INTERNSHIP REPORTSUBMITTED BY :

YASIR IQBALDURATION: 20-JAN-2014 TO 8-FEB-2014SIR SYED UNIVERSITY OF ENGINEERING & TECHNOLOGY

Acknowledgement

I have taken efforts in this project. However, it would not have been possible without the kind support and help of many individuals and organizations. I would like to extend my sincere thanks to all of them.

I am highly indebted to Sir Shamim for their guidance and constant supervision as well as for providing necessary information regarding the project & also for their support in completing the project.I would like to express my gratitude towards member of Electronic Engineering Depot for their kind co-operation and encouragement which help me in completion of this project.I would like to express my special gratitude and thanks to industry persons for giving me such attention and time.

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TABLE OF CONTENTS

1. OVERVIEW OF CIVIL AVIATION AUTHORITY OF PAKISTAN

1.1 Brief History…………………………………………………………………………………………....1

1.2 Nature of Organization…………………………………………………………………………….....1

1.3 Product Lines………………………………………………………………………………………….1

2. Organizational Structure

2.1 Main Offices…………………………………………………………………………………………...2

2.2 Organizational Structure Chat……………………………………………………………………….2

2.3 Scope of Work Being Carried Out…………………………………………………………………..2

3. Overview of EED

3.1 Structure of EED……………………………………………………………………………………...3

3.2 Functions and Operations of EED………………………………………………………………….3

4. Overview of internship

4.1 Radar Central Workshop…………………………………………………………………………….4

4.2 VHF/UHF Section…………………………………………………………………………………….7

4.3 HF Section…………………………………………………………………………………………….8

4.4 Navigational-Aids Section……………………………………………………………………………9

4.5 Airport Electronic Facility

4.5.1 Telecom Section………………………………………………………………………………..11

4.5.2 General Electronics Section…………………………………………………………………..12

5. Visit

5.1 Area Control Centre………………………………………………………………………………….13

5.2 AMHS………………………………………………………………………………………………….13

5.3 ECR……………………………………………………………………………………………………13

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1. OVERVIEW OF CIVIL AVIATION AUTHORITY OF PAKISTAN

1.1 Brief History

Pakistan Civil Aviation Authority (CAA) is a public sector autonomous body working under the

Federal Government of Pakistan through Aviation Division Cabinet Secretariat. CAA was

established on 7th December, 1982 through Pakistan Civil Aviation Authority ordinance 1982. Prior

to creation of CAA, a Civil Aviation Department (CAD) in the Ministry of Defence (MoD) used to

manage the Civil Aviation related activities. Ministry of Defence (MoD) continued to be the

controlling Ministry even after creation of CAA on 7th December, 1982. However, in June, 2013,

Government of Pakistan assigned this responsibility to Cabinet Secretariat (Aviation Division).

1.2 Nature of Organization

The nature of Civil Aviation Authority Pakistan is that of a regulatory body, ensuring the safety of all

civilian flight operations on ground and in air. The services include controlling air traffic in Pakistan

airspace, airport management and providing facilities to passengers and airlines. Civil aviation

authority Pakistan is also responsible for growth and development of airport’s infrastructure.

1.3 Product Lines

The services provided by Civil Aviation Authority Pakistan to different airlines, companies and

passengers are regulating flight standards, flight inspection unit, personnel licensing, air

navigational services, airport services, aero medical and air transport.

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2. ORGANIZATIONAL STRUCTURE

2.1 Main Offices

The head office of CAA is in Karachi. The main offices of Pakistan Civil Aviation Authority are

located at:

Karachi

Lahore

Islamabad

2.2 Organizational Structure The chart of organizational structure is shown below:

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2.3 SCOPE OF WORK BEING CARRIED OUT IN THE ORGANIZATION:The scope of work being carried out by Pakistan Civil Aviation Authority is of the highest standards because it involves lives and safety of the general public.

3. OVERVIEW OF EDDPakistan Civil Aviation Authority provides communication, navigation and surveillance through its stations all over Pakistan. Electronics Engineering Depot (EED) in Karachi is the central and biggest facility of CAA all over Pakistan with respect to electronics engineering services provided by the authority. EED covers all the electronic equipments which provide aviation services all over Pakistan.

3.1 Structure of EDD The Operational In charge of EED is Mr. Junaid Akther. The EED is divided into different sub sections, each dealing with the equipment of its own concern. The following figure explains the different section:

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3.2 FUNCTIONS AND OPERATIONS OF EEDEED is responsible for the following major functions:

Procurement of all new electronic aviation equipment and thorough testing of each equipment after purchase.

