INTERNSHIP REPORT ON PAKISTAN CIVIL AVIATION

AUTHORITY 2019

AHSAN KHALIL

INTERNEE AT CIVIL AVIATION AUTHORITY (CAA),

ALLAMA IQBAL INTERNATIONAL AIRPORT, LAHORE

Internship duration 08-07-2019 to 28-07-2019

Discipline BSc telecommunication Engineering
Session 2016-2020

UNIVERSITY COLLEGE OF ENGINEERING AND TECHNOLOGY

THE ISLAMIA UNIVERSITY OF BAHAWALPUR
 LIST OF CONTENTS

 CAA Pakistan
● Introduction

 Radar Section
● Primary surveillance radar (PSR)
● Secondary surveillance radar (SSR)
● Surface moment radar (SMR)

> FIDS
> FDS
> Instrument Landing System (ILS)
● Localizer
● Glide Slope
● Marker Beacons
● Visual information

> Navigational Aids

● Equipment Control Room (ECR)
● VOR
● DVLS
● DME
● NDB
● AIR TRAFFIC CONTROL
 > HF COMMUNICATION
> VHF/UHF SECTION

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PAKISTAN CIVIL AVIATION AUTHORITY (PCAA)

Pakistan Civil Aviation Authority( PCAA) is a public sector autonomous body, which controls and
regulates all aspects of civil aviation in Pakistan. PCAA's head office is situated at Jinnah
International Airport in Karachi. PCAA is a member state of the International Civil Aviation
Organization(ICAO). Nearly all civilian airports in Pakistan are owned and operated by the PCAA.
Safety Investigation Board (SIB), is authorized to conduct air safety investigations on directions of
Federal Government.

PCAA not only plays the role of aviation regulator but at the same time performs the service provider
functions of Air Navigation Services and Airport Services. The core functions of PCAA are therefore,
'Regulatory', 'Air Navigation Services' & 'Airport Services'. These core functions are fully supported
by various corporate functions of the organization.
Civil Aviation Training Institute (CATI), Hyderabad works under Civil Aviation Authority. CATI is
accredited by International Civil Aviation Organization (ICAO) and is member of ICAO training
programme. The institute was established in 1982 to fulfill training requirement of Pakistan Civil
Aviation Authority and that of the fellow countries of the region.

………………………………………….
The detail of different sections, which are supervised by the PCCA to regulate the flight operation at
airports, efficiently and properly, is given below:

RADAR SECTION

Radar (Radio detection and ranging) is a detection system that uses radio waves to determine the
range, angle, or velocity of objects. It can be used to detect aircraft, ships, spacecraft, guided
missiles, motor vehicles, weather formations. A radar system consists of a transmitter
producing electromagnetic waves in the radio or microwaves domain, a transmitting antenna, a
receiving antenna (often the same antenna is used for transmitting and receiving) and
a receiver and processor to determine properties of the objects. Radio waves (pulsed or continuous)
from the transmitter reflect off the object and return to the receiver, giving information about the
object's location and speed.

TYPES OF RADAR:

Mostly there are three types of radar used by CAA for flight operation mechanism:

1.PRIMARY SURVELLIANCE RADAR (PSR):

A Primary radar (PSR Primary Surveillance Radar) is a conventional radar sensor that illuminates a
large portion of space with an electromagnetic wave and receives back the reflected waves from
targets within that space. The term thus refers to a radar system used to detect and localize
potentially non-cooperative targets. It is specific to the field of air traffic control where it is opposed to
the secondary radar which receives additional information from the target's transponder.

PSR receives the following data:

1.Aircraft Range
2.Aircraft Azimuth

Operating Frequency:
Frequency range of PSR is from 2700 MHz to 2900 MHz and it is always operated in “S” band.

RANGE:
Usually the range of PSR is about 100 nautical miles.

 Primary Radars also provides information about density of clouds.

