Chapter 2 Terminal Building.

Chapter 2 Terminal Building

Contents Introduction Terminal Building Passenger's Facilities
Baggage Handling ATC

WORLD'S TOP 10 AIRPORTS 1 Incheon International Airport
2 Hong Kong International Airport 3 Singapore Changi 4 Zurich, Switzerland 5 Munich, German 6 Kansai, Japan 7 Kuala Lumpur 8 Amsterdam 9 Centrair Nagoya , Japan 10 Auckland, New Zealand WORLD'S TOP 10 AIRPORTS 1 Incheon International Airport 2 Hong Kong International Airport 3 Singapore Changi 4 Zurich 5 Munich 6 Kansai 7 Kuala Lumpur 8 Amsterdam 9 Centrair Nagoya 10 Auckland

TOP TEN BUSIEST AIRPORT IN THE WORLD
Hartsfield, Atlanta O'Hare, Chicago Heathrow, London Tokyo, Japan Los Angeles, USA Dallas Forth/Worth Charles De Gaulle, Paris Frankfurt, German Amsterdam, Schipol Las Vegas, USA

4 Airport Components Airspace : Area for aircraft maneuver (after takeoff, before landing) Airfield = Aerodromes : Area for aircraft take-off & landing (equipped with required installations & equipments, NavAids, Lighting) Landside : Area to accommodate the ground-based vehicles, passengers & cargo movements. Airport Ground Access Plans: Area to accommodate ground based vehicles to and from the near city area & between the various buildings around the airport. AIRSIDE

1. Airspace 2. Airfield 3. Landside 4.
Four Airport Components: 1. Airspace, 2. Airside, 3. Landside, 4. Airport Ground Access System Airside: Area to manage aircraft movement on the ground airport and for landing and take-off. 2 Categories: 1. Airspace 2. Airfield Airspace (surrounding airport area) : Area for aircraft maneuver, after takeoff, before landing, or for aircraft pass through on the way to another airport. Airfield: Area with installations & equipments to facilitate aircraft operations (take off & landing). An airfield is called an aerodrome when it is equipped with air traffic control facility. The airside installations, operation and its effective management are vital for every airport. It basically includes Runway Taxiway Holding bays Apron Bays/stands Runway lights Runway markings Navigational aids or NAVAIDS as NDB (Non directional beacon) DVOR DME Localizer Glide Path Outer marker 3. Landside : to accommodate the ground-based vehicles, passengers & cargo movements. The city side area comprises: Terminal Buildings: To facilitate the passengers & baggage movements from the landside to the aircraft on airside. Parking area 4. Airport Ground Access Plans: to accommodate ground based vehicles to and from the surrounding city area & between the various buildings around the airport. Key Considerations: 1. Entry and Exit Road System 2. Parking – for passengers, staff, car rentals, shuttle buses, taxis, etc 3. Curbside drop-off pickup 4. Public Transit 5. Rail Systems 4.

Ground airport equipment
Equipment for preparing an aircraft for its next flight; this includes cleaning, performing checks, refueling and boarding Ground airport equipment [1] Equipment and materials for preparing an aircraft for its next flight; this includes cleaning, performing checks, refueling and boarding Tow bar Device that connects the tow tractor to the aircraft’s front landing gear. Tow tractor Very heavy vehicle that pulls or pushes an aircraft onto the maneuvering area or the parking area. Air start unit Vehicle that is equipped with an air compressor driven by a gas turbine; it pumps air into the aircraft’s jet engines to start them. Jet refueler Truck that pumps fuel from underground tanks into the aircraft’s tanks.

Ground airport equipment
Tow tractor Very heavy vehicle that pushes an aircraft onto the parking area. Tow bar Device that connects the tow tractor to the aircraft’s front landing gear. Air start unit Vehicle to pump air into aircraft’s jet engines in order to start the engine(equipped with an air compressor driven by a gas turbine) Jet refueler Truck that pumps fuel from underground tanks into the aircraft’s tanks.

Denver International Airport, Concourse B
Terminal Building Terminal A building to facilitate the passengers & baggage movements from the landside to the aircraft on airside. Concourse Open space or hall in passenger terminal, used for circulation or waiting. Denver International Airport, Concourse B

Function of Terminal Building
To provide various facilities for crews & passengers move from aircraft or onto aircraft efficiently. Examples: Transportation change (ex: from train to plane, from car to plane). Ticketing process Customs clearance & immigration control Shopping, toilets, eating, meeting, business & conference Terminal Building Provides the facilities, procedures, and processes to efficiently move crew, passengers, and cargo onto, and off of, commercial general aviation aircraft. Four Key Functions of Terminal To facilitate a change of transfer mode (ex: from train to plane, from car to plane, etc.). To process passengers (ticket check, customs clearance, immigration control) To provide various facilities for passenger (shopping, toilets, eating, meeting & greeting, business & conference). To organize & group passengers before journey by plane. Terminal Criteria Larger space for circulation, processing, secondary services of various kinds, and gathering. Departure Concourse Criteria Circulation areas Waiting areas (departure lounge) Shops, bars & restaurants Front side of the PTB or the verandah Visitors Area Check-in Area SHA or Security Hold Area (sterile area) BMA (Baggage Make Up area) BBA (Baggage Brake Up area) Passengers Meet and Greet area Airlines offices Office of the regulatory agencies Lounges of Business class or Executive Class passengers Check-in counters Frisking booths and XBIS machines Various concessionaires Counters for Tour and Travel agencies counters for Taxi services