Installing and providing on field repair and maintenance facilities at airports all over Pakistan.

Workshops for extensive repair facilities at EED in case the equipment could not be repaired at site.

4. OVERVIEW OF INTERNSHIPOur training program at EED was designed in such a way that we could understand the functionality of each section. We spent the allocated time in ech section and got familiar with the functioning of equipment as well as the repairing tools used. Following are the short detail of each section’s equipment and operations.

4.1 RADAR CENTRAL WORKSHOP

The in charge of Radar Central Workshop is Mr. Majid

Radar stands for Radio Detection and Ranging. Radars are used for surveillance, detecting objects in air. Radar central Workshop is responsible for repair and maintenance of all CAA radars in Pakistan. There are currently two types of radar being used by CCA, first is primary radar and second is secondary radar. The main difference between the two is that primary radar is independent while secondary radar is dependant.

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Primary Radar:The primary radar used in Karachi is of Thomson France model TA-10K. it is used for continuous surveillance of air traffic. The radar emits radio waves which are reflected back from the aircraft.

The following are the specification of TA-10K radar:

Range: 98 NM at height 30,000 feet

Power: 1.5 Megawatts

Operating frequency range: from 2700Mhz to 2900Mhz

Antenna Rotation Speed: 10 RPM

Range Resolution: 60 meters

Minium target area to detect: two square meter.

SECONDARY RADARThe secondary radar was used to distinguish between “Friend or Foe”. It relies on transponder which is a radio receiver and transmitter. When SSR sends a signal (radio wave) to an aircraft, the transponder of that aircraft replies back by transmitting a coded reply signal containing the requested information. The secondary radar used by CCA is also of Thomson France model RSM-870. It works on two different modes:

Alpha Mode: it is used for identifying the aircraft. Charlie Mode: it is used for finding the altitude (height) of an aircraft.

The following are the specification of RSM-870:

Range: 200NM

Power consumption: 600 Watts

Capacity: 300 Aircrafts

Operating Band: L-Band

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LIST OF TEST EQUIPMENT AVAILABLE IN RCWS:1. AFIT-1500 in circuit digital IC tester2. Tracker “Huntron 5100DS”3. Micro-System Trouble Shooter4. Frequency Counter5. Power Meter6. Synthesizer/Level Generator.7. VHF Switch8. Relay Actuator9. System Power Supply10. Curve Tracer Tektronix-57111. Combinational Systems S-645 Programmable Fault Finder of Schlumberger.12. EPROM Programmer ”Unisite”13. Test Bench of RICS TXM-4200 System14. Chip Master Compact (Digital IC Tester)15. Linear Master Compact16. Component Analyzer17. Relative Humidity & Temperature Tester18. Robin Microwave Leakage Tester19. Capacitance Meter20. Inductance Meter21. Scope Meter model: 199C22. Multimeter model: 18723. Toolkit Xcelite TC_100ST24. Soldering Station “Weller”25. Huntron Pro-Track-I Model 2026. Dataman universal EPROM programmer27. De-soldering Station “Weller”28. Huntron Scanner-I29. Agilent Digital Colour LCD Oscilloscope30. 6-GHZ Spectrum Analyzer Model FSL631. Battery Load Tester (200Amp)32. ERSA Infra-Red Reworl Station IR/PL-550A

CONCLUSION OF RADAR CENTRAL WORKSHOP:In the radar section we learned about the operation, working and maintenance of radars and the different test equipment used for the purpose. The briefing delivered by Mr.Majid and Mrs.Raiya Sohail was very informative. We also had the opportunity of taking out a focuser from the wooden box, which had to be repaired.

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4.2 VHF/UHF SECTIONThe incharge of VHF/UHF section is Mr. Shakeel Ahmed.

This section deals with all the equipments of VHF/UHF used for communication between air traffic controller and the pilot in 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.

The general ranges are as follows:

VHF: 30MHz to 300MHz UHF: 300MHz to 30GHz.

Since the range of VHF and UHF communication has line of sight restrictions i.e. the receiver and transmitter must be directly in sight of each other with no obstacles in between them for proper communication. This imposes a restriction over the usage of VHF and UHF. However due to high quality communication in VHF and UHF it is widely used because it is very feasible and gives good results. A 50Watts unit has a range of 200NM.

