COLLEGE OF TECHNOLOGY AND ENGINEERING

Maharana Pratap University of Agriculture and

Technology

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UDAIPUR (RAJASTHAN) - 313001, INDIA R
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A REPORT OF TRAINING TAKEN
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AT I
(AIRPORT AUTHORITY OF INDIA) N
On G
Communication, Navigation & Surveillance

Submitted in partial fulfillment for the award of

degree of
Bachelor of Engineering [2024-25] (EC-359)
Training Duration: 24 JUNE 2024 - 19 JULY 2024

SUBMITTED TO: SUBMITTED BY

CNS INCHARGE MR. DHEERAJ SHARMA
AAI DABOK AIRPORT B.TECH 3RD YEAR (ECE)
UDAIPUR
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Contents

 Introduction to:
 Airport
 International civil aviation organization (ICAO)
 Directorate general of civil aviation (DGCA)
 Airport authority of India (AAI)
 Communication ,navigation ,surveillance (CNS)
 Air Traffic Control (ATC)
 UPS : offline and online
 Communication : VHF and HF
 Navigational Aids : DME , DVOR, ILS, Marker beacons
 Surveillance: RADAR
 Security and Safety:
 Security Equipment
o X-Ray machines
o Metal detectors (DFMD, HHMD)
o Explosive trace detectors
 CISF.
 FIRE SERVICES
 OPERATIONS DEPATMENT

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 1. Acknowledgement

I would like to express my sincere gratitude to the Airports Authority

of India (AAI) for providing us with the opportunity to undergo
training in Communication, Navigation, and Surveillance (CNS) at
Maharana Pratap Airport in Udaipur. This report documents my
learnings and experiences during the training, and I hope that it will
serve as a valuable resource in the future who seek to gain insights
into the field of CNS.

I would like to extend a special thanks to the staff at Udaipur Airport

for taking time out of their busy schedules to teach us about CNS
systems. Their dedication to teaching and commitment to excellence
has been instrumental in my success. They went above and beyond in
providing me with hands-on training and practical knowledge, and
their willingness to share their expertise and experience has not gone
unnoticed. I am grateful for their support and guidance throughout the
training program, and I know that their contributions will help us
excel in my future endeavors.

The theoretical foundation and practical knowledge that I acquired

during the training period have been essential in enabling me to fully
comprehend the complex concepts and procedures involved in CNS.
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 3. Faculties of AAI at Udaipur airport

·Aai Introduction –Sh. Dinesh Gaurawat Agm (Cns)

·Equipment Introduction – Sh. Neeraj Choudhary Sm (Cns)
·Radar Introduction – Sh. Gaurav Saxena Agm (Cns)
·Dme Introduction – Sh. Pawan Kr. Shukla Agm (Cns)
·Dvor Introduction - Sh. Sita Ram Choudhary Sm (Cns)
·Ils Introduction – Sh. Mangi Lal Lohar Agm (Cns)
·Automation Introduction – Sh. D. S. Chundawat Agm (Cns)
·Introduction And Familirization Of Security Equipment – Sh. D.S. Chundawat
Agm (Cns) / Sh. Sita Ram Choudhary Sm (Cns)
·Equipment Room Facilities Familirization- Sh. Neeraj Choudhary Sm(Cns) /
Sh. Dinesh Gaurawat Agm(Cns)/ Sh. Harish Kumawat Sm(Cns)
·Nav- Aids Facilities Familirization- Sh. Mangi Lal Lohar Agm (Cns) / Vaishali
Singh Sm (Cns)
·Radar And Automation Facilities Familirization – Sh. Gaurav Mehta Sm
(Cns)/Sh. Subhranshu Mishra Agm (Cns)

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4. Introduction
What is an AIRPORT?
4.1 AIRPORT, also called air terminal, aerodrome, or airfield, site and installation
for the take-off and landing of aircraft. An aerodrome is a place where aircraft
operate. It can be arrival or departure. Aerodromes handle passengers and cargo. It
can be private, owned, or government-controlled.
It can be on land or water. It is a small airfield with just basic facilities.
 An airport is an aerodrome with extended facilities. The facilities include those
for the passengers and the aircraft in terms of parking, maintenance, repair,
hangar etc. Passenger facilities such as restaurants and lounges, and emergency
services. There is no distinct line of demarcation between airport and aerodrome.
 Along with runways and terminals, airports also include control towers, hangars,
taxiways, lounges, food service areas, restaurants, emergency services, security,
baggage handling, and more. Because airports are a connection point between
cities, countries, and continents, they have unique requirements when it comes to
construction and security.

Airport General Layout

Airport layout is classified into two areas.

1. Airside Area
Airside is that segment of airport which has access to aircraft, the runway,
taxiways, ramp, and aircraft maintenance facilities such as Hangars, maintenance
tool room, aircraft spares storerooms etc. It is the area beyond landside area inside
the airport.
• Runway − an area where aircraft takes off and lands. It is made of soft grass,
asphalt, or concrete. It has white markings, which help the pilot during take-off
and landing. It also has lamps on the sides to guide the pilot during night. The
vehicles other than the aircrafts are strictly prohibited to enter this area of the
airport.

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• Ramp − Also called Apron, this area is used for parking the aircrafts. It can be
accessed for boarding and alighting the aircraft. The airline staff or ground duty
staff can access this area.
• Taxiway − It is a path on the airport that connects the ramp to the runway.

2. Landside Area
Land side is the area where one can find commercial activities. This includes
passenger terminal, ticket counters, parking lot, cafeteria, shopping outlets. It is the
area in the airport terminal and the area towards city. It has access to the city roads
and it contains parking area as well as public transport area.

• Terminal − It is a part of airport building that where travellers come to board

their flight or arrive from a flight. There are security checking, baggage
checking, amenities, and waiting areas at the terminal.
• Car Parking − This area is outside but adjacent to the terminal where vehicles
can be parked on chargeable basis.

Fig 1 Airport outlay

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Fig 2 : MAHARANA PRATAP AIRPORT, UDAIPUR

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4.2 ICAO-International Civil Aviation Organization

 ICAO, an international aviation organization based on the United Nations.

ICAO was created in 1944 by 54 nations by the Chicago Convention to
promote the safe and orderly development of civil aviation around the world.
 The organization sets standards and regulations necessary for aviation safety,
security, efficiency, and regularity, as well as for aviation environmental
protection. ICAO also serves as a clearinghouse for cooperation and discussion
on civil aviation issues among its 193 member states.
 It is managed by a Secretariat, which is governed by a Council made up of 36
member-states, including the United States and other major actors in civil
aviation.
 The organization’s headquarters is located in Montreal, Canada. It has regional
and sub-regional offices spread around the world, including in Bangkok,
Cairo, Dakar, Lima, Mexico City, Nairobi, and Paris as well as a regional sub
regional.
 The International Civil Aviation Organization is a specialized agency of the
United Nations, and they also assign airport codes. The ICAO is a specialized
organization of the United Nations whose aim is to improve the policies and
standards of the international aviation industry.

 How to Define ICAO Codes?

• ICAO codes are two to four-letter codes used by pilots and air traffic
controllers in their communication, when making flight plans and in the
Notams (Notices to Airmen).

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• ICAO codes refer to a location and/or name of an airport. In addition,
ICAO codes can also indicate parts of the airspace, managed by a particular
air traffic control organization.
• ICAO code consists of 4 letters. Certain classifications among countries
and regions are used in creating these codes. The first letter stands for the
region in which the airport is located, the second is for the country. The
other two letters are generally given in order.

 What Does ICAO Do?

• The ICAO has many different activities to improve the policies and standards
of the international aviation industry. In this way, they develop standards,
monitor compliance with operations, conduct surveys and analyses, offer
assistance to create aviation capacity through activities in conjunction with
members and stakeholders.
• ICAO's tasks range from publishing the Standard and Recommend Practices
(SARP) and Procedures for Air Navigation Services (PANS) to conducting
investigations to improve civil aviation, aeronautical engineering and safety
regulations.
• ICAO maintains a safe ground for the growth of international civil aviation
and transportation network. ICAO is responsible for the matters given below.

o Provides the required equipment to improve standardization among the

states.
o Develops new techniques and principles within the aviation area. o
Supports the art of plane designing. o Betters the facilities provided by
airports.
o Prevents unfair competition among airline companies. o Aims for
maximum flight safety in international aviation.
o Has a saying in all technical, economical and legal aspects of civil
aviation.

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4.3 DGCA – Directorate General of Civil Aviation

 The Directorate General of Civil Aviation (DGCA) is the regulatory body in

the field of Civil Aviation, primarily dealing with safety issues. It is
responsible for regulation of air transport services to/from/within India and for
enforcement of civil air regulations, air safety, and airworthiness standards
conducts investigations into accidents and occurrences.
 The DGCA also co-ordinates all regulatory functions with the International
Civil Aviation Organization (ICAO).
 The DGCA is in charge of issuing aviation licenses, including PPLs, SPLs,
and CPLs in India.
 The main headquarter is situated in New Delhi.

Functions of DGCA:

• Registration of civil aircraft.

