CNS OFFICERS CHALLENGES AND ACHIEVEMENTSACHIEVEMENTS

Total airspace : ll

Air Navigation Service Responsibilities

2.8 million Sq.NM(9.5 M  Sq.Km)Continental : 1.04 million Sq.NMPakistan

Nepal

Delhi 1.04 million Sq.NMOceanic : In addition, about1.76 million Sq NM

Mumbai Kolkataq

oceanic airspacein the Bay of Bengal, Indian Ocean and Arabian

Arabian Sea Bay of Bengal

Chennai

1400Km

Sea has been delegated to India for the provision of Air Traffic Services

n Sea

Colombo

1600Km

3200

Km

(Between Himalayas and 6 degree south up toMauritius).

Male

IndianOcean

)FIRs : 4

Kolkata, Delhi, Mumbai,  ChennaiSub FIR : Guwahati

Air Traffic Routes: International – 91 ,

ATM

Situational awarenessData processing systems

ll l f l

Integrated CNS/ATM System

ATMAutomation

Controller  Tools, Safety AlertsFlow Management System

Primary/ secondary  Radars

VHF/UHF/HF

Landing aids: ILS, DVOR/DME

ADS‐B ADS‐CASMGCS (Ground)

Air/GroundDatalink

En‐route Navigation: DVOR, DME

S t llit  ICATION

ATION

LLANCE

AMHS/AMSSGround to Ground

Satellite Navigation: SBAS (GAGAN), GBAS 

COMMUN

NAVIG

SURVEIL

C

GNSSCNS/ATM Infrastructure

Satellite   Navigation:• GPS• S‐BAS (GAGAN) GPS

Avionics

Surveillance:

FMS,GPS,MMRADS-C

• Radar, ADS‐B• ADS‐C

ADS-B

Ai  T ffi  M t

Navaids:•VOR,DME,ILS

Aeronautical Telecommunications Network –VHF, HF, Datalink

Ground surveillance• SMR/ AMSGCS

Air Traffic Management:• TWR, APP, Enroute /ACC• Oceanic Control(Non Radar)• Traffic Flow Management• Airspace management 

Air Systems Division

ATC centre 

Future Master plan

Infrastructure development(AGA)

FIANSAirport Infrastructure

(Future Indian Air Navigation 

Technology upgrade(CNS/ATM/MET/AIM)

ICAO Gl b l Pl I iti tigSystem ‐Master plan)

ICAO Global Plan InitiativesICAO Regional Impl.Plan

Global HarmonizationSeamless airspace

ICAO Global PlanICAO Global PlanICAO Regional plan

Other Global system initiatives

CNS INFRASTRUCTURE

Communication Infrastructure Implemented Planned

VHF Transmitters, Receivers 365 427,VHF Remote Controlled Extended Range 60ATS Data Link Applications 06(Depart re Clearance/Data Link ATIS/Data Link )(Departure Clearance/Data Link ATIS/Data Link )HF Transmitters, Receivers 20 43Digital ATIS 47V i C i i S i h S 44Voice Communication Switch System 44Automatic Message Switching Systems (AMSS) 16ATS Message Handling System (AMHS) 01Futuristic Telecom Network InfrastructureVHF Data Link Air-groundRemote Tower Communication and Control System

CNS INFRASTRUCTURE

NavigationInstrument Landing System: 66 Nos.(Cat-I – 60, Cat-II - 3, Cat –IIIB - 3), all with 66 Nos of LP DMEall with 66 Nos. of LP-DME VOR : 93 NumbersHP-DME : 94 NumbersNDB: 55 NumbersNDB: 55 NumbersMarkers/Locators: 11+14 Numbers

SurveillanceASMGCS : 6 operational , 5 more under implementation2 ARSR/MSSR,10 ASR/MSSR and 13 MSSR are operational 5 New ASR/MSSR are under implementation.ADS-C/CPDLC at four metro airports ADS-B is installed at 19 airports, 2 Under implementation,12 planned

Networking of surveillance system and voice system implemented at Chennai and under implementation at Delhi,Mumbai,KolkataRadar Networking is already in place at N h d b d HIA BIA T i d C hi G h i

CNS INFRASTRUCTURE

ATC AutomationState of the art ATC automation system operational at 44 Airports including Delhi, y p p g ,Mumbai, Chennai, Kolkata ,Hyderabad & Bangalore

IATS Simulator under implementation at 4 internationalpAirportsRadar Simulator, Non Radar Simulator and Tower Simulator at operation at CATC, Allahabad. Non Radar simulator at Operation at Gondia.Allahabad. Non Radar simulator at Operation at Gondia.Radar simulator at Delhi, Mumbai, Kolkata and Chennai

Air Traffic Flow ManagementAi ffi fl i d i l i b l i dAir traffic flow management system is under implementation to balance capacity and demand in traffic.

