Bernabas Duct

ADDIS ABABA SCIENCE AND TECHNOLOGY
MECHANICAL ENGINEERING DEPARTMENT

INDUSTRIAL TRINING PROGRAME
BACHELOR IN ENGINEERING
IN
MECHANICAL ENGINEERING
(AUTOMOTIVE ENGINEERING)
Internship training in Addis Ababa International airport
FROM 28/02/2017 to /06/2017
SUBMITTED BY: -
1) BERNABAS SOLOMON
i
PREFACE
The importance of industrial training needs no emphasis. One of the characteristics of

modern scenario is the increasing rapidity of change. This intensifies the need for
study, adaptation and training. For an engineering student, the practical training is as
important as the theoretical knowledge and sometimes more than the theory part. The
practical training not only makes a student familiar with the atmosphere and conditions
of industry but sufficiently increases his/her knowledge by providing a sense of
confidence and motivation. The main object of all industrial trainings is to prepare an
individual so that he/she can accomplish his/her task efficiently and effectively and can
take up and handle jobs of higher responsibility. Training is an act of increasing the
knowledge and skills of an employee for doing a particular job. The major outcome of
training is learning. A trainee learns new habits, refined skills and useful knowledge
during the training that helps him/her as improved performance. Training enables an
individual to do his/her present job more efficiently and be prepared for higher level
job. Training is a planned programme designed to improve performances and bring
about measurable changes in knowledge, skill, attitude and social behavior of an
individual.
I personally feel proud and happy in writing this training report that I have completed
my training in such a good organization which taught me so many useful things.
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ACKNOWLEDGEMENT
Above all I would like to thank the Almighty God for he is the base of all the successful
progress of my life as a whole and this study as a particular. I feel immense pleasure in
completing this training and submitting this final report. The whole internship period with
Ethiopian airport has been full of learning and a sense of contribution towards increasing
the practical knowledge. A successful training can never be completed by the efforts of a
single person, but it also demands the help and guardianship of some conversant person who
helped the undersigned actively or passively in completion of successful training. During the
actual training i would like to express my special thanks and heartfelt appreciation to my
internship supervisors Ato. Habetom, Ato Zenebe, W/O,Asegedech and Ato Fikermaryam
for their supporting and valuable advising during the course of the internship and for their
support by sharing their understand that help me to safe completion of my internship.
My next gratitude goes to the staffs in AASTU as they provided me with all services needed
for the achievement of my goal in the last 4 years stay. The Department of Mechanical
Engineering takes great thanks for the unforgettable contributions it made in developing our
professional knowledge and skills we need in the real world which in turn is useful to our
country.
At the end but not the least, we strongly thank our parents and others who helped us either
financially, technically or morally from a very beginning up to this stage.
Bernabas Solomon
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ABSTRACT
Different airport enterprises play a large role in the development of their home countries. As
the other airports Ethiopian airports enterprise has this role in Ethiopia. The enterprise has its
own vision, mission and core values. Ethiopian airports enterprise has a vision to be the leading
airport service provider in Africa by 2025 and a mission to provide safe and world class airport
service to passengers, airlines and other parties through the provisions of best infrastructure
and facilities that meet international standards and our country's air transport need. The core
values of the enterprise are safety, security, quality service, continuous improvement, team
work and customer focused. The airport manages different regional airports including Addis