• Formulation of standards of airworthiness for civil aircraft registered in India
and grant of certificates of airworthiness to such aircraft.
• Licensing of pilots, aircraft maintenance engineers and flight engineers, and
conducting examinations and checks for that purpose.
• Licensing of air traffic controllers.
• Certification of aerodromes and CNS/ATM facilities.
• Granting of Air Operator's Certificates to Indian carriers and regulation of air
transport services operating to/from/within/over India by Indian and foreign
operators, including clearance of scheduled and non-scheduled flights of such
operators.
• Conducting investigation into accidents/incidents and taking accident
prevention measures including formulation of implementation of Safety
Aviation Management programmes. Carrying out amendments to the Aircraft
Act, the Aircraft Rules and the Civil Aviation Requirements for complying

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with the amendments to ICAO Annexes, and initiating proposals for
amendment to any other Act or for passing a new Act in order to give effect to
an international Convention or amendment to an existing Convention.
• Coordination at national level for flexi-use of air space by civil and military air
traffic agencies and interaction with ICAO for provision of more air routes for
civil use through Indian air space.
• Keeping a check on aircraft noise and engine emissions in accordance with
ICAO Annex 16 and collaborating with the environmental authorities in this
matter, if required.
• Promoting indigenous design and manufacture of aircraft and aircraft
components by acting as a catalytic agent.
• Approving training programmes of operators for carriage of dangerous goods,
issuing authorizations for carriage of dangerous goods, etc.

4.4 AAI- AIRPORTS AUTHORITY OF INDIA

Fig 3 : AAI Symbol

 Airports Authority of India (AAI) was constituted by an Act of Parliament and

came into being on 1st April 1995 by merging erstwhile National Airports
Authority and International Airports Authority of India.

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 AAI works under the Ministry of Civil Aviation and operates more than 100
airports across the country.
 The merger brought into existence a single Organization entrusted with the
responsibility of creating, upgrading, maintaining and managing civil aviation
infrastructure both on the ground and air space in the country.
 AAI manages a total of 137 airports which include 24 International airports (3
Civil Enclaves), 10 Custom Airports (4 Civil Enclaves) and 103 Domestic
airports (23 Civil Enclaves).
 AAI provides air navigation services over 2.8 million square nautical miles of
air space.
 AAI covers all significant air-courses over Indian earth by means of twenty-
nine estimating framework establishments at 11 areas related to 700
VOR/DVOR establishments co-situated with Distance measuring equipment
(DME).
 52 runways territory units gave aeroplane landing framework (ILS)
establishments with Night Landing Facilities at the greater part of those air
terminals and Automatic Message move system at 15 airports.

 Headquarter of AAI: It is situated in New Delhi, Rajiv Gandhi Bhawan,

Safdarjung Airport New Delhi.

 Chairperson of AAI: Arvind Singh has been appointed as chairperson of AAI.

 What Does the AAI Logo Depict: The logo for the Airport Authority of India
has a representative realistic portrayal. The utilization of triangular
Structure and the wings of a plane all together right away makes associations
with air terminals. The upward complement of the triangle portrays the vision
of AAI. The vision is to update, create, keep up, oversee common avionics in
India. It’s designed in the early 1990s.

Departments of AAI:

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Passenger Facilities: The fundamental elements of AAI incorporate development,
adjustment and the board of traveller terminals, improvement and the board of freight
terminals, advancement and support of cover foundation including runways, equal
runways, cover and so on. Provision of Communication, Navigation, and
Surveillance which incorporates an arrangement of DVOR/DME, ILS, ATC radars,
visual guides and so forth. An arrangement of air traffic administrations, an
arrangement of traveller offices and related conveniences at its terminals
subsequently guaranteeing protected and secure activities of the aeroplane, traveller
and payload in the nation.

1. Air Navigation Services: AAI has been proceeding with its arrangements for
progress to satellite-based Communication, Navigation, Surveillance and Air
Traffic Management. Most importantly, the introduction of the latest standard
equipment. Adoption of the new and modified procedure go hand in hand to
improve the standard of the safety of airports.

2. IT implementation: Information Technology owns the key to operational and

managerial efficiency, transparency, and employee productivity.

 The functions of AAI are as follows:

• Design, Development, Operation and Maintenance of international and

domestic airports and civil enclaves.
• Control and Management of the Indian airspace extending beyond the
territorial limits of the country, as accepted by ICAO.
• Construction, Modification and Management of passenger terminals.
• Development and Management of cargo terminals at international and
domestic airports.
• Provision of passenger facilities and information system at the passenger
terminals at airports.

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• Expansion and strengthening of operation area, viz. Runways, Aprons,
Taxiway etc. Provision of visual aids. Provision of Communication and
Navigation aids, viz. ILS, DVOR, DME, Radar etc.

4.5 CNS - COMMUNICATION NAVIGATION AND

SURVEILLANCE

 Communication, navigation and surveillance (CNS) are the main functions

that form the infrastructure for air traffic management, and ensure that air
traffic is safe and efficient.
 The DGCA is the designated agency of Govt. of India under the Ministry of
Civil Aviation for making regulations, procedures and issuing directions
covering the Aeronautical Telecommunication facilities (I.e. CNS/ATM
Automation facilities). Their instructions are to be complied with both by the
Air Navigation Service Provider (ANSPs), airlines and the airports.
 Airports Authority of India (AAI) is responsible for providing CNS/ATM
services in India.
 The CNS has the following three main functions.

CNS

COMMUNICATION NAVIGATION SURVEILLANCE

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 Functionality of CNS:

• Communication: Communication, i.e. aviation communication, refers to

communication between two or more aircraft, the exchange of data or verbal
information between aircraft and air traffic control and the ground based
communication infrastructure of the ATM network . For continental airspace,
VHF (civil) and UHF (military) systems are used whereas for oceanic areas,
high frequency systems and SATCOMs are used.

• Navigation: Navigation, i.e. air navigation, refers to the process of planning,

recording, and controlling the movement of an aircraft from one place to
another by providing accurate, reliable and seamless position determination
capability.

• Surveillance: Surveillance systems are used by air traffic control to

determine the position of aircraft. There are two types of surveillance systems:
1. Non-cooperative systems
Under this form of surveillance, systems on the ground (such as PSR) are able
to locate the aircraft and measure its position from the ground by transmitting
pulses of radio waves which reflect off the aircraft's hull. It is also known as
primary surveillance radar.

2. Cooperative systems
Under this form of surveillance, systems on the ground (such as SSR)
communicate with equipment (such as transponders) on board the aircraft to
determine the position and other details of the aircraft. Aircraft information,
which may include position from GNSS or other means is determined on
board and then transmitted to ATC in response to interrogation. Other
cooperative systems such as ADS-B rely on aircraft transmitting their position
and other information without interrogation from the ground. It is also known
as secondary surveillance radar.

 Various services provided by CNS:

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• Aeronautical mobile service
• Aeronautical radio navigation service
• Aeronautical fixed service
• Aeronautical information service
• Aeronautical broadcast service

4.6 ATC – AIR TRAFFIC CONTROL

 In December 1935, an airline consortium opened the first Airway Traffic
Control Station for keeping aircraft safely separated as they moved between
airports.
 Air traffic control (ATC) is a service provided by ground-based air traffic
controllers who direct aircraft on the ground and through a given section of
controlled airspace, and can provide advisory services to aircraft in
noncontrolled 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.
 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.

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• 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.
• A controller must carry out the job using the precise and effective application
of rules and procedures that; however, they need flexible adjustments
according to differing circumstances, often under time pressure.
• 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. In adverse weather conditions, the
tower controllers may also use surface movement radar (SMR), surface
movement guidance and control system (SMGCS), or advanced surface
movement guidance and control system (ASMGCS) to control traffic on the
manoeuvring area (taxiways and runway).
• Remote and virtual tower (RVT) is a system based on air traffic controllers
being located somewhere other than at the local airport tower and still able to
provide air traffic control services. Displays for the air traffic controllers may
be live video, synthetic images based on surveillance sensor data, or both.

• The areas of responsibility for tower controllers fall into three general
operational disciplines:
local control or air control, ground control, and flight data/clearance delivery
—other categories, such as airport apron control or ground movement planner,
may exist at extremely busy airports.
1. Ground control:

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• Ground control is responsible for the airport movement areas, as well as areas
not released to the airlines or other users.
• This generally includes all taxiways, inactive runways, holding areas, and
some transitional aprons or intersections where aircraft arrive, having vacated
the runway or departure gate. Exact areas and control responsibilities are
clearly defined in local documents and agreements at each airport.
• Any aircraft, vehicle, or person walking or working in these areas is required
to have clearance from ground control.
• This is normally done via VHF/UHF radio, but there may be special cases
where other procedures are used. Aircraft or vehicles without radios must
respond to ATC instructions via aviation light signals or else be led by vehicles
with radios.
• Ground control is vital to the smooth operation of the airport because this
position impacts the sequencing of departure aircraft, affecting the safety and
efficiency of the airport's operation.
• Some busier airports have surface movement radar (SMR), such as ASDE-3,
AMASS, or ASDE-X, designed to display aircraft and vehicles on the ground.
These are used by ground control as an additional tool to control ground
traffic, particularly at night or in poor visibility. There is a wide range of
capabilities on these systems as they are being modernized.
• Older systems will display a map of the airport and the target. Newer systems
include the capability to display higher-quality mapping, radar targets, data
blocks, and safety alerts, and to interface with other systems such as digital
flight strips.

2. AIR Control or LOCAL Control:

• Air control is responsible for the active runway surfaces. Air control clears
aircraft for take-off or landing, ensuring that prescribed runway separation will
exist at all times.

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• If the air controller detects any unsafe conditions, a landing aircraft may be
instructed to "go-around" and be re-sequenced into the landing pattern. This re-
sequencing will depend on the type of flight and may be handled by the air
controller, approach, or terminal area controller.
• Within the tower, a highly disciplined communications process between the air
control and ground control is an absolute necessity. Air control must ensure
that ground control is aware of any operations that will impact the taxiways,
and work with the approach radar controllers to create gaps in the arrival
traffic to allow taxiing traffic to cross runways and to allow departing aircraft
to take off.

