Sunday, June 7, 2020

Ground Based Augmentation System( GBAS) and Satellite Based Agumentation System(SBAS)

GBAS uses monitoring stations at the airport to process signals from core constellations (currently GPS L1) and broadcasts corrections and approach path data to support precision approach operations. SBAS uses a wide network of ground stations and provides signals from Geostationary Earth Orbit (GEO) satellites to support operations over a large geographic area, from en-route down to approaches. Expected benefits from GBAS/SBAS implementation involve the enhancement of safety through the geometric vertical guidance for final approach and improvement of accessibility to regional airports in addition to the general benefits gained from PBN implementation, i.e. improvement of operational efficiency, increase of airspace capacity, reduction of noise and CO2 emission.

Necessity of Argumentation System:
The navigation system should meet four requirements.
Accuracy: accuracy in the means of position information. Is the position is correct?
Integrity: ability when the navigation system occur error and the ability to inform the situation within the certain time. Is the information right?
Continuity: ability to provide the navigation service continually. Does the service continue? What is the  availability ratio?
Availability: ability to have the accuracy, integrity and continuity. Is the availability ratio high?

Thursday, February 6, 2020

VHF Radio



What does ATIS stand for in aviation?
ATIS (Automatic Terminal Information Service) is a recording that some airports broadcast in order to reduce frequency congestion. Current weather information, active runway information, NOTAMs, and other useful pieces of information are included in the ATIS.

What information does ATIS provide?
Automatic Terminal Information Service, or ATIS, is a continuous broadcast of recorded aeronautical information in busier airports. ATIS broadcasts contain essential information, such as weather information, active runways, available approaches, NOTAM, and any other information required by the pilots.



How often is ATIS updated?
ATIS is usually updated once an hour; 30 minutes at some airports. If the weather or airport conditions change significantly before the next version is due, a new message is recorded immediately with the word “special” added after the zulu time. This alerts pilots that a significant change has occurred.

What is Digital ATIS?
Digital ATIS is an enhancement of the Tower Data Link. Service (TDLS) and uses the Pre-Departure Clearance (PDC) System. microcomputer to automate the delivery of airport and terminal. area operational and meteorological information to aircraft.


For more information:
See pdf here
https://documentviewer.herokuapp.com/?state=%7B%22ids%22:%5B%221J69O72Q1Mbtru_6urn1toX7xNcsmWCVU%22%5D,%22action%22:%22open%22,%22userId%22:%22103808279837644644309%22%7D
see ppt here
https://documentviewer.herokuapp.com/?state=%7B%22ids%22:%5B%221b_aAMsIMa13Nc6nkfdQnQ3W8_HZi8OLQ%22%5D,%22action%22:%22open%22,%22userId%22:%22103808279837644644309%22%7D


Do not forget to comment!

Air Traffic Controller Automation System

ATC Automation:
Automation systems provide the means of relaying essential information for the safe and orderly operation of Air Navigation Services (ANS). Data processing or automation includes a combination of hardware platforms and operating system software. Proper hardware and software configurations are essential for a safe and orderly ANS. Data processing or automation systems can be located anywhere at the ACC, on the airport, or in its vicinity or remote from the ACC or airport.

ATC Automation in Nepal:
Nepal introduced ATC automation system in 2013 by Avibit, Austria. It contains e-Strip called DIFLIS (Digital Flight Strip System) and Infomax system.
Avibit System:
Divided into following categories:
  • software and hardware architecture
  • system monitoring and control
  • Avibit operating system
  • DIFLIS
  • InfoMax

Air Traffic Safety Electronics Personnel (ATSEP)


Air Traffic Safety Electronics Personnel-ATSEP:
The acronym ATSEP refers to Air Traffic Safety Electronic Personnel. This select group of technical specialists provide and support the electronics and the software used to operate and allow air traffic safety (ATS) systems. This includes communications, navigation and surveillance and air traffic management systems (CNS/ATM). The ATSEP group is comprised of technicians, engineers and computer software and hardware specialists.