Ababa bole international airport. This report talks about some of my activities in the enterprise
and some features of the enterprise
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List of Tables
Table 1 ..........................................................................................Error! Bookmark not defined.
Table 2 ..........................................................................................Error! Bookmark not defined.
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Table of Contents
PREFACE……………………………………………………………………………………………………………………………………i
ACKNOLEDGEMENT………………………………………………………………………………………………………………….ii
ABSTRACT………………………………………………………………………………………………………………………………...1
Chapter one: Introduction
1.1 History of Ethiopian Airport Enterprise............................................................................................. 5
1.2 Main services given by Ethiopian Airport Enterprise .......................................................................... 6
1.3 End user of ethiopian airport enterprise ............................................................................................ 6
1.4 The overall organization of the enterprise ......................................................................................... 7
Chapter two: Project on Duct design
2.1. EXECUTIVE SUMMARY ..................................................................................................................... 10
2.2. PROBLEM STATEMENT ..................................................................................................................... 10
2.3 OBJECTIVE OF THE PROJECT………………………………………………………….......................................11
2.3.1 GENERAL OBJECTIVE……………………………………………………………………………………………………………..11
2.3.2. SPECIFIC OBJECTIVE………………………………………………………………………………………………….11
2.4 SIGNIFICANCE OF THE PROJECT ....................................................................................................... 11
2.5. SCOPE OF THE STUDY ...................................................................................................................... 11
2.6. METHODOLOGY OF THE PROJECT................................................................................................... 11
2.7. LITERATURE REVIEW………………………………………………………………………………………………………………….13
2.7.1. BASIC DEFINITION…………………………………………………………………………………………………………………13
2.7.2. AIR FLOW PRINCIPLE…………………………………………………………………………………………………………….13
2.7.3. TOTAL PRESSURE, VELOCITY PRESSURE AND TATIC PRESSURE……………………………………………..14
2.8. SELECTION OF MATERIALS…………………………………………………………………………………………………………..15
2.8.1 SELECTION OF SUPPLY DIFFUSER ................................................................................................ 15
2.8.2. SELECTION OF RETURN DIFFUSER .............................................................................................. 15
2.8.3 SELECTION OF FANS ................................................................................................................... 15
2.8.4. SUPPLY DUCT FAN SELECTION ................................................................................................... 17
2.8.4.1 SUPPLY FAN SELECTION……………………………………………………………………………………………………17
2.8.4.2. RETURN FAN SELECTION………………………………………………………………………………………………….17
2.9. DESIGN & CALCULATION OF DUCT SYSTEM…………………………………………………………………………………19
2.9.1. DUCT DESIGN PROCEDURES………………………………………………………………………………………………….19
2.8.2. DUCT LAY OUT CONSIDERATIONS............................................................................................. 18
2.9.3. SOME GENERAL RULES TO FOLLOW IN DUCT DESIGN.............................................................. 19
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2.9.4. DUCT SIZING USING EQUAL PRESSURE DROP METHOD ........................................................... 19
2.9.4.1 SUPPLY DUCT DESIGN………………................…………………………………………………………………….18
2.9.4.2……………………………………………………………………………………......28
2.10 RESULT & DISCUSSION…………………………………………………………………………………………………..36
2.11 CONCLUSION AND RECOMMENDATION………………………………………………………………………38
CHAPTER THREE: OVERALL INTERNISHIP EXPERIENCE
3.1 OBJECTIVE…………………………………………………………………………………………………………………………………. 39
