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CNS OFFICERS CHALLENGES AND ACHIEVEMENTSACHIEVEMENTS
Total airspace : ll
Air Navigation Service Responsibilities
2.8 million Sq.NM(9.5 M Sq.Km)Continental : 1.04 million Sq.NMPakistan
Nepal
Delhi 1.04 million Sq.NMOceanic : In addition, about1.76 million Sq NM
Mumbai Kolkataq
oceanic airspacein the Bay of Bengal, Indian Ocean and Arabian
Arabian Sea Bay of Bengal
Chennai
1400Km
Sea has been delegated to India for the provision of Air Traffic Services
n Sea
Colombo
1600Km
3200
Km
(Between Himalayas and 6 degree south up toMauritius).
Male
IndianOcean
)FIRs : 4
Kolkata, Delhi, Mumbai, ChennaiSub FIR : Guwahati
Air Traffic Routes: International – 91 ,
ATM
Situational awarenessData processing systems
ll l f l
Integrated CNS/ATM System
ATMAutomation
Controller Tools, Safety AlertsFlow Management System
Primary/ secondary Radars
VHF/UHF/HF
Landing aids: ILS, DVOR/DME
ADS‐B ADS‐CASMGCS (Ground)
Air/GroundDatalink
En‐route Navigation: DVOR, DME
S t llit ICATION
ATION
LLANCE
AMHS/AMSSGround to Ground
Satellite Navigation: SBAS (GAGAN), GBAS
COMMUN
NAVIG
SURVEIL
C
GNSSCNS/ATM Infrastructure
Satellite Navigation:• GPS• S‐BAS (GAGAN) GPS
Avionics
Surveillance:
FMS,GPS,MMRADS-C
• Radar, ADS‐B• ADS‐C
ADS-B
Ai T ffi M t
Navaids:•VOR,DME,ILS
Aeronautical Telecommunications Network –VHF, HF, Datalink
Ground surveillance• SMR/ AMSGCS
Air Traffic Management:• TWR, APP, Enroute /ACC• Oceanic Control(Non Radar)• Traffic Flow Management• Airspace management
Air Systems Division
ATC centre
Future Master plan
Infrastructure development(AGA)
FIANSAirport Infrastructure
(Future Indian Air Navigation
Technology upgrade(CNS/ATM/MET/AIM)
ICAO Gl b l Pl I iti tigSystem ‐Master plan)
ICAO Global Plan InitiativesICAO Regional Impl.Plan
Global HarmonizationSeamless airspace
ICAO Global PlanICAO Global PlanICAO Regional plan
Other Global system initiatives
CNS INFRASTRUCTURE
Communication Infrastructure Implemented Planned
VHF Transmitters, Receivers 365 427,VHF Remote Controlled Extended Range 60ATS Data Link Applications 06(Depart re Clearance/Data Link ATIS/Data Link )(Departure Clearance/Data Link ATIS/Data Link )HF Transmitters, Receivers 20 43Digital ATIS 47V i C i i S i h S 44Voice Communication Switch System 44Automatic Message Switching Systems (AMSS) 16ATS Message Handling System (AMHS) 01Futuristic Telecom Network InfrastructureVHF Data Link Air-groundRemote Tower Communication and Control System
CNS INFRASTRUCTURE
NavigationInstrument Landing System: 66 Nos.(Cat-I – 60, Cat-II - 3, Cat –IIIB - 3), all with 66 Nos of LP DMEall with 66 Nos. of LP-DME VOR : 93 NumbersHP-DME : 94 NumbersNDB: 55 NumbersNDB: 55 NumbersMarkers/Locators: 11+14 Numbers
SurveillanceASMGCS : 6 operational , 5 more under implementation2 ARSR/MSSR,10 ASR/MSSR and 13 MSSR are operational 5 New ASR/MSSR are under implementation.ADS-C/CPDLC at four metro airports ADS-B is installed at 19 airports, 2 Under implementation,12 planned
Networking of surveillance system and voice system implemented at Chennai and under implementation at Delhi,Mumbai,KolkataRadar Networking is already in place at N h d b d HIA BIA T i d C hi G h i
CNS INFRASTRUCTURE
ATC AutomationState of the art ATC automation system operational at 44 Airports including Delhi, y p p g ,Mumbai, Chennai, Kolkata ,Hyderabad & Bangalore
IATS Simulator under implementation at 4 internationalpAirportsRadar Simulator, Non Radar Simulator and Tower Simulator at operation at CATC, Allahabad. Non Radar simulator at Operation at Gondia.Allahabad. Non Radar simulator at Operation at Gondia.Radar simulator at Delhi, Mumbai, Kolkata and Chennai
Air Traffic Flow ManagementAi ffi fl i d i l i b l i dAir traffic flow management system is under implementation to balance capacity and demand in traffic.