3. Flight data and clearance delivery:

• Flight data is the position that is responsible for ensuring that both controllers
and pilots have the most current information: pertinent weather changes,
outages, airport ground delays/ground stops, runway closures, etc.
• Flight data may inform the pilots using a recorded continuous loop on a
specific Clearance delivery is the position that issues route clearances to
aircraft, typically before they commence taxiing.
• These clearances contain details of the route that the aircraft is expected to fly
after departure.
• The primary responsibility of clearance delivery is to ensure that the aircraft
has the correct aerodrome information, such as weather and airport conditions,
the correct route after departure, and time restrictions relating to that flight.
This information is also coordinated with the relevant radar centre or flow
control unit and ground control to ensure that the aircraft reaches the runway in
time to meet the time restriction provided by the relevant unit.
• At some airports, clearance delivery also plans aircraft push-backs and engine
starts, in which case it is known as the ground movement planner (GMP): this
position is particularly important at heavily congested airports to prevent
taxiway and apron gridlock.

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• Flight data (which is routinely combined with clearance delivery) is the
position that is responsible for ensuring that both controllers and pilots have
the most current information: pertinent weather changes, outages, airport
ground delays/ground stops, runway closures, etc. Flight data may inform the
pilots using a recorded continuous loop on a specific frequency known as the
automatic terminal information service (ATIS).

 Approach and terminal control:

• Many airports have a radar control facility that is associated with the airport. In
most countries, this is referred to as terminal control, it is referred to as a
TRACON (terminal radar approach control).
• While every airport varies, terminal controllers usually handle traffic in a 30-
to-50-nautical-mile (56 to 93 km) radius from the airport. Where there are
many busy airports close together, one consolidated terminal control centre
may service all the airports.
• The airspace boundaries and altitudes assigned to a terminal control centre,
which vary widely from airport to airport, are based on factors such as traffic
flows, neighbouring airports and terrain. A large and complex example was the
London Terminal Control Centre, which controlled traffic for five main
London airports up to 20,000 feet (6,100 m) and out to 100 nautical miles (190
km).
• Terminal controllers are responsible for providing all ATC services within
their airspace. Traffic flow is broadly divided into departures, arrivals, and
overflights. As aircraft move in and out of the terminal airspace, they are
handed off to the next appropriate control facility (a control tower, an enroute
control facility, or a bordering terminal or approach control).
Terminal control is responsible for ensuring that aircraft are at an appropriate
altitude when they are handed off, and that aircraft arrive at a suitable rate for
landing.

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 Area control centre:

• ATC provides services to aircraft in flight between airports as well. Pilots fly
under one of two sets of rules for separation: visual flight rules (VFR) or
instrument flight rules (IFR).
• Air traffic controllers have different responsibilities to aircraft operating under
the different sets of rules. While IFR flights are under positive control, VFR
pilots can request flight following, which provides traffic advisory services on
a time permitting basis and may also provide
• assistance in avoiding areas of weather and flight restrictions.
• En-route air traffic controllers issue clearances and instructions for airborne
aircraft, and pilots are required to comply with these instructions. En-route
controllers also provide air traffic control services to many smaller airports
around the country, including clearance off of the ground and clearance for
approach to an airport.
• Controllers adhere to a set of separation standards that define the minimum
distance allowed between aircraft. These distances vary depending on the
equipment and procedures used in providing ATC services.

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NOTAM
• NOTAM stands for Notice to Airmen. It is a type of communication used in
aviation to provide pilots with important information that could affect their
flight safety. NOTAMs are issued by aviation authorities and organizations,
such as air traffic control centres, airports, and aviation weather centres.

Fig 5

• A NOTAM can contain information about temporary changes to an airport’s

facilities or services, such as runway closures, changes to taxiway routes, or
changes to navigation aids. It can also provide information about hazards to
flight, such as temporary obstacles like cranes or tall buildings that could affect
a flight path or altitude. Additionally, NOTAMs can contain information about
changes to airspace restrictions, such as temporary flight restrictions due to
events or natural disasters.

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• Pilots are required to review NOTAMs before every flight to ensure that they
are aware of any potential hazards or changes that could affect their flight.
NOTAMs are typically distributed through online databases or specialized
software systems used by pilots and aviation professionals.

FIDS

Fig 6

FIDS stands for Flight Information Display System.

It is a computer based system used in aviation to provide real-time flight information
to passengers, airport personnel, and other stakeholders.
FIDS is typically used in airports to display flight information on screens located
throughout the terminal, including departure and arrival times, gate information, and
flight status updates.

Some of the key features of FIDS include:

1. Real-time flight information: FIDS provides up-to-date flight information in

real-time, which allows passengers to stay informed about their flight status
and any changes or delays.

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2. Multiple display options: FIDS can be configured to display flight information

on various types of screens, including large electronic displays, flight
information kiosks, and mobile devices.

3. Customization: FIDS can be customized to meet the specific needs of an

airport or airline, including branding, language options, and display formats.

4. Integration with other systems: FIDS can be integrated with other airport
systems, such as baggage handling systems and security systems, to provide a
seamless experience for passengers.

5. Accessibility: FIDS can be designed to meet accessibility requirements, such

as providing audio and visual displays for passengers with hearing or visual
impairments.

Runway Number:

Fig 7

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A runway number is a unique identifier assigned to each runway at an airport.
The number is based on the runway’s orientation relative to magnetic north,
and is typically rounded to the nearest 10 degrees. In general, runways are
numbered between 01 and 36, with the two digits representing the magnetic
heading of the runway divided by 10.

For example, if a runway is oriented in the direction of 080 degrees magnetic,

it would be assigned the number 08. If the runway is oriented in the opposite
direction, or 260 degrees magnetic, it would be assigned the number 26. In
some cases, airports may have multiple runways oriented in the same
direction, in which case the runways are assigned a letter suffix, such as 08L,
08R, and 08C.

Runway numbers are important for pilots and air traffic controllers, as they
provide a standardized way of identifying runways and communicating their
orientation and location. Pilots use runway numbers to identify which runway
they will be using for take-off and landing, and air traffic controllers use
runway numbers to direct aircraft to the appropriate runway and provide
information such as wind direction and speed.

Runway lights:
Runway lights are a type of lighting system
Used to improve visibility and safety during take-off and landing
Operations on airport runways. They are designed to provide pilots with visual cues
that help them navigate the runway, especially during lowlight conditions or
inclement weather.

There are several types of runway lights, including:

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Fig 8

1. Threshold lights: These are located at the beginning of the runway and mark
the start of the available landing distance.

2. Runway edge lights: These are located along the edges of the runway and
provide a visual reference for pilots to stay within the runway bounds.

3. Centerline lights: These are located along the centerline of the runway and
help pilots maintain proper alignment during take-off and landing.

4. Touchdown zone lights: These are located near the end of the runway and
provide pilots with a visual reference for the touchdown zone.

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5. Taxiway lights: These are located along the taxiway and help pilots navigate to
and from the runway.

The intensity and colour of the lights can also vary depending on the airport and
runway conditions. For example, in low-visibility conditions, the lights may be set to
a higher intensity to improve visibility. Additionally, some airports may use different
colours of lights for different runways to help pilots distinguish between them.

5. UPS – UNINTERRUPTIBLE POWER SUPPLY

 UPS is an Uninterruptible Power Supply, it is an electronic device which is

used to supply power to other devices such as a computer, automation devices,
Servers, Networking Devices, and programming devices etc. in case of power
outage.
 UPS is used with the electronic devices which are required to keep on for
some time when the main power supply is suddenly off. UPS units typically
include a built-in battery that stores electrical energy. When the main power
supply fails or fluctuates beyond certain predefined levels, the UPS
automatically switches to battery power, providing a continuous and
uninterrupted power source to connected devices.
 The uninterrupted power supply (UPS) unit is used as stand by power supply
during interruption of regular power supply due to load shedding, power
failure, power fluctuations etc.
 The UPS provides a reliable and stable power to the equipment’s/systems
sensitive to power variations and interruptions. It functions as voltage
stabilizer and at the same time it isolates the equipment/ systems from the
power lines.

 Significance of UPS :

• All our devices are dependent on AC mains power to process the inputs. But
the AC mains may get sometimes fail due to the error in the circuit or short

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circuit of any network component. And after some time when the power is
available, then it may have a slight variation in output voltage.
• This leads to surges in the voltage and current, these distortions in the input
voltage may lead to deterioration of the device. Electronic devices require
constant supply until it gets switched off.
• UPS plays a crucial role in providing constant power supply. The runtime of
the UPS depends on the capacity of the battery it uses.

Fig 9

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Fig 10

Types of UPS:
There are two types of UPS available, and these are as follows:-

1. On-line UPS:

Fig 11

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• EMI Filter: It is made using inductors and capacitors. The main
function of this EMI filter circuit is to reduce or filter electromagnetic
interferences.

• Rectifier Circuit: The rectifier circuit is used to convert AC to DC. As

the UPS has a battery inside it, and the battery can store only DC that is
why we need to convert the input AC supply into DC.

• DC Filter Circuit: The DC filter circuit is used to filter the impure DC

that comes from the rectifier circuit. The DC output from the rectifier
has some AC components. So the filter circuit is used to remove those
AC components from the DC supply.

• Battery: The battery is connected to the output of the DC filter circuit.

When the UPS is connected to the power supply the battery will
charge.

• Inverter Circuit: Now we have a DC supply but, we need an AC

supply as output to drive the load. So the inverter circuit is used to
convert the DC to AC. The inverter Circuit is made of high-speed solid-
state switches such as MOSFET, SCR, etc. If your load required DC
supply then the Inverter Circuit is not required.

