TEZU AIRPORT,ARUNACHAL PRADESH-792001 - Air …aaians.org/sites/default/files/CNS...

Airports Authority of India CNS Manual, Tezu Airport _____________________________________________________________________ First Edition – February 2009

TEZU AIRPORT,ARUNACHAL PRADESH-792001

2009 1 Version 1.0

Airports Authority of India CNS Manual, Tezu Airport _______________________________________________________________________

September 2009 2 Version 1.0

PREFACE This Manual has been developed based on the guidance provided in the CNS Manual published by CHQ in August 2006 and as a part of comprehensive documentation of the Aeronautical Telecommunication procedures, processes and facilities supporting conformance to organizational requirements and compliance with National Regulations and Standards & Recommended Practices of ICAO Annex 10, DOC 8071, DOC 8400 and other ICAO documents relevant to the provision of Aeronautical Telecommunication Services .This Manual should be read in conjunction with the following: • AAI CNS Manual Vol. I to VII. • Civil Aviation Requirements (CARs) Section 4 Series D “Aerodrome Standards and Air Traffic Services” promulgated by DGCA India. • ICAO Annex 10 (Volume I to V)-Aeronautical Telecommunication Services. • Doc. 8071 Vol. I Flight Inspection Procedures for Navigation Aids. • Doc 8071 Vol. III Flight Inspection Procedures for Surveillance system • ICAO Annex 15 – Aeronautical Information Services. • Doc 8126 Aeronautical Information Services Manual • Doc 9683-Human Factor Training Manual. • Doc 9734-Safety Oversight Manual • Safety Management Manual of ATS The Manual has been prepared after extensive study of the Station requirement and based on the guidelines provided in the CNS Manual. Lots of data has been collected from the files/log books, fault log books and are included with an intention to serve as guidance material for the CNS maintenance team. It is to be recognized that in the changing aviation safety environment, the need to amend the Manual may be necessitated due to number of causes, such as: a) Changes/ amendments to ICAO Annexes/ Documents. b) Changes/ introduction of DGCA Civil Aviation Requirements (CARS) c) Introduction of CNS facilities based on new technology. d) Requirements from Airlines or any other concerned agency. It is intended to keep this Manual upto date. Future editions of the Manual will most likely be improved on the basis of experience gained and of comments & suggestions received from the users of this Manual. Views, comments & suggestions for improvement of this edition, may be sent to the Officer-in-Charge(ACS),Tezu Airport, Tezu.

BIPUL SARMA

ASSISTANT MANAGER(COM-E)

TEZU AIRPORT.



Record of Amendments

No. Amendment Date Incorporated on Incorporated by

1 -- -- -- --

-- --



INTRODUCTION

1. Title of the Document: This document is identified as Station Communication, Navigation & Surveillance (CNS) Manual for Aeronautical Communication Station, Tezu Airport, Tezu. 2 Purpose of this Document: 2.1 Purpose of this document is to provide information and guidelines pertaining to provision of CNS facilities, which are essential for the provision of safe and efficient Air Traffic Services provided by Airports Authority of India at Tezu Airport, Tezu. It is published for use and guidance of its CNS Maintenance and Operational personnel. 3 Responsibility for documentation, review, amendments and publication: 3.1 Officer-in-Charge(ACS),Tezu Airport, Tezu is responsible for development, review and amendments of Station CNS Manual.. He will ensure that the information and guidelines pertaining to provision of CNS facilities, as detailed in this manual are in conformity with Standards and Recommended Practices (SARPs) given in the Annexes to Convention on International Civil Aviation and National regulations. 3.2 The Executive Director (CNS-OM), AAI CHQ is responsible for the approval of documentation & Amendments and publication of Station CNS-Manual. 4. Effective Date: 4.1 Effective date of Manual is indicated at the foot of the page. 4.2 New edition will be indicated by the same date at the foot of the page. 5. Change History: 5.1 This is version 1 of Station CNS Manual, Tezu Airport, Tezu. Changes, if any, are indicated on ‘Record of Amendments page’. 5.2 Amendments – documentation being inserted in the manual must contain headers and footers that are consistent with those given in this document. 6. Control of the manual: 6.1 OIC(ACS) Tezu Airport, Tezu will control this Manual manually as AAI intranet is not available at this station.



7. Distribution of the Manual: 7.1 The OIC(ACS),Tezu Airport, Tezu may produce hard copies and control the distribution of these Copies, as deemed appropriate. 8. Master Copy: 8.1 An electronic and a hard master copy of each chapter contained in the Manual will be held and maintained by the General Manager (CNS), AAI, OIC(ACS) Tezu Airport, Tezu and CNS-OM Directorate at AAI CHQ. 9. Checking Currency of Manual: 9.1 A current copy of the Manual will be uploaded on Airports Authority of India website infosaarthe page through Guwahati Airport. 10. Enquiries 10.1 Enquiries/Clarifications should be addressed to: Officer-in-Charge (CNS), Airports Authority of India Tezu Airport,Tezu. . Telephone: 03804-222308 FAX : 03804-223037



Table of Contents:

Chapter No

Sub clause

Description Page No

1 Human Resource and job responsibilities 7 a General Information 8 b CNS Maintenance Manpower Sanctioned/ present position 8 c Deployment of Executives and Non executives 9 c Proficiency Details 9 d Training Details 10 e Job responsibilities of CNS Executives & Non Executives 10-14

2 Airport and CNS Facility Details 15 a List of CNS Facilities provided at Tezu 16-17

3 Technical Description of CNS Equipments 18 a Details of frequencies of operation,coorordintes of CNS Facilities and

location of Security Installations 19

b Technical Specifications of Equipments 20-29 4 Safe Operation 30 a Maintenance of Environmental conditions for Safe Operation 31-32 b Monitoring facilities for Safe operation-Method of monitoring, block diagram

rep,parameters monitored 33

c Record of Fault History of modules/ facilities, Statistics on MTBF/ Availability of channels/facilities

33-35

d Status reporting procedure for faults, procedures to rectify faults, Action taken to ensure shorter recovery time

35-36

e Procedures adapted for repair of facility beyond the scope of maintenance personnel at station

36-39

f Periodical returns/ Debriefing reports for serviceability 39 5 Facility Operation and Maintenance Plans 40 a Procedure for Routine Maintenance 41-42 b Maintenance schedules including time between scheduled maintenance 42

6 Interruption to Service 43 a Procedure for complete failure/breakdown of service 44 b Acceptable recovery time 44 c Procedure if acceptable recovery time is exceeded 45 d Availability of alternate service 45 Appendix – CNS Circulars 46 - 70



CHAPTER-1 HUMAN RESOURCES



1 .a. General Information

1. Name of Airport :Tezu Airport,Tezu

2. Type of Airport : Civil Aerodrome 3. Address : OIC(ACS),AAI,Tezu Airport,Tezu ,Lohit District,Arunachal Pradesh 4. Operational Hours : 0330-0730 UTC only on Friday 5. Name & Designation of Officer-in-Charge: BIPUL SARMA, Asstt.Mgr(C-E)

6.CNS Maintenance Man-power : As Listed under Table 7.Region ; NORTHEAST REGION 8. RHQ : Guwahati 9. Nature of Station ; Tenure, 1 year

1.b.CNS OFFICER AND STAFF STRENGTH AT TEZU DURING 2008-09 AS ON 05.02.2009

Designation Scale

Code CNS

SANCTIONED STRENGTH

AS ON 28/12/07

Available strength As on

17.7.2008

Shortage/surplus

JR.EXE.(ELEX) E 01 1 0 -1 AM(COM) E 02 1 1 0

SUPERVISOR(E/M) NE 08 1 1 Nil



1.c. DEPLOYMENT OF CNS EXECUTIVES & NON EXECUTIVES

Unit In Charge / General Maintenance Team

Unit

Name Design VHF/ NDB/SECURITY EQUIPMENT/ACS STORES/ COMPUTER

BIPUL SARMA Ido Angu

Asstt. Mgr(COM-E) Supervisor(E/M)

1.d. PROFICIENCY DETAILS OF CNS EXECUTIVES/ NON EXECUTIVES FOR THE YEAR 2008-09

NOTE Group I a HF/NDB Maintenance Group I b VHF/VCCS/DATIS/DIGITAL VOICE TAPE RECORDERs Group I c Security equipments Group I d AMSS DIAL UP CIRCUIT Maintenance Group I e AMSS DIAL UP CIRCUIT Operations and ASBS Group II a VOR Group II b DME Group II c ILS Group III a ASR Group III b MSSR Group IV HF Operations Group V a AMSS DIAL UP CIRCUIT System Administration Group V b ADS/CPDLC

GROUP I GROUP

II

GR III

Gr IV

Group V

S. No

CNS No

NAME OF OFFICER

DES

a b c d e a b c a b c a b c

1 1664 BIPUL SARMA AM Y Y Y N Y Y Y N N N N Y N N N

2 Ido Angu Super N N N N N N N N N N N N N N N



1.e.Date of Joining/Proficiency/Training Acquired/ Revalidation/Seminars Attended/ Special Assignment during the stay at Tezu

1.f.JOB RESPONSIBILITIES OF CNS EXECUTIVES/NON EXECUTIVES

i. Title: Officer In Charge (ACS) ii. Job Summary:

He is responsible for ensuring maintenance and operation of all

communication, Navigational systems, according to Civil Aviation Requirement of DGCA, ICAO Annex 10, Annex-15 and maintenance of Security Systems, and Various IT Installations at Tezu airport. Monitors daily Un-serviceability report and project requirement of Communication personnel for existing and planned facilities

Carry out annual evaluation of the performance of CNS facilities.

Supervision of preventive and break down maintenance of CNS system

facilities, Airport Security equipments and associated facilities of Aeronautical Communication Station of Tezu Airport, timely projection of spares, working out training requirement of CNS personnel’s working under him for training at regional training centre (RTC) and CATC and submission of same to Regional Headquarter , carry out associated administrative function and financial activities like preparation of annual budget, exercise of financial powers and any other function assigned to him.

iii. Duties and Responsibilities:

Maintenance and operation

To ensure optimum serviceability of CNS, Airport Security equipments, IT Installations at Tezu Airport.

CNS No

Name of the officer Designation Date of Reporting station during current tenure

Details of training / seminar/ other program attended during the current tenure

Period

3084 BIPUL SARMA Am(com-e) 26/06/09 F/N

NIL

Ido Angu Super 17/05/1988 F/N

Nil



To ensure availability of relevant ICAO Annex and documents at airport;

To ensure availability of technical manuals for module level maintenance;

To supervise for strict adherence to preventive maintenance schedules,

their related documentation and guidelines of the CNS circulars in respect of CNS systems and security equipments;

To ensure optimum Serviceability of AAI Telephones, Internet facilities

at Tezu Airport.