Arrival manager under implementation at Delhi Mumbai and ChennaiArrival manager under implementation at Delhi , Mumbai and Chennai .Networking of ATC automation system will be next step.

AIRSPACE RESTRUCTURING

Present 11 ACCs now restructured into the following ACCsChennai FIR

5 U A C l d 7 LCC d 2 OCC5 Upper Area Control and 7 LCCs and 2 OCCsDelhi FIR

5 Upper Area Control and 7 LCCsKolkata FIR

6 Upper Area control and 6 LCCs and two OCCsMumbai FIRMumbai FIR

Yet to be finalised

CHALLENGES FOR CNS OFFICIAL

INDUCTION OF NEW CNS/ATM FACILITIES

NEW AND CHANGING TECHNOLOGY

NEW ICAO INITIATIVES

AIRTRAFFIC GROWTH

LIMITED RESOURCES AND SUPPORT FROM SUPPLIERSLIMITED RESOURCES AND SUPPORT FROM SUPPLIERS

SUPPLIER’S STRATEGY TO WIN AMC CONTRACTS

MANPOWER CONTRAINTS INCLUDING SUPPORTING STAFF

TRAINING AND PROFICIENCY SCHEME NEEDS

INADEQUATE RECOGNITION

PARITY WITH OTHER CADRES

UNITY AND WORK ETHICS

INDUCTION OF NEW CNS/ATM FACILITIES

ASMGCSATFMMLATMLATGAGAN-SBASGBASADS BADS BSurveillance CCTVDCLIP VCS & RADIOSDATISIP Tape Recorders

NEW TECHNOLOGY/FEATURES

ASR&MSSR(RAYTHEON808,NGOSCO,SELEX,RAYTHEON,INDRA,ELDIS, ?)DVR(MELTRON,MARATHEON,RICHOCHET,RATIA,?)VHF (PARKAIR,OTE,?)VCS (FREQUENTIS,DRAKE,SCHEMID,SITTI,?)ILS(PLESSY,NEC,GCEL,NORMARC,SELEX,THALES,?)AUTOMATION(ECIL,RAYTHEON,INDRA,?)ASMGCS (HITT,SENSIS,?)SIMULATOR(RAYTHEON,INDRA,SELEX,ADACEL,?)DVOR(GCEL,AWA,THALES,?)DME (PHILIPS CARDIAN GCEL AWA THLES SELEXDME (PHILIPS,CARDIAN,GCEL,AWA,THLES,SELEX,NDB(NAUTAL,BEL,PUNWARE,SA,?)Satellite based SystemsPBNPBN

GBAS• For meeting the requirement of Cat II and Cat III approaches

which is not possible with SBAS, ICAO is formulating SARPS p , gfor using GBAS

• GBAS facilitates multiple runway usage approaches• GBAS Architecture -

Speciality of Radar Equipment in AAI

M i f R d i i h l fi ld h h i d k l dMaintenance of Radar equipment is the only field where the required knowledgebase is not limited to the field of Electronics and communication Engineering ,but the knowledge is wide spread to electrical engineering, microwaveengineering, mechanical engineering ( including Pneumatics / Hydraulics),

d k i i i i dcomputer and network engineering is required.

In the Radar supplier's Factory , Design, Development, Manufacturing ,Assembly, Testing , Field installation, experts in each field work and specializei th i ti fi ld l B t O th R d i i t ll d d h d d tin their respective field only. But Once the Radar is installed and handed over toAAI , CNS Radar Maintenance engineers are expected to specialize in all thefields above for efficient maintenance of the radar equipment as a whole , toachieve the MOU serviceability of 99.85 %.

Modern equipment based on New technologies pose newchallenges to maintenance engineerschallenges to maintenance engineers

Maintenance engineers need to continuously update theirknowledge in the advancements made in the field ofelectronics and communication engineering to keep apacewith the modern Radar technological changes.