 For weather ► circular polarization.
 For target ► linear polarization.
2.SECONDARY SURVELLIANCE RADAR:

Secondary surveillance radar (SSR) is a radar system used in air traffic control (ATC), that not
only detects and measures the position of aircraft, i.e. bearing and distance, but also requests
additional information from the aircraft itself such as its identity and altitude. Unlike primary
radar systems that measure the bearing and distance of targets using the detected reflections of
radio signals, SSR relies on targets equipped with a radar transponder, that replies to each
interrogation signal by transmitting a response containing encoded data
Monopulse secondary surveillance radar (MSSR), Mode S, TCAS and ADS-B are similar modern
methods of secondary surveillance.

 In SSR, the cooperation of TRANSPONDER is essential, as it replies to each interrogation

signal buy transmitting a signal.
 Range of secondary is larger than primary Radar.
 Different parts of the Radar controlling system:
1. Radar data monitor
2. Radar data merger
 Transponder in aircrafts

OPERATING FREQUENCY of SSR:

1030 MHz is the carrier frequency of the interrogation signal. And 1090 MHz is the carrier frequency
of reply signal (Transponder).
SSR is always operated in “L” band.

RANGE:
Usually the range of SSR is about 200 nautical miles.

MODE “S”:
In SSR, mode “S” is used. Mode S operates on the principle that interrogations are directed to a
specific aircraft using that aircraft's unique address. This results in a single reply with aircraft range
determined by the time taken to receive the reply and mono-pulse providing an accurate bearing
measurement. In order to interrogate an aircraft its address must be known.
 New Radars are ‘S’ mode Radars.

SIGNALS IN SSR:
There are three basic signals in SSR:
1. Sigma
2. Delta
3. Omega
3.SURFACE MOMENT RADAR (SSR):

Its working principle is like of PSR. In low visibility the surface moment can only be detected by
SMR. Its direction is always towards ground.
The SMR features in accordance with the ICAO are:

1.Radar monitoring of traffic on the maneuvering area.

2.Routing instructions to surface traffic using the radar-displayed information, to avoid points of
traffic congestion and select aircraft routes to maintain traffic flow.
3.Issuance of instructions to hold short at intersections to avoid traffic conflicts.
4.Information that a runway is clear of other traffic, particularly in periods of low visibility.
5.Assistance in timing of runway operations to improve runway utilization while avoiding conflicts
with departing and arriving aircraft.
6.On request, guidance information to an aircraft uncertain of its position.
7.Guidance information to emergency vehicles.

 SMR is usually operated in “X” band.

LOCATIONS IN PAKISTAN WHERE RADARS ARE LOCATED:

In Pakistan, Radars are operated under the supervision of civil Aviation Authority in six major cities:

1.Karachi
2.Lahore

3.Islamabad

4.Quetta

5.Passni

6.Rujaan

…………………………………………………………

FIDS- SECTION

A flight information display system (FIDS) is a computer system used in airports to display flight
information to passengers, in which a computer system controls mechanical or electronic display
boards or TV screens in order to display arrivals and departures flight information in real-time. The
displays are located inside or around an airport terminal. A virtual version of a FIDS can also be
found on most airport websites and teletext systems. In large airports, there are different sets of
FIDS for each terminal or even each major airline. FIDS are used to inform passengers of boarding
gates, departure/arrival times, destinations, notifications of flight delays, flight cancellations.

● Each line on an FIDS indicates a different flight number accompanied by:

 the airline name/logo and/or its ICAO airline designator (can also include names of arrivals
and departures flights).
 the city of origin or destination, and any intermediate points
 the expected arrival or departure time and/or the updated time (reflecting any delays)
 the gate number
 the check-in counter numbers or the name of the airline handling the check-in.
 the status of the flight, such as "Landed", "Delayed", "Boarding", etc.
 ● It also includes:

 Mater clock
 Public Address system

FIRE DETECTION SYSTEM (FDS):

A fire detection system (FDS) is an alarm system that receives data on, assesses and then
responds to events reported by various fire detectors. Fire detection systems are permanently
installed manual and automatic systems to detect fires at an early stage, warn those affected and
quickly inform the relevant emergency service.