• AC Filter Circuit: The AC filter circuit is used to filter the impure AC

coming from the inverter circuit.

• Static Switch: A static switch is connected between the AC filter Circuit

and the Critical Load. Which allows or disallows the power flow from
the UPS to load according to the given condition.

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• Another static switch is connected between the critical load and the
main power supply after the EMI filter Supply. This switch allows or
disallows the power flow from the main supply to the load.

• In the case of Online UPS, the lower static switch is normally ON and
the upper static is normally OFF. So in normal condition the power flow
from the main supply to the load through the total UPS circuitry. When
the main power supply is not available, then the load takes power from
the battery.

If the UPS is unable to deliver power to the load then the upper static switch
will be ON and the lower Switch will be OFF. So in this case, the power will
directly flow from the main supply to the load.

2. Off-Line UPS or Standby UPS:

Fig 12

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• The block diagram of Offline UPS is the same as Online UPS. There is little
difference between them. By analysing the above block diagram, you can gain
insights into how an Offline UPS operates and how it differs from the online
UPS configurations.

• In the case of Offline UPS, the upper static switch is normally ON and the
lower static switch is normally OFF. So in normal conditions, the power
directly flows from the main supply to the load. At the same time, the battery
will charge. When the main power supply is not available, the upper static
switch will be OFF and the lower static switch will be ON. So the load takes
power from the battery.

• So the static transfer switch block is a key component in an Offline UPS. It

detects the presence or absence of the utility power. When the utility power is
available or within acceptable limits, the switch routes the power directly to
the connected devices without involving the battery or the inverter. If the
utility power fails or fluctuates beyond acceptable levels, the transfer switch
activates the battery backup. Other all the blocks or internal components for
both online and offline ups are the same.

6. COMMUNICATION

VHF communication (Frequency range – 30 to 300MHz)

VHF (Very High Frequency) communication is commonly used for airport

communication between pilots, air traffic controllers, and ground personnel. VHF
radio waves have a frequency range of 118.000 to 136.975 MHz and are suitable for
short-range communication.

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Fig 13

VHF communication is the most popular form of short to medium range

communication, providing clear and easy-to-control transmission. It operates over
line-of-sight distances, allowing communication between aircraft and also between
aircraft and ground stations. The VHF communication system provides both voice
and data communication to the flight crew.
At an airport, VHF communication is used for a variety of purposes, including:

1. Air traffic control: Air traffic controllers use VHF radios to communicate
with pilots to provide them with information regarding take-off, landing,
taxiing, and other essential instructions.

2. Ground handling: Ground personnel use VHF radios to communicate with

pilots to coordinate the movement of aircraft on the ground, such as towing,
refuelling, and loading/unloading.

3. Weather updates: Airport weather stations use VHF radios to provide real-
time weather updates to pilots, air traffic controllers, and ground personnel.

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4. Emergency response: In case of an emergency, VHF radios are used to

communicate between pilots, air traffic control, and emergency response
teams.

Fig 14

• VHF frequency used at Maharana Pratap Airport,

Dabok, Udaipur: 118.65 MHz (Main frequency)

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: 122.3 MHz (Standby frequency)

Fig 15

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Fig 16

The range of VHF communication: For a specific frequency such as

118.65 MHz can vary depending on several factors, such as the power output of the
radio, the height of the antennas, and the surrounding terrain.

Fig 17

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Fig 18

In general, VHF communication at this frequency is suitable for shortrange

communication, typically up to 150-200 nautical miles (about 170-230 miles or 280-
370 kilometres) in optimal conditions. However, the actual range can vary depending
on factors such as the altitude of the aircraft, the location of the radio transmitter and
receiver, and any obstacles that may block the radio waves.

HF communication (Frequency range 3-30 MHz)

HF (High Frequency) communication is generally not used for airport
communication, as it has some limitations compared to VHF communication.
However, HF communication may be used in some cases where VHF
communication is not feasible or reliable, such as in remote areas with limited
infrastructure or during emergency situations.
Advantages:
1. Longer range: HF communication can have a longer range than VHF
communication, making it suitable for long-distance communication, such as
between different airports or air traffic control centres.

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2. Less affected by terrain: HF communication is less affected by terrain than
VHF communication, as it can travel over hills, mountains, and other obstacles.
3. Global coverage: HF communication can provide global coverage, as it can
bounce off the ionosphere and travel long distances over the earth’s surface.

RCAG (Remote Communications Air/Ground system)

• It is a type of radio communication system used in aviation for communication
between aircraft and air traffic control (ATC) facilities that are located
remotely from the airport.

• RCAG systems allow pilots to communicate with ATC facilities, such as

approach control and en-route centres, from their aircraft while flying outside
the range of ground-based VHF communication systems. This is achieved by
using a network of remote transmitters and receivers, typically located on high
ground or mountain tops, to relay the communication signals between the
aircraft and the ATC facility.

• RCAG systems operate on frequencies in the High Frequency (HF) range,

typically between 2 and 30 MHz .These frequencies allow for long-range
communication, even over oceans and remote areas, where other
communication systems may not be available.

• RCAG systems are used by both civil and military aviation for communication
with aircraft operating in areas with limited or no radio coverage. They are

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particularly useful for communication with aircraft in areas such as the polar
regions, where the curvature of the earth makes line-of-sight communication
impossible.

D-A TIS (Digital Automatic Terminal Information Service)

Fig 19

• It is an automated system used at airports to provide pilots with up-to-date

information about the current weather and runway conditions. It is an
enhancement to the traditional ATIS
(Automatic Terminal Information Service) system, which provides the same
information through a voice broadcast.

• D-ATIS works by using a computer to generate digital messages that are then
transmitted to aircraft via radio frequency. Pilots can receive the D-ATIS
message through their aircraft’s communication equipment, which can display
the information on the cockpit display.

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• The D-ATIS message typically includes information such as the current
weather conditions, visibility, wind direction and speed, runway conditions,
and other relevant information that pilots need to know before take-off and
landing.

• D-ATIS is designed to reduce the workload of air traffic controllers and

improve safety by providing accurate and timely information to pilots. It also
helps to reduce the noise level in the control tower by eliminating the need for
controllers to make repetitive voice broadcasts.

Automatic Message Switching System (AMSS)

• AMMS is used as a part of the communication infrastructure to route and

deliver various messages related to airport operations. These messages include
flight plans, weather information, air traffic control instructions, and other
operational data.

• AMSS is used to transmit messages between different airport systems, such as

air traffic control, ground handling, maintenance, and airport management. The
system uses a store-and-forward architecture, which allows messages to be
temporarily stored at each switching node until they can be transmitted to the
next node along the communication path.

• The use of AMSS in airports helps to improve the efficiency and safety of
airport operations by providing a standardized and reliable means of
communication between different parties involved in flight operations. It
allows for the rapid exchange of critical information, such as changes to flight

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plans or weather conditions, which can help pilots make informed decisions
and avoid potential hazards.

• AMSS is often integrated with other airport communication systems, such as

the Aeronautical Message Handling System (AMHS) and the Airport
Collaborative Decision Making (A-CDM) system, to provide a seamless and
integrated communication infrastructure.

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Different types of antennas at CNS block (airport) for communication

Fig 20

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Digital Voice recorder (DVR)
DVR is a medium/instrument used to real time record various voice communications
used by Air Traffic controllers and other personnel in support for Air Traffic
Management and provides evidence for incident or accident investigations.

Fig 21

Following are the various uses of digital voice recorders (DVRs) at airports:

1. Cockpit Voice Recorders (CVRs): DVRs are commonly used as the recording
medium for CVRs installed on aircraft. The CVR records all audio
communication in the cockpit, including conversations between the pilots and
with air traffic control. In the event of an accident or incident, the CVR can
provide valuable information for accident investigation.

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2. Flight Data Recorders (FDRs): DVRs are also commonly used for FDRs
installed on aircraft. The FDR records various flight parameters, such as
altitude, airspeed, heading, and engine performance, which can be used for
accident investigation and safety analysis.

3. Air Traffic Control Communications: DVRs can be used to record air traffic
control communications, including radio transmissions between controllers and
pilots. These recordings can be used for training, quality assurance, and
incident investigation.

4. Maintenance Records: DVRs can be used to record maintenance related

communications, such as conversations between maintenance personnel and air
traffic control. These recordings can be used for tracking maintenance
activities and ensuring compliance with regulations.

5. Security and Surveillance: DVRs can be used for security and surveillance
purposes at airports, such as monitoring public areas, parking lots, and cargo
facilities. The recordings can be used as evidence in investigations or legal
proceedings.

Voice communication control system

VCCS controls and connects together various voice communication systems used for
Air Traffic Management such as VHF Tx/RX, telephone, and other ATC
communications. It also provides an internetworked chain & backbone for numerous

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interfaces acting as an exchange for all the interfaces put together. It works on
various IT protocols customized for each set of facility.

fig 22

The VCCS provides air traffic controllers with a range of features and functions to
manage voice communications, including:

1. Selective calling: The VCCS allows controllers to establish direct

communication with specific pilots or aircraft, rather than broadcasting
messages to all aircraft in the area.

2. Conference calling: The VCCS allows controllers to establish conference calls

with multiple aircraft or other controllers to coordinate activities.

3. Priority calling: The VCCS allows controllers to give priority to urgent or

emergency communications over other messages.

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Fig 23

4. Recording: The VCCS may include a recording function to allow controllers to

review and analyse voice communications for training purposes or in case of
an incident.