Carry out annual review of preventive maintenance schedules in consultation with his subordinates and provide his inputs to Regional headquarter ;

under his control by:- a) Organize timely actions to procure adequate

spare parts/modules within his power; b) Project requirements of spare modules/parts sufficiently in advance to Regional head quarter (RHQ)/ central Radio stores depot (CRSD) for their timely procurement;

To take adequate advance actions for renewal of maintenance contracts

under his delegation of powers, if required.

To keep main and standby channel of a facility always serviceable at the Stations and Advise concerned Units for corrective action. Recommend RHQ actions to improve Equipments performance or replace them if service life exceeds its specified life time;

To organize preparation of survey reports of decommissioned and to be

discarded CNS and Airports security equipment at ACS within a reasonable period from the date of decommissioning;

To initiate action for preliminary site selection of CNS and associated facilities and as per CHQ directions forward reports in this regard to RHQ.

To monitor all the activities in respect of initiating and withdrawal of

NOTAM actions of CNS facilities at the Airport.

Coordinate with RHQ for flight inspection of Navigation facilities within its specified time period.

To organize with all concerned for annual physical verification of CNS

assets.

To generate and forward reports/returns to RHQ/CHQ on regular basis.



Yearly review of Station CNS manuals under his control.

Ensure adherence to safety management requirements of the CNS systems and Airport security equipments at airport.

Ensuring corrective is taken on the aviation safety reports of stations

received from DGCA/Aviation Safety Directorate in respect of CNS facilities and Airport Security equipments and to bring into notice of RHQ/CHQ, requiring action at RHQ/CHQ level.

Conducts interactive meeting with staff once every month and take

follow up action to implement actionable points of the minutes of meeting;

To inspect CNS Units on regular basis and to advise/take remedial

action on the shortcomings noticed during inspection;

Takes actions to promote harmonious relation among the employee;

To review Station CNS Manual every year and issue amendments wherever required.

To circulate CNS Manual /Technical circulars issued by CHQ/RHQ time

to time and ensure adherence by all

To issue Station CNS Circulars whenever necessary for guidance of CNS Personnel

Training and Proficiency

To deploy trained or proficient manpower for the maintenance works

by:

a) Organizing actions to work out requirement of annual training of station maintenance personnel after transfers preferably in the month of August and forward the requirement to CATC and RHQ;

b) Nomination of CNS personnel for training in CATC/RTC as per

approved training calendar;

vi. Administrative Action:

To ensure and supervise maintenance of files and records as per requirements

To ensure Implementation of RHQ/CHQ circulars relating to the CNS

wing.

Takes actions to promote harmonious relation among the personnel;



If required, take administrative action to maintain discipline.

iv) Financial Activities

To maintain Imprest account for ACS.

Exercises financial power as per DOP to accord administrative and expenditure sanctions to support maintenance of CNS facilities;

Takes actions for preparation of proposals which are beyond his

powers and forward to superior authorities for obtaining expeditious approval;

To ensure timely payment of Telephone and Internet associated Bills

of Airport.

Takes timely action to prepare annual budget of CNS and forward to concerned department;

Follow vigilance guidelines and promote culture of honesty and

transparency in discharging official function.

(v) Additional works

Carry out additional works assigned to him by superior authorities

(vi) Accountability

Accountable to the General Manager (CNS), Guwahati

2. Supervisor (E/M)

(i)Title: - Supvr(E/M) :

ii) Job Summary Supervision of preventive and break down maintenance of Generator set, NDB

and other associated systems, Coordinate for projection of requirement of spares of Nav-Aids and any other works assigned to him. Due to shortage of manpower he is also assigned on administrative work apart from his normal duty.

iii) Duties and Responsibilities

Maintenance



Supervise to ensure strict adherence to preventive maintenance

schedules, their related documentation and guidelines of the CNS circulars;

To take regular debriefing reports for facilities and take Carry out

annual review of preventive maintenance schedules and provide inputs to OIC(ACS) for remedial action accordingly;

Helping OIC(ACS) in carrying out annual evaluation of the performance of CNS facilities.

Ensure availability of work instructions and suitable test equipment’s for carrying out monitoring and maintenance activities;

Ensure there is a effective control on the monitoring and measurement

and all the related system documents;

Ensuring there is an effective control on non conforming products like old software version , u/s hardware and obsolete documents and prevent its unintended use;

Ensure there is a continual improvements in handling failures by doing

fault analysis , improving maintenance philosophy , and taking timely corrective and maintenance actions;

Improving the effectiveness and efficiency by reducing system

failures or waste in material and time;

iv) Additional works

Carry out additional works assigned by superior authorities

(vii) Accountability Accountable to the OIC(ACS), Tezu airport



CHAPTER -2 AIRPORT AND CNS FACILITIES DETAILS

2.a.List of CNS Facilities provided at Tezu Airport



2.a.1 Communication facilities

2.a..1. VHF

2.a.2. Navigation Facilities

Type of Equip.

Make Model Location Date of Handing over

Date of Commissioning

NDB BEL

120MMS 27 55 00N 09 61 00E

April 1994

April 1994

Type of Equipment

Frequency in M Hz

Make Model Location Commissioning date

Remarks

VHF Tx Main

123.5 ECIL 1500 EQPT ROOM April 1994

Serviceable but not in used since ATC withdrawn in 2004

VHF Rx Main


….do…

VHF Txs Stand By


….do…

VHF Rx Standby


….do….

VHF Tx MAIN

118.75 PAE T6T EQPT ROOM AUGUST 2009

-----do---

VHF Rx MAIN

118.75 PAE T6R

EQPT ROOM AUGUST 2009

-----do---



2.a.3. Security Equipments

Type of Equipment

Make

Model

Location Handing Over date

Commissioning date

HHMD Metor28 CEIA

28 Police Qty - 02

08.10.2004 08.10.2004

Total No of Walkie-Talkie Available :04 Make/Model and No of Walkie-talkie Motorola GP328 :04 Walkie-Talkies with base station power supply is kept in an equipment room. It is serviceable but not used since the withdrawn of ATC in 2004.



CHAPTER-3

TECHNICAL DESCRIPTION OF

CNS EQUIPMENTS



3.a.Details of Operating frequencies, coordinates and IDs of CNS Facilities and location of Security Equipments

3.a.1.Communication Facilities

Service

Designation Call Sign Frequency Hours of operation Remarks

1 2 3 4 5 TWR

TEZU TOWER

118.75 MHZ

---

Not in used since ATC withdrawn

in 2004 ---

3.a.2. Navigational Aid Facilities

Type of Nav-aids

ID

Frequency

Hrs of

operation

Site of transmitting

antenna Coordinates

Elevation of NDB

trans-mitting antenna

Remarks

1 2 3 4 5 6 7 NDB TJ 416KHz 0330-0730

UTC only on Wednesday and Friday

27 55 00N 09 61 00E

--- ---

SECURITY FACILITIES PROVIDED AT TEZU AIRPORT

1. TWO Nos of HHMDs



3.b. TECHNICAL SPECIFICATIONS OF EQUIPMENTS This chapter describes the requirements and methods to be applied to the management and operation of CNS facilities at ACS, Tezu airport to assure integrity and safe provision of service. The Officer-in-Charge(ACS), Tezu airport is responsible to the Regional Executive Director (North Eastern Region), AAI for ensuring that Aeronautical Telecommunications, Radio Navigation and Surveillance (CNS) Services provided by AAI at ACS Tezu airport satisfy regulatory and contractual obligations. The kind of CNS services provided by AAI at ACS, Tezu airport are enumerated in Para below. The Station CNS Manual is a controlled document that encompasses all documents referenced within the manual. Referenced documents, therefore, are in effect part of this manual.

Classification of Facilities Communication Facilities: (a) VHF Air/Ground voice communication facilities, which is not in used. Radio Navigation Facilities: (a) Non-directional beacon (NDB). Other facilities:

(a) Uninterruptible and emergency power supplies; 3.b.1. Communication facilities

3.b.1.1 VHF TRANSMITTER ECIL 1500

Technical Specifications of VHF Transmitter ECIL 1500

Feature Description and Value Power supply: AC 220/240 40-60Hz(+ 10% variation from

selected transformer tap) DC 24 V -10 +20% negative pole to ground. Protected against reverse polarity connection. Transmitter automatically changes to dc operation should the ac fail.

Power consumption Standby 8 watts Transmit full modulation 400 watts



Output Power 50W carrier (200w pep) into 50 ohms load

impedance VOGAD (Compression) Range A 30 db change in input level will result in 1

db or less change in modulation dept(switchable) on/off)

Frequency Stability 10 ppm over the range of temperature -10˚c to + 50˚c (for higher stabilitieses an external drive source may be used

Frequency Coverage 118-136 MHz No. of Channel One (External drive input available on rear

panel) Transmission Mode A3 (DSB) upto 95% dept RF load Impedence

50 ohms (N Type connector) fully protected against mismatch Front panel transmit lamp does not illuminate and transmitter reduces to half power when vswr exceeds 2:1

Spurious radiation Less than 5.10 7w(-80db ref 50w carrier) Harmonic radiation Less than 5.10 7w(-70db ref 50w carrier) AF sensitivity Local input – internally adjustable 5 mv into

600 ohms max sensitivity Remote line input -37 dbm to +10dbm into 600 ohms balance

AF muting Threshold level adjustable from -37 dbm. Decay time approximately 1 second-operates on both local and remote inputs(switchable on/off)

AF Clipping Adjustable clipping dept 0-15dbm provides effective increase in average modulation dept(switchable on/off)

AF response(Clipper off) Less than +3db variation from 300-3400Hz ref 1000Hz -20 db or greater at 100Hz -30 db or greater at 5000Hz

Modulation Distortion Not more than 5% thd at 90% dept Hum and noise level Less than -45db ref 90% dept Remote control Via 2 wire and earth 600 ohms line circuit ptt

switching voltage 24-50v dc 50v dc available from transmitter for phantom switching

- Max loop resistance 2500 ohms with 50v dc supply. Transmit/Receive line switching is included

Extended control Sensitivity -30dbm to +10 dbm into 600 ohms unbalanced for full modulation. Ptt-single contact closure to ground.



