CHAPTER ONE

INTRODUCTION
1.0

ABOUT THE STUDENT INDUSTRIAL WORK EXPERIENCE (SIWES)

The student Industrial Work Experience Scheme (SIWES) was establish
by industrial training fund (ITF) in 1973, this program is design to solve the
problem of lack of adequate practical skill preparatory for employment in
industries by Nigerian graduate of tertiary institutions. SIWES was established
by ITF in 1973 to solve the problem of lack of adequate practical skills
preparatory for employment in industries by Nigerian graduates of tertiary
institutions.
The Scheme exposes students to industry based skills necessary for a
smooth transition from the classroom to the world of work. It affords student of
tertiary institutions the opportunity of being familiarized and exposed to the
needed experience in handling machinery and equipment which are usually not
available in the educational institutions.
Participation in Industrial Training is a well-known educational strategy.
Classroom studies are integrated with learning through hands-on work
experiences in a field related to the students academic major and career goals.
Successful internships foster an experiential learning process that not only
promotes career preparation but provides opportunities for learners to develop
skills necessary to become leaders in their chosen professions.
1

One of the primary goals of the SIWES is to help students integrate

leadership development into the experiential learning process. Students are
expected to learn and develop basic non-profit leadership skills through a
mentoring relationship with innovative non-profit leaders.
By integrating leadership development activities into the Industrial
Training experience, we hope to encourage students to actively engage in nonprofit management as a professional career objective. However, the
effectiveness of the SIWES experience will have varying outcomes based upon
the individual student, the work assignment, and the supervisor/mentor
requirements. It is vital that each internship position description includes
specific, written learning objectives to ensure leadership skill development is
incorporated.
Participation in SIWES has become a necessary pre-condition for the
award of Diploma and Degree certificates in specific disciplines in most
institutions of higher learning in the country, in accordance with the education
policy of government.
Operators - The ITF, the coordinating agencies (NUC, NCCE, NBTE),
employers of labour and the institutions. Funding - The Federal Government of
Nigeria Beneficiaries - Undergraduate students of the following: Agriculture,
Engineering, Technology, Environmental, Science, Education, Medical Science
and Pure and Applied Sciences.

Duration - Four months for Polytechnics and Colleges of Education, and Six
months for the Universities.
1.1

AIMS AND OBJECTIVE OF (SIWES)

The main aims and objectives of student industrial work experience
(SIWES) are as follows:
1. To create an avenue for students of tertiary institutions the opportunity
of being familiarized and exposed to the needed experience in
handling machinery and equipment which are usually not available in
some educational institutions.
2. To provide the student with opportunity to apply their theatrical
knowledge in real work, by bringing the gap between collage and
actual work.
3. To access the interaction of student, if suitable for the occupation they
have chosen.

1.2

A BRIEF HISTORY OF NAMA

The Nigerian Airspace Management Agency (NAMA) was establish by
the Act of parliament No.48 on 29th may 1999, as a body corporate with
perpetual succession and common seal; that may sue or be sued in its corporate
name and shall own, hold or dispose of property (whether movable or
immovable).

The 6 months Students Industrial Work Experience Scheme (SIWES)

which is a requirement for the completion of my course of study, Geography,
was undertaken at the Nigerian Airspace Management Agency (NAMA) Yola
international airport. The Agencys function is to manage the Airspace, as the
name implies. The Agency occupies the control towers at the airports, where the
Air Traffic Control Officers manage the inflow, outflow and guidance of
airplanes around the countrys airspace.
The major functions of NAMA are summarized below
1. To continue to provide safe and functional air navigation services
that will meet international standards.
2. To increase Air Traffic Management (ATM) capacity, in order to
manage the increasing air traffic volume and simultaneously
reduce delays.
3. To enhance service quality.
4. To reduce cost for airspace users.
With an increase in air traffic into the Nigerian airspace, Nigerian
Airspace Management Agency (NAMA), has established two area control
centres which include Kano and Lagos control centres acting as primary and
secondary respectively.
The Nigerian Airspace Management Agency (NAMA) also has a high
sense of responsibility towards her community and environs. Evidence is shown
by the way the organization assiduously creates an enabling environment and
accepts and trains industrial attachment students and National Youth corp.
4

members posted to the organization. There is doubt that NAMA continues to

ensure her community and environs are positively imparted upon through her
commitment to adding value to the Nigerian populace.
I was an Industrial Attach (IT) at the Tower Control unit of Yola Airport.
1.3 THE ORGANIZATIONAL STRUCTURE OF NAMA (YOLA BRANCH)
The Nigerian Airspace Management Agency (NAMA) Yola branch
consists of mainly five departments with each actively involved in a function
which are all geared towards ensuring safety of aircraft under their control zone.
These departments are listed below:
i.
ii.
iii.
iv.
v.

Aeronautical information services (AIS) Department;

Air Traffic Safety Electronics (ATSES) Department;
Communication Department;
The Electro-mechanics Department; and
The Air Traffic Control (ATC) Department.

Brief explanations of the functions of these departments are as follows:

1.