…………………………………………………

INSTRUMENT LANDING SYSTEM (ILS)

An Instrument Landing System (ILS) enables pilots to conduct an instrument approach to landing
if they are unable to establish visual contact with the runway.

An instrument landing system operates as a ground-based instrument approach system that

provides precision lateral and vertical guidance to an aircraft approaching and landing on a runway,
using a combination of radio signals
Instrument landing system approaches are used primarily during times of poor visibility or low cloud
cover. Even during periods of good weather, when visual flight rules (VFR) are in effect, pilots often
elect to use this system to assist in maintaining a stabilized approach for landing. Every approach is
assigned a frequency and is named after the runway for which it is intended. A corresponding chart,
which must be in the physical possession of the pilot operating the aircraft, provides critical
information about the approach.

MAIN COMPONENTS OF THE INSTRUMENT LANDING SYSTEM:

1.LOCALIZER

2.GLIDE SLOPE

3.MARKER BEACONS

4.VISUAL INFORMATION

Each component is specified for the guidance of the aircraft during landing on runway using a
combination of various signals.

There are discussed below as;

LOCALIZER:

It is used for guidance information in horizontal direction.it is a major component of ILS, providing
runway centerline guidance to Aircraft at touchdown point

A localizer works as a cooperation between the transmitting airport runway and the
receiving cockpit instruments. An older aircraft without ILS receiver cannot take advantage of any
ILS facilities at any runway, and much more importantly, the most modern aircraft have no use of
their ILS instruments at runways which lack ILS facilities.

 It transmits in VHF-frequency range … 108-112 MHz.

  Localizer Antennas located at far of Runway and transmit two lobes to left and right of
Runway, one is modulated at 90 Hz, the other at 150 Hz. These are transmitted from co-
located antennas. Each antenna transmits a narrow beam.

 Localizer (LOC) and glide slope (G/S) carrier frequencies are paired so that the navigation
radio automatically tunes the G/S frequency which corresponds to the selected LOC
frequency.

GLIDE SLOPE:

Glide slope is also a major component of ILS. It gives aircraft an angle of 3(degree) from touchdown
point for landing. It gives the guidance information in vertical direction.

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.
The beam is 1.4(degree) deep: 0.7(degree) below the glide slope centerline and 0.7(degree) above
the glide slope centerline. Tracking a glide slope is identical to tracking a localizer.

 It transmits in VHF frequency band: 328 to 335 MHz.

 Upper and Lower lobes are modulated at 90 Hz and 150 Hz.

MARKER BEACONS:

A marker beacon is a particular type of VHF radio beacon used in aviation, usually in conjunction
with an instrument landing system (ILS), to give pilots a means to determine position along an
established route to a destination such as a runway

1.OUTER MARKER(BLUE):

The Outer Marker, is normally situated on the same course/track as the localizer and
the runway center-line, four to seven nautical miles before the runway threshold. It is typically
located about 1 NM (1.85 km) inside the point where the glideslope intercepts the intermediate
altitude.
 When the aircraft passes over the outer marker antenna, its marker beacon receiver detects the
signal. The system gives the pilot a visual (blinking blue outer marker light) and aural (continuous
series of audio tone morse code-like 'dashes') indication.

2.MIDDLE MARKER (YELLOW):

A middle marker works on the same principle as an outer marker. It is normally positioned 0.5 to
0.8 nautical miles (1 km) before the runway threshold. When the aircraft is above the middle
marker, the receiver's middle marker light starts blinking, and a repeating pattern of audible
morse code-like dot-dashes at a frequency of 1,300 Hz in the headset.

3.INNER MARKER (WHITE):

Similar to the outer and middle markers; located at the beginning (threshold) of the runway on
some ILS approach systems (usually Category II and III) having decision heights of less than
200 feet. Triggers a flashing white light on the same marker beacon receiver used for the outer
and middle markers; also a series of audio tone 'dots' at a frequency of 3,000 Hz in the headset.

On some older marker beacon receivers, instead of the "O", "M" and "I" indicators (outer, middle,
inner), the indicators are labeled "A" (or FM/Z), "O" and "M" (airway or Fan and Z marker, outer,
middle).