Airport Terminal Design
Pier/Finger Satellite Semicircular Transporter Hybrid Pier finger terminal This terminal configuration evolved during the 1950s when gate concourses were added to the simple terminal building designs. A concourse is actually defined as an open space where paths meet. Passengers are usually processed at the simple terminal location and then routed down a "pier" where aircraft are parked in the "finger" slots or gates for boarding. Pier satellite terminal/ Remote satellite terminal This configuration involves a single terminal where all the ticketing and passenger processing takes place. Connected to this are numerous concourses that lead to one or more satellite structures. At the end of each concourse the aircraft are parked in a cluster. This increases the distance a passenger must walk to get from one terminal to another or one gate to another. People-mover systems are employed in these settings to reduce these walking distances. These systems can be high speed escalators, monorails or electric-powered carts. This design concept lends itself to a compact central terminal, but is difficult to expand without disrupting airport operations. Types of terminal buiding Pier Linear Terminal Passenger Pattern The main terminal. Piers that give access to aircraft. Additional buildings: railway station, control towers & car park. Pier Terminal Amsterdam Schipol Airport, Kansai Airport Advantages: Centralization of facilities

Central terminal with pier/finger
Advantages: Centralized Facilities Example :Amsterdam & Kansai Disadvantages: Congestion in the terminal at peak times. Long walking distance from terminal to gate. Kansai International Airport

Central terminal with Satellite
Offer high aircraft capacity and simplicity of design. But, long distance from the check-in counter to the gate. Need high speed escalators, monorails or electric-powered carts to reduce walking distances. Piers offer high aircraft capacity and simplicity of design, but often result in a long distance from the check-in counter to the gate (up to half a mile in the case of Kansai International Airport). Most large international airports have piers, including Chicago's O'Hare International Airport, Frankfurt International Airport, London Heathrow Airport, Amsterdam Schiphol Airport, Kuala Lumpur International Airport, Bangkok International Airport, Beirut International Airport and Miami International Airport. Pier satellite terminal/ Remote satellite terminal This configuration involves a single terminal where all the ticketing and passenger processing takes place. Connected to this are numerous concourses that lead to one or more satellite structures. At the end of each concourse the aircraft are parked in a cluster. This increases the distance a passenger must walk to get from one terminal to another or one gate to another. People-mover systems are employed in these settings to reduce these walking distances. These systems can be high speed escalators, monorails or electric-powered carts. This design concept lends itself to a compact central terminal, but is difficult to expand without disrupting airport operations. KLIA Airport

Transporter terminal Passengers are transported to and from the building to the parked airplane. transporter terminal (remote aircraft parking concept) This concept is currently in use at Dulles International Airport and Tampa International Airport. In this concept passengers are transported to and from the building to the parked airplane. The mobile lounge can also be used as holding rooms for waiting passengers at gate positions. Airplanes are parked at gates placed along parallel rows. Several sets of parallel parking rows can be created as increased traffic deems such expansion necessary. This design has excellent expansion capabilities and can maintain the pace with increased airport usage. With this concept, aircraft can be parked remotely from the terminal buildings thus increasing the amount of aircraft enplaning and deplaning passengers. Airplane taxiing time to and from the runway is decreased as well as the amount of aircraft engine noise around the terminal. Tampa Airport

Semicircular Terminal
Advantages: Short distance Low cost construction Where to Locate A Terminal Key Considerations: 1. Proximity to Runways and Taxiways 2. Accessibility and Road Access 3. Room for Expansion 4. Availability of Services and Utilities 5. Impact on the Environment Terminal Design – Key Considerations Balance Between: Utilization of Facility Facility Investment Operational efficiency Architectural Incheon Airport

What passengers expect from the terminal
Short walking Distances Convenience and comfort Terminal configuration with highest capacity Maximize use of available terminal resources Meet security objectives Issues Curbside and check-in space can limit operations Best practice is steady “funneling” of passengers through successively stricter security screenings Too many access points reduces security Terminal with maximum curb area and check-in Steady reduction of area as passengers proceed Resources are available under all conditions Operations tolerant to disruptions and expandable Single terminal for airport increases vulnerability to disruptions due to accidents or terrorism Constrained design (e.g. single terminal with no free space) not readily expandable Solution Multiple terminals Expansion option built into design Clear Signage