Duty cycle Continuous at ambient temperature below 35˚c .Equal ON-OFF periods from 35˚c -50˚c with max 5 mins on period

‘Time out’ circuit Automatically unkeys transmitter after approx 3 minutes. Automatically reset by releasing ptt(Switchable on/off)

Metering A front panel meter and switch are incorporated to monitor the following parameters:- Internal 12v regulated supply Unregulated dc supply voltage Oscillator drive Modulation dept Forward antenna power Reflected antenna power

Facilities Tune switch and BNC socket allow frequency monitoring without transmitting. Local microphone socket includes demodulated output for sidetone when using a handset. Transmit lamp does not operate unless full power is developed. Rear panel services socket includes demodulated output for tape recording, dry c/o ptt operated contacts, regulated 12v supply output and unregulated 24v supply output.

Size 483mm rack mounting 3 units panel height Front end to rear dept 410mm including projections. Chassis may be fitted with OD telescopic slides

Weight 16kg



3.b.1.2 VHF RECEIVER ECIL 1200

Technical Specifications of VHF Receiver ECIL 1200

Frequency Coverage: 118 to 136 MHz + 10% overlap A3 Amplitude Modulation. Number of Channels : One RF Input Impedance : 5o ohms unbalance (BNC connector) Test Signal Input : 2 µV emf (-107 dBm) in 50 ohms modulated 30% at 1KHz. Sensitivity : (for test signal input) Local L/S 0.16 watts (1.5 watts for 100% modulated signal) 600 ohms Lines, 0 dBm (+10dBm for 100% modulated signal) Signal plus noise to-noise ratio (S+N : N) : At test signal input – not less than 12dB Frequency Stability : 10 ppm over the range 0 C to 50 C LO Radiation : Measured at the Test Signal Level, all better then- 75dB IF Bandwidth : + 7.5 KHz or greater for -3dB ref centre frequency IF Selectivity : Not more than + 18KHz at -75dB Other bandwidths and selectivities available. Note: for the above IF Bandwidth and IF Selectivity -25 Khz channeling IF Pass band Ripple : 3dB maximum from centre frequency to + 7KHz. AGC : Not more than 3dB change in audia output level from 1 µV (-113dBm) to 450mV (0dBm)



Mute Range : From <1µV emf to <20µV emf Mute Backlash :Attention: <1dB (unaffected by modulation) Cross Modulation : The audio line output produced by an unwanted signal modulated 30% at 1KHz is at least 20dB below the audio line level produced by the wanted signal. When the unwanted signal is separated from the tune frequency by 50KHz or more, at the following signal levels : Wanted signal level 31µV emf (-83dBm) Unwanted signal level 25Mv emf (-25dBm) Intermodulation : With a S+N:N ratio of 10dB at the tune frequency, two unwanted signal each at a level of 45dB greater than the wanted signal, applied simultaneously to the receiver at 50KHz from the tune frequency will not reduce the S + N:N ratio produced by the wanted signal by more than 3dB. AF Response ; At 0dBm level in line circuit Less than + 3dB change in output from 300Hz to 3Khz ref 1 KHz -20dB or greater at 100Hz -30dB or greater at 5KHz Overall Distortion : Measured with an input signal level of 1 mV(-53dBm) modulated 70% at 1Khz and a line output level of 0dBm :- less than 0% THD Max. AF Output Level : Local L/S 1.5 watts Line 600 ohms + 12dBm without clipping Facilities Available Front Panel : AC supply switch, 1amp and fuse 500ma DC supply switch, 1 amp and fuse 1 A Frequency designation strip holder Local monitor loudspeaker Loudspeaker ON/OFF Mute Lamp Mute level control Mute override switch Line level Volume (L/S)



Meter switch with the following positions :

1. AGC 2. Line level calibrated at - 13dBm

0dBm and + 10 dBm 3. Oscillator output 4. -6V supply 5. +15V supply 6. 24V supply

Rear Panel Aerial Input Socket BNC Type 50 ohms (N or UHF to customer’s option) IF Output socket-Conhex Type 50 ohms AC supply input/socket DC supply input/socket Facilities sockets 600 ohms balanced line output Unbalanced output (Suitable for an associated tape recorder) Extension L/S output Mute operated relay contacts Receiver disable contacts AGC monitor output Power Requirements : DC 24 + 15% negative pole to ground and 200mA(5w approx) 210-250V 40-60Hz 10VA max Dimensions : Depth front to rear, inc rear projections 254mm (10in) Weight : 4.8 Kg



3.b.2. Navigation Facilities

3.b.2.1. NON-DIRECTIONAL BEACON : BEL 120 MMS

TECHINICAL SPECIFICATIONS:- Brief Description:

1. Power Amplifier Unit: The 100w power Amplifier unit is made up of four 25w linear amplifier modules whose output are combined in a hybrid power combiner and filtered to remove the harmonies. Depending upon the frequency of operation, one of the two low pass filters covering the ranges 200 to 300 KHz and 300 to 450 KHz respectively is fitted in the power amplifier. The 100 watts PA units also contain four 25 Watts modulating amplifier, each modulating the output of 25 W power amplifier. All the output stages are protected against load mismatch including short circuit and open circuit conditions. The power output of individual P.A. modules, total forward power, reverse power and percentage of modulation can be monitored using the built in meter and switch arrangement Lamp indication for supply ON and over load trip Reset for over load trip are also provided on the front panel.

2. DRIVE UNIT : The Drive unit provides the R.F. and A.F. drives for the P.A and Modulating amplifiers respectively in the power Amplifier Unit . It has an automatic keying unit which can be programmed to key any three letter call sign that is required to be transmitted by insertion of diodes at appropriate locations in a diodes matrix. Controls are provided for selecting the types of emission (A0/A1) A1, A0/A2, A2), the types of keying (manual/Automatic),the types of operation (Local/External) and percentage of modulation. Facility is also provided to use the drive unit with an external coder metering of R.F. level, A.F. level and supply voltages are provided on the front panel.

3. POWER SUPPLY UNIT : Each 100W Transmitter has one mains power supply unit which supplies the D.C. voltages required for the power Amplifier Unit and the Drive Unit . Lamp indications for Mains ON and LED Indication for D.C. supplies to P.A. modules and modulator modules are provided on the front panel.

4. AUTOMATIC CHARGE OVER UNIT: This provides for Automatic change over of the antenna from one transmitter to the other when the first (main) transmitter fails. It also provides for locally switching the transmitter ON and OF, selecting the main transmitter and inter‐facing with the Remote Control Unit. The output of the transmitter in operation is continuously monitored and the change over is effected under any of the following:

(1) The carrier power comes down by the more than 50% (2) The percentage of modulation falls below 50% (3) The required minimum code repetitive frequency is not maintained. When a

fault 000 urs in the stand by transmitter also, the transmission is automatically



shut down. The type of failure (carrier, Modulation, Code) is indicated on the front panel by LEDs.

5. REMOTE CONTROL UNIT : This is located away from the transmitter and provides for Remote operation of the transmitter. The following facilities can be extended to the remote position.

(1) ON/OFF control of the transmitter (2) Transmitter changes over control (3) Auto/Manual selection of transmitter (4) Status indication of Transmitter (5) Aural and Visual monitoring of the code being transmitted.

The control and monitoring signals are audio tones transmitted/received over a single pair of lines extended from transmitter to Remote Control Unit. Remote control Line: 600 Balanced Lines. Loop Resistance is 2kΩ max.

6. Status Indicator Unit: This is located away from the Remote Control Unit and indicates the status of the transmitter.

7. Electrical Specification Unit:

Frequency Range : 200 to 450KHz (depending upon frequency of operation, the transmitter is fitted with one of two low pass filters covering the ranges 200-450KHz respectively). Frequency Control : Crystal controlled Frequency Stability : Better than 0.01% Power output : 100Watts (carrier)+ 1db Transmitter load impedance : 50 ohms unbalanced Protection against mismatch: Output transistors protected against damage due to mismatch . A.T .U. : Can match an aerial system with a capacitance of 250pF to 1250pF and résistance of 2 to 20 ohms to the transmitter with a V.S.W.R. better than 1.5 with respect to 50 ohms under matched condition. Suppression of spurious & harmonic emission: > 40db Operation modes : A0/A1,A1,A0/A2 and A2. Coding : (1) Type: Manual and Automatic (2) Repetition in Automatic mode The identification signal can be transmitted.

(a) Once in every 10 seconds )preset (b) Once in every 30 seconds ) internally (c)Once in every 60 seconds )

(3)No. of letter in the identification signal: Maximum 4 letters in International Morse Code. (4) Keying speed : 7words/minute(approx.)

Monitoring : Condition for Automatic change over to stand by transmitter :- (a) The carrier power comes down by more than 50%



(b) The [percentage of modulation falls below 50% (c) The required minimum code repetitive frequency is not maintained

Modulation Frequency: 1020 + 50Hz Depth of modulation : > 80% Harmonic distortion : Less than 10% at 80% modulation Noise Level (unwanted modulation) : >36 db Remote control Unit : Receive frequencies : Tone frequencies Levels 1020 Hz) + 10Hz 1260 Hz) Each tone at 50mv (min)

1520 Hz) 1730 Hz) 1960 Hz) 2440 Hz) 2700 Hz) 2940 Hz) Send frequencies : 1140 Hz ) Each at 200 mV (approx) 1380 Hz) 1620 Hz) 1860 Hz) 2100 Hz) 2340 Hz) 2580 Hz) 2820 Hz) 1.3 Minimum Specifications guaranteed under climatic & environmental conditions. Variation of output power : < 2.5db Modulation : > 60% Freq. stability : Better than 0.01% 1.4 Power supply Requirements : 230V , 50Hz , -10%) +5%) (For obtaining rated power an automatic voltage stabilizer should be used) Power consumption at 230v : 1.25KVA max (with one T x transmitting 95%modulated carrier with standby T xOH 1.5 Service conditions : Operating Temp. Range : 0’C to 55’ C Storage : -20’C to +70’C Humidity : 95% at 40’C 1.6 Mechanical Characterizations: Approximate dimension : Transmitter H x W x D : 1734 x 550 x 685 mm A.T.U H x W x D : 1350 x 750 x 750 mm Remote Control Unit : H x W x D : 133 x 483 x 250 mm



1.7 Environmental Test Note: The following table gives the Environmental test and the sequence to be followed : Sl . no. Test Test Data Remark 1.7.1 Visual Examination ---- 1.7.2 Performance check ---- As per specification 1.7.3 Dry Heat test 55 for 8 hours Equipment kept working Continuously in A0/A2 mode P.C. at the end of the cycle 1.7.4 Damp Heat test +40’C at 95% RH for 8 hour -do- 1.7.5 Low Temp. test 0’C for 8 hours -do- 1.7.6 Visual Inspection ---- 1.7.7 Performance check As per specifications.