5. Automatic noise reduction: The VCCS may include a function to reduce

background noise, such as engine noise or wind noise, to improve the clarity of
voice communications.

Controller Work Positioner (CWP)

A Controller Work Position (CWP) is a set of equipment and software used by air
traffic controllers to manage and monitor aircraft movements in their assigned
airspace.

In addition to the height and tilt adjustment, a Controller Work Position (CWP) may
include several other features to help air traffic controllers perform their duties
efficiently and effectively. Some of the common features include:

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1. Multiple displays: A CWP may have multiple displays to allow the controller
to monitor various information simultaneously, such as flight plans, radar data,
weather information, and communication channels.

2. Keyboard and mouse: The CWP includes a keyboard and mouse to allow the
controller to input data, communicate with pilots and other controllers, and
control various software applications.

3. Audio system: The CWP may include an audio system, including headsets or
speakers, to allow the controller to hear the pilots and other controllers clearly.

4. Touchscreen or trackball: Some CWPs may include a touchscreen or trackball

to allow the controller to interact with the display more efficiently.

5. Document holder: The CWP may have a document holder to allow the
controller to reference important documents, such as standard operating
procedures, regulations, and emergency procedures.

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DISTANCE MEASURING EQUIPMENT

Fig 23

DME stands for Distance Measuring Equipment, which is a navigation system used in aviation to
determine the distance between an aircraft and a ground-based station. DME provides accurate
distance information to pilots, allowing them to navigate and position their aircraft during
approach, landing, and departure procedures.

It provides accurate distance information in nautical miles (NM) to the pilot or air traffic
controller.

There are primarily two types of used in airports: DME

1. Ground-Based DME (DME-P): This type of DME is installed on the ground at airports and
provides distance information to aircraft equipped with DME receivers. Ground-based
DME stations consist of a transponder that responds to signals sent by aircraft DME

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equipment. The aircraft measures the time it takes for the signals to travel to and from the
DME station and calculates the distance based on the speed of light.

2. Aircraft-Based DME (DME-A): Some aircraft are equipped with DME transceivers,
allowing them to transmit and receive signals for distance measurement. In this case, the
aircraft acts as both the transmitter and receiver, and it communicates directly with ground
based DME stations.

Here's how DME works in an airport:

Fig 24

DME Transceiver: At the airport, there is a DME transceiver located on the ground. It sends out
pairs of radio frequency pulses.

DME Interrogator: Onboard the aircraft, there is a DME interrogator installed in the navigation
system. The interrogator sends an interrogation signal to the DME transceiver on the ground.

DME Transponder: When the DME transceiver receives the interrogation signal, it sends a reply
signal back to the interrogator. This reply signal contains information about the distance between
the aircraft and the DME station.

Time Measurement: The DME interrogator measures the time it takes for the interrogation signal
to travel from the aircraft to the DME transceiver on the ground and for the reply signal to travel
back. By multiplying this time by the speed of light, the DME system calculates the slant range
distance between the aircraft and the DME station.

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Distance Display: The calculated distance is then displayed to the pilot on the aircraft's navigation
display or DME indicator. The distance is typically shown in nautical miles (NM).

Continuous Updating: The DME system continuously updates the distance information as the
aircraft moves, providing real-time distance measurements to the pilot.

Here are some key details about DME in airports:

Purpose: DME is primarily used for determining the distance between an aircraft and a specific
ground reference point, usually located at the airport. It helps pilots in accurately navigating and
establishing their position during approach, departure, and en-route phases of flight.

Frequency Range: DME operates in the UHF band, typically between 960 MHz and 1215 MHz
the ground-based DME transmitters are usually collocated with VHF omnidirectional range
(VOR) stations.

Display: The distance information obtained from DME is displayed to the pilot on the aircraft's
navigation display systems. It is typically shown in nautical miles (NM).

Coverage: DME coverage extends to a specific range around the ground-based station. The
coverage range can vary depending on factors such as terrain, obstacles, and altitude. Generally,
DME coverage extends up to 200 NM or more.

Interference: DME signals are subject to potential interference from other electronic devices or
sources. To ensure accurate and reliable readings, DME installations undergo careful frequency
planning and interference mitigation measures.

Integration: DME is often integrated with other navigation systems, such as VOR and Instrument
Landing System (ILS), to provide pilots with comprehensive navigational information during
different phases of flight.

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Doppler VHF Omni-directional Range

Fig 25
A DVOR (Doppler VHF Omni-directional Range) is a navigational aid used in aviation to provide
pilots with accurate and reliable information about their aircraft's position relative to a ground
station.

Here are some specifications and details about DVOR:

Function: The DVOR system provides VHF radio signals that aircraft can use to determine their
bearing to or from the station. It operates on frequencies between 108.0 and
117.95 MHz and provides 360 degrees of azimuth coverage.

Range: The range of a DVOR system can vary depending on the power output of the ground
station and the altitude of the receiving aircraft. Generally, the range can extend up to 200 nautical
miles (370 kilometres) or more for aircraft flying at higher altitudes.

Azimuth Information: The DVOR system provides azimuth information, which is the angular
difference between the aircraft's heading and the magnetic north reference. By comparing the
phase difference between the transmitted and received signals, the pilot can determine the bearing
to or from the station.

Components: The main components of a DVOR system include the transmitter, receiver, antenna
system, control unit, and monitoring equipment. The transmitter generates the VHF signals, and

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the antenna system broadcasts them in a circular pattern. The receiver on the aircraft captures the
signals and provides the necessary information to the pilot.

Antenna System: The DVOR ground station consists of a rotating antenna that emits signals in a
circular pattern. The antenna rotates at a constant speed, typically between 15 and 30 revolutions
per minute (RPM). The circular pattern ensures that the signals are transmitted in all directions,
enabling omni-directional coverage.

Identifying a DVOR: Each DVOR has a unique identifier, known as its VOR identifier. Pilots
can identify the DVOR by listening to the Morse code or voice identifier transmitted by the
station. This helps pilots cross-check the information and ensure they are receiving signals from
the correct station.

Distance Information: While a DVOR primarily provides azimuth information, it can also be
used to determine distance from the station. This is achieved by using a DME (Distance
Measuring Equipment) system that operates in conjunction with the DVOR. The DME provides
the slant range distance between the aircraft and the DVOR station.

Fig 26

The DVOR system utilizes the Doppler effect to measure the relative speed of the aircraft in
relation to the ground station. By comparing the frequency shift of the received signals, the DVOR
system can determine whether the aircraft is flying towards or away from the station, providing
valuable information for navigation.

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Co-location with ILS: In many cases, DVOR stations are collocated with Instrument Landing
Systems (ILS) at airports. This allows pilots to utilize the DVOR for both enroute navigation and
precision approach guidance during landing.

INSTRUMENT LANDING SYSTEM

The Instrument Landing System (ILS) is a ground-based radio navigation system widely
used in aviation to assist aircraft in landing safely, especially in low visibility conditions. It
provides precise guidance to pilots during the final approach phase of landing, ensuring a
smooth and accurate descent to the runway.

The ILS consists of several components that work together to provide both lateral and vertical
guidance.

Localizer (LLZ):

Fig 27

The localizer provides lateral guidance to the aircraft. It consists of one or more directional radio
beams transmitted from a ground-based antenna array located at the end of the runway. The
localizer signal provides information to the pilot on whether the aircraft is aligned with the runway

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centerline. By monitoring the localizer signal, pilots can make corrections to maintain the proper
course.

Fig 28
Glideslope (GS):
The glideslope provides vertical guidance to the aircraft during the descent. It consists of a radio
beam transmitted from an antenna located near the runway threshold.

The glideslope signal provides information to the pilot on the correct descent path to the runway.
By maintaining the correct glideslope indication, pilots can ensure a safe and accurate descent to
the touchdown zone.

Fig 29

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Marker Beacons:
Marker beacons are used to provide distance information to the aircraft during the approach. They
are located along the approach path and transmit unique radio signals that are received by the
aircraft's marker beacon receiver. There are three types of marker beacons:

Fig 30

A) Outer Marker: It is typically located 4 to 7 miles from the runway threshold and indicates
the beginning of the final approach segment.

B) Middle Marker: It is typically located around 0.5 to 0.75 miles from the runway threshold
and indicates the aircraft's position during the final approach segment.

C) Inner Marker: It is typically located between the middle marker and the runway threshold
and indicates the aircraft's position close to the runway threshold.

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Approach Lighting System (ALS):

The ALS consists of a series of lights located along the approach path to provide visual guidance
to the pilot. It helps the pilot transition from instrument-based flying to visual cues for the final
landing. The ALS can include various lighting configurations, such as sequenced flashing lights,
strobe lights, and runway centerline lights.

Decision Altitude/Height (DA/DH):

The DA/DH is a predetermined altitude or height at which the pilot must make a decision to
continue the approach or execute a missed approach if the required visual references are not
established. It is typically set slightly above the minimum descent altitude or height.

Instrument Approach Procedure:

An instrument approach procedure (IAP) is a standardized set of instructions for flying the
approach using the ILS or other navigation aids. It includes specific altitudes, headings, and speed
restrictions to ensure a safe and controlled descent to the runway.

ILS is widely used in airports around the world and has significantly improved the safety and
reliability of landings, especially in adverse weather conditions.

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8. RADAR

Radar (short for "radio detection and ranging") is a technology that uses radio waves to detect
and locate objects.
It works by transmitting a radio wave signal from a radar transmitter, which then travels
through the air and reflects off of objects in its path. The reflected signal is then detected by a
radar receiver, which analyses the signal to determine the distance, direction, and speed of
the object.

