Beruflich Dokumente
Kultur Dokumente
A REPORT ON
Submitted By:
Sakshi Sen
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ATC & CNS - AAI AY- 2019-20
A REPORT ON
By,
Sakshi Sen
Industry Guide
Harish Kumawat
Manager CNS
AAI
College Guide
Manjusha Joshi
Professor,
EXTC Department
NMIMS
MPSTME
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COMPLETION CERTIFICATE
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SVKM’s NMIMS
Ms. Sakshi Sen, SAP No.70431016037 has satisfactorily completed her Training,
submitted the training report and appeared for the Presentation & Viva as
required.
Date:
Place:
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ACKNOWLEDGEMENT
This report describes the training that underwent, in the month of May and June 2019 at air
traffic control (ATC) and Communication Navigation and Surveillance under airports
authority of India (AAI). It was completed, keeping in mind the course curriculum as per the
university requirements.
I would like to express my sincere gratitude to all the people who have helped and supported
me throughout. I am deeply indebted to Mr. Harish Kumawat (Manager(CNS)), Mr. Yogesh
Bhojak (Jt. General Manager), and other faculty members from CNS wing for organizing our
training programme, efficiently and providing us valuable resources and also for their
cooperation and willingness to share their expertise and knowledge and to devote their
precious time to discuss related topics.
The help and cooperation extended by the staff of AAI is fully acknowledged. I thoroughly
enjoyed my entire training programme and would like to thank everyone at AAI for their
guidance and support.
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ABSTRACT
Today the world has become very small. People in one part of the world can not only
communicate with person sitting in other parts of the world instantaneously but also can
reach to them within hours. Air travel has made it so easy. As a student of B. Tech I felt the
need to understand the various technologies & equipment involved in the communication,
navigation and surveillance service rendered by Air Traffic Control Systems.
The industrial training is intended to give the trainee a better understanding of the concepts
taught in class through their application in the form of various equipment and processes
being used in ATC under the control of AAI. This industrial training was successfully
completed at ATS Building, Udaipur under the guidance of training head & individual head
of different units in CNS Wing. The first week was utilized in getting an overview of all the
CNS units in Air Traffic services, after which particular units was allotted to trainee for
practical study.
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TABLE OF CONTENTS
REFERENCES 46
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LIST OF FIGURE
FIGURES DESCRIPTION
1 MINISTRY OF CIVIL AVIATION INDIA
7 PTT AT UDAIPUR
9 RADAR DISPLAY
10 DME TRANSPONDER
11 DME ANTENNA
19 ATTITUDE INDICATOR
27 CCTV SURVEILLANCE
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LIST OF TABLES
TABLES CONTENT
1 FREQUENCY BAND
LIST OF ABBREVIATIONS
ABBREVIATIONS FULLFORM
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CHAPTER 1
1. INTRODUCTION
The Airport Authority Of India (AAI) is an organization working under the ministry
Of civil aviation that manages all the airports in India. Airports Authority Of India
(AAI) came to existence on 1st April 1995. It was formed under the act of
parliament (AIRPORT AUTHORITY OF INDIA ACT 1994) by merging the
International Airports Authority Of India and National Airport Authority with a
view to accelerate the integrated development, expansion and modernization of the
air traffic service, passenger terminals, operational areas and cargo facilities at the
airport in the country.
AAI manages and operates 126 airports and 329 airstrips including 16 International
Airport, 89 Domestic Airport & 26 Civil Enclaves
Air traffic services have two main departments that manage different functions:
1. Air Traffic Control
2. CNS (Communication Navigation Surveillance) 1
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Under this Air Traffic Control (ATC) department control comes which performs the
following functions and services-
1. Flight information control
2. Area control (250 NM)
3. Approach position (50 NM)
4. Aerodrome position(25 NM)
5. Surface movement control
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Chapter 2
2. Literature Survey
As a part of Industry Analysis of the Aviation Sector in India, 10 articles, reports and
newspaper articles were referred for the subject matter. A literature review involves
the review of the previous study that has been carried out in reference to the same
subject.
A Literature review can help us better understand:
1. To learn what has been studied in the past.
2. To save time on trying to conduct a primary search, when the topic may have
already been studied.
3. To understand the opinion expressed by the experts and researchers.
Literature review can help us identify the GAP and provide a guideline on what topic
needs to be studied and whether what type of research design can help us achieve the
desired results, which may be done using an exploratory research, descriptive
research or cause and effect relationship research which is also known as causal
research.