CHAPTER-4 SAFE OPERATION



4.a.1 Maintenance of Environmental Conditions: It is required to maintain the CNS facilities at ACS, Tezu Airport to ensure high degree of availability, reliability and integrity in providing Aeronautical Telecommunication Services as per the requirements of National regulations and ICAO standards and recommended practices. To ensure continuity in service and to reduce equipment failures due to support services, the provision of the following facilities have been made at the airports. 4.a.2. Protected Power Supply system

. Electrical power supply is provided to AAI by the local power supply distribution authority(Arunachal Pradesh state Electricity Board). Standby generators are also available at the station. In the event of failure of electric power supply the changeover to DG set supply is done manually. The Power supply is distribution to all units and CNS facilities at the airport.

As Engineering (Electrical) Wing of AAI is not present at this airport, the

OIC(ACS) is responsible for the maintenance of the power supply system and for providing power supply to different CNS facilities within the airport. 4.a.2.1.. Monitoring and Restoration of Mains Supply of CNS Facilities:

Due to non availability of Electrical Wing ,the electrical installation is headed by OIC(ACS) and Supported by Supervisor(E/M).All Major Electrical Installations are under AMC . 4.a.2.2. The procedure of Monitoring and Restoration of Mains Supply of CNS Facilities: 4.a.2.3. The Mains Supply is provided by State Electrical Board and is routed to all CNS Installations through control panel. One 5KVA DG Set is available for providing Standby Supply. In case of Mains Failure, the 5 KVA DG set is run by starting manually.

4.a.3 UPS systems of required capacities have been provided in all the essential units

to ensure continuous operation of communication facilities. The details of UPS provided at CNS facilities are as below



4.a.3.1 POSITION OF UPS AT VARIOUS UNITS

4.a.4. Battery Back-up

4.a.4.1 Suitable battery back up is provided at each navigational site. CNS personnel

are responsible for maintenance of the battery back up system.

4.a.5 Equipment Earthing and lighting arrestor measured on 28/11/08 Dedicated earthling system for all CNS Equipments has been provided by as per recommended practices and is maintained by CNS personnel. The measured values are recorded and the last measured values are

NDB Equipment0.12 ohm NDB Antenna 0.08ohm.

The voltage between earth to neutral is maintained minimum. Lightning arrestor is not installed for the CNS equipment.

Facility Make Model of Equipment (Battery Backup/capacity)

Power consumption of equipment (DUAL Config, full load )

UPS Capacity With Battery rating & Date of purchase

UPS Single Dual

UPS Make

Date of Purchase

Maintained by

NDB BEL 120 MMS 1.2 KVA 2 KVA (12V 7 AH-20 Nos- Chloride Safe power)

Single Uniline 29.06.05 Under AMC DS Power System



4.b.Monitoring facilities for Safe operation 4.b.1 NAV-AID :-NDB(BEL 120 MMS):

The RF Out from the Filter/Combiner is sampled and given to Monitor input for

monitoring the Forward Power, Reflected Power and Modulation Depth. The Forward Power, Reflected Power and Modulation signal are processed to provide Shutdown Signals for LOW POWER, LOW TONE LEVEL, CONTINOUS TONE and HIGH REFLECTED POWER.

4. c.1. Fault history/Statistics of failures of facilities for year 2008

Year 2008 (January to December)

u/s period in UTC Sl. No.

Facility and Channel From to

hrs Reason for u/s

1. NDB Standby (CHL-2)

0330 hrs 01.01.2009

0730 hrs 31.08.2009

140(operation is only on Friday)

Transistors in PAs and Modulators get shorted. Wiring gets shorted due to ageing

4.c.2 MTBF/AVAILABILITY CALCULATIONS FOR YEAR 2008 FACILITY/CHANNEL

No of Failures

Hours of Failure

Total operational hours

Total period the facility/channel actually available

AVAILABILITY (%)

MTBF

NDB CH 1 Nil Nil 208 208 100 - NDB CH 2 1 20 208 188 90.38 -

Availability: This performance parameter is to be calculated for duration of one calendar year i.e. From 1st Jan to 31 December METHOD OF CALCULATIONS Availability Calculations: Ao = Ta/Tt where Ao = Operational Availability, Ta = the total time that the service is actually available, and Tt = the total time period that the service is required to be available MTBF of Individual Facility = Total time period/ number of failures during time period N.B :- If total number of failure is less than five in a calendar year, M.T.B.F need not be calculated by station and only the number failures in the calendar need be sent. Availability Calculations: Ao = Ta/Tt where Ao = Operational Availability,



Ta = the total time that the service is actually available, and Tt = the total time period that the service is required to be available. MTBF calculation:- T- Total time for five failures of the channel. MTBF= T/5 N.B :- If total number of failure is less than five in a calendar year, M.T.B.F need not be calculated by station and only the number failures in the calendar need be sent. MTBF of Individual Facility = Total time period/ number of failures during time period.This data will be forwarded by individual station for each type and model of equipment.

4.c.3. UNSERVICEABILITY STATISTICS FOR THE FACILITIES FOR Year 2008

u/s period in UTC Sl. No.

Facility and Channel From to

Total hrs Reason for u/s

1. NDB Nil Nil Nil 4.c.4. MTBF/AVAILABILITY CALCULATIONS FOR YEAR 2008 FACILITY/CHANNEL

No of Failures

Hours of Failure

Total operational hours

Total period the facility/channel actually available

AVAILABILITY (%)

MTBF

NDB CH 1 Nil Nil 208 208 100 - NDB CH 2 Nil Nil 208 208 100 -

4.c.5. UNSERVICEABILITY STATISTICS FOR THE FACILITIES FOR Year 2007 Sl. No. Facility and

Channel U/S period in UTC Total hrs Reason for u/s

From to 1 NDB , chl-1 Nil Nil Nil 2 NDB, chl-2 Nil Nil Nil

4.c.6 UNSERVICEABILITY STATISTICS FOR THE FACILITIES FOR Year 2006 Sl. No. Facility and

Channel u/s period in UTC

Total hrs Reason for u/s

1. NDB, both channels

Nil Nil



4.c.7 FACILITYWISE UNSERVICEABILITY MODULES SINCE 2005

S.No FACILITY/ CHANNEL

ITEM DESCRIPTION

PART NO SENT TO SENT ON Received on /status

Remarks

NDB BEL 120 MMS 1 Nil Nil Nil Nil Nil Nil

4.d.1 General type of Reporting and rectification of complaints of

facility or channel failure/ fault

NAV- AIDS

Immediate reporting : The serviceability of navigation aid is monitored

continuously and the status is provided to the associated, responsible ACS unit. Any change in the status of the navigation aid will be provided within 10 seconds.

Standard reporting: The facility status is reported within 5 minutes of its

change in serviceability by the concerned watch-keeping staff to the ACS-in-Charge..

Pilot reporting: The status of a navigation aid is observed by a pilot on an

opportunity basis and if the aid is found to be unserviceable, the pilot reports the status of the Nav aids to ACS in charge within a reasonable time.

Officers/Officials are on duty during watch Hours, to maintain all the available Nav Aids as per the standards and recommendations and to keep watch on status and indications. If any change in normal status is observed, they take appropriate action. When aircraft makes any complaint to OIC(ACS) regarding malfunction of the Nav-Aids, the OIC(ACS) takes appropriate action for rectification of faults.

4.d.2. The procedure adopted if a facility fails or fault occurs.

1. The OIC(ACS) being the duty officer attend the facilities if there is any degradation or failure of facility and the standby facility is provided immediately.



2. In case if standby facility also fails,. appropriate NOTAM action is taken

through DUTY OFFICER (E/R). When the service is restored, NOTAM is lifted through DUTY OFFICER (E/R). Failure of the facility or service is reported to the unit in charge .All the details failure of service is recorded in the concerned logbook.

3. The facility is immediately attended by duty officer.

4. After rectification of the fault, NOTAM is lifted by DUTY OFFICER

(E/R) on request from unit.

4.e. PROCEDURES ADAPTED FOR REPAIR BEYOND THE SCOPE OF STATION

4.e.1 VHF

If the required spares/modules are not available, the matter is referred to RHQ and demand of spare is raised to CRSD/CHQ via RHQ. If any design deficiency is found which is beyond the scope of normal maintenance activity or any documentation errors are found, information is given to RHQ/CHQ for further necessary action with OEM.

4.e.2 NAV AIDS

1. If any un serviceability of module/spare part of unserviceable channel is diagnosed or design deficiency is found, the unserviceable module is sent to the respective SMU for repair as it is beyond the scope of normal maintenance activity,

2. The procedure adapted for sending to SMU is to fill up the defect report form as mentioned below

4.e.3 General procedure for repair of modules beyond the scope of station

4.e.3.1.If the module that has failed is under warranty, the module may be sent to

GM(CRSD), New Delhi with an intimation to Procurement authority at CHQ.

4.e.3.2. If the module that has failed is beyond warranty period and if

maintenance contract is with an outside agency the same may be sent to the agency with an intimation to the CHQ.

4.e.3.3. If the failed module is neither under warranty nor under the maintenance

contract but if SMU is identified for the equipment the module/part may be send to the SMU concerned with an intimation to CHQ.

4.e.3.4. The details of the contact no./FAX of the SMU and maintenance

contractor for various equipments in operation at Tezu is as per the table below.

4.e.3.5.The format to be filled up and sent to the SMU is produced below .



4.e.3.6.If the failed module is not covered under warranty/AMC/SMU action is

required to be taken as per the CHQ/RHQ instruction

4.e.4. Details of SMU/AMC/ Warranty & Contact Numbers.