VISUAL INFORMATION:

1.Approach lighting:

These lights are normally located at the end points of the runway. These lights assist the pilot to
land the aircraft and to align the Aircraft visually with the Runway centerline. Pilot observation of
 the approach lighting system allows the pilot to continue descending towards the runway even if
the runway or its light are not seen.

2.PRECISION APPROACH PATH INDICATOR (PAPI) LIGHTS:

A precision approach path indicator (PAPI) is a visual aid that provides guidance information
to help a pilot acquire and maintain the correct approach (in the vertical plane) to an airport or an
aerodrome. It is generally located on the left-hand side of the runway approximately 300 meters
beyond the landing threshold of the runway.

 WHITE on WHITE - "Check your height" (or "You're gonna fly all night") (too high)
 RED on WHITE – "You're all right"
 RED on RED – "You're dead" (too low)

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NAVIGATIONAL AIDS

1.EQUIPMENT CONTROL ROOM (ECR):

The main part or section of the civil aviation for wireless communication is considered as the
ECR-Section. It deals with the communication regarding air traffic and on- board flight
information. This department is the central part of civil aviation authority which consists up of:
> VOR displays

> DME displays

> AWOS (Automatic weather observation system)

> DVLS (Digital voice logging system)

> AMHS (Aeronautical message handling system)

> ATIS (Airport terminal information service)

Both AMHS and AWOS transmits data to ATIS, where ATIS converts the receiving data in voice
and then broadcasts it in air.

Its tuning frequency is 123.6

> OCC (Operation Control Centre)

> ASMGCS (Advance surface movement guidance and control system)

It is basically a CAT-III

It also consists of RVR (Runway visual range), i.e. three sensors on runway.

> Air control tower

ECR is basically controlling all the radio frequency communication which is being used at CAA
for the flight information region purpose.

FREQUENCY RANGES:

Different types of frequency ranges used for communication purpose:

HF (high frequency) ………………………………………………… 3-30 MHz

VHF (very high frequency)…………………………………………..30-300 MHz

UHF (ultra high frequency)………………………………………….300-3000 MHz

2.VOR (VHF omni directional range):
IT is used as a navigation system, by which a pilot can navigate from point A to B.VOR station
is identified by Morse code.

VOR is generally a radio aid, which provides information about:

 Azimuth
 Course
 To-from the VOR station

AZIMUTH:
It is the clockwise angle between magnetic north and the line connecting VOR and
aircraft. In aircraft indication is displayed on “omni bearing indicator”.

COURSE:
VOR provides the centerline to the pilot.

To – from the VOR station:

It tells whether an aircraft approaches to or moving away from the VOR station.

● Operating Frequency:

It operates in VHF band range from 112 to 118 MHZ.

In CAA, it is 116 MHZ.

3.DVLS ( Digital voice logging system):

Digital voice logging system is a recording and archiving for all the necessary digital
communication for official record. It has 40 channels and a hard disk for data storage.

 They are in parallel (independent).

 It cannot be deleted.

4.DME (Distance measuring equipment):

It is transponder-based radio navigation technology, It measures distance from aircraft to
ground beacons. It provides indication of slant range in (NM) of an aircraft from a ground DME
facility

Distance measuring equipment (DME) is a radio navigation technology that measures the slant
range(distance) between an aircraft and a ground station by timing the propagation delay of radio
signals. Line-of-visibility between the aircraft and ground station is required. An interrogator
(airborne) initiates an exchange by transmitting a pulse pair, on an assigned ‘channel’, to the
transponder ground station. The channel assignment specifies the carrier frequency and the spacing
between the pulses. After a known delay, the transponder replies by transmitting a pulse pair on a
frequency that is offset from the interrogation frequency by 63 MHz and having specified separation.

It has two components:

 One is installed in aircraft and it is interrogator.

 Other is ground based transponder.

Operating frequency:

It is operated at a frequency between 926 to 1213 MHZ.