Arrival manager under implementation at Delhi Mumbai and ChennaiArrival manager under implementation at Delhi , Mumbai and Chennai .Networking of ATC automation system will be next step.
AIRSPACE RESTRUCTURING
Present 11 ACCs now restructured into the following ACCsChennai FIR
5 U A C l d 7 LCC d 2 OCC5 Upper Area Control and 7 LCCs and 2 OCCsDelhi FIR
5 Upper Area Control and 7 LCCsKolkata FIR
6 Upper Area control and 6 LCCs and two OCCsMumbai FIRMumbai FIR
Yet to be finalised
CHALLENGES FOR CNS OFFICIAL
INDUCTION OF NEW CNS/ATM FACILITIES
NEW AND CHANGING TECHNOLOGY
NEW ICAO INITIATIVES
AIRTRAFFIC GROWTH
LIMITED RESOURCES AND SUPPORT FROM SUPPLIERSLIMITED RESOURCES AND SUPPORT FROM SUPPLIERS
SUPPLIER’S STRATEGY TO WIN AMC CONTRACTS
MANPOWER CONTRAINTS INCLUDING SUPPORTING STAFF
TRAINING AND PROFICIENCY SCHEME NEEDS
INADEQUATE RECOGNITION
PARITY WITH OTHER CADRES
UNITY AND WORK ETHICS
INDUCTION OF NEW CNS/ATM FACILITIES
ASMGCSATFMMLATMLATGAGAN-SBASGBASADS BADS BSurveillance CCTVDCLIP VCS & RADIOSDATISIP Tape Recorders
NEW TECHNOLOGY/FEATURES
ASR&MSSR(RAYTHEON808,NGOSCO,SELEX,RAYTHEON,INDRA,ELDIS, ?)DVR(MELTRON,MARATHEON,RICHOCHET,RATIA,?)VHF (PARKAIR,OTE,?)VCS (FREQUENTIS,DRAKE,SCHEMID,SITTI,?)ILS(PLESSY,NEC,GCEL,NORMARC,SELEX,THALES,?)AUTOMATION(ECIL,RAYTHEON,INDRA,?)ASMGCS (HITT,SENSIS,?)SIMULATOR(RAYTHEON,INDRA,SELEX,ADACEL,?)DVOR(GCEL,AWA,THALES,?)DME (PHILIPS CARDIAN GCEL AWA THLES SELEXDME (PHILIPS,CARDIAN,GCEL,AWA,THLES,SELEX,NDB(NAUTAL,BEL,PUNWARE,SA,?)Satellite based SystemsPBNPBN
GBAS• For meeting the requirement of Cat II and Cat III approaches
which is not possible with SBAS, ICAO is formulating SARPS p , gfor using GBAS
• GBAS facilitates multiple runway usage approaches• GBAS Architecture -
Speciality of Radar Equipment in AAI
M i f R d i i h l fi ld h h i d k l dMaintenance of Radar equipment is the only field where the required knowledgebase is not limited to the field of Electronics and communication Engineering ,but the knowledge is wide spread to electrical engineering, microwaveengineering, mechanical engineering ( including Pneumatics / Hydraulics),
d k i i i i dcomputer and network engineering is required.
In the Radar supplier's Factory , Design, Development, Manufacturing ,Assembly, Testing , Field installation, experts in each field work and specializei th i ti fi ld l B t O th R d i i t ll d d h d d tin their respective field only. But Once the Radar is installed and handed over toAAI , CNS Radar Maintenance engineers are expected to specialize in all thefields above for efficient maintenance of the radar equipment as a whole , toachieve the MOU serviceability of 99.85 %.
Modern equipment based on New technologies pose newchallenges to maintenance engineerschallenges to maintenance engineers
Maintenance engineers need to continuously update theirknowledge in the advancements made in the field ofelectronics and communication engineering to keep apacewith the modern Radar technological changes.