Good airport shopping & eating facilities Short Queues

Easy Access from road or rail Efficient Baggage Delivery Full range of services Convenient parking, ground transportation Clean building Simple procedures that are not confusing Safe & Secure Environment Airport: Optimal utilization of space Separate areas for domestic and international pax Rigid division between secure and unsecured areas High level of security Revenue maximization (concessions) Low operating maintenance costs Safe operating environment Attractive building Airline: Reasonable operating costs Efficient operations ie. Passenger processing, baggage handling, aircraft parking, etc. Sufficient operational space Equal treatment with other airlines Input into decision making Community: Positive impression for the Community High level of passenger and airline services

Flow chart of an embarking passenger

Flow chart of an DISEMBARKING passenger

Parking Facilities Public Parking Facility- for airline passengers
Near terminal building. Off-Airport Parking- for airline passengers Far away from terminal building, with lower charges. Separate Parking-for airport employee Far away from terminal area, airport workers using bus go to the terminal. Car Rental Parking-for taxi or airport limousine close to the terminal building.

Baggage Handling System
Functions : Moving passengers baggage From the check in area to the departure area From one gate to another during transfers From the arrival gate to the baggage-claim area. Background BAE contracts with airport officials to design and build an airport-wide baggage handling system for 193 million dollars to be completed within 21 months Goals of the system Deliver each bag individually – including transfers – automatically from check-in or the unloading of the aircraft to the outward bound aircraft or baggage claim Maximum delivery times: Wide body aircraft – 30 minutes Narrow body aircraft – 20 minutes Designed to allow transport of baggage anywhere within the airport to or from the main terminal within 10 minutes Must move the baggage at a rate => the rate at which travelers move Deliver over 1000 bags per minute

Goals of the systems Faster Safe Airport Ground Access Plans
Baggage Handling Principles Minimize the number of handling operations Baggage handling system consistent with the aircraft movement characteristics (type of passenger, size of aircraft, frequency of flights). Avoid turns & level changes. Ensure that the conveyor belt slopes do not exceed 15 deg. Avoid baggage flow crossing passenger flows, aircraft flows, & air freight flows. Place baggage sorting areas nearby to the apron. Security Considerations In Terminal Design 1. Building design separates airside from groundside 2. Security Screening Requirements 3. Baggage Screening Requirements 4. Terminal Surveillance 5. Separation of Domestic from International Passengers Airport Ground Access Plans Key Considerations: Entry and Exit Road System Parking – for passengers, staff, car rentals, shuttle buses, taxis, etc Curbside drop-off pickup Public Transit Rail Systems

3 Methods of Moving Bags Tug & Cart Labor intensive Manual Method
Telecars Multiple baggage pieces in one cart Not automatically sorted Typically used in automated systems DCV – Destination Coded Vehicles Each cart contains a single piece of baggage Automatically sorted Little or no human interaction required 3 Methods of Moving Bags Tug & Cart Labor intensive Manual Method Telecars Multiple luggage pieces in one cart Not automatically sorted Typically used in automated systems DCV – Destination Coded Vehicles Each cart contains a single piece of luggage Automatically sorted Not typically used or well tested Little or no human interaction required Selected for the Automated Baggage System at DIA System Components class computers distributed in eight control rooms Raima Corp. database running on a Netframe systems fault-tolerant NF250 server High speed fiber-optic Ethernet network 14 million feet of wiring 56 laser arrays 400 frequency readers 10,000 motors 92 PLCs to control motors and track switches 3,100 standard baggage carts (DCVs) 450 over-sized baggage carts (DCVs) 2,700 photocells Over 17 miles of track Over 6 miles of conveyors

Baggage Handling Basics
DCVs = Destination-coded vehicles Conveyors- Like a local ‘roads’ Automatic Scanner=scan the labels on the baggage Baggage-Like a Passenger Baggage Handling Process DCVs Metal cart with wheels on the bottom and a plastic tub on top (mounted on a pivot) that tilts into three positions for automatically loading, carrying and unloading baggage Ride on a metal track like a roller coaster Travel up to 24 mph Slow to 4.5 mph for loading and 8.5 mph for unloading Photo-electric sensors trigger laser scanner when DCV is present and associate the bag with the DCV Located every 150 to 200 feet of track Data from scanners is transmitted to a computer that translates it by using a look up table to match the flight number with the appropriate gate

