum are
converted into electrical voltages. For the conversion, 2 x 64
scintillator crystals are mounted one over another in pairs, in
combination with 2 x 64 photodiodes and 2 x 64 voltage amplifiers.
A copper filter mounted between the crystals, which are sensitive to
different X-ray spectral ranges, serves the purpose of spectrally
separating the X-radiation (multiple energy method).
The extremely thin X-ray beam does not scan the objects by its
whole length, but by slices of about 1mm thickness. The scanning of
one object slice and the transmission of the voltage values obtained
by means of scintillator crystals and photodiodes will last only a few
milliseconds. Due to the L-shaped arrangement of the detector
modules and the X-ray generator located in the opposite corner
emitting X-rays in a diagonal direction, the whole cross section of
the inspection tunnel is scanned, i.e. even large objects will be
completely inspected and represented on the monitor screen. Per
slice, 576* voltage values are transmitted (9* modules x 64
crystals), i.e. owing to the geometrical arrangement of the modules
and crystals, each object slice will be "cut up" into 576* pixels.
GAGAN Final System Acceptance Test (FSAT) was completed on 16th-17th July
2012. Further the GSAT-8 satellite-GAGAN Payload has been integrated with Indian
Land Uplink station-1(INLUS), Bangalore and GAGAN SIS (Signal in Space) is
available since Dec 15, 2011. GSAT-10 satellite has been integrated with Indian Land
Uplink station-2, Bangalore and second GAGAN SIS is available from April 2013.
The backup Delhi INLUS has also been Operational since March 2013 and is
integrated to GSAT-8.
India is the fourth country in the world, after USA, Europe and JAPAN, to take up the
challenge of establishing the regional SBAS that will redefine the navigation over
India and adjacent regions. The footprint of GAGAN will cover huge area beyond
Indian Territory, from Africa to Australia and can support seamless navigation across
the Globe.
Further, GAGAN is the first system in the world that would be certified to serve the
equatorial anomaly region with its unique IONO algorithm (IGM-MLDF: ISRO GIVE
Model Multi-Layer Data Fusion) designed and developed by ISAC in
collaboration with vendor.
The GAGAN is designed to provide the additional accuracy, availability, and integrity
necessary to enable users to rely on GPS for all phases of flight, from en route through
approach for all qualified airports within the GAGAN service volume.
GAGAN will also provide the capability for increased accuracy in position reporting,
allowing for more uniform and high-quality Air Traffic Management (ATM). In
addition, GAGAN will provide benefits beyond aviation to all modes of
transportation, including maritime, highways, railroads and public services such as
defense services, security agencies, telecom industry and personal users of position
location applications.
The GAGAN, a safety of life system, has been certified by DGCA to provide NPA
(Non Precision Approach) services of RNP-0.1 over Indian FIR (Flight Information
Region) and certified for PA service of APV-1.0/1.5 over Indian landmass.
It can also help ease landing in airports that are poorly lit and do not have
instrument landing systems. India, which spent Rs 774 crore to develop the
system indigenously, launched it on July 13 with little fanfare. Only the US,
European countries and Japan have similar systems in place.
Current rules say two aircraft must maintain a distance of 18 kilometres between them
to ensure safe operations. With Gagan, that distance can be reduced to as little as 360
metres, said a senior Airports Authority of India (AAI) official.
"Just imagine the number of aircraft we will be able to fit in the space consumed by
only two aircraft in the past," the official said.
One of the advantages will be during landings, because the distance between planes
approaching the runway in congested airports like Delhi can be reduced significantly,
though it is unlikely that it will be cut to as low as 360 metres.
Gagan is much more precise in informing about the location of the plane than the
radar-based system most of the world still uses. "The location that Gagan provides is
exact and the error, if any, could be only of up to 7.6 metres. Our analysis, however,
has found that the error has been only of 1 to 1.5 metre," said the official. The system
was built by the AAI and the Indian Space Research Organisation.
The Indian government invested Rs 378 crore in the project, while the AAI put in Rs
226 crore and the remaining Rs 170 crore came from ISRO.
"While we need only two stations for the uplink, we have built a third one for back
up," said the AAI official.
Officials said India's Gagan system was capable of providing en-route and approach
with vertical guidance to aircraft. This means that the aircraft will not just be guided
during its cruise but also during its landing and takeoff.
"The ability of Gagan to guide planes during landing and takeoff enables us to land at
airports without instrument landing system, but with basic lights. This will give great
push to the government's plan to increase regional air connectivity," said another AAI
official.
While the system is up and running, it is not compulsory for airlines to adopt it yet.
The biggest hurdle in the implementation of Gagan in the country is the inability of
the current fleet of aircraft to work on this system. Also, to better utilise Gagan, the
rules on the safe distance that aircraft need to keep while in air need to be changed.
Aircraft need to have a receiver called Space Based Augmentation System (SBAS) to
be able to receive signals from the Gagan satellites. "This receiver and training to
pilots will cost about Rs 2 crore per aircraft and the airlines are not very keen about
implementing it," said the first AAI official.
Conclusion