Regulatory Environment for ATSEP


ATSEP are personnel proven competent in the installation, operation and/or maintenance of a communication, navigation and surveillance/air traffic management (CNS/ATM) system. It is the responsibility of the ANSP to define the scope of ATSEP activities (Doc 9868- PANS-TRG). ATSEP should have a detailed understanding of the regulatory environment in which ATSEP work.ATSEP training programmes should be clearly linked to ATSEP activities taking into consideration the ANSP's safety management and quality assurance systems as well as security concerns. National regulations may define the requirements with respect to age, knowledge, experience, skill and attitude for ATSEP. So ATSEP play a significant role in the safe operation of CNS/ATM systems.

Activities that ATSEP Perform

According to the International Civil Aviation Organization’s (ICAO) Manual on Air Traffic Safety Electronics Personnel Competency-Based Training and Assessment, ATSEP are responsible for duties that pertain to the use of ground electronic systems that are used to help control aircraft movements, including operational, maintenance, installation and management activities. The tasks performed by ATSEP  may be on a wide variety of CNS/ATM/ATS systems or equipment. This requires a wide range of competencies, expertise, knowledge and skills in the areas of electronics, computer science and computer networking. ATSEP activities can range from technician-level to high-level engineering tasks.

Operational Activities

ATSEP who perform operational activities are responsible for supervising, monitoring, controlling and real-time reporting of technical services that are supported by CNS/ATM electronic systems and/or equipment.

Maintenance Activities

ATSEP who perform maintenance activities are responsible for providing preventive maintenance, corrective repairs and/or updates or modification of CNS/ATM electronic systems and/or equipment .

Installation Activities

ATSEP who perform installation activities may perform tasks that are related to engineering activities, project management, specification, conception, validation, integration, testing and acceptance, safety assessments, calibration, certification, optimization and upgrade of supporting electronic systems and/or equipment for CNS/ATM.

Management Activities

Aside from technical activities, some ATSEP may work in areas related to:
  • Safety management
  • Network security management
  • Quality management
  • General management
  • Teaching
  • Assessment 
    ATSEP scope of activities

  1. ATSEP may perform tasks on a wide variety of CNS/ATM systems and equipment requiring a wide range of competencies and expertise as well as knowledge and skills in electronics, computer sciences and network. In addition, ATSEP activities may be carried out from technician to high-level engineering. 
  2. Scope of ATSEP activities defined on a basis of engineering lifecycle conception through design, operations and finally decommissioning.
  3. Possible scope of ATSEP
    1. Scope of operational activities: supervision, monitoring, control and reporting in real time of technical services, supported by electronic systems and /or equipment for CNS/ATM.
    2. Scope of maintenance activities: preventive maintenance, corrective maintenance and/ or modification and updates of supporting electronic systems and/ or equipment for CNS/ATM.
    3. Scope of installation activities: project management, specification, conception, validation, integration, test and acceptance, safety assessment, calibration, certification, optimization and upgrade of supporting electronic systems and/ or equipment of CNS/ATM, engineering activities. 
In addition to technical activities, others may be added related to management, teaching or assessment, safety management, security management (e.g. network) and quality management. With the introduction of new technologies, maintenance methods and design processes, states and ANSPs should regularly review the scope of ATSEP activities, to ensure that ATSEP maintain competencies appropriate to their current and future activates. Training programmes should be focused on the specific activities assigned to ATSEP.

European Approach to Safety Management for ATSEP Competency


ATSEP must now have a basic level of training in electronics and engineering. Individuals seeking a career in ATSEP must now achieve certain levels of competency through earning qualifications and system/equipment ratings. There are four disciplines for qualifications:
  • Communication
  • Navigation
  • Surveillance
  • Data Processing
The final stage for the acquisition of competence after obtaining the basic and qualification training would be system/equipment-related training.
This includes mentored training and onsite training.
Recognition and proof of competence for ATSEP is provided through records of training and experience with the safety management systems of service-provider organizations. However, some countries have decided that their ATSEP should have possession of their individual documents, including individual records of competence and/or evidence of appropriate professional qualifications.

 


PBN

PBN is the method of navigation that allows the aircraft operation on any desired flight path based on the performance of aircraft within th...