Baggage Handling Process
Check-in: Agents put tag on baggage Bag’s owner, Flight number, Final destination, Intermediate connections and airlines Automated bar code scanner After reading the bar-code, the system will know where that bag is at all times. Hundred of computers keep tack of the bag. Conveyors Hundreds of conveyors with junctions connecting all of them Sort all of the bags from all of the different airlines and send them to DCVs that are headed to the proper terminal and gate DCVs –Destination Coded Vehicles Headed to proper destination Move bag quickly (5 times faster than conveyors) Tracked by computers Functionality of original design Check-in Bar code labels Bag’s owner Flight number Final destination Intermediate connections and airlines Automated bar code scanner Array of bar-code scanners arranged 360 degrees scan baggage Typically able to scan 90% of luggage Luggage unable to be scanned is routed to another conveyor to be manually scanned Theoretically after reading the bar-code, the system will know where that bag is at all times Conveyors Hundreds of conveyors with junctions connecting all of them Sort all of the bags from all of the different airlines and send them to DCVs that are headed to the proper terminal and gate Conveyor can only advance when there is an empty cart onto which the leading bag can be placed Conveyor speed depends on the rate of delivery of empty carts Baggage Handling Process DCVs Tracking computer guides the DCV to its destination by communicating with the radio transponders mounted on the side of each DCV DCVs move via linear induction motors mounted approximately every 50 feet of track Tracked by computers Control PLCs Handle DCV merges into traffic Control track switches Monitor each of he system’s radio transponders Track gate assignments for potential re-routing Track obstructions or failures Automatically detour around a stalled vehicle or jammed track Performance Tests Bags fell out of the DCVs causing the system to jam Even with a system jam, bags continued to be unloaded because the photo eye at that location could not detect the pile of bags on the belt and could not signal the system to stop DCVs crashed into one another – especially at intersections DCV didn’t appear when summoned Baggage incorrectly loaded and misrouted Bags were loaded into DCVs that were already full so some bags fell on the tracks causing the carts to jam because the system lost track of which DCVs were loaded or unloaded during a previous jam and when the system came back on-line, it failed to show the DCVs were loaded Timing between the conveyor belts and the moving DCVs was not properly synchronized causing bags to fall between the conveyor and the DCVs. Bags became wedged under the DCVs which were bumping into each other near the load point. Result Inadequate performance caused several delays in the airport’s opening totaling 16 months Automated system was designed with no backup system in place An additional 5 months was required to build a traditional tug and cart system at a cost of 51 million dollars Debts came due prior to the airport’s opening costing the airport 1.1 million dollars day in interest and opportunity cost Cost overrun totaled over 253 million dollars Total Airport cost amounted to more than 4 billion dollars What went wrong? Despite its importance, the baggage handling system was an afterthought The airport was 2 years into construction before the baggage system was considered The system would have to be retrofit into the airport as it was designed initially including narrow tunnels and tunnels with sharp turns making it extremely difficult to navigate the DCVs The time constraint was impossible to overcome The 21 month schedule precluded extensive physical testing or simulation of the full system design More significant problems Reliable Delivery System consists of over a hundred waiting lines that feed into each other Belt will only advance when there is an empty cart Empty carts will only arrive after they have deposited their loads Cascade of queues Pattern of loads on the system are highly variable Depend on the season, time of day, type of aircraft The number of possible scenarios is enormous Complexity System of this size providing time sensitive delivery of materials on such a large scale had never been done before 12x as many carts traveling 10x the speed of carts typically used at that time Not just an increase in complexity relative to current systems, but a leap in complexity System must track tens of thousands of bags going to hundreds of destinations – all in real time Distributed computer system In addition to regular error checking, software must guard against electrical disturbances in the communications, have multiple levels of redundancy and be able to recover from errors very rapidly Misreads Compounded by the fact that not only are the scanners required to read data from the tags attached to the baggage, but the information must also be transmitted by radio to devices on each of the DCVs. This duality compounds the errors. Line-Balancing problem All lines of flow should have balanced service Need to have sufficient empty carts to accommodate the bags coming off the conveyor belt In a postmortem simulation, the inability of the system to provide adequate empty carts was the primary cause of its failure. A simulation was also completed prior to the start of the project, but due to a lack of communication, BAE was not notified by airport officials of the results; The results stated, in essence, that the system would not work as it was initially designed

Air Traffic Control

Purpose of ATC “On-the-fly” coordination between controllers
To maintain safe and efficient SEPARATION between airplanes Safety: To avoid mid-air collisions “On-the-fly” coordination between controllers Special pilot requests Weather deviations, etc. Provide for the safe and efficient operations of aircraft Concept of Positive Control: For aircraft flying at higher altitudes,in poor visibility weather conditions, and around high traffic areas at low altitudes near the busiest airports. Under positive control, the air traffic controller determines the appropriate altitude, direction and speed at which the aircraft should travel. If a pilot wishes to deviate from course, altitude, or speed, permission must be granted by ATC before any deviations can be made. AIR TRAFFIC CONTROL OVERVIEW The air traffic control system is a vast network of people and equipment that ensures the safe operation of commercial and private aircraft. Air traffic control services are provided by controllers responsible for directing aircraft on the ground and in the air to prevent collision between aircraft. It is also to expedite and maintain an orderly flow of air traffic on maneuvering area and obstruction on that area. Air traffic controllers coordinate the movement of air traffic to make certain that planes stay a safe distance apart. They will direct aircrafts during landing and take off from the airport. There are set of phraseologies that being used by the controllers to give a right direction to the pilots. Their immediate concern is safety, but controllers also must direct planes efficiently to minimize delays. Some regulate airport traffic; others regulate flights between airports. Although controllers watch over all planes traveling through the airport’s airspace, their main responsibility is to organize the flow of aircraft into and out of the airport. Relying on radar and visual observation, they closely monitor each plane to ensure a safe distance between all aircrafts and to guide pilots between the hangar or ramp and the end of the airport’s airspace. In addition, controllers keep pilots informed about changes in weather conditions such as wind shear - a sudden change in the velocity or direction of the wind that can cause the pilot to lose control of the aircraft. Controllers are required to adhere to a set of separation standards that define the minimum distance allowed between aircraft receiving ATC services. During busy times, controllers must work rapidly and efficiently. Total concentration is required to keep track of several planes at the same time and to make certain that all pilots receive correct instructions. The mental stress of being responsible for the safety of several aircraft and their passengers can be exhausting for some persons. Efficiency: To increase capacity and avoid flight delay.