Maintenance engineers need to develop skills in using newMaintenance engineers need to develop skills in using newtools and test equipment and their application in themaintenance of Radars

CHANGES IN TRANSMITTER TECHNOLOGYTECHNOLOGY

ASR808 - 1976 - Used Magnetron Tube – Power Oscilator Type g ypwith AFC

ASR 9 1994 Used 6 stage Varion Klystron Power AmplifierASR 9 - 1994- Used 6 stage Varion Klystron Power Amplifiertube with a power out put of one Megawatt – Single pulse of 1microsec at the output

A modern ELDIS ASR Uses a 4 Pulses ,fully solidstate Hotpluggable Transmitter PA Modules – Uses Frequency Diversityp gg q y yfor higher Pd and Pulse compression technique – 25 KW OutputPower

DIFFERENT TYPE OF RADAR RECIEVERS

ASR 808 – MTI Principle – Screen not clear from clutter ,

RECIEVERS

ASR 9 – Employs MTD recievers , with Hardware Doppler velocityfilters , Digital Signal Processing using discrete ICs on several boards –Used Minimum software componentsModern INDRA and ELDISThe entire Plot extractor / RDE comes in a single 19 inch module andthe Radar Data Processor which employs the most modern Multi Radard c ss w c p ys s d dTracker comes in the form of a computer – RDE software completelyresides on FPGAs and RDP software on Hard disk in the form ofvarious configuration files.

MEDIA USED FOR RADAR DATA

Earlier Radars used Synchros and cables for carrying the radar data

MEDIA USED FOR RADAR DATA

Medieval Radars used OFC linksModern radars uses OFC and a backup Radio link in licenced/ Un-licenced band Since the modern radars are connected to an automationlicenced band Since the modern radars are connected to an automationsystem MLLN lines , Routers , Modems , various interface convertersare widely used.

Earlier radars (ASRS) were based on high voltage and high power transmitters.

Most of the components used were ICs, Microprocessors and EEPROMs in thedigital processing.

Most of the Modules /PCBs can be serviced with the help of proper tools , testMost of the Modules /PCBs can be serviced with the help of proper tools , testequipment ,etc, ( till ASR 9 / raytheon).

M d d (ASR Eldi ) b d l

Logic block

Interconnection switches

I/O

Modern radars (ASRs – Eldis ) are based on lowvoltage and low power transmitters using complexpulse compression techniques.

I/O

I/O

I/O

Most of the components used in Eldis and Indra areSMDs, FPGAs, CCXP (CISCO COMPATIBLEEXTENSIONS PROGRAMME) single boardcomputers with inbuilt flash DSPs in the digital

I/O

computers with inbuilt flash , DSPs in the digitalprocessing.

Servicing of Modules /PCBs require special tools,I/Ospecial soft wares and software loading techniques

and mainly knowledge about all of them.

For example, FPGA programming requires, special interface adaptorswith cables and licenced softwares like Xilinx ISE Design Suite andIMPACT.

In order to handle FPGA programming in the field, ModernMaintenance engineers should be conversant with FPGA Technology;JTAG B d S T h i f d t d fJTAG Boundary Scan Techniques, usage of adaptors and usage ofsoftware like IMPACT, Programming of DSPs and so on.(Joint Test Action Group (JTAG) is the common name for the IEEE1149.1 Standard Test Access Port and Boundary-ScanyArchitecture. It was initially devised by electronic engineers fortesting printed circuit boards using boundary scan and is still widelyused for this application)Since mostly same type of FPGAs are used in different boards butSince mostly same type of FPGAs are used in different boards butwith different pin functionality assignments based on theprogramming, professionally written manuals with complete circuitdiagrams are required for handling PCB and Module level servicingand the radar engineer should know it all.

ANTENNA PEDESTAL CONTROL

Earlier RADARs Antenna pedestal drive control and monitoring systemwere based on simple induction motors ( speed is fixed) with Relays andnot much complicated.

In Modern Radar systems, Antenna drive system are based on PLCs , speedis variable with an built Programmable frequency inverters , and sensorsmonitoring based on SBCs and are very complicated. It is responsibility ofg y p p ymaintenance engineer to comprehend make themselves ready to attend theproblems.

COMPUTERS AND NETWORKING – Modern Radar PhilosophyUnlike earlier radars, most of the digital signal processing and imageprocessing and Tracking/Formatting are shifted to software moduleswhich run on servers and workstations.

Most of the Modern equipment running in some form of LINUX OSMost of the Modern equipment running in some form of LINUX OSand hundreds of configuration files / executable / Maps arearranged in the file system , accessed and run .

M i E i d b ll h iMaintenance Engineers are expected to remember all the minutedetails of various files used.