Maintenance engineers need to develop skills in using newMaintenance engineers need to develop skills in using newtools and test equipment and their application in themaintenance of Radars
CHANGES IN TRANSMITTER TECHNOLOGYTECHNOLOGY
ASR808 - 1976 - Used Magnetron Tube – Power Oscilator Type g ypwith AFC
ASR 9 1994 Used 6 stage Varion Klystron Power AmplifierASR 9 - 1994- Used 6 stage Varion Klystron Power Amplifiertube with a power out put of one Megawatt – Single pulse of 1microsec at the output
A modern ELDIS ASR Uses a 4 Pulses ,fully solidstate Hotpluggable Transmitter PA Modules – Uses Frequency Diversityp gg q y yfor higher Pd and Pulse compression technique – 25 KW OutputPower
DIFFERENT TYPE OF RADAR RECIEVERS
ASR 808 – MTI Principle – Screen not clear from clutter ,
RECIEVERS
ASR 9 – Employs MTD recievers , with Hardware Doppler velocityfilters , Digital Signal Processing using discrete ICs on several boards –Used Minimum software componentsModern INDRA and ELDISThe entire Plot extractor / RDE comes in a single 19 inch module andthe Radar Data Processor which employs the most modern Multi Radard c ss w c p ys s d dTracker comes in the form of a computer – RDE software completelyresides on FPGAs and RDP software on Hard disk in the form ofvarious configuration files.
MEDIA USED FOR RADAR DATA
Earlier Radars used Synchros and cables for carrying the radar data
MEDIA USED FOR RADAR DATA
Medieval Radars used OFC linksModern radars uses OFC and a backup Radio link in licenced/ Un-licenced band Since the modern radars are connected to an automationlicenced band Since the modern radars are connected to an automationsystem MLLN lines , Routers , Modems , various interface convertersare widely used.
Earlier radars (ASRS) were based on high voltage and high power transmitters.
Most of the components used were ICs, Microprocessors and EEPROMs in thedigital processing.
Most of the Modules /PCBs can be serviced with the help of proper tools , testMost of the Modules /PCBs can be serviced with the help of proper tools , testequipment ,etc, ( till ASR 9 / raytheon).
M d d (ASR Eldi ) b d l
Logic block
Interconnection switches
I/O
Modern radars (ASRs – Eldis ) are based on lowvoltage and low power transmitters using complexpulse compression techniques.
I/O
I/O
I/O
Most of the components used in Eldis and Indra areSMDs, FPGAs, CCXP (CISCO COMPATIBLEEXTENSIONS PROGRAMME) single boardcomputers with inbuilt flash DSPs in the digital
I/O
computers with inbuilt flash , DSPs in the digitalprocessing.
Servicing of Modules /PCBs require special tools,I/Ospecial soft wares and software loading techniques
and mainly knowledge about all of them.
For example, FPGA programming requires, special interface adaptorswith cables and licenced softwares like Xilinx ISE Design Suite andIMPACT.
In order to handle FPGA programming in the field, ModernMaintenance engineers should be conversant with FPGA Technology;JTAG B d S T h i f d t d fJTAG Boundary Scan Techniques, usage of adaptors and usage ofsoftware like IMPACT, Programming of DSPs and so on.(Joint Test Action Group (JTAG) is the common name for the IEEE1149.1 Standard Test Access Port and Boundary-ScanyArchitecture. It was initially devised by electronic engineers fortesting printed circuit boards using boundary scan and is still widelyused for this application)Since mostly same type of FPGAs are used in different boards butSince mostly same type of FPGAs are used in different boards butwith different pin functionality assignments based on theprogramming, professionally written manuals with complete circuitdiagrams are required for handling PCB and Module level servicingand the radar engineer should know it all.
ANTENNA PEDESTAL CONTROL
Earlier RADARs Antenna pedestal drive control and monitoring systemwere based on simple induction motors ( speed is fixed) with Relays andnot much complicated.
In Modern Radar systems, Antenna drive system are based on PLCs , speedis variable with an built Programmable frequency inverters , and sensorsmonitoring based on SBCs and are very complicated. It is responsibility ofg y p p ymaintenance engineer to comprehend make themselves ready to attend theproblems.
COMPUTERS AND NETWORKING – Modern Radar PhilosophyUnlike earlier radars, most of the digital signal processing and imageprocessing and Tracking/Formatting are shifted to software moduleswhich run on servers and workstations.
Most of the Modern equipment running in some form of LINUX OSMost of the Modern equipment running in some form of LINUX OSand hundreds of configuration files / executable / Maps arearranged in the file system , accessed and run .
M i E i d b ll h iMaintenance Engineers are expected to remember all the minutedetails of various files used.