Fig 31

Radar is used in a variety of applications, such as air traffic control, weather forecasting,
navigation, military surveillance, and scientific research.
• In air traffic control, radar is used to track the location of aircraft in flight and provide
information to pilots and air traffic controllers.
• In weather forecasting, radar is used to detect precipitation and analyse weather patterns.
• In military surveillance, radar is used to detect and track enemy aircraft, ships, and missiles.

History

In 1886, Hertz gave theory of reflection which explains how waves reflect and transmit when
they encounter a surface, which laid the foundation for radio communication and radar
technology.
Later, Marconi began experimenting with electromagnetic waves to send signals. He
designed a transmitter to send and a receiver to detect radio waves
In 1903, the reflection of radio waves was employed in Germany to demonstrate detection of
ships at sea.
In 1923, Appleton made a ground-breaking discovery by using radio waves to measure the
height of the ionosphere, a layer of the Earth's upper atmosphere that contains electrically
charged particles. Using a technique called radio sounding, Appleton transmitted a radio
signal vertically into the sky and measured the time delay of the reflected signal. By
analysing the delay, Appleton was able to calculate the height of the ionosphere and
discovered that it varied depending on the time of day and season.
Around 1930s, US army developed first radar
In 1944, during First World War, UK developed fully operational military radar system.

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TYPES:

On the basis of cooperating and non-cooperating nature of Target it can be classified as

primary and secondary radar systems.

Primary radar and secondary radar differ in how they detect and identify objects. Primary
radar (non-cooperating) detects objects by analysing the reflected signal from its own
transmitted signal, while secondary radar (cooperating) identifies objects by receiving a
response signal from the object itself.

Primary radar works by emitting a radio wave signal and then detecting the reflected signal
from objects such as aircraft in its path. By analysing reflected signal it locates object.
Primary radar can detect any object in its coverage area but cannot provide information about
the identity or type of object.

On the other hand, secondary radar works by sending a signal to the object, which then
responds with a unique code that identifies the aircraft. This system, known as the
Identification Friend or Foe (IFF) system, is used in modern air traffic control to identify and
track aircraft.

Fig 32
The advantage of Primary Surveillance Radar (PSR) is that it operates totally independently
of the target aircraft - that is, no action from the aircraft is required for it to provide a radar
return. However it requires highly sensitive receiver and high power transmitter.
The disadvantages of PSR are that, firstly, enormous amounts of power must be radiated to
ensure returns from the target. This is especially true if long range is desired. Secondly,
because of the small amount of energy returned at the receiver, returns may be easily
disrupted due to such factors as changes of target attitude or signal attenuation due to heavy
rain. This may cause the displayed target to 'fade'.

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The disadvantages of primary radar systems can be summarized as limited information,
susceptibility to interference, limited range and accuracy, vulnerability to jamming, limited
ability to detect low-flying objects, and limited ability to distinguish between multiple
objects.

Secondary radar works by sending out a radio signal from a ground-based radar station or an
aircraft. This signal interrogates the transponder on an aircraft, which then sends back a reply
signal that includes information about the aircraft, such as its identity, altitude, speed, and
other parameters.

The transponder on the aircraft receives the incoming signal and responds with a coded reply
that includes the aircraft's unique identifier and other information. This information is then
received by the ground-based radar station.

Secondary radar systems are commonly used in air traffic control to identify and track
aircraft, as well as for military surveillance and identification purposes. They provide more
detailed information about the aircraft than primary radar systems, including the aircraft's
identity, altitude, speed, and flight number.

The frequency bands used in radar for aviation:

1. L-band (1-2 GHz): This frequency band is commonly used for air traffic control radar
systems due to its ability to penetrate through clouds and precipitation.

2. S-band (2-4 GHz): This frequency band is used for both air traffic control and weather
radar systems, as it provides good range resolution and can detect small objects.

3. C-band (4-8 GHz): This frequency band is used for both air traffic control and weather
radar systems, as it provides good range and azimuth resolution and can penetrate moderately
through clouds and precipitation.

4. X-band (8-12 GHz): This frequency band is used for military surveillance radar systems,
as it provides high-resolution imaging capabilities and can detect small objects.

On the basis of usage:

1. Airport Surveillance Radar (ASR) is a type of primary radar system used in air
traffic Control at airports to provide radar coverage of aircraft in the vicinity of the
airport.
 It uses S-band frequency.
 Maximum range is 60 NM.
2. Air Route Surveillance Radar (ARSR) is a type of primary radar system used in air traffic
control to provide radar coverage of aircraft over a wide area, such as an entire air route
or sector.
 It uses L-band frequency.

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 Its Range is 250 NM.
3. Weather radar
 It uses C-band frequency.
 Its Range is about 30-40 NM.
4. Precision Approach Radar (PAR) is a type of radar system used in air traffic control to
Provide precision guidance to aircraft during the approach and landing phases of
flight.
 It uses X-band frequency.
 Its Range is about 30 NM.
 Used for military purpose only.

On the basis of EM Wave used:-

1. CWFMR: Continuous Wave Frequency Modulated Radar (CW-FM Radar) is a type of

radar system that uses a continuous wave signal and frequency modulation to determine the
range and velocity of an object.

2. Pulse radar:
It uses short pulses of radio frequency energy to detect and locate objects.
One radar mile is equal to 1.852 kilometres. It is a unit of distance used in radar systems to
measure the range to a target.

One radar mile is the distance that a radar pulse travels in one microsecond

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If the target is not stationary, then there will be a change in the frequency of the signal that is
transmitted from the Radar and that is received by the Radar. This effect is known as
the Doppler Effect.

According to the Doppler Effect, we will get the following two possible cases −
 The frequency of the received signal will increase, when the target moves towards the
direction of the Radar.
 The frequency of the received signal will decrease, when the target moves away from the
Radar.

Derivation of Doppler Frequency

The distance between Radar and target is nothing but the Range of the target or simply range,
R. Therefore, the total distance between the Radar and target in a two-way communication
path will be 2R, since Radar transmits a signal to the target and accordingly the target sends
an echo signal to the Radar.

If λ is one wave length, then the number of wave lengths N that are present in a two-way
communication path between the Radar and target will be equal to 2R/λ.

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We know that one wave length λ corresponds to an angular excursion of 2π radians. So,
the total angle of excursion made by the electromagnetic wave during the two-way
communication path between the Radar and target will be equal to 4πR/λ radians.

Following is the mathematical formula for angular frequency, ω:

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To locate an aircraft:

Fig 33

Radar systems using a narrow beam can determine the angle of an aircraft with respect to
north by using a technique called bearing measurement. Bearing refers to the horizontal angle
between the direction of the radar antenna and the direction of the aircraft.

To measure the bearing of an aircraft, a radar system using a narrow beam will emit a pulse
of electromagnetic energy in a specific direction. The pulse will then reflect off the aircraft
and return to the radar system. By measuring the time it takes for the pulse to travel to the
aircraft and back, the radar system can determine the range or distance to the aircraft.

To determine the bearing of the aircraft, the radar system will also measure the direction or
angle of the reflected pulse as it returns to the radar antenna. This angle is known as the
azimuth angle, and it indicates the direction of the reflected pulse relative to north.

By combining the range measurement with the azimuth angle measurement, the radar system
can determine the precise location of the aircraft in two-dimensional space, including its
bearing with respect to north.

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SECONDARY SURVEILLANCE RADAR

Fig 34

Secondary Surveillance Radar (SSR), also known as transponder, is a system composed of

two stations, one on the ground, called the interrogator, and one on the aircraft, called the
responder.
This equipment relies on transponder replies to detect aircraft.

The interrogator interrogates on the 1030 MHz frequency, to which the aircraft responds
with electromagnetic pulses on the 1090 MHz frequency.

The transponder is an instrument similar in appearance to a radio and allows the selection of
a 4-digit number, ranging from 0 to 7.

Pilots can choose various functions:

On/Off: On and off.

STBY: The system is on standby, receiving
interrogations but no responses; this is the mode
used when the aircraft is started on the ground but
not yet about to take off.

On: When the responder has no code selected it

operates in a mode.

Alt: The responder transmits in mode C, i.e. it

transmits position and altitude.

Test: Self-test by the responder.

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Indent: Transmits a 25 second pulse; this mode should only be used when requested by the
tower or if the aircraft is in an emergency.

Operation modes of the SSR:

- The main antenna sends out pulses that are used to determine the identity and altitude of
aircraft equipped with transponders.
- The pulses used to determine the identity and altitude of the aircraft are spaced apart by
different amounts.
- The transponder responds differently depending on the spacing between the pulses.
- Pulse pair is used .Depending on the distance between these pulses, there exists different
types of modes...
Mode A: This is the simplest of all; it only displays the position of the aircraft.

Here aircraft needs to tell identification of itself to ATC known as IDENT.

Mode C: Displays the altitude and pressure of the aircraft. The spacing between pulses
is 21µsec.
Mode S: This is the most sophisticated mode, also used by commercial aircraft. It
provides position, altitude, speed, weather reports, ground speed and TCAS,
which is a system that prevents in-flight collisions between aircraft.
NOTE: MODE 1/2/3 is used in Military.

Reply by transponder [Aircraft]:

. When an SSR-equipped radar sends out a signal to an aircraft's transponder, the transponder

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replies with a four-digit code known as the octal code.

The Octal code is a four-digit code that uses the digits 0-7 to represent different modes of
operation.

The transponder code 7500 in aviation is used to indicate an emergency situation such as
hijacking or unlawful interference.
In addition to the emergency code 7500, there are several other transponder codes used in
aviation. Here are some examples:
- 7600: This code is used to indicate a radio communication failure between the aircraft and
air traffic control.
- 7700: This code is used to indicate a general emergency situation, such as engine failure or
a medical emergency.
- 0000: This code is used to indicate that the transponder is turned off or not functioning
properly.