TrunkP t 0/4VLAN5

Trunk

VLAN10

Port e0/9Port e0/4

MAC = 1111.1111.1111

Maintenance and Upgradation of Computers and Servers

Maintenance engineers need to be conversant with maintenance ofgcomputer servers and workstations. Though servers and workstationsused in radar system are claimed to be COT, when the radar software isinstalled in different workstation or servers, they do not work.

Maintenance engineers should learn the complicated procedures ofcompiling Linux source code with driver for new hardware, to suit newhardware changes.

Earlier system were supplied as single entity from radar equipment to radar controllerposition display system. There was no much interface problems and no special knowledgewas required in the field of networking, etc

With introduction of automation systems which take multi-radar inputs and single radarfeeding different automation system, configuring and managing network for radar datawith various automation system, maintenance engineers should be conversant withconfiguring and tweaking Ethernet switch /routers and other interfaces and selecting theproper protocol standards for radar data, etc,…

With t ki i bli di ithWith networking using public media, withincreased cyber attacks, etc, ensuringsecurity falls in the ambit of maintenanceengineer

It is the responsibility of maintenance engineer to independently assess theperformance of the equipment against various standards importantly ICAO andp q p g p yEuro control standards certify the radar for use and ensure the performanceexceeds the expectations of Radar controller all the time.

In this aspect maintenance engineers shall be conversant in using tools like RASSIn this aspect maintenance engineers shall be conversant in using tools like RASSand SASS-C to independently assess the performance of radars

CONCLUSION

Mainly maintenance engineering is the theoretical subject but maintenance in the field ispractical situation where innumerable probability of things can arise which do not havewritten down instructions or procedure to follow, but use his own intelligence , experienceand decisions to sort out the issues working under pressure of restoring as soon as possible.

Mostly, the role of supplier ends after commissioning of equipment system except forsupply of Spares if customer is willing to pay the price the demand. Spares are OEM andnot available COT. Even for the design problems/short comings in the equipment suppliersasks money in terms of software up gradation, etc. Mostly maintenance engineers take allthe blames and finds out the ways to maintain the facilities to keep going, finds alternate

f h h CB d d lspares for other than PCBs and Modules, etc,…

Earlier RADARs were supplied only as matured product and theircapabilities are tested and proven. Manuals were written in good Englishand complete diagram details incl ding details of mechanical assembland complete diagram, details including details of mechanical assemblywere available.

Present Modern Radars, are supplied based on meeting the standards andpp gtender conditions. When radar is supplied by non-English Europecountries, manuals are not written in good English and complete systemdetails are not given. Thus, putting pressure on maintenance engineers.

With the increase in complexity and capability of modernRADARs, continual practical training , update of knowledge ,adequate spares, exchange of knowledge, interaction betweenq p , g g ,suppliers and maintenance engineers , etc only can give the requiredperformance of RADARs.

Salient features of new MSSR

Monopulse Table Building (Using CPME)Used in NGSOCO MSSR

Management & Control

Monop lse table is b ilt to gi e a im th correction to the repl p lsesMonopulse table is built to give azimuth correction to the reply pulses received so as to indicate the accurate azimuth of the A/Cs. Monopulsetable

must be built whenever the encoder is disturbed during maintenance.

Monopulse Table Building (Using Live Opportunity Traffic)Used in INDRA MSSRTraffic)Used in INDRA MSSR

Management & Control

Monopulse table is built even in the absence of CPME It takes only 2Monopulse table is built even in the absence of CPME. It takes only 2 to 3 minutes (against 30 minutes down time required in NGOSCO

MSSR) and hence the down time is less.

5Automatic Generation of Reflector map

1

4

Management &

2Management &

Control

Static reflector map database isautomatically generated in addition

3

y gto provision for manual entry.

GPS Time synchronization of all the components of MSSR

Dual Channel MSSRGPS Antenna / Receiver

Dual Channel MSSR

Visual Radar 3000 NTP Time Server

LAN1 Switch

LAN2 SwitchNTP Server with GPS

time base Reference-1

LAN2 Switch

SLGNTP Server with GPS

time base Reference-2

Th C l Ti i (SRCH) S i d

GPS Time synchronization of all the components of MSSR

The Central Timing (SRCH) System is used to synchronize equipment of INDRA's surveillance

radar systems, through local area networks (LAN). It continuously provides

them UTC time and date (timing information).

surveillance radar systems use the timing information to mark radar data

information at the instant they are generated.