S.no. Facility AMC / Warranty (along with Period) /SMU

Address Telephone /Mobile

FAX E-Mail

1. UPS AMC (01/08/09 to 31/07/2010)

DS Systems Pvt Ltd., Sundarpur, R.G.Baruah Road, Guwahati-5

984957878 0361-2206800

0361-2595372

[email protected]



DEFECT REPORT

EQUIPMENT: STATION: TEZU RECEIVER FREOUENCY:

SYMPTOM OF THE EQUIP FAILURE a) NAME OF THE FAILED LRU b) PART NO. c) SERIAL NO. DATE OF THE FAILURE

a) DATE OF DESPATCH b) MODE OF DESPATCH FREQUENCY OF THE FAILURE PER YEAR OF THE LRU EFFECT OF THE FAILURE ON EQPT

BRIEF DEFECT REPORT MENTIONING SENTSTATUSOFFAULTYLRU

WAS THIS LRU SENT EARLIER TO SMU A 1 B I COMMENT IF (A) ENCIRCLED

FOR REPAIRS A) YES B) NO

ANY ATTEMPT MADE TO RECTIFY A, B, COMMENT IF(A) ENCIRCLED

LOCALLY A) YES Repair B) NO

NA TURE OF FAILURE A, B, COMMENT IF (A) ENCIRCLED A) SLOWLY DEVELOPED OVER A

PERIOD (MENTION THE PERIOD) B) SUDDEN ,

CAUSE OF THE FAILURE: COMMENTS: A) OPERATING ENVIRONMENT

input power supply/room temperature relative humidity/earthing (eqpt & electric supply)/lightning / Voltage spikesurge)1 other reasons) B) DESIGN/MANUF ACTURING

DEFECTS ( e.g. LRU alignment, rating of component etc.) C) OTHERS

REMARKS BY THE ACS IN-CHARGE:

Sig of ACS In charge



4.e.5. Parts/Modules repair not covered under warrancy/AMC/SMU

Efforts shall be made to find out OEM/authorized dealer can undertake the repair job. If such possibility is there processing the case for repair will be undertaken by obtaining quotation from the OEM/ authorized service centre. In case of no such possibility, matter will be taken up with RHQ/CHQ for repair.

4.f. 1.Periodical Returns/Debriefing Report The status of the facilities are being communicated to RHQ/CHQ through various returns-daily, weekly, monthly and quarterly, Six Monthly reports. The details of reports are as below

Sl.No. Return File Ref no.

Description periodicity

Destination To be sent at/ by

1. F.No.AAI/TJ/ACS/COM/ DAILY

Daily u/s report of CNS facilities and HHMD

Daily GM CNS RHQ by Fax

Sent on every Friday between 0330-0730UTC

2. NS-122 F.No.AAI/TJ/ACS/COM

Weekly STATUS report of CNS facilities

Weekly GM CNS RHQ by Fax

Every Monday 4.30 UTC by OIC.

3. NS-113 F.No.AAI/TJ/ACS/COM-RETURN

Monthly report of Navigational aids

Monthly GM CNS RHQ by Fax

1ST or 2nd of every month by OIC.

4. F.No.AAI/TJ/ACS/UPS

Monthly report of UPS and its capacity.

Monthly GM CNS RHQ by Fax

1ST or 2nd of every month by OIC

5. NS-115 F.No.AAI/TJ/ACS/COM/ HY

Six monthly report of Navigation aids.

Six Monthly

ED(COM) CHQ and GM CNS RHQ by Post

On February and August of every Year.



CHAPTER-5 FACILITY OPERATION AND

MAINTENANCE PLANS



5 .a. PROCEDURES FOR ROUTINE MAINTENANCE

5.a.1 Status of CNS facilities are continuously monitored by watch keeping personnel and noted in a log book periodically

5.a.2..Scheduled preventive maintenance is carried out for Nav-Aid facilities. 5.a.3 Preventive maintenance schedules are prepared and circulated by N&S

Directorate at CHQ 5.a.4. Additionally, pre-flight calibration, post flight calibration, in flight calibration

maintenance, pre-monsoon maintenance are also carried out. 5.a.5 In maintenance work, various unscheduled maintenance work also have to be

done. After getting any information of fault or any abnormality observed during preventive maintenance, corrective maintenance will be carried out.

5.a.6 Fault log book is maintained to record time of occurrence of fault, corrective

action taken and the time of normalizing the channel. 5.a.7. The list of spares available with the station is listed below under para 5.a.9. The

spares are being rotated by replacing the corresponding modules in the equipment to ensure its serviceability.

5.a.8 The list of test equipments available with the station is enclosed under para

5.a.10. The test equipments are used in the routine preventive and breakdown maintenance.

5.a.9 LIST OF SPARES HELD BY THE STATION

SL NO. FACILITY SPARE MODULE DESCRIPTION

PART NO. SERIAL NO.

NO. OF FAILURES

1.

NDB BEL120 MMS

PA MODULES 1160 001 810 35

012



5.a.10 TEST EQUIPMENTS AVAILABLE AT NAV-AIDS UNITS

S No. DESCRIPTION OF TEST

EQPT MAKE/MODEL SERIAL NO UNIT

1. OSCILLOSCOPE

B.P.L India DTO-31500 APLAB-3305SA

B9F 2886 0245006 BOTH Calibrated-11/09/2009

Nav aids

2. DIGITAL MULTIMETER

HIL-2120 & HIL-2605

NA&911-1118 Nav Aids

3. FREQUENCY COUNTER

APLAB 1119 APLAB 1119

188/82 188/62

Nav aids ..do..

4. IC Tester IEC DIT2040

110 Nav aids

5. Incircuit Semi conductor APLAB 4009 1289/02 Nav aids

67. Megger MOTWANI H-100

11501189 Nav aids

5 (b) MAINTENANCE SCHEDULE specifying interval between each activity

5.b.1 NAV - AIDS CHQ has issued maintenance schedule with defined time intervals. ACS Tezu is following all the maintenance schedules. At present, details of maintenance schedule intervals are as follows:

Type of Eqpt.

Make Model Schedule maintenance

Interval

Remark

NDB BEL 120 MMS

WEEKLY

A separate bound Proforma for each schedule is maintained at respective sites so as to ensure proper recording of readings taken.



CHAPTER – 6

INTERRUPTION OF SERVICE

TO

CNS FACILITIES



6.a Procedure for restoration to CNS facility in case of complete failure/breakdown of service

The term “interrupted” means that, during its scheduled hours of operation, a CNS facility / service:

(i) has failed and is not available to users; or (ii) has been withdrawn from service for the purpose of either scheduled or

unscheduled maintenance at a time that the service is required by users; (iii) is operating outside its performance parameters (i.e., a fault has occurred

which affects its technical performance or integrity such that the service has to be withdrawn at a time that the service is required by users;

(iv) but, does not include facility faults that have not resulted in the CNS facility

/ service being inoperable or unusable. how quickly maintenance technicians respond;

In Tezu Airport the operations are only on Friday i.e only one flight in a week and hence maintenance personnel are always available in the duty place or can be called immediately as the residents are located nearer to the office. The equipment design is very good and the performance is field proven as seen from the statistics of serviceability, MTBF and availability The logistics support is listed under spares and test equipments. Special test equipments can be obtained from RHQ by the next available flight.RHQ can also mobilize additional resources from other stations and SMUs

6.b Acceptable Recovery Time:

Spares and test equipments are kept unit wise, under the operational control of the concerned unit in charges. In case of interruption of services ,every effort is made to restore the facility immediately In case of immediate requirements maximum priority is given to the primary facilities. In case of simultaneous failure of multiple equipments the duty personnel decides the priority of restoration in consultation with duty officer till reinforcement is done. The recovery time cannot be defined as Tezu is to depend upon the available flight operations, resource mobility by RHQ/CHQ and SMUs or AMC Contractors. However there is no dearth of trained/proficient manpower and once require analysis to identify the faulty units are done and subsequently logistics are arranged recovery time can be minimized.



6.c Procedure if acceptable recovery time is exceeded Defining recovery time in advance is difficult. However the recovery time will normally not exceed the limits set by RHQ/CHQ as they have to only decide on logistics mobilization. Hence the procedure if acceptable recovery time is again to be decided by RHQ/CHQ. 6.d. Availability of alternate service For navigational aids, this has to be decided by OIC(ACS).



APPENDIX

CNS CIRCULARS



IMPORTANT CHQ CIRCULARS & GUIDELINES

CNS Circular 1 of 2003

Subject: Lightening Arrestor for CNS facilities It has been observed that at times the failure of the CNS facilities is due to

lightening, which indicates poor earthing systems. This problem has to be handled

expeditiously to avoid the facility failure due poor earthing. It is suggested that the

following points should be checked for proper earthing of a CNS facility.

DVOR: 1. Counter poise should have four independent earthing pits for proper earthing. This earthing

system should not be looped with any other earthing systems.

2. The equipment should have independent earthing system.

3. DVOR counterpoise should also have four lightening arrestors and their heights should be more

than side band antennas.

4. DVOR monitor antenna should have independent earthing system and provision of lightening

arrestor should be made above the monitor antenna.

5. Co-located DME (HP) antenna should have independent earthing system for lightening arrestor

and it should be kept above the antenna height.

6. The earthing strips joint should be brazed instead of joining with nut and bolts.

7. The earthing resistance should be kept less than one ohm.

RADAR: 1. Radar equipment should have independent earthing systems and should not be looped with any

other earthing system

2. Radar antenna building should have two earthing pits diagonal to each other and lightening

arrestor should be connected to this earthing pits.


4. The height of the lightening arrestor should be kept more than the radar antenna height.

INSTRUMENT LANDING SYSTEM (ILS): a. Localizer 1. The equipment should have independent earthing system.

2. Antenna system should have two earthing pits and should not be looped and lightening arrestor

should be connected with it.

3. Height of the lightening arrestor should be more than height of the LLZ antenna.


5. The height of the lightening arrestor should be kept more than LLZ antenna height.



b. Glide path 1. The equipment should have independent earthing system.

2. Antenna system should have one earthing system and lightening arrestor should be connected

with this.

3. DME antenna should have independent earthing system.

4. The earthing strips joint should be brazed instead of joining with nuts and bolts.

5. The height of the lightening arrestor should be one feet above the GP mast.

c. Marker and locators 1. The Marker and Locator equipment should have their independent earthing system.

2. The antennas of the both system should have their own independent earthing pits.

3. The lightening arrestor should be placed above the antenna or the highest point in vicinity of

equipment building.

4. The earthing strips joint should be brazed instead of joining with nuts and bolts.

NON-DIRECTIONAL BEACON (NDB): 1. The NDB equipment should have their independent earthing system.

2. The antenna should have its own independent earthing pits.

3. The lightening arrestor should be placed one foot above the antenna.

4. The earthing strips joint should be brazed instead of joining with nut and bolts. The equipment

and its associated earthing system should be checked as per above checklist and report the

compliance to the CHQ at the earliest.

Sd/- (A. K. Misra) Executive Director (CNS-OM) 14.5.2003



CNS Circular No. 2 of 2003

Subject: - VOR Aerodrome Check points As per the guidelines contained in Annexure 10, Volume-I, Attachment-E and para

5.2.11 & 5.4.4 Annexure 14, the detail information on VOR aerodrome checkpoints

is appended below for reference.