Air Traffic Control & Airports
ATC providing safe operating conditions for aircraft and passengers Control the airport operating services and the airspace within a 5 to 10 km radius of the airport Deal with airport operations staff for the airport surfaces and equipment maintenance (snow removal, ice control, airport lighting, etc) Deal with airport emergency plans (aircraft crash, bomb threat, hi-jacking, etc.)

Different between VFR and IFR
VFR (Visual Flight Rules) Separation maintained by pilot (“see and avoid”) IFR (Instrument Flight Rules) Separation maintained by controller Key distinction between IFR and VFR IFR (Instrument Flight Rules) Separation maintained by controller When visibility is insufficient or a pilot’s route takes the aircraft through clouds, the aircraft must fly under IFR. Rules of the road for flights permitted to penetrate clouds and low visibility conditions by reference to cockpit. flight instruments and radio navigation. Aircraft must be equipped and pilots qualified and current for IFR flight. Flight plans and ATC clearances are required. Flights are monitored and traffic separated by Air Traffic Control, usually by radar. VFR (Visual Flight Rules) Separation maintained by pilot (“see and avoid”) Under weather conditions where the visibility is sufficient to see and avoid other aircraft, and the pilot can keep sufficiently clear of clouds, the pilot may operate under visual flight rules (VFR). Under VFR rules the pilot may or may not fly under ATC positive control. A defined set of FAA regulations and "rules of the road" covering operation of aircraft primarily by visual reference to the horizon (for aircraft control) and see-and-avoid procedures (for traffic separation). VFR is used by more than 70% of all flights; it is not, by definition, uncontrolled or out of control! VFR weather minimums for controlled airspace require at least a 1,000-foot ceiling and three miles visibility except for "Special VFR" clearances to operate "clear of clouds." Navigation may be by pilotage (reference to ground landmarks), dead reckoning (courses calculated from map plots), radio navigation, or more commonly, a combination of all three. ATC then Exists to… Separate IFR aircraft Where do VFR aircraft fit?

Basic ATC Organization
1. ATCSCC: Air Traffic Control System Command Center 2. ARTCC: Air Route Traffic Control Centers En-route control : to control flight in air routes. Approach control: to control flight associated with arrivals and departure. Aerodrome control: to control aircraft during arrival(landing), departure(take-off) and surface movement of an aircraft (taxiway). TRACON: AIR TRAFFIC CONTROL SERVICES IN KLIA Air Traffic Control in Kuala Lumpur International Airport has taken advantage of the latest technologies available in this field. In tandem with Subang Air Traffic Control Center, new philosophies never before put into operational use were developed and implemented. The complexity of 3 operational airports (KLIA, Sultan Abdul Aziz Shah - Subang and military airbase Sungai Besi) in close proximity was a challenge to air traffic controllers. Extensive computer modeling was used to make sure the operation is at the most efficient air traffic control plan. Basically, the air traffic control services can be organized into three categories: En-route control : to control flight in air routes. Approach control: to control flight associated with arrivals and departure. Aerodrome control: to control aircraft during arrival(landing), departure(take-off) and surface movement of an aircraft (taxiway). In Malaysia, to meet the objectives of safety and efficiency of aircraft operations within the airspace, two Flight Information Regions (FIRs), namely, the Kuala Lumpur and Kota Kinabalu FIRs have been established. Within each of these FIRs, Air Traffic Control units have been established to provide services, as appropriate, by Department of Civil Aviation Malaysia, from airport control towers and Air Traffic Control Centres (ATCCs). DCA KLIA is one of the units that provide aerodrome control services under Kuala Lumpur FIRs in Malaysia. 3. ATCT: Air Traffic Control Towers Control Tower 4. FSS: Flight Service Stations 31

1.Air Traffic Control System Command Center (ATCSCC)
ATCSCC: oversees all air traffic control Herndon, Virginia

2.Air Route Traffic Control Centers (ARTCC)
Radar Display Systems

3.Air Traffic Control Towers (ATCT)
KLIA Main Control Tower Separate all traffic using runways for takeoff and landing Relay IFR clearances If delegated by ARTCC, separate IFR traffic within a given area around airport Within 40-mile radius of airport From surface to 5,000-17,000 feet KLIA Apron Control Tower

4. Flight Service Stations (FSS) Responsibilities
Weather observations Pilot weather briefings Filing IFR/VFR flight plans Distributing NOTAMs Broadcasting weather information Spread ATC clearances Emergency assistance