EXTENDE VHF:In extended VHF the signals can be transmitted to far off places using a satellite link. The voice signals are sent to the satellite through the uplink and the satellite transmits it back to the destination. Here the voice signal is again transmitted in VHF band .Although this induces a delay in communication but with modern equipment this delay is negligible.

TRANSMITTER AND RECIEVER:Transmitter is a circuitry through which we can transmit the data or signal. While a receiver is a circuitry through we receive the information transmitted. Some features of transmitter and receiver are:

MUTE:

It allows to discard any frequency less than the given range of frequency.

AUTOMATIC GAIN CONTROL (AGC):It works like a voltage stabilizer, it maintains a proper constant signal regardless of the fluctuating input signal.

SQUALTCH:It is used in audio control devices and it eliminates any unwanted signals, termed as noise.

CONCLUSION:In this section we learned about the different communication spectrum of electromagnetic waves with their respective ranges. Mr. Saeed was very kind enough to brief us and give us details about uses of communication for long distances. He also told us about different noise elimination and gain controlling techniques.

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4.3 HF SECTIONThe in charge of HF section is Mr. Azaf.

HF stands for high frequency. HF section deals with the equipment of direct communication for long distances, providing maintenance of the HF equipment. The uses of HF can be classified as:

Low power HF used for domestic purposes i.e. ground to ground communication High power HF used not only for ground to ground but also for ground to air

communication.Presently HF RT is used as standby for ground to air communication, in case extended VHF fails. It is also used for communication with FIRs.

HF SSB is used for ground to ground communication between CAA stations throughout the country.

PROPAGATION OF WAVESRadio waves are transmitted at an angle into the sky and is reflected back to earth after striking ionosphere. By this method HF radio waves can travel beyond horizon around the curvature of the earth. However suitability and sustainability of this kind of communication varies greatly with complex combination of natural factors, for example, in day time the ionosphere comes closer to the earth than in night time. Because of this different frequencies are used in day and night time.

CONCLUSION:In our one day visit to HF section we learned a lot about High Frequency. Mr. Azaf was very kind enough to brief us about his section which dealt with the repair and maintenance of HF equipment. He showed us how communication was done on a working Motorola HF set.

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4.4 NAVIGATIONAL AIDS SECTIONThe incharge of NAV-AID is Mr. Hashmi Hussain.

This section deals with equipment used in en-route navigational and terminal navigation.

EN ROUTE NAVIGATIONAL AIDS:When the plane is in the air the navigational aids used to guide the aircraft to its destination are known as en-route navigation aids. They consist of:

NDB (Non-Directional Beacon) VOR (Very High Frequency Omni-directional Ranging) DME (Distance Measuring Equipment)

NDB:

NDBs are basically a simple radio transmitter which radiates a signal equally in every direction. This allows suitably equipped aircraft to “home” the beacon, bringing the aircraft to a proper position. From there the aircraft can either track to another beacon or perform an instrument approach procedure using the NDB for lateral guidelines.

VOR:VORs are a type of radio navigational system for aircraft. A VOR ground station broadcasts a VHF radio signal including all important information. The navigational signals allow the airborne to determine a magnetic bearing from the station to the aircraft. VOR stations in areas of magnetic compass unreliability are oriented with respect to true north. The two different types of VORs used are:

D-VOR is used for hilly areas. C-VOR is used for plane areas.

DME:

DME is a transponder-based radio navigational technology that measures distance by timing the propagation delay of VHF and UHF radio signals. Aircrafts use DME to determine their distance from a land based transponder by sending and receiving pulse pairs- two pulses of fixed duration and separation. A low-power DME can also be co-related with an ILS glide scope antenna to provide an accurate distance to touchdown.

TERMINAL NAVIGATION:The navigational techniques used to help the aircraft in landing is known as terminal navigation. The whole set of equipment used in the process is known as Instrument Landing System (ILS).

COMPONENTS OF ILS:An ILS is a ground based instrument approach system that provides precision guidance to an aircraft approaching and landing on a runway using combinations of radio signals.

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Localizer:The localizer signal provides information to guide the aircraft to the centreline of the runway. It is located at the far end of the runway. It consists of several pairs of directional antennas. Two signals are transmitted on one out of 40 ILS channels.

Glide Slope: A glide slope antenna array is sited to one side of the runway touchdown zone. The GS signal transmitted on a carrier frequency using a technique similar to the localizer. The centreline of GS is arranged to define a glide slope of approximately three degrees above the ground level. The beam is 1.4 degree deep, 0.7 degree below the glide slope centreline and 0.7 degree above the glide slope centreline.