Aeronautical Information Service:- The AIS department is

responsible for flight plan preparation, receiving flight plan from the
pilots or the representative of the pilots, endorsement and
dissemination of the flight plans to the communication department and
the control tower. The department is also responsible for taking the
record of flight arrival and departure. The also engage in Aeronautical

chart services which include guiding the pilots with the En-route
Chart.
2.
Air Traffic Safety Electronics: - They are responsible for
maintaining and examining the working condition of the navigational
facilities installed in the airport like ILS, VOR and the communication
radios among others.
3. Communication Department: - They handle the dissemination of
flight information to various airports and the destination of the flight
prepared. They also provide some flight information to the control
tower.
4. The Electro-mechanics: - The responsibility of this department is to
maintain the electrical equipment/facilities and the electronics in use
at the organization.
5. Air Traffic Control: - This department is responsible for controlling
the movement of aircrafts both in the air and the ground.

the general structure of the organisation from the Airspace Manager

(ASM) who is the overall Boss to the Head of Department (HOD) of
various sections or department to the various staff working under each of
these departments.
Airspace Manager (ASM)

HOD
AIS

HOD
ATSES

ATOM

HOD
COMMERCI
ALALA

HOD
FINANCE

HOD
H/RESOUR
CE

HOD
C/AFFAIR
S

OTHER STAFF OF THE

VARIOUS DEPT
SECURITY AND CLEANERS

1.4

GENERAL FUNCTION OF NAMA

Some functions of the organization include
To provide safe and functional air traffic services that will meet
international standards.
To increase air traffic control (ATC) capacities in order to manage
increasing air traffic volumes and at the same time reduce delays.
To provide ATC services in the country, including visual and nonvisual aids, aeronautical telecommunication services, to enable
public transportation, private business and military aircraft fly as
far as practicable and safe as possible.
Ensure an effective co-ordination in the use of the Nigerian
airspace in line with established standards and procedures.
Provision of adequate facilities and personnel for efficient airspace
management services and effective security of navigational aids
outside the airport parameters.

 Installation and effective maintenance of air navigational facilities

in all the airports and air routes
Restructuring of the routes for positive area airways control.
Provision of total radar coverage for Nigerias airspace.
Liaise with international organizations for improvement of air
navigation services.
To hold meetings with the Armed Forces on Nigerias international
obligation as they relate to civil and military co-ordination.
1.5

BRIEF HISTORY ABOUT YOLA INTERNATIONAL AIRPORT

Yola airport is a domestic and an international airport. It lies between
latitude 090 15 27 N and longitude 120 4304 E. its elevation is 599 feet
approximately 183metres above sea level. DNYO is the ICAO four (4) letters
indicator for the aerodrome. The operating authority of the aerodrome is the
Nigerian Airspace Management Agency (NAMA). The distance and direction of
the aerodrome from the city is 8km North-West of Yola town. It operates 24
hours under normal condition. But because of the insurgency issues, it operates
for 12hours (that is, 0600 UTC to 1700 UTC). Its source of power is the PHCN,
500KVA and 250 KVA generator. Runway in use is Runway 17 and 35, located
approximately in radial 174 and 354 respectively. The length of the runway is
about 3000metres (3km) and the width of the runway is 45metres wide.

CHAPTER TWO
ACTIVITIES CARRIED OUT AND INSTRUMENTS USED DURING THE
SIWES PERIOD

Pic. 1: Yola Airport Control Tower building, second picture shows aircraft parked at
the Apron of the airport. Just beneath the tower for the tower man to see every activity
of the parked aircrafts.
2.1.1 GENERAL FUNCTIONS OF THE AIR TRAFFIC CONTROL (ATC)
DEPARTMENT

10

The general functions of this department (ATC department), where I did

my training can be summarise below.
1. Air traffic control service
Here, the services provided include
a. Prevention of collision between aircraft and between aircraft on
the ground and obstruction
b. Maintaining an orderly and expeditious flow of air traffic
c. Providing aircraft with advice and information required for the
safe, economic and efficient conduct of flight.
2. Alerting service
This is a kind of service done to notify organisations involved in
search and rescue of aircraft in need of this service and to assist them
where necessary.
3. Flight information service
One of the major function of an Air Traffic controller is giving
advice and information useful for the safe and efficient conduct of flights.
Example of this information include weather reports.
4. Air traffic advisory services
Here, services is provided within advisory airspace to ensure
separation, in so far as practical, between aircraft which are operating in
the International Flight Rules (IFR) flight plans.
5. Civil/military co-ordination
This is informing the military of necessary information for the
conduct of flights within a particular airspace. For instance, informing
11

relevant military formation of any intrusion of enemys aircraft into the

Nigerian Airspace or Yola airspace for necessary action.
The Air Traffic Control (ATC) Department is responsible for controlling
the movement of aircrafts both on air and the ground, and also provide advisory
services to aircraft in non-controlled airspace. The primary purpose of Air
Traffic Controller worldwide is to prevent collisions, organize and expedite the
flow of air traffic, and provide information and other support for pilots, in some
countries Air Traffic Control (ATC) plays a security or defensive role, or is
operated by the military.
In many countries, Air Traffic Control (ATC) provide services to all
private, military and commercial aircraft operating within its airspace,
Depending on the type of flight and the class of airspace, ATC may issue
instructions that pilots are require to obey, or advisories (Known as flight
information in some countries) that pilots may, at their discretion, disregard.
The pilot in command is the final authority for the safe operation of the aircraft
and may, in any emergency, deviate from ATC instructions to the extent
required to maintain safe operation of their aircraft pursuant to requirement of
the international civil aviation organization (ICAO), ATC operation are
conducted either in the English language or the language used by the station on
the ground, in practice, the native language for a region is normally used,
however, the English language must be used upon request. The primary method
12