3.2 WHY I SELECT THIS COMPANY……………………………………………………………….39
3.3 MY WORKING SECTIONS…………………………………………………………………………………………………..39
3.3.1 SECURITY COMMUNICATION & SECURITY……………………………………………………………………………..39
3.3.1.2 WORKFLOW IN THIS SECTION………………………………………………………………………………………….39
3.3.2. ELECTRO-MECHANICAL MAINTENACE…………………………………………………………………………………..45
3.3.2.1 WORK FLOW IN THIS SECTION………………………………………………………………………………………….45
3.3.2.2. PASSSENGER BOARDING BRIDGE…………………………………………………………………………………….45
3.3.2.3. AIR CONDITIONING…………………………………………………………………………………………………………45
3.3.2.4. ESCALATOR………………………………………………………………………………………………………………………50
3.3.2.5 Pumping station…………………………………………………………………………………………………..68
CHAPTER FOUR
4.0 overall benefits of the internship program……………………………………………….69
4.1 upgrading theoretical knowledge………………………………………………………...69
4.2 improving practical skills……………………………………………………………......69
4.3. improving problem solving capacity……………………………………………………69
4.4. improving team playing skills…………………………………………………………..69
4.5. improving leadership skills……………………………………………………………..69
4.6. understanding work ethics issues……………………………………………………….70
4.7. entrepreneurship skills………………………………………………………………….70
4.8. interpersonal communication………………………………………………………..
CHAPTER FIVE: GENERAL CONCULUSION AND DISCUSSION
5.1 CONCLUSION ................................................................................................................................. 70
5.2 RECOMMENDATION ..................................................................................................................... 72
REFERENCE……………………………………………………………………………………….73
CHAPTER 1
1. INTRODUCTION
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1.1 History of Ethiopian Airport Enterprise
Ethiopian airports enterprise (EAE) is an enterprise which is found in Addis Ababa city. It is
located around bole. The airport is formerly known as Haile Selassie I international airport. This
enterprise was established as a public enterprise in 2003 in European calendar to meet
international aviation standards by restricting Ethiopian civil aviation authority (ECAA). The
enterprise’s authorized capital is about 2,635,704,386 Ethiopian birr(two billion six hundred
thirty-five million seven hundred four thousand and three hundred eighty six birr). It is
established as a public enterprise for different purposes like developing and maintaining standard
airports throughout the country, delivering safe and secure plus reliable airport services to
passengers and other users of the airport like cargo and aircraft.
The enterprise manages all the airports in Ethiopia. Including Addis Ababa bole international
airport (AABIA) the enterprise administers seventeen regional Airports .Within this seventeen
regional airports four of them are international airports; Mekelle Alula Abanega international
airport, Addis Ababa bole international airport, Dire Dawa international airport and
BahirdarGinbot 20 international airport. In Addis Ababa bole international airport, the airport
accommodates 150 flights per day.
In 2005 there was an expansion plan to do in Addis Ababa bole international airport like as
adding a new run way, constructing new control tower which has a thirty eight meters height and
a new terminal with shopping centers, bank service, free Wi-Fi service and restaurants with in it.
Currently the airport can provide those services but it also starts other brand new expansion
program for four years. This brand new expansion program is planned to be completed in
2018.the main aim of the new expansion program is to triple the number of passengers it handles
from seven million to 20 million per a year. China Communication Construction Company
(CCCC) is carrying out this work at a cost of $300 million, set for completion by 2018.
It was established as a public enterprise entrusted with the mandate of executing quality airport
infrastructure and service to its customers, having its own distinct mission, vision, and core
values.
Vision
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 To be the leading airport service provider in Africa.
Mission
 To provide quality airport infrastructure and service to customers.