The Existing radar does not have Central Timing Systemg y

NEW AUTOMATION(RADAR AND ADS /CPDLC DATA)BENIFITS

ADS-C, ADS-B & CPDLC

BENIFITS

HIAL

BELLARYMSSR

SIMULATOR CAN BE MADE AS BACKUPOPERATION IN CASE OF FAILURE MAIN

ASR & MSSR

MANGALOREMSSR

OPERATION IN CASE OF FAILURE MAINAND DIRECT SERVER

MSSR

TRIVANDRUMMSSR S /MSSR

CHENNAIASR & MSSR

SIM / BACKUP

ASR & MSSRCOLLOCATED +PORUR MSSR MAIN SERVER

BIALASR & MSSR DIRECT FEED WHEN

MAIN SERVER FAILS

NEW AUTOMATION(VOICE COMMUNICATION THROUGH VCCS)( )

ATC CHENNAI CAN SWITCH VHFFREQUENCIES AT MANGALORE,FREQUENCIES AT MANGALORE,TRIVANDRUM, HYDRABAD ANDBANGALORE FOR UPPER AREACONTROL.

AUTOMATION SYSTEMS

ONLINE SUPPORT SYSTEMS

Radar Data Compressor Unit (RDCU) ;p ( )Radar Data Compressor Unit Reception (RDCU_Rx) ;Radar Data Compressor Unit Transmission

(RDCU Tx) ;(RDCU_Tx) ;Surveillance Data Processing System (SDP);Flight Data Processing System (FDPS) and MTCD.S f N (STCA MSAW APW) M i i AidSafety Nets (STCA, MSAW, APW), Monitoring Aids

and Aircraft Identification.Operational Display System (ODS) (Human-Machine

I f ) Si i D Di l (SDD) dInterface): Situation Data Display (SDD) andFlight Data Display (FDD).

Control and Monitoring Display (CMD).Data Recording and Replay System (DRF).

CMD-TECHNICAL

Monitoring and Control the status of system equipment (servers,workstations, lines, LAN, etc.)

Physical and Operational Configurations.Display and printout of system messages (communication protocol errors,

hardware errors,failures, load storage warnings, elements degradation warnings, etc.)a u es, oad sto age wa gs, e e e ts deg adat o wa gs, etc.)

Monitoring and control of new workstations.System stop, Partial shutdown and Start-upT d C l d S i hTandem Control and Switch-overUser Control (passwords , différent roles, etc.)

SFN(SAFETY NETS & MONITORING AIDSMONITORING AIDS)

Aircraft Identification and flight plan - track correlation.

Sh T C fli Al (STCA) d i (i l di h R d dShort Term Conflict Alert (STCA) detection (including the ReducedVertical Separation Management/Minima (RVSM)

Minimum Safe Altitude Warning (MSAW) detectionArea Proximity Warning (APW) detectionRoute Conformance and Adherence Monitoring (RAM)Cleared Level Adherence Monitoring (CLAM)Cleared Level Adherence Monitoring (CLAM)

IQ modulation is used in SBO generation

IQ MODULATION IN THALES ILS

This section controls the SBO power ,SBO phase and suppress the carriercomponent .

By varying the magnitude of I and Q data the CSB phase can be varied fromBy varying the magnitude of I and Q data the CSB phase can be varied from0 deg to 360 deg.( Eg. If I=Q the resultant will be at 45 deg)

This eliminates the need of RF cable cut for correct phase lengthADVANTAGESADVANTAGES

Reduces transmitted bandwidthImproved Bandwidth efficiencyReduced noise interferenceReduced Inter Symbol InterferenceImproved receiver sensitivityImproved receiver sensitivity

The amplitude and phase of carrier can be controlled precisely

CMD-TECHNICAL

Monitoring and Control the status of system equipment (servers, workstations, lines, LAN, etc.)

Physical and Operational Configurations.Display and printout of system messages (communication protocol errors,

hardware errors,failures, load storage warnings, elements degradation warnings, etc.)a u es, oad sto age wa gs, e e e ts deg adat o wa gs, etc.)

Monitoring and control of new workstations.System stop, Partial shutdown and Start-up

T d C l d S i hTandem Control and Switch-overUser Control (passwords , différent roles, etc.)

VOIP IN ATM VOICE APPLICATIONS

Three major factors driving the migration to Voice over Internet Protocol (VoIP) for airtraffic management communication services.

ANSPs to reduce costs by lowering communication network costs and the related saving increase productivity.