The following points are considered while reading the literature review:
The article also sheds light on popular merger and acquisition that have happened
recently in the Indian Aviation Sector such as Kingfisher Airlines with Air Deccan,
Jet Airways with Sahara Airlines.
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89
Aviation industry in India – Challenges for the low cost carriers
Due to the liberalization of aviation industry in India there has been a boom for
domestic and international passenger carriers. There has been a growth rate of 44.6%
and 8.7% in the domestic passenger and cargo traffic and there has been a growth
rates of 15.8% and 13.8% in the international passenger and cargo traffic during 2006.
The Airport Authority of India (AAI) manages total 122 airports in the country
including 11 international and 94 domestic airports and 28 civil enclaves. 70% of the
passenger traffic in the country is handled by top 5 airports and out of that Delhi and
Mumbai together account for more than 50% of the passenger traffic.
According to the latest data compiled by Airport Authority of India (AAI) shows that
all the airports handled 90.44 million passengers during the year 2006 as compared to
67.95 million passengers handled during the same period in the previous year. Indian
Aviation Industry has seen substantial growth due to;-
1. Low-cost carriers (LCC) like Spice Jet, Go Air, etc.
2. Scheduled domestic air services are available now from 75 airports which was 50
earlier.
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Chapter 3
3. Problem Statement
In 1983, the Council of ICAO determined that the systems and procedures supporting
civil aviation had reached their limits, and established the Special Committee on Future
Air Navigation Systems (FANS Committee). In concluding their work in 1989, the
FANS Committee determined that it would be necessary to develop new systems that
would overcome limitations of conventional systems and allow air traffic management
(ATM) to develop on a global scale. In July 1989, the ICAO Council established the
Special Committee for the Monitoring and Co-ordination of Development and Transition
Planning for the Future Air Navigation System (FANS Phase II Committee). In October
1993, the FANS Phase II Committee completed its work. The FANS Phase II Committee
recognized that implementation of related technologies and expected benefits would
evolve over a period of time.
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Chapter 4
4. Methodology
Introduction
Transmitter
Unless the message arriving from the information source is electrical in nature,
it will be unsuitable for immediate transmission. Even then, a lot of work must
be done to make such a message suitable. This may be demonstrated in single-
sideband modulation, where it is necessary to convert the incoming sound
signals into electrical variations, to restrict the range of the audio frequencies
and then to compress their amplitude range. All this is done before any
modulation. In wire telephony no processing may be required, but in long-
distance communications, transmitter is required to process, and possibly
encode, the incoming information so as to make it suitable for transmission
and subsequent reception.
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Channel
The acoustic channel (i.e., shouting!) is not used for long-distance
communications and neither was the visual channel until the advent of the
laser. "Communications," in this context, will be restricted to radio, wire and
fiber optic channels. Also, it should be noted that the term channel is often
used to refer to the frequency range allocated to a particular service or
transmission, such as a television channel (the allowable carrier bandwidth
with modulation).
It is inevitable that the signal will deteriorate during the process of
transmission and reception as a result of some distortion in the system, or
because of the introduction of noise, which is unwanted energy, usually of
random character, present in a transmission system, due to a variety of
causes. Since noise will be received together with the signal, it places a
limitation on the transmission system as a whole. When noise is severe, it may
mask a given signal so much that the signal becomes unintelligible and
therefore useless. Noise may interfere with signal at any point in a
communications system, but it will have its greatest effect when the signal is
weakest. This means that noise in the channel or at the input to the receiver is
the most noticeable.
Receiver
Receivers run the whole range of complexity from a very simple crystal
receiver, with headphones, to a far more complex radar receiver, with its
involved antenna arrangements and visual display system, which will be
expanded upon in Chapter 6. Whatever the receiver, it’s most important
function is demodulation (and sometimes also decoding).
Figure 6: VHF Transmitter and Receiver of main and standby frequency at equipment room
Udaipur
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4.2. RADAR
RADAR stands for radio detection and ranging system. It is basically a means of
gathering information about distant objects called ‘targets’ by sending
electromagnetic waves at them and analyzing the returns called the ‘echoes’.
BASIC PRINCIPLE OF RADAR: It transmits electromagnetic waves to the
atmosphere.
• These electromagnetic wave are reflected back by target in the form of echoes.
• The received echoes are analyzed and using this information like speed, height,
distance from the radar is calculated.
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Advantages:
Disadvantage:
• Poor efficiency.