 It has coverage of about 200 nautical miles.

5.Non-directional beacons (NDB):

A non-directional (radio) beacon is a radio transmitter used as an aviation or marine
navigational aid.
 As the name implies, the signal transmitted does not include inherent directional information, in
contrast to other navigational aids such as low frequency radio range, VHF omnidirectional
range (VOR) and TACAN. NDB signals follow the curvature of the Earth, so they can be received at
much greater distances at lower altitudes, a major advantage over VOR. However, NDB signals are
also affected more by atmospheric conditions, mountainous terrain, coastal refraction and electrical
storms, particularly at long range

There are four types of non-directional beacons in the aeronautical navigation service:[3]

 En- route NDB used to mark airways

 Approach NDB
 Localizer beacons
 Locator beacons

● It consists of two parts:

 ADF (Automatic direction finder) equipment on the Aircraft which detects NDB signal.
 NDB transmitter.

● When the needle is on the zero degree, it shows that Aircraft follows NDB And when
the Aircraft is away from NDB, needle operates at 180º .

● Location:

NDB is located at two locations which cover the flight operation:

1.Lahore
2.Sheikhupura

6.AIR TRAFFIC CONTROL TOWER:

Air traffic control (ATC) is a service provided by ground-based air traffic controllers who direct
aircraft on the ground and through controlled airspace, and can provide advisory services to
aircraft in non-controlled airspace. The primary purpose of ATC worldwide is to prevent
collisions, organize and expedite the flow of air traffic, and provide information and other
support for pilots.In some countries, ATC plays a security or defensive role, or is operated by
the military.

The primary method of controlling the immediate airport environment is visual observation
from the airport control tower. The tower is a tall, windowed structure located on the airport
grounds. Air traffic controllers are responsible for the separation and efficient movement of
aircraft and vehicles operating on the taxiways and runways of the airport itself, and aircraft
in the air near the airport, generally 5 to 10 nautical miles (9 to 18 km) depending on the
airport procedures.

Air traffic controllers monitor the location of aircraft in their assigned airspace by radar and
communicate with the pilots by radio. To prevent collisions, ATC enforces traffic
separation rules, which ensure each aircraft maintains a minimum amount of empty space
around it at all times. In many countries, ATC provides services to all private, military, and
commercial aircraft operating within its airspace. Depending on the type of flight and the
class of airspace, ATC may issue instructions that pilots are required to obey,
or advisories (known as flight information in some countries) that pilots may, at their
discretion, disregard. The pilot in command is the final authority for the safe operation of the
aircraft and may, in an emergency, deviate from ATC instructions to the extent required to
maintain safe operation of their aircraft.
Surveillance displays are also available to controllers at larger airports to assist with
controlling air traffic. Controllers may use a radar system called secondary surveillance
radar for airborne traffic approaching and departing. These displays include a map of the
area, the position of various aircraft, and data tags that include aircraft identification, speed,
altitude, and other information described in local procedures.

………………………………………………………..

HF COMMUNICATION

HF (high frequency) radio provides aircraft with an effective means of communication,

over long distances. In addition, global data communication has recently been made
possible using strategically located HF data link (HFDL) ground stations. An aircraft HF
radio system operates on spot frequencies within the HF spectrum.
In HF range (3 MHz to 30 MHz) radio waves propagate over long distances due to the
reflection from ionized layers in the upper atmosphere.
 HF Antenna

● HF communication Equipments are for four main purposes:

 Ground to air domestic

 Ground to ground domestic
 Ground to air international
 Ground to ground international

………………………………………………………

VHF/UHF SECTION
 This section deals with all equipments of VHF/UHF used for the communication between
Air traffic control to the plane or in other words ground to air communication.

The maintenance of all VHF/UHF equipments from all over Pakistan comes under this
department. There are various types of Antennas used in communication of VHF/UHF
like:

Whip Antenna
Long wire Antenna
Umbrella Antenna
Half and full dipole Antenna
VHF extended Antenna

Whereas, the general range of frequencies used in CAA is from 118MHz to 136 MHz.

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