Core Values
 Security
 Quality service
 Team Work
 Continuous improvement
 Integrity
Under its nation-wide responsibility, the Ethiopian Airports Enterprise administers
seventeen airports throughout Ethiopia, out of which, four of them are international.
These are; Mekelle Alula Abanega international airport, Addis Ababa bole international
airport, Dire Dawa international airport and BahirdarGinbot 20 international airport.
1.2 Main services given by Ethiopian Airport Enterprise
Service provided by EAE’s are categorized in to two.
These are: - Aeronautical services and
- NonAeronautical services
Aeronautical Services
This are services provided for essential operations that are required for airlines operations
(runway, runway light, taxiway, taxiway light, apron, apron light /flood light, aerobridge are few
to mention).
- Non Aeronautical services
These are customer services such as:-

 Baggage service: - Baggage wrapping services are available at terminal 1 check-in
counter. Baggage weighting and packing are also available at terminal 2 check-in
counters.
 Hotel Reservation counter:- Visitors can make hotel reservation at any Addis Ababa
Airport booth (a small compartment or boxlike room) or Hotel Reservation Counter at the
arrivals level.
 Cafe and Restaurant: - several restaurants and lounges are available, serving both local
and international fare.
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 Shopping:-Various shops can be found at the airport, including gift retailers and duty-
free outlets.
 Medical Service:- Emergency medical services are available.
 Telecommunications, Internet, postal service,Bank and parking.
1.3 End users of Ethiopian Airport Enterprise
 Airlines
 Passengers
 Governmental authorities(airport immigration, airport customs, ministry of foreign
affairs, ministry of health)
 Airport affiliated service providers
 Tenants and concessionaries
 General aviation operators
 Employees
 Airport communities
 Airport Contractors
 Major hub and international airports
 Air navigation service providers
 Airside concessionaires
 Fixed based operators
 Security providers
 Ground handlers
 Aircraft re-fullers
1.4 The overall organization of the enterprise
To make easy the work of flow, the enterprise has different sections like;
 Strategic planning team; which is organized under the umbrella of strategic planning
and finance directorate. The team carries out activities of preparation and implementation
of the enterprise long and medium term strategic plan. The major activities of strategic
planning team are like preparation of long and medium term strategic plan, preparation of
the enterprises annual plan and performance evaluation report and conducting impact
assessment and different researches which will have vital role for the successful
implementation of the strategic plan.
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The safety management office; which is established as a core process responsible to the
chief executive officer. Its major objective is to change the traditional days of safety
management activities to standard and organized system supported by standard safety
manuals by doing major activities like making safety audits of each airport ,general
assessment of each airport with regard to facility and trained operation personnel,
preparing standard safety manuals and certify airports and preparing standard safety
management system manuals.
 Human resource development and management directorate; which has a mission to
establish an efficient, effective and transparent human resource development and
management practice which support the enterprise in order to achieve its strategic goal by
managing staff grievance, ensuring industrial peace, administer terminal activities and
administer personal records.
 The information and IT management directorate; which is one of the vital sections of
EAE under the new structure which was proposed after the recent business process
reengineering scheme. It has major activities like enhancing the development of IT within
the enterprise, providing support and advice to EAEs work units and providing effective
service mechanisms for back office users.
 Airport infrastructure development directorate; which is one of the economic sectors.
At present the directorate is coordinating the construction of the major projects.
 Airport facilities management and maintenance directorate; which are used for the
purpose of achieving success in all airports service provision. The directorate has the
major duties like developing appropriate facilities usage and operational procedure or
manual, developing and implementing appropriate and standard maintenance
management system and analyzing facilities performance efficiency and developing
professional or sound recommendation to enable EAE to make an informed decision.
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Main executive
Vice main executive Vice main executive

Vice main executive airport infrastructure and
corporate service airport operation facility management
Human resource
development and AABIA
management directorate Airport facilities
directorate and maintenance
directorate
Strategic Market
planning and
development Airport
finance
directorate directorate infrastructure
development
Common service Customer

directorate service
directorate
Information
technology
Safety management and regional
directorate airports
9 coordination office
CHAPTER 2
2.0 PROJECT TITLE: DUCT DESIGN
2.1. EXECUTIVE SUMMARY
Ducts are conduits or passages used in heating, ventilation, and air conditioning (HVAC) to deliver and
remove air. The needed airflows include, for example, supply air and return air. Ducts commonly also
deliver ventilation air as part of the supply air. As such, air ducts are one method of ensuring acceptable
indoor air quality as well as thermal comfort. Air ducts are associated with your heating, ventilation and
air conditioning (HVAC) system and are the pathways for heated or cooled air to travel throughout a
home. The purpose of air- conditioning duct work is to deliver air from the fan to the diffusers which
distribute air to the room. Air Moves Through the Ductwork in Response to a Pressure Difference Created
by the Fan. The necessary pressure difference will be a function of the way the ductwork is laid out and
sized.
2.2. PROBLEM STATEMENT

When I was at airport Terminal 2 working in electro-mechanical maintenance office, I’ve seen a
big class for the central type of air conditioner supplying a conditioned air through the duct for
the terminal and for some appliance that is in EME’’s office. On my way to the Air Field, there
is a baggage handling system’s class and offices where you can find no conditioned air being
supplied by the central AC. So, I’ve considered that if I design the duct needed for the room and
connect it to the Central AC room, then I can supply a conditioned air to the BHS room and its
office. By designing the ducts, I can solve the circulation of air to BHS rooms & offices and
provide productivity and comfort for the workers.
2.3 OBJECTIVE OF THE PROJECT