of controlling the immediate airport environment is visual observation from the

control tower. The tower is a tall, windowed structure located on the airport
ground, Air traffic Controllers are responsible for the separation and efficient
movement of aircraft and vehicle operating on the Taxiways and runways of the
airport itself and the aircraft in the air near the airport, generally 5 to 10 nautical
miles (9 to 18km) depending on the airport procedures.
2.1.2 UNITS OF AIR TRAFFIC CONTROL
1. Aerodrome control Unit (Control Tower)
The control tower which is the heart of the airport managed by the Duty
Air Traffic Controller (DATCO) is used for controlling aircrafts and vehicles
operating in the vicinity of the airport and the maneuvering area. Here, the
controller is responsible for take-off and landing aircrafts (in circuit or on direct
approach) on the runway and to direct them in the appropriate parking space.
2. Approach Control Unit (Radar And Non-Radar)
Once released by the Area Control, this unit of the traffic control is
responsible for receiving approaching aircrafts and getting them ready for final
approach or hand them over to the man at the tower control. Yola airport does
not have an approach unit, so the man at the tower does both the work of
approach and tower control.
3. Area or Enroute Control Unit (Radar and Non-Radar).
This unit is responsible for controlling all aircrafts flying within a
particular airspace. For instance, all the Nigerian airspace is owned by the Kano
Flight Information Region (Kano FIR), but with increasing traffic and for better
and efficient management of air traffic in the country, Lagos have been made

13

the Area Control Center (Lagos ACC) to take care of air traffic of the southwestern and south eastern part of the country and Kano (Kano ACC) for the
northern part of the country.
2.2

INSTRUMENTS USED AND THEIR FUNCTIONS

2.2.1 THE TOWER CONTROL AIDS:

1. The Flight Progress Board (FPB):It is the heart of the control tower and it is therefore used for
the following purposes:
A visual filling system displaying the status of all flights in (or
about

to enter) the

aerodrome.
Most information flowing into the aerodrome is posted on the flight
progress
board presents.
Information on the flight progress board is displayed in such a
manner that analysis of the known traffic can be readily made by the
controller.
The flight progress strips are of three difference colours to indicate
the arrival (yellow strips), departure (blue strips) and the local
flights (pink colour) and this are arranged and kept left or right on
the flight progress board. The recorded strips on the right indicate an

14

active flight while recorded strips on the left indicates flight about to
enter the active circuit.

Pic. 2: Student on the flight progress board communicating with an aircraft

2.

Flight Progress Strips:Actual flight information is recorded on the flight progress strips and is
displayed on the flight progress board. The strips are of three difference colours
which are;
The yellow colour
The blue colour; an
The pink colour.
THE ARRIVAL STRIP (YELLOW)
The arrival strip is used for recording arriving flights.

H
B

15

LEGEND
BOX A.

(i) Clearance limit in top right-hand

(ii) The estimated Time of Arrival corner. (ETA) at clearance limit.
BOX B. Time of arrival the clearance limit. Whenever the aircraft is required to
hold over clearance limit.
BOX C. Level information on the vertical column starting at the top left-hand
corner. The first entry is the release level, entries below show the level
down to which the aircraft is later cleared.
BOX D. (I) The aircraft identification or radio call-sign in charge outline near
the centre of the box.
(ii) The type of aircraft in the top right-hand corner.
(iii) The aerodrome of departure in the top left-hand corner.
BOX E. Flight plan estimated time of arrival (ETA)
BOX F.
Actual time of landing
BOX G. Vacant
BOX H. Vacant
BOX I.
Landing aerodrome abbreviation
BOX J.
Release point
BOX K. Expected approach time
BOX L. The contact time
BOX M. The domestic box which contain the following information:
*
Reporting points and the estimated time of reaching each point
*
Persons on board and the crew (SOB)
* The fuel endurance
* The runway to be used
* The aircraft registration number
*
Indications of ILS, VOR clearance and the latest weather report.
NOTE: The reporting points are stations (town or villages) which either arriving
or departing aircraft must report the estimated time of reaching each of the stations.

THE DEPARTURE STRIP (BLUE COLOUR)

16

The departure strip is used for recording departing flights.

H
F

J
K

LEGEND
BOX A.
BOX B.
BOX C.
BOX D.
BOX E.
BOX F.
BOX G.
BOX H.
BOX I.

BOX J.
BOX K.
BOX L.
BOX M.

Aircraft registration number

Flight plan estimated time of departure (ETD)
The actual time of departure
The time on course (if necessary)
Flight plan level of light (or requested level of light)
(I) The aircrafts identification or radio call-sign in large outline.
(ii) The type of aircraft at the top right-hand corner
(I) The route
(ii) The destination aerodrome
Level approval time by area control centre (ACC)
This box is diagonally divided into two, whereby the engine
start time is recorded on the top and the ATC clearance time on
the bottom.
Vacant
The clearance box (level approved)
Re-clearance box
The domestic box with information about
* The reporting points and estimated time of reaching each
* Persons on board
* The fuel endurance
* Indications to show that the QNH, temperature, time and the
weather information are passed.

17

THE LOCAL FLIGHT STRIP (PINK COLOUR)

The local flight strip is only used for recording local Visual Flight Rules
(VRF) flights, or local Instrument Flight Rules (IFR) flights remaining under
the control of aerodrome or approach control.