SELECTION AND USE OF VOR AERODROME CHECK-POINTS 1. GENERAL 1.1 When a VOR is suitably located in relationship to an aerodrome, the pre-flight

checking of an Aircraft VOR installation can be facilitated by the provision of

suitably calibrated and marked CHECK-POINTS at convenient parts of the

aerodrome.

1.2 Following guidelines are provided for consideration in selecting the points to be

used.

2. SITING REQUIREMENTS FOR CHECK-POINTS 2.1 The signal strength of the nearby VOR has to be sufficient to ensure

satisfactory operation of a typical aircraft VOR installation. In particular, full flag

action (No flag showing) must be ensured.

2.2 The check-points should, within the limits of operating convenience, be located

away from buildings or other reflecting objects (Fixed or Moving) which are likely to

degrade the accuracy or stability of the VOR signal.

2.3 The observed VOR bearing at any selected point should ideally be within + or –

1.5 degrees of the bearing accurately determined by survey or chart plotting.

Note:- The figure of plus or minus 1.5 degrees has no direct operational

significance in that the observed bearing becomes the published bearing : however

where a larger difference is observed, there is some possibility of poor stability.

2.4 The VOR information at a selected point should be used operationally only if

found to be consistently within + or - 2 degrees of the published bearing. stability of

the VOR information at a selected point should be checked periodically with a

calibrated receiver to ensure that the + or – 2 degrees tolerance is satisfied,

irrespective of the orientation of the VOR receiving antenna.



Note:- The tolerance of + or – 2 degrees relates to the consistency of the

information at the selected points and includes a small tolerance for the accuracy of

the calibrated VOR receiver used in checking the point. The 2-degree figure does

not relate to any figure for acceptance or rejection of an aircraft VOR installation,

this being a matter for determination by Administrations and users in the light of the

operation to be performed.

2.5 Check-points, which can satisfy the foregoing requirements, should be selected

in consultation with the operators concerned. Provision of check-points in holding

bays, at runway ends and in maintenance and loading areas, is usually desirable.

MARKING OF VOR CHECK-POINTS 2.6 Each VOR check-point must be distinctively marked. This marking must include

the VOR bearing which a pilot would observe on his aircraft instrument if his VOR

installation were operating correctly

USE OF VOR CHECK-POINTS 2.7 The accuracy with which a pilot must position his aircraft with respect to a

checkpoint will depend on the distance from the VOR station. In cases where the

VOR is relatively close to a check-point, particular care must be taken to place the

aircraft’s VOR receiving antenna directly over the check-point.

VOR AERODROME CHECKPOINT MARKING 2.8 When a VOR aerodrome checkpoint is established it shall be indicated by a

VOR aerodrome checkpoint marking and sign. A VOR aerodrome checkpoint

marking shall be centered on the spot at which an aircraft is to be parked to receive

the correct VOR signal. A VOR aerodrome checkpoint marking shall consists of a

circle 6 meter in diameter and have a line width of 15 cm. as shown below.

A. – WITHOUT DIRECTIONAL LINE B. – WITH DIRECTIONAL LINE

When it is preferable for an aircraft to be aligned in a specific direction, a line should be provided that passes through the center of the circle on the desired azimuth as shown above. The line should extend six meters outside the circle in the desired direction of heading and terminate in an arrowhead. The width of the line should be 15 c.m.



Note: - VOR aerodrome checkpoint marking should preferably be white in

color but should differ from the color used for taxiway markings. To provide

contrast, marking may be bordered with black.

VOR AERODROME CHECKPOINT SIGN 2.9 A VOR aerodrome checkpoint sign shall be located as near as possible to the check point and so that the inscriptions are visible from the cockpit of the aircraft properly positioned on the VOR aerodrome check-point markings. Note: A VOR aerodrome check-point sign shall consist of an inscription in black on

a yellow background.

2.10 The recommended inscriptions on a VOR check-point sign should be in

accordance with one of the alternatives shown below: -

VOR is an abbreviation identifying this as a VOR check-point;

116.3 is an example of the radio frequency of the VOR concerned

147 is an example of the VOR bearing, to the nearest degree, which should be

indicated at the VOR check-point; and

4.3 NM is an example of the distance in nautical miles to a DME collocated with the

VOR concerned.

The guidelines mentioned above should be examined for establishing the VOR

checkpoint at your airport.

Sd.. (A.K.MISRA) Executive Director (CNS-OM)




PROVISION OF INFORMATION ON THE OPERATIONAL STATUS OF NAVIGATIONAL AIDS As per Annex-11, Para 7.3.1, ATS units shall be kept currently informed of the

operational status of non-visual navigation aids & those visual aids essential for

take –off , departure, approach & landing procedure within their area of

responsibility and those visual & non-visual aids for surface movement.

Annex-11, Para 7.3.2, states that information received on the operational status,

and any changes thereto, of visual and non-visual aids referred to in Annex-11,

Para 7.3.1 should be received by the appropriate ATS unit(s) on a timely basis

consistent with the use of aid(s) involved. Major types of equipment associated with

ATC services include:

1) NDB (Non Directional Beacon)

2) DVOR/VOR (Doppler VHF Omni Range / VHF Omni Range)

3) DME (HP)/DME(LP) (Distance Measuring Equipment – High Power / Low power)

4) ILS (Instrument Landing System)

5) Markers/ Locators

The respective functional and operational requirements for the equipments listed

above are discussed below:

1) NDB : As per Doc. 9426 (Air Traffic Services Manual) Para 3.1.1, NDB transmits non-

directional signals in the low & medium frequency bands, between 190 to 1750

KHz. With appropriate airborne equipment, the pilot can determine the bearing of

the station or can “home” on the station. The specific identification of NDB is

normally broadcast in Morse code. As per Doc.9426, Para 3.2.1.b, NDBs used in

conjunction with ILS are designated as “Locators”.

As per Annex-10, Vol-I , Para 3.4.8.1 for each NDB suitable means shall be

provided to enable detection of any of the following conditions at an appropriate

location :



a) Decrease in radiated carrier power of more than 50 % below that required for the

rated coverage.

b) failure to transmit the identification signal

c) Malfunctioning or failure of the means of monitoring itself. Failure of any of the

above results in alarm indication in the local / remote unit installed at appropriate

locations.

2) DVOR/ VOR:

As per Doc.9426, Para 2.1.1, the VHF omni-directional radio range (VOR) is an

omni directional (3600 of azimuth) range station which operates in the very high

frequency (VHF) band of the radio spectrum between 108 to 118 MHz , sharing the

band from 108 to 112 MHz with the localiser component of ILS. The basic

navigation guidance derived from a VOR is a radial line of position (magnetic) w.r.t.

a known geographic point (the VOR site). The radial line is read in degrees of

azimuth from magnetic North & is technically accurate to within ± 2.00. Doc.9426,

Para 2.1.2 states that the identification of specific VORs is provided by means of

Morse code identifier or by voice recording. VORs can be remotely operated by

means of telephone lines from the control facility. Where standby or dual equipment

is provided, an automatic transfer between the equipment is made whenever the

operating VOR is subject to malfunction.

As per Annex-10, Vol-I, Para 3.3.7.1 , suitable equipment located in the radiation

field shall provide signals for the operation of an automatic monitor . The monitor

shall transmit a warning to a control point , and either remove the identification &

navigation components from the carrier or cause radiation to cease if any one or a

combination of the following deviations from established conditions arises :

a) a change in excess of 10 at the monitor site of the bearing information

transmitted by the VOR.

b) a reduction of 15% in the modulation components of the radio frequency signals

voltage levels at the monitor of either sub carrier , or 30 Hz amplitude modulation

signals or both. Annex-10 , Vol-I Para 3.3.72 states that failure of the monitor itself

shall transmit a warning to a control point & either a) remove the identification &

navigation components from the carrier ; or b) cause radiation to cease.



3) DME (HP)/DME (LP)

As per Doc. 9426, Para 2.1.6, DME is a useful adjunct to, & is normally collocated

with VOR. In such cases, the VOR is referred to as “VOR/DME”. A DME provides a

continuous digital read out of the slant range distance, in nautical miles, between

the aircraft and the DME site. DME operates in the UHF band between 962 MHz &

1213 MHz. As per Annex-10 , Vol-I, Para 3.5.4.7.1 , means shall be provided at

each transponder site for the automatic monitoring and control of the transponder in

use. Annex-10 Vol-I Para 3.5.4.7.2.1, states that in the event of any of the

conditions specified below occur, the monitor shall cause following action to take

place:

a) a suitable indication shall be given at a control point ;

b) the operating transponder shall be automatically switched off ; and

c) the standby transponder , if provided, shall be automatically placed in operation.

As per Annex-10 , Vol-I , para 3.5.4.7.2.3 , the monitor shall cause the actions

specified in 3.5.4.7.2.1 above if the spacing between first and second pulse of the

transponder reply pulse pair differs from the nominal value by 1μs or more. As per

Annex-10 , Vol-I , Para 3.5.4.7.2.4 , the monitor should also cause a suitable

indication to be given at a control point if any of the following conditions arise :

a) a fall of 3 dB or more in transponder transmitted power output;

a) a fall of 6 dB or more in the minimum transponder receiver sensitivity;

b) the spacing between the first and second pulse of the transponder reply pulse

pair differs from the normal value specified in Annex-10 , Vol-I , Para 3.5.4.1.4 by

1μsec or more ;

c) variation of the transponder receiver & transmitter frequencies beyond the control

range of the reference circuit. The monitor system shall provide a

Normal/Warning/Alarm indication at a control point. Same status shall be extended

to ATC tower.

d) ILS As per Doc.9426, Para 5.1.1.1, the ILS is the ICAO standard, non-visual navigation

aid to final approach and landing. Ground equipment consists of two highly

directional transmitting systems and two marker beacons aligned along the

approach. The directional transmitters are known as localizer and glide slope



transmitters. The total landing system of which ILS is an integral part generally

provides the pilot with:

a) guidance information regarding the approach path derived from the localizer and

the glide slope

b) range information at significant points along the approach path by marker

beacon or continuous range information from Distance Measuring Equipment

(DME) ;

c) visual information in the last phase of flight from approach lights , touch down

and center line lights , runway lights.