2.3.1. General objective
 The main objectives of the project are to design a central air
conditioning’s ducts system for the room of Baggage handling system
2.3.2 specific objective
Specifically, the aim of this project is
 to minimize the pressure, drop through the duct, while keeping the size &
cost of the duct work
 Air movement and circulation
 To avoid carbon dioxide
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2.4 SIGNIFICANCE OF THE PROJECT
 Generally, comfort is a very subjective matter. As part of the air conditional equipment
ducts play a crucial role in conditioning the room by circulating the air.
 Ducts offers air carrying capacity.
2.5. SCOPE OF THE STUDY

In this project, I am emphasizing on basic procedures of the duct design for the convenient
system. Over all layout and design analysis are done in this project. By designing ducts, I can
improve the productivity of the workers by bringing conditioned air.
2.6. METHODOLOGY OF THE PROJECT
 The methodology I followed is the following: -
 Data collection: - I get relevant information from different source.

 Compute engineering analysis: - to analysis duct system
 Making drawing with Auto-cad software
 Compute result & discussion which elaborate overall design analysis

Conclusion & recommendation
2.7. LITERATURE REVIEW

2.7.1 Basic Definition
Air ducts is a passage used in heating, ventilation and air conditioning (HVAC) to deliver &
remove air. Air flow problems have plagued the HVAC industry for years. No matter how much
money you spend on a high-quality HVAC system; the equipment won’t work at its best without
properly designed and installed ductwork. Ducts that are not well designed result in discomfort,
high energy costs, bad air quality, and increased noise levels.
A well-designed ductwork system should deliver maximum interior comfort at the lowest
operating cost while also preserving indoor air quality. The chief requirements of an air
conditioning duct system are:
1. It should convey specified rates of air flow to prescribed locations.
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2. It should be economical in combined initial cost, fan operating cost and cost of building space.
3. It should not transmit or generate objectionable noise.
2.7.2 Air Flow Principles

Flow of air is caused as a result of pressure differential between two points. Flow will originate from an
area of high energy (or pressure) and proceed to area(s) of lower energy.
Fig2: Air flow principles

Air moves according to three fundamental laws of physics: conservation of mass, conservation of energy,
and conservation of momentum.
1 Conservation of mass: It simply states that an air mass is neither created nor destroyed. From this
principle, it follows that the amount of air mass coming into a junction in a ductwork system is equal to
the amount of air mass leaving the junction, or the sum of air masses at each junction is equal to zero. In
most cases the air in a duct is assumed to be incompressible, an assumption that overlooks the change of
air density that occurs as a result of pressure loss and flow in the ductwork. In ductwork, the law of
conservation of mass means a duct size can be recalculated for a new air velocity using the simple
equation:
V2 = (V1 * A1)/A2
where V is velocity and A is Area
2. The law of energy conservation: It states that energy cannot disappear; it is only converted from one
form to another. This is the basis of one of the main expression of aerodynamics, the Bernoulli equation.
Bernoulli's equation in its simple form shows that, for an elemental flow stream, the difference in total
pressures between any two points in a duct is equal to the pressure loss between these points, or:
(Pressure loss) 1-2 = (Total pressure) 1 - (Total pressure) 2
3. Conservation of momentum: It is based on Newton's law that a body will maintain its state of rest or
uniform motion unless compelled by another force to change that state. This law is useful to explain flow
behavior in a duct system's fitting.
2.7.3 Total Pressure, Velocity Pressure, and Static Pressure
Air flow through a duct system creates three types of pressures: static, dynamic
(velocity), and total.
Static pressure: Static Pressure is the pressure that causes air in the duct to flow. Static pressure is the
outward push of air against duct surfaces and is a measure of resistance when air moves through an object
like duct work.
2. Velocity pressure: Velocity pressure is the pressure caused by air in motion.
It is equal to the product of air density and the square of the velocity divided by 2.
VP = 0.5 x ρ x v2
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Using standard air, the relationship between V and VP is given by:
VP will only be exerted in the direction of air flow and is always positive.
3. Total Pressure: Total pressure is the algebraic sum of velocity pressure and
static pressure.
TP = VP + SP
• TP = Total Pressure
• VP = Velocity Pressure
• SP = Static Pressure
2.8. Selection of materials