A
G

H
B

LEGEND
BOX A.
BOX B.
BOX C.
BOX D.
BOX E.
BOX F.
BOX I.
BOXES
J, K, L.
BOX M.

3.

(I) Clearance limit at the top right-hand corner

(ii) Estimated Time of Arrival (ETA) at the clearance limit
Actual Time of Arrival (ATA) at the clearance limit
Level or Visual Flight Rules (VFR)
Aircraft identification number
Estimated Time of Departure (ETD)
Actual Time of Arrival (ATA)
Actual Time of Departure (ATD)
G, H, Flight details
Domestic use.

Radios and Communication Frequency

Communication

between

controllers

and

pilots

or

domestic

communications are made possible by the use of radios installed with receivers
and transmitter in contrary to the common home radios that has only the

18

receivers. In Yola tower, three radios with difference frequencies are used for
the task.
122.5MHZ:- This is the Yola station major frequency used for ground to
air communication between controller and pilot
124.1MHZ:- This frequency is used to monitor the air traffic control centre
(Kano ACC), this frequency enables the controller to know in due time if
there is any inbound before establishing contact with the aircraft to know
whether or not a departing aircraft establishes contact with kano ACC.
121.7MHZ:- This is the domestic frequency used for ground to ground
communication between the tower and other agencies in the airport.
4.

Walkie Talkie
The Walkie Talkie, as the name implies is a device usually used by the
controllers, when there is need or a necessity to leave the Control Tower so that
they can manage traffic wherever they are. It is a portable navigational radio,
also equipped with a receiver and a transmitter. It can be moved from one place
to another with ease due to its relative small size. The portable radio is used for
both ground to ground as well as for ground to air communication. Below is a
picture of what a Walkie Talkie radio is like

19

Pic. 3: A hand held Walkie Talkie Radio

5.

The Binoculars
Another instrument or equipment mostly used at the Control Tower is the
Binocular. The Binocular is a type of telescope used for viewing aircraft within
a proximity at which it can be sited. This is important because by having the
aircraft on sight; it enables the controller to make a plausible decision without
doubt in his/ her mind and this ensures an accurate safety measurement. Below
is a picture of this equipment.

20

Pic. 4: A Binocular, visual aid equipment

6

Arrivals and Departures Log Book

These log books are found in the tower, mainly for recording every flight
or aircraft that lands or take-off in Yola Airport.

AIRCRAFT ARRIVAL LOG

YOLA AIRPORT/AERODROME
MARCH 2016
DAT
E

OPERAT
OR

15/0
3
16/0
3
17/0
3
18/0
3
19/0
3

AZMAIR
MEDVIE
W
AZM
AIR
MEDVIE
W
AZM
AIR

AC
TYPE
/
SERI
ES
3
B733
B738
B733
B738
B733

RE
G

CALL
SIGN

SCHEDULED/
NON
SCHEDULED

FRO
M

ROU
TE

EXIT
POIN
T

A.T.
A

PO
B

CRE
W

10

11

12

DNA
A
DNA
A
DNA
A
DNA
A
DNA
A

UB73
6
UB73
6
UB73
6
UB73
6
UB73
6

GARA
N
GARA
N
GARA
N
GARA
N
GARA
N

120
2
105
3
103
6
155
4
101
2

88

06

77

06

18

06

11
0
43

07

5
4
5NSYS
OMGEX
5NHAI
OMGEX
5NYSM

6
AZM2
328
MEV21
02
AZM
2328
MEV
2102
AZM
2328

S
S
S
S
S

21

05

AIRCRAFT DEPARTURE LOG

YOLA AIRPORT/AERODROME
MARCH 2016
DAT
E

OPR

2
1
22/0
3
23/0
3
24/0
3
25/0
3

AZM
AIR
DORNI
ER
NAF
ARIK
AIR

AC
TYPE
/
SERI
ES
3
B733

REG
NO

D328

5NDOX
NAF
204
5N-JEE

BE-20
CRJ 9

CALL
SIGN

SCHEDULE/
NON
SCHEDULE

FRO
M

EXIT
POIN
T

A.T.
D

PO
B

CRE
W

9
GARA
N
GARA
N
GARA
N
GARA
N

1
1
42

12

UB73
6
UB73
6
UB73
6
UB73
6

1
0
105
1
100
9
090
0
065
2

05

19

04

03

94

04

5
6

5N-HAI

ROU
TE

AZM
2329
DAV
487
NGR
204
ARA
409

S
N
N
S

7
DNY
O
DNY
O
DNY
O
DNY
O

Aircraft Identification or Radio Call Sign

The radio call sign is a nickname designated to aircraft belonging to each
airline operating company that differentiates aircrafts belonging to a specific
airline operator from any other operators. The call-sign is therefore used as the
name of the aircraft during communication while navigating. For example,
ARIK AIR uses the call-sign ARA 408 from Abuja to Yola and goes back to
Abuja from Yola with ARA 409; AZMAN AIR uses call-sign AZM 2328 from
Abuja to Yola and goes back to Abuja from Yola with AZM 2329.