TrunkP t 0/4VLAN5
Trunk
VLAN10
Port e0/9Port e0/4
MAC = 1111.1111.1111
Maintenance and Upgradation of Computers and Servers
Maintenance engineers need to be conversant with maintenance ofgcomputer servers and workstations. Though servers and workstationsused in radar system are claimed to be COT, when the radar software isinstalled in different workstation or servers, they do not work.
Maintenance engineers should learn the complicated procedures ofcompiling Linux source code with driver for new hardware, to suit newhardware changes.
Earlier system were supplied as single entity from radar equipment to radar controllerposition display system. There was no much interface problems and no special knowledgewas required in the field of networking, etc
With introduction of automation systems which take multi-radar inputs and single radarfeeding different automation system, configuring and managing network for radar datawith various automation system, maintenance engineers should be conversant withconfiguring and tweaking Ethernet switch /routers and other interfaces and selecting theproper protocol standards for radar data, etc,…
With t ki i bli di ithWith networking using public media, withincreased cyber attacks, etc, ensuringsecurity falls in the ambit of maintenanceengineer
It is the responsibility of maintenance engineer to independently assess theperformance of the equipment against various standards importantly ICAO andp q p g p yEuro control standards certify the radar for use and ensure the performanceexceeds the expectations of Radar controller all the time.
In this aspect maintenance engineers shall be conversant in using tools like RASSIn this aspect maintenance engineers shall be conversant in using tools like RASSand SASS-C to independently assess the performance of radars
CONCLUSION
Mainly maintenance engineering is the theoretical subject but maintenance in the field ispractical situation where innumerable probability of things can arise which do not havewritten down instructions or procedure to follow, but use his own intelligence , experienceand decisions to sort out the issues working under pressure of restoring as soon as possible.
Mostly, the role of supplier ends after commissioning of equipment system except forsupply of Spares if customer is willing to pay the price the demand. Spares are OEM andnot available COT. Even for the design problems/short comings in the equipment suppliersasks money in terms of software up gradation, etc. Mostly maintenance engineers take allthe blames and finds out the ways to maintain the facilities to keep going, finds alternate
f h h CB d d lspares for other than PCBs and Modules, etc,…
Earlier RADARs were supplied only as matured product and theircapabilities are tested and proven. Manuals were written in good Englishand complete diagram details incl ding details of mechanical assembland complete diagram, details including details of mechanical assemblywere available.
Present Modern Radars, are supplied based on meeting the standards andpp gtender conditions. When radar is supplied by non-English Europecountries, manuals are not written in good English and complete systemdetails are not given. Thus, putting pressure on maintenance engineers.
With the increase in complexity and capability of modernRADARs, continual practical training , update of knowledge ,adequate spares, exchange of knowledge, interaction betweenq p , g g ,suppliers and maintenance engineers , etc only can give the requiredperformance of RADARs.
Salient features of new MSSR
Monopulse Table Building (Using CPME)Used in NGSOCO MSSR
Management & Control
Monop lse table is b ilt to gi e a im th correction to the repl p lsesMonopulse table is built to give azimuth correction to the reply pulses received so as to indicate the accurate azimuth of the A/Cs. Monopulsetable
must be built whenever the encoder is disturbed during maintenance.
Monopulse Table Building (Using Live Opportunity Traffic)Used in INDRA MSSRTraffic)Used in INDRA MSSR
Management & Control
Monopulse table is built even in the absence of CPME It takes only 2Monopulse table is built even in the absence of CPME. It takes only 2 to 3 minutes (against 30 minutes down time required in NGOSCO
MSSR) and hence the down time is less.
5Automatic Generation of Reflector map
1
4
Management &
2Management &
Control
Static reflector map database isautomatically generated in addition
3
y gto provision for manual entry.
GPS Time synchronization of all the components of MSSR
Dual Channel MSSRGPS Antenna / Receiver
Dual Channel MSSR
Visual Radar 3000 NTP Time Server
LAN1 Switch
LAN2 SwitchNTP Server with GPS
time base Reference-1
LAN2 Switch
SLGNTP Server with GPS
time base Reference-2
Th C l Ti i (SRCH) S i d
GPS Time synchronization of all the components of MSSR
The Central Timing (SRCH) System is used to synchronize equipment of INDRA's surveillance
radar systems, through local area networks (LAN). It continuously provides
them UTC time and date (timing information).
surveillance radar systems use the timing information to mark radar data
information at the instant they are generated.