Ducts have the following components:
1. Supply air ductwork supplies conditioned air from the air handling unit to the conditioned
area.
2. Return air ductwork removes air from the conditioned building spaces and returns the air to
the air handling unit, which reconditions the air. In some cases, part of the return air in this
ductwork is exhausted to the building exterior.
3. diffuser is a device that allow air to pass through supply and return ducts
4. flexible return and supply duct are device that are used to pass air either to diffuser when air is
supplied or to the return ducts from the diffusers.
5. Volume control damper
Ducting systems must often provide a method of adjusting the volume of air flow to various parts
of the system. Volume control dampers (VCDs; not to be confused with smoke/fire dampers)
provide this function. Besides the regulation provided at the registers or diffusers that spread air
into individual rooms, dampers can be fitted within the ducts themselves. These dampers may be
manual or automatic. Zone dampers provide automatic control in simple systems while variable
air volume (VAV) allows control in sophisticated systems.
6. Smoke and fire dampers
Smoke and fire dampers are found in ductwork where the duct passes through a firewall or fire
curtain.
Smoke dampers are driven by a motor, referred to as an actuator. A probe connected to the motor
is installed in the run of the duct and detects smoke, either in the air which has been extracted
from or is being supplied to a room, or elsewhere within the run of the duct. Once smoke is
detected, the actuator will automatically close the smoke damper until it is manually re-opened.
Fire dampers can be found in the same places as smoke dampers, depending on the application of
the area after the firewall. Unlike smoke dampers, they are not triggered by any electrical system
(which is an advantage in case of an electrical failure where the smoke dampers would fail to
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close). Vertically mounted fire dampers are gravity operated, while horizontal fire dampers are
spring powered. A fire damper's most important feature is a mechanical fusible link which is a
piece of metal that will melt or break at a specified temperature. This allows the damper to close
(either from gravity or spring power), effectively sealing the duct, containing the fire, and
blocking the necessary air to burn.
I used the galvanized iron duct because it have “par excellence” corrosion resistance and are
very reliable and versatile and Galvanized steel, as a metal used for industrial processes or air
conditioning units, has a number of advantages. Ducting systems are also made of polyurethane
and other fabricated materials, but these do not offer the reliability and strength that is inherent in
the galvanized steel ducting systems.
Lower cost
The process of galvanization is done manually, and hence, a ducting system consisting of
galvanized steel does not have a very high cost. The costs of the galvanized steel are also not
much affected by the market ups and downs.
Long Life
Galvanized steel has extreme longevity which is more than many other alloys and plastics. Some
galvanized duct systems last for more than 50 years, with ease and with minimal maintenance.
Toughness
The galvanized steel ducts possess the best of sturdiness and strength. The ducts and the steel
never get affected by any kinds of hits or strikes; that may accidently affect a ducting system.
These ducting systems also suffer from least of damages during their transport or during their
installation or assembly.
Least Maintenance Cost
The strength and rigid structure of the ducts made of galvanized steel require the least
maintenance. The best of ducts are as good as new for much longer time periods.
Standardization
Any product made of standard steel can be standardized, and hence, you can easily predict the
life-span of ducts, pipes, pipes fitting or any other HVAC or industrial equipment made of
galvanized steel.
Automatic & Full-Time Protection
The galvanized coatings provide sacrificial or cathode protection. Hence, all the damaged areas
of ducts are automatically protected. These ducts are also easy to inspect.
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2.8.1 SELECTION OF SUPPLY DIFFUSER
The supply air diffuser is selected according to the required flow rate for the room and the
recommended noise criterion for engine room. The noise criterion for library is between the values 30
and 40 and there is calculated flow rate accordingly to the coaling load calculations of each room.
Room Flow rate, Area of Size,

grille, m2 mm
( m3/h)
One 996 0.275 525x525
Table 1 Supply diffuser size
2.8.2. SELECTION OF RETURN DIFFUSER