Advantages:
Disadvantage:
S - Band radar
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The major use of radar has been the military, although there have been
increasingly important civil applications chiefly for air and marine
navigation. The major areas of radar applications are briefly described below.
2. Aircraft navigation
3. Maritime navigation
4. Military applications
5. Meteorological applications
6. Space applications
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Radars are employed throughout the world for the purpose of safely
controlling air traffic en- route and in the vicinity of airports. aircraft as well
as vehicular traffic at large airports are monitored by means of high-
resolution radar. Radar has also been used to guide aircraft to a safe landing
in bad weather.
Functions
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DME is similar in principle to secondary radar ranging function, except the roles of
the equipment in the aircraft and on the ground are reversed. DME was a post-war
development based on the IFF (identification friend or foe) systems of World War
II.
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1. Search mode
2. Track Mode
The distance formula, distance = rate * time, is used by the DME receiver to
calculate its distance from the DME ground station. The rate in the
calculation is the velocity of the radio pulse, which is the speed of light
(roughly 300,000,000 m/s or 186,000 mi/s). The time in the calculation
is (total time – 50µs)/2.
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The DVOR is a radio navigation aid recommended by the ICAO and introduced
internationally for short and medium range aircraft guidance. The DVOR radio
navigation equipment is a further development of the conventional VOR. Todays
airway network is marked by a number of DVOR ground beacons operating in the
108...118 MHz VHF frequency range and having a transmission range of 300 km.
Using the VOR receiver installed in the aircraft the pilot is able to obtain the
following information from a DVOR radio navigation installation: - The
azimuth indication of the aircraft’s position relative to the ground beacon, i.e.
the angle between magnetic North and the direction ground beacon to aircraft.
The bearing which indicates whether the aircraft is flying to the left or right20of
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The aircraft position is marked by the intersection of two position lines in the
cockpit DVOR indicator. To evaluate the indications only a map is required,
and the knowledge of the DVOR positions and a DVOR frequency chart.
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Position Fixing: Aircraft can get its position fixed on a map if it takes its
Relative Bearing from two NDBs.
Holding: When the traffic density is high the aircraft may be asked to hold
over some fixed point for subsequent clearance to the approach. The aircraft
will be asked to hold or circle over NDB area for sometime. The overhead
indication and relative bearing indicator will be used to hold the aircraft
over NDB area.
Homing: The aircraft can reach over the NDB station from the coverage
range, by adjusting its heading towards the NDB. In this case the Relative
Bearing Indicator (RBI) should be “000”. The aircraft can home from any
direction towards the NDB. The RBI indications fluctuates when aircraft is
over the NDB station and change to “180” when aircraft crosses NDB.
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As an Aid to Final Approach: Low Power NDBs located along with Middle
and Outer Markers are called Middle Locator and Outer Locator. This helps
the aircraft to reach and adjust proper approach path in Instrument Landing
System (ILS).
As a backup aid in case of VHF failure: The voice modulation facility in the
NDB transmission can also be used to communicate message to aircraft in
case of failure of other means of communication.
4.6. Instrument Landing System (ILS)
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The localizer indicator is (on most aircraft manufactured from the late 1950s)
shown below the Attitude Indicator, but is still a part of this instrument
together with the glide slope indicator and the cross in the center of the
instrument which is called Flight Director.
The glideslope scale is located to the right of the attitude sphere. On aircraft
which have a mechanical gyro compass are both the localizer and glideslope
indicated as a vertical and a horizontal arrow in the compass as well. But they
are essentially read in the same way. On some aircraft is only the glideslope
indicated on two main instruments, and the oldest version of ILS-instruments
was an instrument of its own used instead. This used two dangling bars, fixed
in the middle of the top (localizer indicator) and in the middle of the left side
(glideslope indicator), and if the aircraft was located on the intended
glidepath, the dangling bars formed a cross. This is, in theory, however, more
difficult to learn—but even for pilots experienced with using such indicators,
it added another instrument they needed to focus on. With the indicators
added to the artificial horizon (and to the compass), the pilot can theoretically
watch the attitude simultaneously with the localiser and glideslope.
In modern cockpits, the localizer is seen as a colored dot (usually in the shape
of a diamond) at the bottom of the artificial horizon gauge. It does not appear
during cruise, but comes up during the descent and approach to the selected
runway, provided that the navigation radio is set to the ILS frequency of that
specific runway. If the transmitted localizer beam, which usually, but not
always, is directed in the heading of the runway extension. (exceptions exist,
for instance, in Innsbruck, Austria and in Macao, China) If the aircraft is
located on this line, the localizer dot will appear in the middle of the scale.