Aircraft Type/Series

22

The aircraft are also of different types and series depending on the sizes of
the aircrafts. AZMAN AIR has number of BOEING 733(B733) plane with the
last digit (3) serving as the series, Arik airline has aircraft types/series like the
CRJ-900 and B737; Nigerian Air Force have the C130,G222,BE20 etc.
9

The Flight Plan

Flight plan is specified information provided to Air Traffic Service (ATS)
units related to an intended flight or portion of a flight of an aircraft. The
information

is

being

entered

into

the

AERONAUTICAL

TELECOMMUNICATION OPERATION SUPERVISORS STATION

LOG, after which a copy will be given to the pilot, one filed at the AIS
office, while the duplicate and the original copies will be disseminated to
the communication department and the Control Tower respectively. The
information on the flight plan is then filled in the departure strip by the
Controller on the Tower prior to having contact with the intended
departing aircraft.
The information provided by the pilot on the flight plan includes the
follow;

The aircraft identification or call-sign

Flight rules
Type of flight
Type of aircraft
Wake turbulence
Equipment
23

Departure aerodrome
Expected time of departure
The cruising speed
Flight level
Route to be used
Destination aerodrome
Expected time limit to the destination
Alternate aerodrome
Other information like the aircraft registration number and the

operator.
Endurance
Persons on board
Aircraft colour and markings
Remark
And the pilots name/sign
Below is a sample copy of a flight plan

Pic.5: A Flight Plan

2.2.2 LANDING AIDS
The landing aids are equipments installed in the airport that guides
aircrafts to determine their positions and stay on course either during landing or
take-off. In Yola airport, the landing aids available are the runway, Very High
24

Frequency Omni-directional Radio Range (VOR) and the Instrument Landing

System (ILS).
1.

The Yola International Airport Runway Dimensions

A runway in the first instance is a defined rectangular area on a land
aerodrome or
On water aerodrome selected or prepared for the landing and take-off run
of aircraft along its length. A sketched diagram of Yola aerodrome runway is
presented below,

Diagram showing Runway 17 and 35 of Yola Aerodrome

The Yola International Airport dimensions are:* Runway 17 which is at exact angle of 170 degrees; and
* Runway 35 at an angle of 350 degrees which is the reciprocal of 170 degrees.
25

The total length of the runway is 3000 meters (m) and the width is 45
meters

(m).
The runway is often inspected on a daily basis. This is done to get factual

PAPI

statements of the actual condition of the runway and the apron, taking into
consideration anything that would impede the normal movement of aircraft such
as obstacles, collections of loose stones etc.

2.

The Very High Frequency Omni-directional Radio Range (VOR)

Omni is a Latin word meaning every direction or all direction. This
equipment sends signals in all direction in form of radials. The signal strength
of Yola VOR is at the range of about 200nm (approximately 350km). Two types
of VOR exists;
Terminal VOR, and
Enroute VOR. Yola is both terminal and Enroute, but the kind of VOR
situated in Garan is Enroute for navigation of aircrafts hence, once an aircraft is
directly overhead at the VOR, he is expected to report to the controller his
current position.
The major importance of the VOR include,
Enroute flying: especially for both Enroute and terminal VOR, it
helps to tell or direct the aircraft or pilot the various routes to take.

26

The Yola VOR helps aircrafts departing or coming into Yola to fly
safe and direct to the aerodrome without missing their route.
Homing: for terminal VOR, it helps to brings or helps to bring an
aircraft home or to a particular aerodrome (in this case Yola
Airport)
Let-down: VOR are also equipment used to land an aircraft where
there is no working Instrument Landing system (ILS).
Holding: where there is emergency, bad weather or too much
traffic, the VOR is used to hold aircraft overhead the VOR.

Pic. 6: Yola VOR shelter, overhead the shelter is the antenna for receiving and
sending signals.
The VOR is a type of short-ranged radio navigational system for aircrafts;
enabling aircrafts to determine their position and stay on course by receiving
radio signals transmitted by a network of fixed ground radio beacons, with
receiver units. It uses radio frequencies in the VHF band. The VOR consist of

27

transmitters sited at the airport ground (2360m away from threshold runway 17
in yola airport) and the aircrafts cockpit.
The Azimuth indicator: That is the angle between the VOR north and the
VOR aircraft.
The VOR which indicates whether the aircraft is flying to the left or right,
or it is directly at the selected course.
The From/to indication showing whether the aircraft is flying towards or
away from the VOR station.
It provides a station identity signal of 1020HZ.
It provides facilities for voice transmission (300Hz to 3KHZ).
Wave used for line of sight transmission and it is especially insensitive to
the atmospheric interference.
It is worth mentioning that the signal transmitted by the VOR covers an
angle of 360 degrees. Hence, an aircraft can be cleared VOR approach
since the airport runway intercepts a particular radial of the VOR. This

3.

enables the pilot to align the aircraft to the runway centre

The frequency for Yola VOR is 115.5MHz with Morse code YOL.
The instrument Landing System (ILS)
As the name implies, The ILS are equipment used to land aircrafts
successfully on a runway. The ILS is VHF/UHF navigational aids equipment
used for approach and landing aircrafts under bad weather and poor visibility
conditions.
The ILS consists of three different transmitters and is sited on the ground
while the receivers are installed in the aircraft. These three beacons assist the