These codes are important for air traffic control to communicate with aircraft and monitor
their movements, and they help ensure the safety of air travel.

Special position indicator: If asked by ATC aircraft need to press this button so that it helps
to locate flight among many other flights on ATC display.

Drawbacks and issues for SSR:

If a transponder is in range of two interrogators it will respond to both, so that one station
will receive an erroneous indication, this is known as fruiting or FRUIT , stands for False
Replies Unsynchronized in Time.
If multiple aircraft are in proximity of single interrogator, the interrogator will receive signal
replies from all transponders including the wanted reply this results in multiple replies known
as synchronous Garbage.

Mono-pulse secondary surveillance radar (MSSR) is an improved version of the

classic SSR. Due to the problem of Garbling and the False Replies Unsynchronized with the
Interrogation Transmissions or simply FRUIT, MSSR was developed.

Mode S also has the ability to selectively interrogate individual aircraft, while SSR can only
interrogate all aircraft in its coverage area simultaneously. This feature of Mode S allows for
more efficient use of bandwidth and reduces the likelihood of interference between radar
systems.

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Characteristics and features of MSSR radar

located at Udaipur Airport:
Model: INDRA MODE S RADAR, IRS 20 MP/S
Radar speed: 15 rpm Range: 250 NM

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Polarization: Vertical
Gain: 27 dB
TX power: 65 DBM
It is 34 Antennas.
Each antenna column
has 10 dipole antenna

Fig 9
SECURITY EQUIPMENT
Aviation security equipment is an important aspect of ensuring the safety and security of
passengers, crew, and aircraft. The difference between security and safety is that security is the
protection against deliberate threats while safety is the aspect of being secure against unintended
threats. Safety stands for accident avoidance, and security for crime prevention.

Here are some examples of security equipment used in aviation:

1. X-ray machines: X-ray machines are used to scan carry-on luggage and checked bags for
potential threats, such as explosives or weapons.

2. Metal detectors: Metal detectors are used to scan passengers for metal objects, such as
weapons or metal components of explosive devices.

3. Explosive trace detection (ETD) machines: ETD machines are used to detect traces of
explosives on passengers, their luggage, and other items.

4. Advanced imaging technology (AIT): AIT machines are used to create a detailed image of
a passenger's body, which can help detect concealed weapons or other threats.

5. Biometric scanners: Biometric scanners, such as facial recognition or fingerprint scanners,

are used to verify the identity of passengers and crew members.

6. CCTV cameras: CCTV cameras are used to monitor airport and aircraft operations, which
can help detect potential security threats.

7. Access control systems: Access control systems are used to restrict access to secure areas
of airports and aircraft, such as cockpit doors and baggage handling areas.

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9.1.1 X ray machine:

The X-ray machine used in airport security

works by using low levels of X-rays to
create an image of the contents of a
passenger's carry-on luggage or checked
baggage.

The machine used in airports usually is

based on a dual-energy X-ray system. This
system has a single X-ray source sending
out X-rays, typically in the range of 140 to
160 kilovolt peak (KVP). KVP refers to the
amount of penetration an X-ray makes. The
higher the KVP, the further the X-ray penetrates. In a dual-energy X-ray system, the X-rays
pass through a detector, a filter and then another detector.

Here is a brief summary of how an X-ray machine works:

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1. The passenger places their luggage on a conveyor belt,
which moves it through the X-ray machine.
2. Inside the X-ray machine, an X-ray tube generates a small
burst of X-rays that pass through the luggage.
3. As the X-rays pass through the luggage, they are absorbed
or scattered by different materials, such as metal or organic
matter.
4. A detector on the other side of the luggage measures the
intensity of the X-rays that have passed through, and uses this
information to create an image of the contents of the luggage.
This detector 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.
5. The image is displayed on a screen for the security officer to review.
6. If the image shows any suspicious items, such as weapons or explosives, the security
officer may request additional screening or inspection of the luggage.

It's important to note that the X-rays used in airport security are low-energy and pose little
risk to human health. However, passengers are advised not to stare directly at the X-ray
machine or put their limbs inside the machine, as this could expose them to unnecessary
radiation.

Dual view x ray machine.

A dual-view X-ray machine allows security personnel to view the contents of luggage from
two different angles, which can help them detect potential threats more easily.

Threat Image Projection (TIP) is a

software programme that inserts
fictional (but realistic) images of
actual threat items into the images of
real items being screened using X-
ray systems.

The STP or CTP is used to ensure that

the performance requirements
for X-ray machines set out are
met and

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maintained. Sometimes it is called Combined Test Piece (CTP). The STP contains samples of
organic and inorganic material, materials for resolution and penetration tests.

9.1.2 Door frame metal detector (DFMDs):

As the name suggests it is a metal detector fitted in a door to detect metal that may
be hidden on the body of the person passing through this door.

Door frame metal detector use pulse induction technology. This Pulse Induction technology
transmits powerful, short bursts of current through the coil of wire. The pulse generates a
short magnetic field. When a piece of metal crosses through this magnetic field, a reflected
magnetic field will emerge and this magnetic field will react with the receiver coil, which
initiates the alarm in the door frame metal detector. This process will happen in a few
microseconds. This current is called reflected pulse and it lasts only about 30 microseconds.

Latest metal detectors are upgraded a lot by having multiple zones that not only triggers an
alarm but also can locate hidden metal objects. The multi-zone door frame metal detectors
contain multiple magnetic coils that create a separate detection zone. They can detect
multiple objects at once, and display all the areas where they are hidden (8 zones @ udder
airport). There are alarm lights on the side of the metal detector making it much easier for the
security guards to find the place of an object where it is hidden.

9.1.3 Explosive trace detector (ETD):

An explosive trace detector (ETD) is a device that is

used to detect the presence of very small amounts of
explosive materials on surfaces, in luggage, or on
people. ETDs are used in places where security is a
concern, such as airports, government buildings, and
other high-security locations.

ETDs work by collecting a sample of air or swabbing a

surface and then analysing it for traces of explosive
materials. The device uses sensitive technology to
identify the presence of even the tiniest amounts of explosive residue.

Earlier technology: Smith ETD and still widely used for accurate results.

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Working:

Mass Spectrometry Residue (MSR) technology:

MSR ETDs work by collecting a sample of air or swabbing a surface and then analysing the
sample for traces of explosive materials. The sample is collected using a swab or filter, which
is then placed in the ETD for analysis.
Inside the ETD, the sample is heated to release any explosive particles or residues present.
The released particles and residues are then ionized, and the resulting ions are separated
based on their mass-to-charge ratio using mass spectrometry technology.
The ETD compares the mass spectrometry data obtained from the sample with a database of
known explosive materials to determine if any explosive materials are present. If explosive
materials are detected, the ETD will provide an alert to the operator indicating the presence
of explosives.

Ion Mobility spectrometry: IMS;

Fig 38

An IMS ETD works by collecting a sample of air or swabbing a surface to look for traces of
explosive materials. The sample is then ionized using a radioactive source. The ions
produced from the ionization process are separated based on their mobility in an electric field
in a drift tube. The drift tube contains a gas, typically nitrogen or air that is used to transport
the ions through the tube. By determining the time it takes for the ions to travel through the
drift tube, the IMS ETD can identify the specific type of explosive material present in the
sample. The device compares the mobility spectrum obtained from the sample with a
database of known explosive materials. If any explosive materials are present, the IMS ETD
provides an alert to the operator.

Quartz crystal microbalance: recent technology -

Quartz crystal microbalance (QCM) sensors are a type of crystal-based sensor that can be
used to detect and identify explosive vapours. QCM sensors work by measuring changes in
the resonant frequency of a quartz crystal caused by the adsorption of molecules onto its
surface. When explosive vapours come into contact with the crystal, they cause a change in
the crystal's resonant frequency, which can be detected and analysed to identify the specific
type of explosive material present.

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Explosive trace detectors (ETDs) are primarily designed for the detection of explosive
materials, however, some ETDs may be able to detect certain types of narcotics, particularly
those that contain nitrogen or other elements that are also found in explosives.
For example, some ETDs that use ion mobility spectrometry (IMS) technology can detect
certain types of narcotics, such as cocaine, heroin, and methamphetamine, due to their
chemical structure and the presence of nitrogen or other elements.

Hand-held metal detectors (HHMDs):

Hand-held metal detectors work by using a technology called induction balance to detect
metal objects. The HHMD consists of a coil of wire that is connected to an oscillator, which
generates an alternating current that flows through the coil

Fig 39

When the coil is moved near a metal object, it creates an eddy current in the metal, which in
turn creates a magnetic field. This magnetic field interacts with the magnetic field generated
by the HHMD's coil, causing a change in the oscillation frequency of the current flowing
through the coil.
The control box of the HHMD contains a circuit that detects this change in frequency and
produces an alert signal, such as a beep or a flashing light. The strength of the alert signal is
proportional to the strength of the magnetic field, which is in turn proportional to the size and
type of metal object being detected.
HHMDs are typically used for security screening applications, such as at airports,
courthouses, and other high-security locations, to detect metal objects such as weapons,
knives, and other dangerous items. They are also used in industrial settings to detect metal
objects in products or materials.