But if the aircraft is located a little left of the beam, the marker will appear to
the right on the localizer gauge scale in cockpit. The pilot then knows he or
she must adjust the heading towards the dot.
When the glideslope is unserviceable, the localizer element can often be
conducted as a separate non-precision approach, abbreviated to 'LOC'.27A
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4.7. Security
Civil aviation security exists to prevent criminal activity on aircraft and in airports.
Criminal activity includes acts such as hijacking (air piracy), damaging or
destroying aircraft and nearby areas with bombs, and assaulting passengers and
aviation employees. Today, aviation security is high on the list of priorities of air
travelers, the Governments, and the international air community. In the earliest days
of aviation, however, aviation security was only a minor concern.
Dec 24, 1999: Indian Airlines Kathmandu-Delhi Airbus 300 with 186
people on board hijacked shortly after take-off to Lahore. Lahore denies
permission to land and the plane finally touches down at Amritsar.
April 24,1993: Delhi-Srinagar IA Boeing 737 with 141 passengers and six
crew members hijacked to Amritsar. Hijacker wanted it to be diverted to
Kabul.
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3. Chemical Sniffers
4. CCTV Surveillance.
7. Sniffer Dogs
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Almost all airport metal detectors are based on pulse induction (PI).
Typical PI systems use a coil of wire on one side of the arch as the
transmitter and receiver. This technology sends powerful, short bursts
(pulses) of current through the coil of wire. Each pulse generates a brief
magnetic field. When the pulse ends, the magnetic field reverses
polarity and collapses very suddenly, resulting in a sharp electrical
spike. This spike lasts a few microseconds (millionths of a second) and
causes another current to run through the coil. This subsequent current
is called the reflected pulse and lasts only about 30 microseconds.
Another pulse is then sent and the process repeats. A typical PI-based
metal detector sends about 100 pulses per second, but the number 33 can
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vary greatly based on the manufacturer and model, ranging from about
25 pulses per second to over 1,000 If a metal object passes through the
metal detector, the pulse creates an opposite magnetic field in the
object. When the pulse's magnetic field collapses, causing the reflected
pulse, the magnetic field of the object makes it take longer for the
reflected pulse to completely disappear. This process works something
like echoes: If you yell in a room with only a few hard surfaces, you
probably hear only a very brief echo, or you may not hear one at all.
But if you yell into a room with a lot of hard surfaces, the echo lasts
longer. In a PI metal detector, the magnetic fields from target objects
add their "echo" to the reflected pulse, making it last a fraction longer
than it would without them.
The sampling circuit sends the tiny, weak signals that it monitors to a
device call an integrator. The integrator reads the signals from the
sampling circuit, amplifying and converting them to direct current
(DC).The DC's voltage is connected to an audio circuit, where it is
changed into a tone that the metal detector uses to indicate that a target
object has been found. If an item is found, you are asked to remove any
metal objects from your person and step through again. If the metal
detector continues to indicate the presence of metal, the attendant uses
a handheld detector, based on the same PI technology, to isolate the
cause.
Many of the newer metal detectors on the market are multi-zone. This
means that they have multiple transmit and receive coils, each one at a
different height. Basically, it's like having several metal detectors in a
single unit.
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After the X-rays pass through the item, they are picked up by a
detector. This detector then passes the X-rays on to a filter, which
blocks out the lower-energy X-rays. The remaining high-energy X-
rays hit a second detector. A computer circuit compares the pick-
ups of the two detectors to better represent low-energy objects, such
as most organic materials.
1. Organic
5. Inorganic
6. Metal
While the colours used to signify "inorganic" and "metal" may vary
between manufacturers, all X-ray systems use shades of orange to
represent "organic." This is because most explosives are organic.
Machine operators are trained to look for suspicious items -- and not
just obviously suspicious items like guns or knives, but also
anything that could be a component of an improvised explosive
device (IED). Since there is no such thing as a commercially
available bomb, IEDs are the way most terrorists and hijackers gain
control. An IED can be made in an astounding variety of ways, from
basic pipe bombs to sophisticated, electronically-controlled
component bombs.
While the colours used to signify "inorganic" and "metal" may vary
between manufacturers, all X-ray systems use shades of orange to
represent "organic." This is because most explosives are organic.