Doc.9426 Para 5.1.1.2 states that at selected locations where the provision of

marker beacons at the defined locations creates difficulties, they may be replaced

by a DME which is associated with ILS. As per Annex-10 , Vol-I , para 3.1.2.1 the

ILS shall comprise the following basic components :

a) VHF Localiser equipment, associated monitor system, remote control and

indicator equipment;

b) UHF Glide path equipment, associated monitor system, remote control and

indicator equipment ;

c) VHF Marker beacons, associated monitor systems, remote control and indicator

equipment

As per Doc 9426, Para 5.1.1.4 the localiser provides course guidance throughout

the descent path to the runway threshold from a distance of 18 NM from the

antenna between a height of 300 m above the highest terrain along the approach

path and 1350 m above the elevation of the antenna site. Distinct off-course

indications are provided throughout the areas of the operational service as under:

a. 10 º either side within a radius of 18 NM from the antenna;

b. 35º either side within a radius of 10 NM from the antenna.

As per Annex-10 Vol-I Para 3.1.3.11.1, of , the automatic monitor system shall

provide a warning to the designated control points and cause one of the following to

occur , within the period specified in Annex-10 , Vol-I, Para 3.1.3.11.3.1, if any of

the conditions stated in Annex-10 Vol-I Para 3.1.3.11.3.2 below persists:

a) radiation to cease ;

b) removal of the navigation & identification components from the carrier ;



c) reversion to a lower category in case of facility performance Categories II & III

localisers where the reversion requirement exists. As per Annex-10, Vol-I, Para

3.1.3.11.2, the conditions requiring initiation of monitor action shall be the following:

a) for Facility Performance Category-I localisers , a shift of mean course line from

the runway center line equivalent to more than 10.5 m or the linear equivalent

0.015 DDM , whichever is less , at the ILS reference datum ;

b) for Facility Performance Category-III localizers , a shift of the mean course line

from the runway center line equivalent to more than 6 m at the ILS reference datum

;

c) in the case of localizers in which the basic functions are provided by the use of a

single -frequency system , a reduction of power output to less than 50% of the

normal ;

d) in the case of localisers in which the basic functions are provided by the use of a

two- frequency system , a reduction of power output for either carrier to less than

80% of the normal , except that a greater reduction to between 80% and 50% of

normal may be permitted.

e) change of displacement sensitivity to a value differing by more than 17% from

the nominal value for the localizer facility As per Annex-10 , Vol-I , Para

3.1.3.11.2.1 , in the case of localisers in which the basic functions are provided by

the use of two – frequency system , the conditions

requiring initiation of monitor action should include the case when the DDM in the

required coverage beyond ± 10 0 from the front course line , except in the back

course sector, decreases below 0.155. As per Doc. 9426 , Para 5.1.1.5 , the UHF

Glide slope transmitter within the frequency band from 329.15 MHz to 335 MHz

radiates its signals only in the direction of localizer front course . As per Annex-10

,Vol-I, Para 3.1.5.7 ,the automatic monitor system shall provide

warning to the designated control points and cause radiation to cease if any of the

following conditions persist :

a) shift of the mean ILS glide path angle equivalent to more than minus 0.075 θ to

plus 1.10 θ from θ ; (Typical value of θ is 30 )

b) in the case of ILS glide paths in which the basic functions are provided by the

use of a single - frequency system , a reduction of power output to less than 50% of

the normal;



c) in the case of ILS glide paths in which the basic functions are provided by the

use of a two - frequency systems , a reduction of power output for either carrier to

less than 80% of the normal , except that a greater reduction to between 80% and

50% of normal may be permitted.

d) for Facility Performance Category I- ILS glide paths , a change of the angle

between the glide path and the line below the glide path (150 Hz predominating) at

which a DDM of 0.0875 is realized by more than ± 0.0375 θ ;

e) for Facility Performance Category III - ILS glide paths , a change of displacement

sensitivity to a value differing more than 25 % from the nominal value ;

f) lowering of the line beneath the ILS glide path at which a DDM of 0.0875 is

realized to less than 0.7475 θ from horizontal;

g) a reduction of DDM to less than 0.175 within the specified coverage below the

glide path sector.

e) VHF Marker Beacons As per Annex-10 , Vol-I , Para 3.1.7.1.a &b, there shall be two marker beacons in

each installation . When the installation comprises only two marker beacons, the

requirements applicable to the middle marker and to the outer marker shall be

complied with. Annex-10 , Vol-I Para 3.1.7.1.c of states that the marker beacons

shall produce radiation pattern to indicate predetermined distance from the

threshold along the ILS glide path. As per Annex-10 , Vol-I , Para 3.1.7.6.2 , the

middle marker shall be located so as to indicate the imminence , in low visibility

conditions , of visual approach guidance. Annex-10 , Vol-I Para 3.1.7.6.3 ,states

that outer marker shall be located so as to provide height , distance and equipment

functioning checks to aircraft on intermediate and final approach. As per Annex-10,

Vol-I Para 3.1.7.7 , suitable equipment shall provide signals for the

operation of automatic monitor . The monitor shall transmit a warning to control

point if either of the following conditions arises:

a) failure of the modulation or keying ;

b) reduction of power output to less than 50 % of normal . As per Annex -10 , Vol-I

Para 3.1.7.7.2, for each marker beacon , suitable monitoring equipment should be

provided which will indicate at the appropriate location a decrease of the

modulation depth below 50%. In addition to above, Status Indication of the facility



shall be provided at ATC center which will indicate the status of navigational aids

on real -time basis. The status Indicator at ATC center shall work in conjunction

with the remote control and status unit of the facilities installed in the equipment

room. The provision of status indication in ATC center is one of the basic

requirements for aircraft operation from safety point of view. The compliance report

of the provision of the status indictor in ATC center may be sent to CHQ at the

earliest.

Sd. ( A. K. Misra) Executive Director (CNS-OM)




Subject:-Time in Air Traffic Services

To maintain correct and synchronized time for different operational units of ATS,

the following systems are in operation at the Airports.

1. Digital Master/Slave system of clocks.

2. Clock system through GPS.

3. Stand alone clock systems.

The following requirements are listed in ICAO Annexure 11 Para 2.24, for provision

of time in air traffic services.

3.24.1 Air traffic services units shall use Coordinated Universal Time (UTC) and

shall express the time in hours and minutes and, when required, seconds of the 24-

hour day beginning at midnight.

3.24.2 Air traffic services units shall be equipped with clocks indicating the time in

hours, minutes and seconds, clearly visible from each operating position in the unit

concerned.

3.24.3 Air traffic service unit clocks and other time recording devices shall be

checked as necessary to ensure correct time to within ± 30 seconds of UTC.

Wherever data link communication are utilized by an air traffic services unit, clocks

and other time recording devices shall be checked as necessary to ensure correct

time to within 1 seconds of UTC.

3.24.4 The correct time shall be obtained from a standard time station or, if not

possible, from another unit which has obtained the correct time from such station.

3.24.5 Aerodrome control towers shall, prior to an aircraft taxiing for take off,

provide the pilot the correct time, unless arrangements have been made for the

pilot to obtain it from other sources. Air Traffic services units, shall in addition,

provide aircraft with the correct time on request. Time checks shall be given to the

nearest half minute. The above ICAO guidelines are required to be followed strictly

in maintaining the time in different operational units:-

i) Where master / slave system is in operation, the master clock is to be corrected/

synchronized every day in the morning at 0230 UTC from the time signal obtained



from All India Radio ( before start of the news bulletin) or from a standard time

station. All the slave clocks are required to be

synchronized with the master clock. The clocks can also be corrected and

synchronized through GPS wherever such system is installed.

ii) The time of stand alone working positions like RADAR,AMSS,DVTR & other

positions is required to to be synchronized with the time of the master clock.

iii) The stations where stand alone clocks are provided at working positions, the

time is to be corrected/synchronized with the time signal obtained from All India

Radio OR from a standard time station.

iv) The clocks and other time recording devices shall be checked as necessary to

ensure correct time to be within specified limits.

v) An entry in the daily shift log book is to be recorded for correcting/ synchronizing

of all operational clocks. The compliance report on the provision of time in Air traffic

services may be sent to CHQ at the earliest.

Sd.. ( A. K. Misra) Executive Director (CNS-OM)




Subject:- Use of Standard Language for communication in ATS It has been observed that regional language and non-standard phraseology is

being used excessively for inter-unit communication for co-ordination and exchange

of ATS messages by the HFRT controllers as well as other ACS units. The

following requirements are listed in Para 2.27.1 & 2.27.2 of Annex 11 of ICAO.

2.27.1 An air traffic services provider shall ensure that air traffic controllers speak

and understand the language(s) used for radiotelephony communications as

specified in Annex 1.

2.27.2 Except when communications between air traffic control units are conducted

in a mutually agreed language, the English language shall be used for such

communications. In view of above it is required to follow the following instructions.

a) Use “English” as the only language for exchange of communications for

coordination with air traffic control units.

b) Use Standard phraseology for exchange of communications between air traffic

control units. The compliance of the above may please be ensured.

Sd.. (A.K.Misra) E.D.(CNS-OM)



CNS CIRCULAR No. 6 of 2003.

Sub: Air Traffic Services Requirements for Communication – Back up capabilities thereof. Wherever required, the “State” has implemented the requirements listed in Para 6.1

to 6.3 of ICAO Annex 11 and para 8.3.1 of ICAO DOC 4444** regarding provision

of Aeronautical Mobile Service, Aeronautical fixed service and Movement control

service at various airports under the control of Airports Authority of India. A copy of

the above relevant para is enclosed as Annex – I for ready reference. To ensure

high degree of reliability and availability of various Communication

Channels and equipment, the following have been provided:-

a) Redundancy of equipment (main & stand by)

b) Stand by power supply/Battery back up over and above the dedicated power

supply.

c) Inherent reliability of equipment.

d) Controlled temperature & humidity

e) Adequate test equipment.

f) Quality maintenance by trained/skilled personnel.

It is required to maintain/comply the above provision strictly for optimum efficiency

of operation.

Sd… (A.K. Misra) ED ( CNS -OM)



CNS Circular No. 7 of 2003 Subject: Radar Systems –Backup Capabilities Airports Authority of India (AAI) has provided Radar Systems at various Airports used in provision of

the Air Traffic Services (ATS). The systems are being maintained to provide high level of availability,

reliability and integrity of ATS. The requirement of Para 8.1.1 of ICAO Doc-4444 on radar systems

capabilities is given below:-

8.1.1 Radar systems used in the provision of air traffic services shall have a very high level of

reliability, availability and integrity. The possibility of system failure or significant system

degradations which may cause complete or partial interruptions of service shall be very remote.

Back-up facilities shall be provided

Note 1:- A radar system will normally consist of a number of integrated elements, including radar

sensor(s), radar data transmission lines, radar data processing system, radar displays.