28

pilot to land three aircraft on the true course, the correct angle of descent and
the distance to touch down point (runway 17 for Yola Airport).
The ILS has three major components:
The localizer;
The glide slop; and
The Distance Measuring Equipment (DME).
The Localizer: The localiser gives lateral guidance to the centre line so that an aircraft
can land correctly on a runway. The localizer operates on the VHF band (with
frequencies 90HZ and 150HZ) and guides the pilot to follow the correct approach
course and align the aircraft to the runway centre to the landing point. It covers
the distance of 25 nautical miles at height of 6250ft. The ILS beacons operate
on the carrier frequency. When the aircraft is on the correct approach course, the
ILS receiver in the aircraft will receive equal amplitude of the two 90H Zand
150HZ signals. If the aircraft is off the correct approach course, either the 90H Z
or 150HZ signals would be received. When the aircraft is the left of the correct
approach course, the ILS receiver would receive more of the 90H Z signals and a
visual indicator of fly-right will appear. Similarly, if the aircraft is to the right of
the correct approach course, the receiver will receive more of the 150H Z signals
and a visual indicator of fly-left will appear.
29

The localizer transmitter is sited at the up wind of the runway (Runway

35 in yola airport) usually about 300m beyond the runway. The aerials
associated to this transmitter are quite distinctive, forming a fence of about 75ft
long at right angles to the runway centre line. The localizer operates in the VHF
at frequencies from 108.1MHZ to 111.9MHZ at 200KHZ spacing i.e. 108.1,
108.3, 108.5, 108.9 etc. there are 20 channels in the frequency spectrum. The
localiser transmits its signal at the range of 25nm.

Pic. 7: Showing the localiser machine and the equipment shelter.

The Glide slope
The glide slope transmitter operates on the UHF band and it guides
the aircraft on the correct angle of descent to the touch down point (Runway
threshold 17 for Yola Airport). When the aircraft is above the correct angle of
decent, more of the 90HZ signals are received and a visual indication of flydown would appear. Similarly, if the aircraft is below the correct angle of decent
30

more of the 150HZ signals would be received and the visual indicator of flydown would appear. Glide path transmitters operate in the UHF band between
329.3MHZ and 335.0MHZ with frequency spacing of 300KHZ. the glide slope
transmit its signal at the range of 10nm.

Pic. 8: The Glideslope equipment, shelter and antenna of the Yola Airport.

Distance Measuring Equipment (DME)

The DME gives instantaneous distance to the touch-down zone of the
runway. With improvement in technology, the DME is developed to supplement
the marker beacons, this is because of its accuracy and convenience in
measuring the distances (and in some systems the ground speed) to the runway
threshold. The DME is usually collocated with the VOR or the ILS localizer.
31

VOR-DME measures the distance to or away from the VOR station while the
ILS-DME measures the distance to the runway threshold (Runway 17 for Yola
airport) just as the marker beacons. DME operates on the UHF band just as the
ILS.
To prevent collisions, Air Traffic Control (ATC) enforces traffic
separation rules, which ensure each aircraft, maintain a minimum amount of
empty space around it at all times;
2.2.3 ON BOARD EQUIPMENT AIDING TRAFFIC CONTROL
Many aircraft also have Traffic Collision Avoidance Systems (TCAs),
which provide additional safety by warning pilots when other aircraft get too
close. The TCAs is of three (3) different types, each with its unique advantage.
TCAs 1; its main function is to notify the aircraft or the pilot of nearby traffic,
its main limitation is that it does not give the aircraft resolution of advise on
how to avoid this nearby traffic.

32

Pic. 9: showing the cockpit of an aircraft with the various on-board equipment
for traffic control and avoidance.

TCAS 2; this type gives both advisory and resolutional information to the
aircraft or the pilot, especially in the vertical plane (that is, when there is a
traffic, it advise the aircraft to climb or to descend in order to avoid collision).
TCAS 3; this type incorporates the uses of 1 and 2. The only difference is that it
gives resolution both in the vertical and horizontal plane. Most modern aircrafts
are installed with this type of TCAs.
2. 3 METEOROLOGICAL REPORT
THE met-report is an hourly or half hourly weather recorded by the
meteorological agency that is read to both arriving and departing aircrafts to
make pilot be aware of the prevailing weather condition which influences

33

his/her decision. The weather elements found in the met-report include the
following:

Surface wind
Visibility
Weather
Cloud
QNH
QFE
Temperature
Dew point

The effects of weather elements on navigating aircraft include the following;

A. Surface wind: - Wind speed as well as the wind direction measured with
the cup-anemometer and wind vane respectively affects landing and take-off of
aircrafts. That is, a relatively slow blowing wind in opposite direction of the
aircraft favours landing and take-off.
B. Visibility: - The atmosphere should be visible for at least 10km proximity
range, especially during a visual approach where the approaching air craft will
not use any of the landing aids for landing. Reduced visibility in clouds or haze
could affect landing.
C. Weather: - In terrible weather conditions such as heavy thunder storms or
heavy rainfall with strong wind, landing or take-off may be seriously affected
that any approaching aircraft may be asked to move to its alternative aerodrome
for landing.

34

D.

Cloud: - Thick clouds like the cumulonimbus cloud reduce visibility and

can affect the stability of aircraft while in the air. In such case the aircraft may
also be asked to move to an alternate aerodrome.
E.

QNH: - The QNH is a pressure altimeter setting measured in feet above

mean sea level (AMSL). It helps in calculating the distance from the aircraft to
the ground based on the altitude and the prevailing atmospheric pressure at a
time. The QNH meters are calibrated to have a difference of 30ft between each
values of the meter. Yola aerodrome is 599ft (AMSL), by this; the QNH on
ground in yola aerodrome is 599ft.
F. QFE: - The QFE value is the direct distance measured from the ground to
the aircraft; it is also measured in feet. The QFE on ground anywhere is zero.
G. Temperature: - Temperature is simply the degree of hotness or coldness of
a body, and this case we consider the atmospheric temperature. In cooler or mild
temperature, little volume of air is rich in oxygen molecules. Therefore, fuel
consumption is reduced since there is sufficient oxygen for efficient combustion
of fuel. While in high temperatures, a large volume of air will contain low
quality of oxygen which makes combustion difficult resulting to high fuel
consumption.
H.