The second factor is airspace flexibility. in the future, such as the creation of function l irsp bl ks th t r q ir s int r p r bilit b t n ir tr ffi m n m nt ntitinal airspace blocks, that requires interoperability between air traffic management entities. for load sharing or in an emergency situation like accidentoperations or business resumption.

The third factor is the service availability of traditional telephony systems. Telecomi id i h b kb h l i d h i h i lservice providers are moving to cheaper backbone technologies and phasing out their l

egacy analogue low speed lines to 2 MBps based fibre optic services Moving from central server based Systems to Distributed architecture to ensure no

single point failure for ATM Services

European Organization for Civil Aviation Equipment (EUROCAE) Working Group 67 include European ANSPs, suppliers of VCS equipment and ground-based radio systems for air traffic management(ATM) the US Federal Aviation Administration (FAA) Eurocontrol and telaffic management(ATM), the US Federal Aviation Administration (FAA), Eurocontrol and telecom equipment suppliers.

Three major EUROCAE WG-67 documents(ED136: VoIP ATM System Operational and Technical Requirements(ED136: VoIP ATM System Operational and Technical Requirements,ED-137: Interoperability Standards for VoIP ATM components, andED-138:Network Requirements and performances for VOIP ATM Systems).for IP-based ATM voice communication systems. References to ED-137 documents are included in the ICAO 'Manual for the ATN using IPS Standards and Protonts are included in the ICAO Manual for the ATN using IPS Standards and Protocols DOC 9896 edition 2.0'.

Many countries are already migrating to VoIP ATM Voice applications India also plan to introduce VoIP VCS and VHF Radios at Kolkata and Delhi

Also DCL,DATIS and Dvolmet Services have already started and a number of aircrafts are migrating to Data Link servicescrafts are migrating to Data Link services

TRAINING AND PROFICIENCY NEEDS

DOC 7192AN/857

INTERNATIONAL CIVIL AVIATION ORGANIZATIONAPPROVED BY THE SECRETARY GENERAL AND PUBLISHEDAPPROVED BY THE SECRETARY GENERAL AND PUBLISHED

UNDER HIS AUTHORITYPART E-2

AIR TRAFFIC SAFETY ELECTRONICS PERSONNELAIR TRAFFIC SAFETY ELECTRONICS PERSONNEL (ATSEP)TRAINING

PROGRESSION OF ATSEP TRAINING

CONTINUATION

DEVELOPMENTAL TRAINING

SYSTEM/EQUIPMENT RATING TRAININGSYSTEM/EQUIPMENT RATING TRAINING

C N S D P

QUALIFICATION TRAINING

BASIC TRAINING

EXCELLENT WORK DONE BY CNS OFFICERS

ALL REGIONS

RADAR NETWORKING

D i f R d D t littDesign of Radar Data splitters

Design of Up-converters

Display of Consolidated NOTAM Bulletin of FIR on video wall

Status Indicator for multiple ATC Position through audio lines

ADS B Data analysis

Multicast to Unicast conversion

Transmission of ADS B data through existing 64 kbps RWS lines

Conversion of B1 Automation to accept ADS B dataConversion of B1 Automation to accept ADS B data

SMU Contribution

RCDU Contribution

ASR9/MSSR INTERFACE

TO RDPSOFC LINK

RS-232 SYNC O/P

OFC MUX ACTIVE SPLITTER

+/- V

MM Fiber used in FO MUX

Signaling format to automation is RS-232

TO Automation

Signaling format to automation is RS-232

2 0 / 1 2 / 2 0 1 3 52

DVI output to wall display screen

Design for the NOTAM status display application:

NOTAM APPLICATION WALL DISPLAY APPLICATION GRAPHICAL INTERFACE

screen

APPLICATION TO

ReplicationMicrosoft

SQL server

Raw NTAM Data

APPLICATION TO EXTRACT UNSERVICEABILITY DATA FROM NOTAM DATA

APPLICATIONTABLES

NOTAM TABLES

APPLICATION DATABASE

NTAMDATABASE

INTERMEDIATE DATABASE

web application created using the MySQL database as the database server and the Java/JSP web technology for developing the front end and NOTAM data was manually entered into the database This application also convert thedata was manually entered into the database .This application also convert the data into graphical data after suitable editing of some of the fields of NOTAM Data through Pop up HMI window appearing on the PC displayThe system is capable of receiving NOTAM data through data base server and

d t th t t f CNS f iliti i th id ll di l thupdates the status of CNS facilities in the video wall display as per the NOTAM information for Chennai FIR.

PROPOSED AIRSPACE RESTRUCTURING