Terminal Approach Radar
Radar = Radio Detection and Ranging Provides aircraft info: air speed, direction and altitude of aircraft to assist air traffic controllers to track the position of aircraft in the coverage area. TRACON= Terminal Radar Approach Control TAR= Terminal Approach Control KLIA TAR: Terminal Approach Radar 8. Radar (A high definition radio detection device which provides information on identification, air speed, direction and altitude of aircraft to assist air traffic controllers to track the position of aircraft in the air within the vicinity of the airport.)_ Radar is actually an acronym that stands for RAdio Detection And Ranging. It was developed in the early 1940s. Radar uses the echo principle. Radar equipment emits a high energy radio signal from an antenna. The signal travels out from the source until it is reflected back by contact with an object. The radar antenna relays this signal to a scope where the image is displayed. Using the time it takes for the emitted signal to reach the object and reflect back to its source, the distance to the object can be computed. The radar signal is moving at the speed of light and can make such a trip in microseconds. In aviation, a ground radarantenna sends radio signal pulses into the sky. These signals are reflected back by aircraft flying in the airspace.The radar scope displays the direction and distance from which the signals are reflected back. This coupled witheach aircraft's transponder signal identifies the aircraft on the radarscope. Also, all airliners are equippedwith radar equipment in the aircraft's nose. Short bursts of radio signals are emitted from the nose cone of theaircraft. These signals reflect off clouds ahead of the aircraft. The on-board computer calculates the distanceand displays the object (the cloud) on the on-board radar screen. Radar Airport Surveillance Radar (ASR) Air Route Surveillance Radar (ARSR) Airport Surface Detection Equipment (ASDE) Precision Approach Radar (PAR) Used by approach controllers in TRACONs to separate traffic within 40 miles of airport Short-range (up to 100 miles) Located at busy airports (class C, B)

ATC Additional Services
Providing information to pilots Weather & Navigation information NOTAMs: Notice to Airmens Responsible for Controlled Airspace ATC issue instructions that pilots are required to follow At an airport, when the basic or regulated services cannot be made available, a Notam must be issued advising pilots of the type or level of service that no longer is available. Notices containing information concerning the establishment, condition, or change in any component of, or hazard in, the National Airspace System, the timely knowledge of which is essential to personnel concerned with flight operations. ATC Equipment Surface Movement Radar Display

ATC System in KLIA airport vs Subang
AIR TRAFFIC CONTROL SERVICES IN KLIA Air Traffic Control in Kuala Lumpur International Airport has taken advantage of the latest technologies available in this field. In tandem with Subang Air Traffic Control Center, new philosophies never before put into operational use were developed and implemented. The complexity of 3 operational airports (KLIA, Sultan Abdul Aziz Shah - Subang and military airbase Sungai Besi) in close proximity was a challenge to air traffic controllers. Extensive computer modeling was used to make sure the operation is at the most efficient air traffic control plan. Basically, the air traffic control services can be organized into three categories: En route control which is a service normally provided to control flight in air routes. Approach control which is provided within terminal area (TMA) to control flight associated with arrivals and departure. Aerodrome control which is a service for flight in an area intended to be used as part of arrival, departure or surface movement of an aircraft. In Malaysia, to meet the objectives of safety and efficiency of aircraft operations within the airspace, two Flight Information Regions (FIRs), namely, the Kuala Lumpur and Kota Kinabalu FIRs have been established. Within each of these FIRs, Air Traffic Control units have been established to provide services, as appropriate, by Department of Civil Aviation Malaysia, from airport control towers and Air Traffic Control Centres (ATCCs). DCA KLIA is one of the units that provide aerodrome control services under Kuala Lumpur FIRs in Malaysia. KLIA air traffic controllers are responsible for aircraft landing and departing KLIA within Airspace Alpha and its associated VFR lane including the movements on the ground. Airspace Alpha is the airspace confined within a 5 NM radius centered on the intersection of lines joining the 4 runway thresholds from ground level to 1500ft. They also responsible for the provision of apron control services from the Control Tower.