Note2: Guidance material and information pertaining to use of radar and to system reliability and

availability is contained in Annex -10, Volume 1 and the Air Traffic services Planning Manual ( Doc

9426)

To ensure high level of availability, reliability and integrity in operation of the Radar systems, the

following have been provided in the Radar installation at stations.

1. Redundancy of equipment.( Mains and Standby)

2. Standby power supply / battery back up over and above dedicated power supply.

3. Inherent reliability of equipment

4. Controlled temperature and humidity ( Air conditioning)

5. Installation of fixed targets at known locations and processing the data received from targets.

6. Adequate test equipment & spares

7. Maintenance schedules as per requirement s of the equipment maintenance.

8. Quality maintenance by trained / skilled personnel.

It is required to maintain / comply the above provisions to achieve high level of efficiency in

operation.

It is also required to document the data on faults observed in the equipment

serviceability and performance of the equipment in the form of Log book and

Maintenance Schedule etc.

Sd.. ( A. K. Misra) Executive Director (CNS-OM)



CNS Circular No. 1 of 2004.

Subject: Automatic recording of Surveillance Data. Surveillance data from Primary and Secondary radar equipment provided at different airports is

being recorded automatically and continuously in the hard disc of computer. It is required to take

back-up of the recorded data files everyday for retention as is being done in the case of voice

recorded tapes. The recommendations of Para 6.4.1 of ICAO Annex -11 on recording of surveillance

data is given below:-

6.4.1 Automatic recording of surveillance data.

6.4.1.1 Recommendation:—Surveillance data from primary and secondary radar equipment or

obtained through ADS, used as an aid to air traffic services, should be automatically recorded for

use in accident and incident investigations, search and rescue,air traffic control and surveillance

systems evaluation and training.

6.4.1.2 Recommendation: --- Automatic recording should be retained for a period of at least

fourteen days. When the recordings are pertinent to accident and incident investigations, they

should be retained for longer periods until it is evident that they will no longer be required. To meet

the above recommendations, the following instructions are required to be followed:--

1. A back-up of the previous day recorded files is to be taken every day on the prescribed tape, from

the Hard disk.

2. The previous day backup is to be taken every day at a fixed time. The day is to be reckoned from

midnight to midnight.

3. The files of the previous day data should be deleted, after backup of the data is taken on the tape.

4. The recorded tapes are required to be labeled properly with date of recording and details of the

recorded files.

5. The recorded tapes are required to be preserved in the tape library under safe custody of a

designated responsible officer.

6. To reduce the number of empty/recorded tapes in circulation, it is required to erase the recorded

tapes after a period of 30 days from the date of recording except when the tapes are required to be

preserved for a longer period.

7. When the recordings are pertinent to accident and incident investigations, they should be retained

for longer periods until it is evident that they will no longer be required.

8. Till such time, a stand alone tape replay display position is provided at every radar station, the

recorded tapes, whenever required may be replayed from maintenance position or from one of the

operational position without interrupting the normal operation, as far as possible.

Sd… (A.K. Misra) ED (CNS-OM)



CNS Circular No.2 of 2004

Sub: VOLMET Broadcasts service As per recommendations of Para 4.4.1 of ICAO Annex 11 and as determined by

Regional Air Navigation agreements for the requirements of VOLMET Broadcasts

from Kolkata and Mumbai, VOLMET broadcast service is provided on High

Frequency (HF) radiotelephony as per details provided in Para 11.6 of ICAO Annex

3. The standard Radiotelephony phraseology is required to be used in the

broadcasts of VOLMET as recommended in Para 4.4.2 of Annex 11 and the

guidance material provided in coordination between ATSs, Aeronautical Information

services and Aeronautical Meteorological Services (DOC 9377), Appendix I.

Sd.. (A.K.MISRA) Executive Director (CNS-OM)



CNS Circular No.3 of 2004.

Sub: Aeronautical fixed service - (ground-ground communications) Airports Authority of India (AAI) is providing ground-ground communications

facilities by direct speech / or data link communication for air traffic services

purpose. Depending upon the requirements at each airport, for the provision of

communication facilities in accordance with the provisions of Para 6.2.1, 6.2.2, and

6.2.3 of ICAO Annex 11 (copy enclosed), and to meet the requirement of times for

establishment of communication, the following communication channels have been

provided.

1. Dedicated hot lines.

2. Value added hot lines.

3. Direct speech circuits.

4. Direct telephones.

5. Subscriber trunk dialing (STD).

6. International trunk dialing.

7. Speech switching system (SSS).

8. Voice communication control system (VCCS).

9. Intercom. Telephones.

10. EPABX telephones.

11. Automatic message switching system (AMSS).

12. Voice logging systems (digital and analogue)

The stations are required to maintain the assigned communication channels

efficiently so that ground to ground communication for air traffic services can be

established within the desired time limits as stipulated in above paras. Stations are

also required to keep a proper record of assigned channels.

Sd… (A K Misra) ED (CNS-OM)




Sub: Disposal of Old / Dismantled Equipment It has been observed that disposal action is not being taken for a long time for the

CNS Equipment withdrawn from operation. Such inventory continues to be

maintained at the station for a long time, thereby increasing the unnecessary

inventory and blocking the useful space. The dismantled equipment sometimes is

stored even in the operational area / equipment room, which adversely affects the

maintenance and operation of the equipment in use. In order to avoid such

situation, it is advised that the following action on obsolete / dismantled equipment

be taken immediately.

1. The concerned station will initiate the necessary survey report action of all such

equipment, which is replaced, and the new equipment is commissioned within a

month through proper channel to seek CHQ approval in principle.

2. The GM (Com) of the region to monitor that the dismantled / old equipment is

disposed of quickly.

3. A consolidated list of all equipment, which have been withdrawn from operation

more than three years ago in the region and not yet disposed off, shall be

submitted by the GM concerned to CHQ for information and review.

4. The list of dismantled / old equipment stocked at the station shall be submitted

along with six monthly returns.

Sd… ( A.K. Misra) Executive Director (CNS-OM)



CNS Circular No. 01 Of 2006

Sub: Documentation and preservation of maintenance records of CNS facilities. Following guidelines will be followed for documentation and preservation of

maintenance records of CNS facilities: - 1.Preservation of maintenance records of CNS facilities. (i) Routine Maintenance Schedules: - Reports on Routine Maintenance Schedules i.e Daily,

Weekly, Monthly, Quarterly, Half Yearly and Annual as applicable to CNS equipment shall be

maintained and retained as per below: -

(a) Daily, Weekly and Monthly :- One Year.

(b) Quarterly, Half Yearly and Yearly :- Five Years.

(ii) Handing over report (Proof of Performance), History /Fault Log Book: -

These records shall be maintained and retained throughout the life of facility.

(iii) Shift Log Book and Communication Returns: - These records shall be maintained and

retained for a period of one year.

(iv) Test Equipment Calibration Records: Test equipments such as signal generators,

oscilloscope etc. must be calibrated on a periodic basis. The relevant records shall be retained at

station up to five consequent reports.

2. Retention of Flight Inspection Reports and Data:

(i) The commissioning flight inspection report and data recordings shall be retained throughout the

life of facility.

(ii) Reports and data recordings for last five Flight Inspections shall be retained. Any special flight

inspections, carried out during this period shall also be retained.

(iii) Five consecutive records of the calibration of flight inspection system shall be retained by Flight

Inspection Unit (FIU).

3. Retention of Data required for Investigation: - Any of the above records and other related data, if required by investigating

authority for the purpose of enquiry etc. shall be retained till specific written order is

issued on matter.

Note: - Maintenance schedules approved by CHQ are available for CNS

equipments. If maintenance schedule is not available for any CNS equipment,

same should be brought to the notice of CHQ for further action.

..Sd.. (S C Goswami) ED (CNS-OM)



CIRCULAR NO. 2 OF 2006

INTIMATION OF MAJOR FAILURES OF CNS FACILITIES In the event of occurrence of following types of major failures of CNS facilities at an

airport/ACS station, immediate intimation shall be given to CHQ.

1. Communication :- 1.1 FailureofAir-to-groundVHFandHF channel having adverse impact on flight

operations.

1.2 Failure of ground-to-ground communication (including telephone, Direct Speech

Circuit, Data link circuit etc.) resulting in serious impact on flight operation.

2. Navigation facilities :- Non-availability of navigational facilities like ILS, DVOR, DME, NDB which is likely

to cause diversion/disruption of flights from the airport.

3. Surveillance and Automation System : Non-availability of facility causing serious impact on the operation of flight from/to

airport. GM(Com) of ACS at Metro airports, Airport Directors and O/In-charge of

ACS ( where post of Airport Director is not available) will immediately communicate

the date, time and nature of occurrence to the control room of CMG, Corporate

Hqrs. through Telephone/ Fax/E-mail is given here under :-

Ops Control Room:- Tel – 011-24610843/24610848 ,Fax – 011-24693963 ,Email Id- [email protected] The duty officer of control room will intimate the occurrence to ED(CNS O& M) at

his office/residence telephone number or his Mobile No. as given here under :-

Mobile: 9810937070 In case of non-availability of ED(CNS-O&M), the information should be given to

GM(N&S) at the following numbers :

Office 011-24619159, Residence 011-26124961, Mobile No. 9818135846 Please note that the arrangement will be effective immediately and does not

supersede other prevailing means of intimation of events/incidents.

Sd- (S.C.Goswami)



STATION CIRCULAR No.1 OF 2009 Ref: Ref. [email protected] Dated:28/10/2009. Sub: Allotment of Duties For Officers/Officials of ACS Tezu Airport. Sir, This is the Circular regarding the allotment of duties to Officers/Officials of ACS Tezu at the various units in ACS Tezu Airport.

NAME Designation Responsibility

Shri. Bipul Sarma OIC, ACS Tezu Airport ACS In charge Dimapur Airport

Shri. Ido Angu Supervisor(Eqpt.Mechanic) Assisting OIC in all office and Maintenance work.

Shri. Santu Bahadur Chetry Sr.Attdt.(H/K) Keeping all files and office in order.

The above allotment duties of Officers/Officials are for Operational reason. Hence to be followed diligently. Any adjustment of duties will be done as and when required by the undersigned. (Bipul Sarma) AAI, ACS, OIC Tezu Airport.

TEZU AIRPORT,ARUNACHAL PRADESH-792001 - Air …aaians.org/sites/default/files/CNS...

Documents

Transcript of TEZU AIRPORT,ARUNACHAL PRADESH-792001 - Air …aaians.org/sites/default/files/CNS...