Dew point: - The dew point is the temperature below which the water

vapour in a volume of humid air at a constant barometric pressure will condense

into liquid water. The dew point is therefore dependent on temperature and it
35

determines the formation of dew on the ground surface that could wet the
runway surface. In such condition, the controller advises the pilot to take
caution while landing because wet runway surface could affect landing.

Pic. 8: Copy of hourly Meteorological report from NIMET office

2.4

ICAO PHONETICS ALPHABETS, AIRPORTS AND DEFINITION

ICAO PHONETIC SOUND
Character
0
1
2

Word
Zero
One
Two
36

Pronunciation
ZE-RO
WUN
TOO

3
4
5
6
7
8
9

Three
Four
Five
Six
Seven
Eight
Nine

TREE
FOW-ER
FIFE
SIX
SEV-EN
AIT
NIN-ER

ICAO PHONETICS ALPHABET

A
B
C
D
E
F
G
H
I
J
K
L
M
N
O
P
Q
R
S
T
U
V
W
X
Y
Z

Alfa
Bravo
Charlie
Delta
Echo
Foxtrot
Golf
Hotel
India
Juliet
Kilo
Lima
Mike
November
Oscar
Papa
Quebec
Romeo
Sierra
Tango
Uniform
Victor
Whiskey
X-ray
Yankee
Zulu

ALFAH
BRAHVOH
CHARLEE
DELTAH
ECKOH
FOKSTROT
GOLF
HOHTELL
INDEE AH
JEWLEE ETT
KEYLOH
LEEMAH
MIKE
NOVEMBER
OSSCAH
PAHPAH
KEHBECK
ROWME OH
SEEAIRAH
TANGGO
YOUNEE FORM
VIKTAH
WISSKEY
ECKSRAY
YANGKEY
ZOOLOO

NIGERIAN AIRPORT AND THEIR RESPECTIVE ABREVIATION

AIRPORT
Abuja

ABBREVIATION
DNAA
37

Akure
Akwa Ibom
Asaba
Bauchi
Benin
Bida
Calabar
Enugu
Gombe
Gusau
Ibadan
Ilorin
Jalingo
Jos

DNAK
DNAI
DNAS
DNBA
DNBE
DNBI
DNCA
DNEN
DNGO
DNGU
DNIB
DNIL
DNJA
DNJO

Kaduna
Kano ACC/FIC
Kano/mallam Aminu Kano
Katsina
Lagos FIC
Lagos/murtala Mohammed
Maiduguri
Makurdi
Minna
Oshogbo
Osubi
Owerri
Port-Harcourt
Sokoto
Yola
Zaria

DNKA
DNKK
DNKN
DNKT
DNLL
DNMM
DNMA
DNMK
DNMN
DNOS
DNSU
DNIM
DNPO
DNSO
DNYO
DNZA

CONTROL INFORMATION SYMBOLS

38

Symbols

Meaning
Climb and Maintain
Descend and maintain
Cruise
Maintain

Join or intercept airways/Jet route/Track or course

While in controlled airspace
While in control area
Enter control area
Out of control area

@
X
NW

At
Cross
Clear to enter, depart or through surface area.
Indicated direction of flight by arrow and
appropriate compass letter. Maintain special VFR
conditions (altitude if appropriate) while in surface
area.

E
2.5

DEFINITIONS OF OTHER TERMS

Visual Approach: An approach by an IFR flight when either part or all of
an instrument approach procedure is not completed and the approach is
executed with visual reference to terrain.
Flight Levels: it is a surface of constant atmospheric pressure which is
related to a specific datum, 1013.2mb (29.92ins), and is separated by specific
pressure

intervals.

NOTAM: Meaning, Notice To Air Men. it is notice containing

information concerning the establishment condition or change in any
39

aeronautical facility, services, procedure or hazard, the timely knowledge of

which is essential to personnel concerned with flight operations.
Flight Information Region (FIR): it is airspace of defined dimensions,
within which flight information and alerting services are provided.
Runway: its a defined rectangular area on a land aerodrome selected to
prepare for landing and take-off run of aircraft along its length.
Runway Visual Range: The maximum distance in the direction of takeoff and landing at which the runway or the specific lights or makers delineating
it can be seen from a specified point on its centre line at a height corresponding
to the average eye level of pilot at touch down.
Exact Reporting point: it is a reporting point establish as: a position,
established by the intersection of VOR radials, or a VOR radial and a bearing
from an NDB which has been notified for use as a reporting point; a position,
established by a VOR radial combined with a range from a co-located DME and
a position that is associated with ground characteristics making it easily
identifiable by visual observation.
Flight Plan: Specified information provided to Air Traffic Service unit
related to an intended flight or portion of a flight of an aircraft.
Threshold: its the beginning of that portion of the runway usable for
landing.
40

Touch down: The point where the nominal glide intercepts the runway.
Track: The projection on the earths surface of the path usually expressed
in degrees from North (true or magnetic) of an aircraft, the direction of which
path at any point is usually expressed in degrees from North (true, magnetic or
grid)