7 Flight Profile En-Route: Air route control center Departure: radar
Monitor departure Descent: Clearance for descent Take-Off: tower give clearance Preflight: clearance push back, start engine taxi Approach: radar Monitor arrival Landing: tower give landing clearance Every aircraft that flies follows a similar flight pattern that begins before takeoff and ends after landing. This pattern is called a flight profile. A typical commercial flight profile has seven phases. Each phase of a typical flight profile is monitored by an air traffic control facility with its own group of controllers. Each of these controllers follows specific rules and procedures while directing flights through designated airways. They monitor the flight using special equipment and decision support tools (computers) that ensure a safe and efficient flight. AIR TRAFFIC CONTROL PROCESS At the preflight stage, the flight plan has been approved; the flight data person will gives clearance to pilot through a VHF frequency (126.0 MHz Lumpur Delivery) which the controller situated in Subang Air Traffic Control Center (Subang ATCC) and have a relay station in KLIA and then passes the clearance to the controller in the KLIA control tower. The apron controller is providing service to aircraft proceeding to and from the apron areas at the KLIA Main Terminal Building and the Satellite Building. When it is safe, he or she will give a push back clearance to the pilot. The controller will direct the aircraft to move out from the apron areas before passing the control to the ground movement controller. The ground movement controller is responsible for all ground traffic, which includes aircraft taxiing from the apron areas to take off runways and from landing runways to the apron areas. As the plane taxis to the runway, the ground controller watches all of the airport’s taxiways and uses surface movement radar to track all of the aircrafts, ensuring that all planes do not cross an active runway, enter the wrong taxiway or interfere with ground vehicle. The ground controller talks with pilot by radio and gives him instructions, such as which way to taxi and which runway to go to for takes off. Once the plane reaches the designated take off runway, the ground controller will pass the control to the aerodrome controller. The aerodrome controller watches the skies above the airfield and uses terminal approach radar to track aircrafts. He or she is responsible for maintaining safe distances between planes as they takeoff. The aerodrome controller informs the pilot about conditions at the airport, such as weather, speed and direction of wind, and visibility. The aerodrome controller also issues runway clearance for the pilot to take off and provides the new radio frequency for the departure controller. Whenever it is safe, the pilot will accelerate the plane down the runway. As the aircraft leave the ground, the aerodrome controller hands the plane off electronically to the departure controller at the Subang ATCC that services the departure airport, but still monitors the plane until it is 5 miles from the airport. The pilot will now communicate with the departure controller. Once in the air, the plane is guided out of the airport’s airspace by the departure controller. Once the plane takes off, the pilot activates a transponder device inside the aircraft. The transponder detects incoming radar signals and broadcasts an amplified, encoded radio signal in the direction of the detected radar wave. The transponder signal provides the controller with the aircraft’s flight number, altitude, airspeed and destination. There is an indicator representing the aircraft appears on the controller’s radar screen with this information. The controller can now monitor the plane and their departure path. When airspace is congested the approach controller will assign a new heading and altitude to the departure aircraft to avoid the arrival or descending aircraft. The departure controller monitors the flight during ascent to the en route portion. When the aircraft leaves Terminal Airspace, the departure controller passes plane off to the Lumpur controller at Subang ATCC. A sector of the Lumpur Control airspace is monitored by the en route controllers who work in teams of up to three members. Each team is responsible for a section of the center’s airspace. Every time airplane gets passes between controllers, an updated flight progress strip gets printed and distributed to the new controller. To prepare for planes about to enter the team’s airspace, the radar associate controller organizes flight plans coming off a printer. If two planes are scheduled to enter the team’s airspace at nearly the same time, location, and altitude, this controller may arrange with the preceding control unit for one plane to change its flight path. The previous unit may have been another team at the same or an adjacent center, or an aerodrome controller at KLIA. As a plane approaches a team’s airspace, the radar controller accepts responsibility for the plane from the previous controlling unit. The controller also delegates responsibility for the plane to the next controlling unit when the plane leaves the team’s airspace. The radar controller observes the planes in the team’s airspace on radar and communicates with the pilots when necessary. Radar controllers warn pilots about nearby planes, bad weather conditions, and other potential hazards. As the flight progress, the team is responsible for the aircraft notifies the next team in charge of the airspace ahead. Through team coordination, the plane arrives safely at its destination. The procedure is reverse for arrivals. When a descending aircraft is 50 miles from KLIA, it is within Terminal airspace. The approach controller at SATCC directs the pilot to adjust the aircraft’s heading, speed and altitude to line up and prepare to land along standard approach corridors. The pilot then aligns their plane with the runway. When the plane is 10 miles from the runway, the approach controller passes the plane off to the KLIA aerodrome controller in the airport tower. The aerodrome controller will check the runways and the skies above the runway. When the aerodrome controller determines that it is safe; he or she gives the pilot clearance to land. The aerodrome controller also updates weather conditions for the pilot and monitors the spacing between the plane and other landing aircraft. The ground movement controller watches the runways and taxiways using ground data information to ensure that the taxiing aircraft does not cross active runways or interfere with ground vehicles. The apron controller will direct the plane to the appropriate terminal gate.