Machine operators are trained to look for suspicious items -- and not
just o also anything that could be a component of an improvised
explosive device (IED). Since there is no such thing as a
commercially available bomb, IEDs are the way most terrorists and
hijackers gain control. An IED can be made in an astounding variety
of ways, from basic pipe bombs to sophisticated, electronically-
controlled component bombs.
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Chapter 5
5. System Analysis
Each section includes a block diagram of each subsystem's hardware, a brief description
of the hardware and associated interfaces, and an overview of the executable software.
Critical processing systems such as RDPS, FDPS, and DRF have redundant processors to
eliminate the chance of a single point of failure disrupting critical Air Traffic Control
(ATC) functions. All processing systems are interconnected via a dual
100BaseT/1000BaseT Ethernet LAN. An optional third LAN is available to provide
Direct Radar Access. The Automation System comprises of the following functional
subsystems:
1. Radar Data Processing System (RDPS) – receives and processes radar data
information from various radar sites.
2. Flight Data Processing System (FDPS) – processes information associated with
flight plan data based on information received from internal or external sources and
makes it accessible by the various Air Traffic Control (ATC) working positions
including the Flight Data Display (FDD).
3. Communications Gateway Processor / Aeronautical Information System
(CGP/AIS)- Subsystem which provides the interface to the Controller, Pilot Data
Link Communications as well as AFTN.
4. Data Recording Facility (DRF) – provides capability to record and replay ATC
data from all subsystems on the local area network (LAN) including operator
actions at each controller working position.
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Chapter 6
6. Software Description
Functions are controlled and executed by computer software application programs that
reside in the Automation System computers. The Sun Solaris Operating System (OS)
runs the application programs and acts as an interface between the controller and
application. The OS manages computer resources in a non-interfering manner, executing
stored applications and controlling information transfers between processors and external
devices and interfaces via the LAN. The application software is organized by function
into Computer Software Configuration Items (CSCls).
Commercial Off-the-Shelf (COTS) products are used in the Automation System. The
Automation System consists of COTS hardware and software components and
Raytheon's
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Chapter 7
7. Testing And Results
1. Equipments like Distance Measuring Equipment (DME), Doppler Very High Omni
Range (DVOR), Instrument Landing System (ILS) : Localizer and Glide Path
Transponder devices which help Aircrafts for navigation, are calibrated according to
the frequency of specific airports and are tested by a fully loaded and précised aircraft
sent by Airport Authority of India to different airports to check if the instruments are
working properly.
3. All the instruments are monitored with the help of monitoring antennas present next
to radiating antennas.
4. Technical officers are assigned duties for regular checking and, monitoring all the
equipments and antennas in the airport.
7. X-Ray scanner is checked and calibrated daily with a fully loaded instrument box
with metal, inorganic and organic substances.
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Chapter 8
• Control and management of the indian air space extending beyond the
territorial limits of the country.
• Provision of communication, navigation and surveillance aids,
• Expansion and strengthening of operational areas and movement control aids for
aircrafts and vehicular traffic in operational areas.
• Design, development, operation and maintenance of passenger terminals.
• Development and management of cargo terminal international and domestic
airports.
• Provision of passenger facilities and information system in passenger terminals.
8.2. Limitations
8.3. Application
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Chapter 9
From an undergraduate’s learning point this training program was a great opportunity
for us to get to the ground level and experience the things that we would have never
leaned just by travelling in the airplane. I am grateful to Airports Authority Of India
for giving us this wonderful opportunity. The main objective of the industrial training
is to provide an opportunity to undergraduates to identify, observe and practice how
engineering is applicable in the real industry. It is not only to get experience on
technical practices but also to observe live equipment and to interact with the staff of
AAI. It is easy to work with people, but not with sophisticated machines. The only
chance that an undergraduate has to have this experience is the industrial training
period. I got the maximum out of that experience. Also learnt the way of work in an
organization, the importance of being punctual, the importance of maximum
commitment, and the importance of team spirit. The training included VHF
Communication, RADAR, DME, NDB, ILS. We learned not only through theory
classes but also by practical on working equipment.
GAGAN
GAGAN is the acronym for GPS Aided GEO Augmented Navigation. The GAGAN
uses a system of ground stations to provide necessary augmentations to the GPS
standard positioning service(SPS) navigation signal. A network of precisely
surveyed ground reference stations is strategically positioned across the country to
collect GPS satellite data. Using this information, the master control center (Indian
Master Control Centre INMCC) generates messages to correct any signal errors.
These correction messages are then uplinked through (INdian Land Uplink Station?
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References
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