CCTV: (closed-circuit television)

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Security cameras help to monitor congestion at

security checkpoints, confrontations, suspicious
activity, as well as passengers who may present a
threat.
CCTV stands for Closed Circuit Television, which
refers to a system of video cameras and monitors
used for surveillance and security purposes. CCTV
cameras are used to capture video footage of an
area or premises, which is then transmitted to a
monitor or recording device for viewing and
analysis.
Fig 40
CCTV cameras come in a variety of types and styles, including fixed and PTZ (pan-tilt-
zoom) cameras, dome cameras, bullet cameras, and covert cameras. Some cameras are
designed for indoor use, while others are weatherproof and can be used outdoors.

The Udaipur Airport has total 99 Cameras which covers entire premises. Most of the cameras
are 2 MP HD. PTZ cameras are also placed at several points. The recordings are stored for 30
days. The server room for cut has 2 UPS connected parallel for load sharing during power
interruption. Each UPS is connected to 20 batteries i.e. total 40 batteries in total.

CCTV SERVER

SURV

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9.2 Central Industrial Security Force

The Central Industrial Security Force (CISF) is a federal police organisation in India under
the Ministry of Home Affairs. It is one among the Central Armed Police Forces (CAPF).
CISF provides security to over 356 industrial units (including 13 Private Sector Units),
government infrastructure projects and facilities and establishments located all over India.
These include atomic power plants, space installations, mines, oil fields and refineries, major
ports, heavy engineering, steel plants, barrages, fertiliser units, airports and
hydroelectric/thermal power plants owned and controlled by Central Public Sector
Undertakings (PSUs), and currency note presses.

The CISF is in charge of airport security at all commercial airports in India. Airport security,
in the past, was under the control of airport police (under the relevant state government).
However, following the hijacking of Indian Airlines Flight 814 in 1999, the topic of handing
over security of the airports to the CISF was first proposed. While this proposal lay low for
the next two years, the central government decided to respond to the security threat faced by
all major nations of the world after the 2001 terrorist attacks happened in the United States
(11 September 2001) and decided to adopt the suggestion. The Jaipur Airport was the first
airport that came under the CISF's control on 3 February 2000. Following this, the majority
of the commercial airports in India were brought under its purview. As of now CISF is
protecting a total of 64 international and domestic airports in the country.

Fig 41

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DOG SQUAD:

In 2021, The DIG of CISF said that the dog squad was 'an important component of the force'.
The dogs are trained to sniff and identify IEDs and narcotics. While working with the bomb
disposal squad they screen the bags left unattended.

Dogs at Airports Are a Security

Asset

They ensure a safe flying experience

for everyone. Dogs at airports are
vital members of the security team.
Their incredibly advanced sense of
smell can detect all sorts of
dangerous substances. They can sniff
out drugs, guns, bombs, and even the
Covid-19 virus.

Fig4

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FIRE
SERVICE

Fire service at an airport is a specialized branch of fire and emergency services,

designed to respond to aircraft emergencies and other incidents that may occur on or
near airport property. Here's an overview of the key aspects:
1. Roles and Responsibilities:
 Aircraft Rescue and Firefighting (ARFF): Primary responsibility is to respond
to aircraft emergencies, including crashes, fire outbreaks, and fuel spills.
 Structural Firefighting: Respond to fires in airport buildings and other
structures.
 Medical Emergencies: Provide first aid and medical assistance to passengers
and staff.
 Hazardous Materials (HAZMAT) Response: Handle hazardous materials
incidents, such as fuel spills and chemical leaks.
 General Airport Safety: Ensure the overall safety and security of airport
operations.
2. Training and Certification:
 ARFF Training: Specialized training in aircraft firefighting techniques, use of
firefighting foam, and rescue operations.
 Certification: Firefighters must obtain certification from aviation authorities
(e.g., FAA in the U.S., EASA in Europe) to perform ARFF duties.
 Continuous Education: Ongoing training to stay current with the latest
techniques and technologies.
3. Equipment and Apparatus:
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 Fire Trucks (ARFF Vehicles): Equipped with water, foam, dry chemical
extinguishers, and other firefighting tools.
 Rescue Equipment: Jaws of life, cutting tools, and other rescue devices.
 Protective Gear: Fire-resistant suits, helmets, breathing apparatus, and other
protective equipment.
 Communication Tools: Radios and other communication devices to coordinate
with other emergency services and air traffic control.
4. Operational Procedures:
 Emergency Response: Rapid response to aircraft emergencies with
predetermined response times based on airport size and category.
 Incident Command: Establishing command and control at the scene of an
emergency.
 Evacuation Procedures: Assisting with the safe evacuation of passengers and
crew from aircraft.
 Fire Suppression: Using appropriate firefighting agents (water, foam, dry
chemicals) to extinguish fires.
5. Regulations and Standards:
 International Standards: Adherence to standards set by the International Civil
Aviation Organization (ICAO).
 National Regulations: Compliance with regulations from national aviation and
firefighting authorities.
 Airport Emergency Plans: Each airport has an emergency plan detailing
procedures for various types of incidents.
6. Coordination with Other Agencies:
 Local Fire Departments: Collaboration with local fire services for mutual aid
and support.
 Emergency Medical Services (EMS): Coordination with EMS for medical
emergencies and mass casualty incidents.
 Law Enforcement: Working with airport and local police for security and
incident management.
7. Challenges:

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 Rapid Response: Need for quick and efficient response to minimize damage
and save lives.
 Complex Environments: Dealing with large, complex environments with a
high density of people and vehicles.
 Weather Conditions: Operating in various weather conditions, including snow,
rain, and extreme heat.
 Diverse Incidents: Handling a wide range of incidents, from minor fires to
major aircraft crashes.
Airport fire services play a crucial role in maintaining the safety and security of
airport operations, ensuring that both passengers and staff are protected in the event
of an emergency.
4o

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OPERATIONS DEPARTMENT

The Operations (Ops) Department in an airport is critical to ensuring the smooth,

safe, and efficient functioning of all airport activities. This department coordinates
and oversees various aspects of airport operations, ensuring compliance with
regulations, safety, and enhancing the overall passenger experience. Here's a detailed
breakdown of the key functions and responsibilities of the Ops Department in an
airport:
1. Airside Operations:
 Runway and Taxiway Management: Ensuring runways and taxiways are clear
of obstacles, properly maintained, and efficiently used.
 Aircraft Movement Coordination: Managing aircraft arrivals, departures,
ground movements, parking, and gate assignments.
 Foreign Object Debris (FOD) Control: Conducting regular inspections to
remove any debris that could pose a hazard to aircraft operations.
 Lighting and Signage Maintenance: Ensuring all airside lighting, navigational
aids, and signage are operational for safe aircraft operations.
2. Landside Operations:
 Terminal Management: Overseeing terminal facilities, including check-in
counters, security checkpoints, baggage claim areas, and passenger amenities.
 Ground Transportation Coordination: Managing ground transportation
services, including taxis, buses, shuttles, and parking facilities.
 Passenger Flow Management: Ensuring smooth passenger flow within the
terminal to minimize congestion and enhance the passenger experience.
3. Safety and Compliance:
 Regulatory Compliance: Ensuring all airport operations comply with local,
national, and international aviation regulations and standards (e.g., FAA, EASA,
ICAO).
 Safety Inspections and Audits: Conducting regular safety inspections and
audits of airport facilities and operations.
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 Emergency Preparedness: Developing and implementing emergency response
plans and conducting regular drills and training exercises.
4. Security Coordination:
 Access Control: Monitoring and controlling access to restricted areas within the
airport.
 Surveillance Operations: Overseeing the deployment and operation of security
cameras and other surveillance equipment.
 Incident Response: Coordinating with security personnel to respond to security
incidents and threats.
5. Customer Service:
 Information Services: Providing information and assistance to passengers
regarding flight status, terminal facilities, and airport services.
 Complaint Resolution: Addressing passenger complaints and resolving issues
related to airport services and facilities.
 Special Assistance: Offering support and assistance to passengers with special
needs, including those with reduced mobility.
6. Environmental Management:
 Noise Control: Implementing measures to manage and mitigate aircraft noise in
surrounding communities.
 Waste Management: Overseeing waste management and recycling programs
within the airport.
 Sustainability Initiatives: Promoting and implementing sustainability practices
to reduce the airport’s environmental footprint.
7. Coordination with Airlines and Ground Handlers:
 Flight Scheduling: Coordinating with airlines to manage flight schedules and
gate assignments.
 Baggage Handling: Working with ground handling companies to ensure
efficient baggage handling and transfer processes.
 Service Level Agreements (SLAs): Establishing and monitoring SLAs with
airlines and service providers to ensure quality and efficiency.
8. Infrastructure Maintenance:

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 Facility Maintenance: Overseeing the maintenance and repair of airport
facilities, including terminals, runways, and taxiways.
 Utility Management: Ensuring the reliable operation of utilities, such as water,
electricity, and HVAC systems within the airport.
9. Operational Efficiency:
 Resource Allocation: Optimizing the allocation of resources, including staff,
equipment, and facilities, to ensure efficient operations.
 Performance Monitoring: Tracking and analyzing key performance indicators
(KPIs) to identify areas for improvement and implement necessary changes.
 Technology Integration: Implementing and managing technological solutions
to enhance operational efficiency, such as automated check-in systems and
baggage handling systems.
10. Communication and Coordination:
 Stakeholder Communication: Maintaining clear and effective communication
with all airport stakeholders, including airlines, regulatory authorities, service
providers, and passengers.
 Crisis Management: Coordinating responses to operational disruptions and
emergencies, ensuring timely communication and resolution.

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REVIEW :
These few days of my life which I spent
with the airport authority of India
Udaipur are one of the best days of my life.
I got to learn a lot here which I never
imagined when I came but all the staff
there treated us very well and were very
friendly to us. Special thanks from my side
to Arvind sir.

THANK
YOU
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