Step 1: Preflight The pilot receives the most recent weather information and a flight plan. Before take-off, the pilot performs the flight check routine, pushes back the aircraft from the terminal's gate, and taxis out to the designated takeoff runway. The required background information includes: Type of Flight: VFR or IFR Aircraft Identification or Pilot's Name Aircraft Type Departure Point Estimated Time of Departure Altitude Route-of-Flight Destination Estimated Time En Route Preflight The pilot receives the most recent weather information and a flight plan has been filed. Prior to takeoff, the pilot performs the flight check routine, pushes back the aircraft from the terminal's gate, and taxis out to the designated takeoff runway. The required background information includes: Type of Flight: VFR or IFR Aircraft Identification or Pilot's Name Aircraft Type Departure Point Estimated Time of Departure Altitude Route-of-Flight Destination Estimated Time En Route Commercial airline companies employ flight planners who perform all the necessary data gathering and analyses necessaryto complete a flight plan. These flight plans are then given to the pilots during a flight briefing before thepilot begins the aircraft preflight check. These flight plans contain information similar to what is required fora small aircraft pilot's flight plan. Small aircraft pilots and charter pilots perform their own flight planning and submit their flight plans to the Flight Service Station (FSS) that services their departure airport. The FSS enters the flight plan information into their system. Among the many services offered by the FSS, it is responsible for processing flight plans. After a pilot files a flight plan with an FSS facility, a record of the flight plan is made that includes the aircraft description and tail numbers, departure and destination airports, route of flight, estimated time of departure (ETD), estimated time of arrival (ETA) and number of people on board. About an hour before takeoff or once airborne, the pilot "opens" the VFR flight plan. This ensures that the FSS will keep track of the airplane's ETA. Along the route the pilot radios the FSS with occasional position reports. This helps the FSS to track the route. If the pilot gets disoriented along the way, an FSS specialist could locate the aircraft with a VHF direction finder or use radar. Within thirty minutes of completing a flight, the pilot needs to close the VFR flight plan. If the pilot changes the final destination or will be at least 15 minutes later than estimated, the pilot needs to inform the FSS facility accordingly. If the pilot does not close the flight plan or indicate changes to the FSS, the FSS will initiate search and rescue procedures believing the aircraft has been "lost". Below is one example of a standard flight plan that would be completed by the pilot and filed with an FSS facilityprior to departure.

Step 2: Takeoff The pilot receives permission from Local Control (the Tower) to takeoff. The aircraft powers up and begins its take-off. Takeoff The pilot receives permission from Local Control (the Tower) to takeoff. The aircraft powers up and begins its takeoff roll.

Step 3: Departure Upon lift off, the pilot is instructed to change radio frequencies to receive new flight instructions from Departure Control in the TRACON. The pilot is instructed to follow a pre-determined, preferred routing that will take the aircraft up and away from the departure airport onto its route. The pilot is then issued further altitude and routing clearance. The controller monitors the aircraft and its track (flight path) on the radar display. As the aircraft reaches the edge of the TRACON airspace, the Departure Controller performs an electronic transfer of the flight to the controller in the next airspace. Departure Upon lift off, the pilot is instructed to change radio frequencies to receive new flight instructions from Departure Control in the TRACON. The pilot is instructed to follow a pre-determined, preferred routing that will take the aircraft up and away from the departure airport onto its route. The pilot is then issued further altitude and routing clearance. The controller monitors the target (the aircraft) and its track (flight path) on the radar scope. As the aircraft reaches the edge of the TRACON airspace, the Departure Controller performs an electronic transfer of the flight to the controller in the next airspace.

Step 4: En Route The pilot receives instructions as to what altitude and heading to maintain, as well as to which radio frequency to tune. This portion of the flight can be as short as a few minutes or as long as many hours. En Route The pilot receives instructions as to what altitude and heading to maintain, as well as to which radio frequency to tune. This portion of the flight can be as short as a few minutes or as long as many hours.

Step 5: Descent As the aircraft nears its destination airport, the pilot is instructed to change radio frequencies and contact Descent Control for instructions. The pilot is instructed to descend and change heading. After receiving these instructions, the aircraft descends and maneuvers to the destination airport. Descent As the aircraft nears its destination airport, the pilot is instructed to change radio frequencies and contact Descent Control for instructions. The pilot is instructed to descend and change heading. After receiving these instructions, the aircraft descends and maneuvers to the destination airport.

Step 6 : Approach The pilot has received an approach clearance to the destination airport from the Approach Controller working in the TRACON. The flight has been placed in line with other aircraft preparing to land at the same airport. The pilot flies a specified flight procedure in order to get in line for the designated landing runway. The pilot receives instructions from the Approach Controller to change radio frequency and contact Local Control (in the airport's control tower) for landing clearance. The aircraft is electronically handed off from TRACON to the Tower. Approach The pilot has received an approach clearance to the destination airport from the Approach Controller working in the TRACON. The flight has been placed in line with other aircraft preparing to land at the same airport. The pilot flies a specified flight procedure in order to get in line for the designated landing runway. The pilot receives instructions from the Approach Controller to change radio frequency and contact Local Control (in the airport's control tower) for landing clearance. The aircraft is electronically handed off from TRACON to the Tower.

Step 7:Landing The pilot receives clearance from the Local Controller in the airport's control tower to land on a designated runway. Upon touching down, the flight is then handed off to Ground Control. The Ground Controller directs the pilot across the taxiways to its destination gate at the terminal. Landing The pilot receives clearance from the Local Controller in the airport's control tower to land on a designated runway. Upon touching down, the flight is then handed off to Ground Control. The Ground Controller directs the pilot across the taxiways to its destination gate at the terminal.

This will be a transition page which show ILS DME and VOR’s transforming into WAAS LAAS and ADS-B

Chapter 2 Terminal Building.

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