The Existing radar does not have Central Timing Systemg y
NEW AUTOMATION(RADAR AND ADS /CPDLC DATA)BENIFITS
ADS-C, ADS-B & CPDLC
BENIFITS
HIAL
BELLARYMSSR
SIMULATOR CAN BE MADE AS BACKUPOPERATION IN CASE OF FAILURE MAIN
ASR & MSSR
MANGALOREMSSR
OPERATION IN CASE OF FAILURE MAINAND DIRECT SERVER
MSSR
TRIVANDRUMMSSR S /MSSR
CHENNAIASR & MSSR
SIM / BACKUP
ASR & MSSRCOLLOCATED +PORUR MSSR MAIN SERVER
BIALASR & MSSR DIRECT FEED WHEN
MAIN SERVER FAILS
NEW AUTOMATION(VOICE COMMUNICATION THROUGH VCCS)( )
ATC CHENNAI CAN SWITCH VHFFREQUENCIES AT MANGALORE,FREQUENCIES AT MANGALORE,TRIVANDRUM, HYDRABAD ANDBANGALORE FOR UPPER AREACONTROL.
AUTOMATION SYSTEMS
ONLINE SUPPORT SYSTEMS
Radar Data Compressor Unit (RDCU) ;p ( )Radar Data Compressor Unit Reception (RDCU_Rx) ;Radar Data Compressor Unit Transmission
(RDCU Tx) ;(RDCU_Tx) ;Surveillance Data Processing System (SDP);Flight Data Processing System (FDPS) and MTCD.S f N (STCA MSAW APW) M i i AidSafety Nets (STCA, MSAW, APW), Monitoring Aids
and Aircraft Identification.Operational Display System (ODS) (Human-Machine
I f ) Si i D Di l (SDD) dInterface): Situation Data Display (SDD) andFlight Data Display (FDD).
Control and Monitoring Display (CMD).Data Recording and Replay System (DRF).
CMD-TECHNICAL
Monitoring and Control the status of system equipment (servers,workstations, lines, LAN, etc.)
Physical and Operational Configurations.Display and printout of system messages (communication protocol errors,
hardware errors,failures, load storage warnings, elements degradation warnings, etc.)a u es, oad sto age wa gs, e e e ts deg adat o wa gs, etc.)
Monitoring and control of new workstations.System stop, Partial shutdown and Start-upT d C l d S i hTandem Control and Switch-overUser Control (passwords , différent roles, etc.)
SFN(SAFETY NETS & MONITORING AIDSMONITORING AIDS)
Aircraft Identification and flight plan - track correlation.
Sh T C fli Al (STCA) d i (i l di h R d dShort Term Conflict Alert (STCA) detection (including the ReducedVertical Separation Management/Minima (RVSM)
Minimum Safe Altitude Warning (MSAW) detectionArea Proximity Warning (APW) detectionRoute Conformance and Adherence Monitoring (RAM)Cleared Level Adherence Monitoring (CLAM)Cleared Level Adherence Monitoring (CLAM)
IQ modulation is used in SBO generation
IQ MODULATION IN THALES ILS
This section controls the SBO power ,SBO phase and suppress the carriercomponent .
By varying the magnitude of I and Q data the CSB phase can be varied fromBy varying the magnitude of I and Q data the CSB phase can be varied from0 deg to 360 deg.( Eg. If I=Q the resultant will be at 45 deg)
This eliminates the need of RF cable cut for correct phase lengthADVANTAGESADVANTAGES
Reduces transmitted bandwidthImproved Bandwidth efficiencyReduced noise interferenceReduced Inter Symbol InterferenceImproved receiver sensitivityImproved receiver sensitivity
The amplitude and phase of carrier can be controlled precisely
CMD-TECHNICAL
Monitoring and Control the status of system equipment (servers, workstations, lines, LAN, etc.)
Physical and Operational Configurations.Display and printout of system messages (communication protocol errors,
hardware errors,failures, load storage warnings, elements degradation warnings, etc.)a u es, oad sto age wa gs, e e e ts deg adat o wa gs, etc.)
Monitoring and control of new workstations.System stop, Partial shutdown and Start-up
T d C l d S i hTandem Control and Switch-overUser Control (passwords , différent roles, etc.)
VOIP IN ATM VOICE APPLICATIONS
Three major factors driving the migration to Voice over Internet Protocol (VoIP) for airtraffic management communication services.
ANSPs to reduce costs by lowering communication network costs and the related saving increase productivity.