CHAPTER THREE
PROBLEMS ENCOUNTERED
41

Problems I was confronted with during my IT most especially are;

Problem of securing a place to do my I.T
I had a hard time trying to find myself attached and accepted by an
organisation to do my I.T because most organisations reject any form of
request by students to do their SIWES in their organisation.
Finances
The organisation to which I was attached to did not make it an
official process to pay I.t students nor do they give allowances or
packages so as to lease the burden of finances I was forced to carry for
this period of six months outside the walls of my school for transport
fares to and from the place of my primary assignments, and for
accommodation and feeding.
Denial of access to use some equipment
As an I.T students, I was not giving the opportunity to operate certain
equipment in the Tower, this makes me feel inferior sometimes and also
make me not to bring out my potentials fully.
Problem of light
Sometimes there used to be power failure in the Tower, this has
affected activities several times and as an I.T student, I used to be very
disturbed whenever such power failure occurs, considering the sensitive
nature of the Control Tower to flight operations.
Restrictions as to what the student can do in the office
Also, there was restrictions to what the student are allowed to do in
the office, this makes me feel limited, as to developing my potentials
fully. Organisations should be advised to allow student to participate

42

actively and fully, this will boost their Morales and give them a sense of
belonging in the company to which they are attached to.
Over working of the student.
Another, problem is the number of hours the student were asked to
work, I was asked to come to work from 7 Oclock in the morning and to
leave work by 4 Oclock in the evening, this is rather harsh on the side of
the student, as no allowances for feeding is given to the student. The
working hours for student should be reduced.

CHAPTER FOUR
GENERAL APPRAISAL, SUMMARY, CONCLUSION AND
RECOMMENDATION
4.0

SUMMARY
This industrial training has afforded me the basic practical and theoretical
knowledge that I may not have gotten from the lecture room. It also gave me the
43

opportunity to have a feel of what it would be like after graduation when I start
working.
After my internship with NAMA:
I can effectively handle the demands of my superiors in any
Organization I find myself in future.
I can effectively assist in controlling and providing certain
information to an aircraft or a pilot.

Other benefits include:

Good working ethics: As a result of the close working relationship I had with
the Controllers and other staffs of the organisation, I have been able to imbibe
good working ethics. These ethics includes been able to handle situation with
little or no help, being able to provide solutions to lingering problems, etc.
Career Path: I have been able to use this training to explore various avenues
available at my disposal career-wise. It has given me the opportunity to have a
look into the future and access my readiness for employment or
entrepreneurship.
Finally the internship has bridged the gap between academic theory and
practical and has built a good degree of confidence especially in my abilities to
perform. It has also given me a first-hand experience about the aviation
industry.
4.1

CONCLUSION
44

I can confidently say that the experience gotten from this training was a
worthwhile experience, as I was exposed to the world of civil service and most
importantly the aviation industry. For instance, i learnt about the various routes
in the Nigerian airspace, the aviation alphabets, and different types of aircraft
and so on.
Just as motorist use physical roads to finally arrive at their various
destinations. The situation is entirely different in the case of air traffic
navigation as there are no physical routes in the air, rather routes assign are in
the form of signals instead and also there is a need to provide aeronautical chart
services and to control the movement of the aircrafts in the air is also very
important. This is done by guiding the pilots in defining the routes to take while
filling the flight plan and also to prevent collision between aircraft while on air.
The role of NAMA to the growth and development of this country at
large cannot be over emphasized. This is justifiable through the provision of air
traffic control, visual and non-visual aids, aeronautical telecommunication
services and electricity supplies relating thereto, to enable public transport,
private, business and military aircraft fly, as far as providing safety measures
that guarantee the expeditious flow of air traffic which in turn can be viewed as
the fasted flow of economic activities either domestically or internationally. The
field of air traffic control in the industry requires the knowledge of meteorology
that deals with elements of weather such as Temperature, wind direction and
45

speed, visibility, cloud amount, type, height and formation of cloud as well as
precipitation, especially the cumulonimbus (CB) cloud that has a great impact
to a navigating aircraft.
4.2

RECOMMENDATION
For subsequent trainees being taken up by the company, I strongly
recommend
A more stringent supervision of their training program, especially by the
Human Resources Department and capable hands. This will go a long
way in ensuring that trainees do not lose focus and will constantly remind
them that their services to the company remain valuable.
Also I suggest ITF should liaise with some companies where they will
take up students for industrial training. This will help students who find it
difficult to find attachments or who end up in companies where they do
nothing.
Again, companies and organisations should at least out of the sense of
appreciation and gratitude to the help being rendered to them by these IT
student, give them a little token for transportation to help them ease the
transportation problem.
Also the federal government should release the allowances meant for this
exercise in good time, to help the student solve other challenges faced by
them in far-away places where they go to acquire these training.

46

Problems here include, accommodation, feeding, transportation, medicals

and so on.

REFERENCE
Area Control course-Non Radar (ACC). ICAO Code 005.Volume1 Printed by
TAPU NCAT.
Location Indicators Document 7910/96. International Civil Aviation
Organization (ICAO).
47

Nigerian College of Aviation technology, Zaria: ATS/Communications,

Area/Airways Department hand book.
Local Air Traffic Control Instructions. Reviewed by Tata Johnson (ATOM)
October 2006.
The ICAO Annex 10 Volume 1, Radio Navigation Aids, Fifth Edition July
2006.

48