TDME:

Terminal Direction Measuring Equipment gives the information of distance from touch down point. Terminal DME is designed to provide a reading at the threshold point of the runway, regardless of the physical location of the equipment. It is typically associated with Glide Slope.

MARKER BEACON:Marker beacons are used to alert by audio and visual cues. It gives the distance from the threshold point on the extended centre line of the runway, at a particular height.

CONCLUSION:Navigational Aids is the most important part of CAA because it is directly related to the safety of passengers and the aircraft. This was one of the most interesting sections of EED. We learned about the working of Nav-Aids equipment and how important they are. The briefing provided to us was very interesting and informative.

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4.5 AIRPORT ELECTRONIC FACILITY (AEF)Under AEF are two different sections:

Telecom Section General Electronics Section

AEF handles all electronic equipment on the airports all over Pakistan.

4.5.1 TELECOM SECTION:The in charge of Telecom Section is Mr. Raza Muhammad. It is responsible for installing, repairing and maintaining of the following electronic equipment:

1. Fax Machine2. Telephone3. Exchange Installations4. Automatic Fire Detection System

Telecom section was originally developed to look after and install the intercom system within CAA but now it is replaced by the modern EPABX system.

EPABX stands for Electronic Private Automatic Branch Exchange. It is a network of telephones within an organization and is also extended to public telephone system or PSTN. Organizations that have more than a few phones usually have an internal switching mechanism that connects the internal phones to each other and to the outside world.

CAA Pakistan was the first organization in Pakistan to adopt CLI and privacy in their telephone network.

CONCLUSION:In the telecom section we were briefed by Mr. Tahir Elyas Mirza. He was very informative and provided us with the details of not only telecom section but also explained us the working of the entire Civil Aviation Authority Pakistan. I personally enjoyed his briefing because it was very informative and to the point. He also explained us the working of antennas.

4.5.2 GENERAL ELECTRONICS:The in charge of general electronics is Mr. Shamim Khan.

The general electronics section deals with the general electronic equipment which cannot be categorized under any of the other sections. General Electronics section greatly deals with he instalment, repairing and maintenance of the following electronic equipment

1. DVLS (Digital Voice Logging System)2. Photocopying Machine3. FIDS (Flight Information Display System)4. PA Systems

DVLS:Formerly VLS was used for recording all types of conversations, it worked on the analog principle of magnetic tape recording. The VLS tape could record a day’s recording and had to be replaced the other day. The system was replaced by DVLS. It is the most important and major equipment

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with which GE section deals with. The DVLS used by CAA Pakistan is Marathon Evolution. DVLS records both calls from ground to air and air to ground. It is a licensed product.

Marathon Evolution is a Linux based system, it can be configured to record, monitor live communications at one location and to provide search and replay facilities locally or via LAN/WAN.

FIDS:Flight Information Display Systems broadcast information from a constantly updated database to numerous multimedia displays placed strategically throughout the airport to inform the passengers information regarding flight arrivals/departures.

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CONCLUSION:In this section we learned about the DVLS system. We were briefed by Mr. Israr and we were told about the importance of DVLS systems and their working. He showed us the user interface of the DVLS system. He was very kind enough to tell us about the operations of CAA and EED in particular

5. VISIT

5.1 AREA CONTROL CENTRE:During our internship we visited the Area Control Centre which houses the primary and secondary radars as well as the air traffic management systems. In Pakistan there are six different locations in which radars have been installed and their information is integrated together. We also saw different ATCs managing air traffic in their assigned region.

5.2 AMHS (Aeronautical Message Handling System):AMHS are used for communication purposes, they contain the following information:

Metrological Data Flight Plans Navigational Data Administrator Messages (Air Service Men Messages)

We also visited the Equipment Room which contained different routers and switches which connected the CAA internally and externally to the outer world and to different FIRs.

5.3 ECR (Equipment Control Room) and Control Tower:ECR is the backbone of control tower. It is responsible for the communication between the controller and the pilot in the plane. It consisted of different electronic equipment used for communication and for transmitting signals from the on field sensors.

CONCLUSION:

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I enjoyed a lot during my 3 weeks internship in EED. It was very informative and I experienced a lot of new things. The most exciting part of our internship was our visit to the Are Control Centre and the Control Tower. It gave us a detailed view of how electronic equipment is being used in CAA and it also gave us knowledge of the job nature of ATCs. This was all possible due to the hard work and keen interest of our co-ordinator Mr. Shamim Khan, who constantly guided us throughout the internship

Reference:

CAA official website Google.com Wikipedia.com

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