The second factor is airspace flexibility. in the future, such as the creation of function l irsp bl ks th t r q ir s int r p r bilit b t n ir tr ffi m n m nt ntitinal airspace blocks, that requires interoperability between air traffic management entities. for load sharing or in an emergency situation like accidentoperations or business resumption.
The third factor is the service availability of traditional telephony systems. Telecomi id i h b kb h l i d h i h i lservice providers are moving to cheaper backbone technologies and phasing out their l
egacy analogue low speed lines to 2 MBps based fibre optic services Moving from central server based Systems to Distributed architecture to ensure no
single point failure for ATM Services
European Organization for Civil Aviation Equipment (EUROCAE) Working Group 67 include European ANSPs, suppliers of VCS equipment and ground-based radio systems for air traffic management(ATM) the US Federal Aviation Administration (FAA) Eurocontrol and telaffic management(ATM), the US Federal Aviation Administration (FAA), Eurocontrol and telecom equipment suppliers.
Three major EUROCAE WG-67 documents(ED136: VoIP ATM System Operational and Technical Requirements(ED136: VoIP ATM System Operational and Technical Requirements,ED-137: Interoperability Standards for VoIP ATM components, andED-138:Network Requirements and performances for VOIP ATM Systems).for IP-based ATM voice communication systems. References to ED-137 documents are included in the ICAO 'Manual for the ATN using IPS Standards and Protonts are included in the ICAO Manual for the ATN using IPS Standards and Protocols DOC 9896 edition 2.0'.
Many countries are already migrating to VoIP ATM Voice applications India also plan to introduce VoIP VCS and VHF Radios at Kolkata and Delhi
Also DCL,DATIS and Dvolmet Services have already started and a number of aircrafts are migrating to Data Link servicescrafts are migrating to Data Link services
TRAINING AND PROFICIENCY NEEDS
DOC 7192AN/857
INTERNATIONAL CIVIL AVIATION ORGANIZATIONAPPROVED BY THE SECRETARY GENERAL AND PUBLISHEDAPPROVED BY THE SECRETARY GENERAL AND PUBLISHED
UNDER HIS AUTHORITYPART E-2
AIR TRAFFIC SAFETY ELECTRONICS PERSONNELAIR TRAFFIC SAFETY ELECTRONICS PERSONNEL (ATSEP)TRAINING
PROGRESSION OF ATSEP TRAINING
CONTINUATION
DEVELOPMENTAL TRAINING
SYSTEM/EQUIPMENT RATING TRAININGSYSTEM/EQUIPMENT RATING TRAINING
C N S D P
QUALIFICATION TRAINING
BASIC TRAINING
EXCELLENT WORK DONE BY CNS OFFICERS
ALL REGIONS
RADAR NETWORKING
D i f R d D t littDesign of Radar Data splitters
Design of Up-converters
Display of Consolidated NOTAM Bulletin of FIR on video wall
Status Indicator for multiple ATC Position through audio lines
ADS B Data analysis
Multicast to Unicast conversion
Transmission of ADS B data through existing 64 kbps RWS lines
Conversion of B1 Automation to accept ADS B dataConversion of B1 Automation to accept ADS B data
SMU Contribution
RCDU Contribution
ASR9/MSSR INTERFACE
TO RDPSOFC LINK
RS-232 SYNC O/P
OFC MUX ACTIVE SPLITTER
+/- V
MM Fiber used in FO MUX
Signaling format to automation is RS-232
TO Automation
Signaling format to automation is RS-232
2 0 / 1 2 / 2 0 1 3 52
DVI output to wall display screen
Design for the NOTAM status display application:
NOTAM APPLICATION WALL DISPLAY APPLICATION GRAPHICAL INTERFACE
screen
APPLICATION TO
ReplicationMicrosoft
SQL server
Raw NTAM Data
APPLICATION TO EXTRACT UNSERVICEABILITY DATA FROM NOTAM DATA
APPLICATIONTABLES
NOTAM TABLES
APPLICATION DATABASE
NTAMDATABASE
INTERMEDIATE DATABASE
web application created using the MySQL database as the database server and the Java/JSP web technology for developing the front end and NOTAM data was manually entered into the database This application also convert thedata was manually entered into the database .This application also convert the data into graphical data after suitable editing of some of the fields of NOTAM Data through Pop up HMI window appearing on the PC displayThe system is capable of receiving NOTAM data through data base server and
d t th t t f CNS f iliti i th id ll di l thupdates the status of CNS facilities in the video wall display as per the NOTAM information for Chennai FIR.
PROPOSED AIRSPACE RESTRUCTURING