As mentioned above the diffuser are selected accordingly with the noise criterion and the
volume flow rate and the grills are of the supply diffuser.
Room Flow rate, Area of Size,

grille, m2 mm
(m3/h)
One 897 0.140 375x375
Table 2 return diffuser size
2.8.3 FANS
Fans: is a device which moves the air through the entire duct system and conditioned space.
Two types of fans can be used for transmission of air
 Centrifugal fans
 Axial- flow fans
Most return fans (exhaust) fans are of this axial flow type, as they occupied less spaces and can
handle large volumes.
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Centrifugal fan has the advantage of filters and efficient operation at high pressure. Another
advantage is that ease with which the centrifugal fan inlet can be connected to large apparatus
sections and its outlet to small supply duct sections.
Axial flow fans are suitable for handling large volume and can be used where moisture level
consideration are not important.
 Needed sound control device.

Sound attenuation – cause high pressure drop  energy loss.
 High efficiency = Axial fans.

The volume flow rate of air delivered and the pressure created by the fan are called performance
characteristics. Other performance characteristics of importance are efficiency and brake
horsepower (BHP).
Propeller fans can’t create a high pressure
 Low cost
 Used as exhaust fans.
Forward centrifugal fans
 low cost
 high operating cost, due to lower efficiency
 Rising BHP resulting over loading the motor if

operating at a condition beyond the selected CFM.
Backward creator - opposite of forward centrifugal.
To select fan first
Due to static pressure resistance (duke HS) is first calculated
In effect, fan must develop a static pressure (Fan HS) and CFM equals to the system
requirement. (Total pressure)
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2.8.4. SUPPLY DUCT FAN SELECTION
The system requirement which influence the selection of a fan are air quantity, static pressure,
and prevailing sound level on the use of the space served available spaces and mature of the load.
It is usual for manufacturers to categories fans performance interims of fan static pressure and it
customarily to select fans on this basis; thus
Fan total pressure = system total pressure loss +Fan static pressure + fan velocity
pressure
The assumption is often made that the fan velocity pressure is very nearly equal to the system
discharge velocity pressure. The discharge velocity pressure is ignored and the resulting total
taken as the required fan static pressure.
2.8.4.1 SUPPLY FAN SELECTION

Supply fans static pressure consist of pressure losses
1. In the supply duct
2. At out let terminal
3. At intake unit
4. In air conditioning apparatus
o Filters
o Air washers
o Re heaters
Therefore, fan performance characteristics charts a fan can be selected.
Capacity = 6.66 m3/s
Static pressure = 4609 pa.
Fan power = P total * Q supply

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= 4909* 6.66
= 32693 W.
The supply fan has to develop= 32693W.
2.8.4.2 RETURN DUCT FAN SELECTION

Since we have no air conditioning equipment in the return duct, the total pressure loss would be
that of occurring in the duct system & grills system.
Capacity = 4.99 m3/s
Static pressure = 1016 pa
Fan power = P total * Q supply
= 1016 * 4.99=5069W
The return fan has to develop a power of 5069 W
2.9. DESIGN AND CALCULATION OF DUCT SYSTEM

2.9.1. DUCT DESIGN PROCEDURE
First step is to determine the air quantity required by each room for cooling, secondly
study the plan of the building and arrange the positions of the supply outlets to provide
proper distribution of air within each space. select outlet sizes from manufacturer’s
catalogue data. The next step is sketch of the most convenient duct system, connecting
the supply and return intakes with the central station apparatus. Finally, calculation of
the sizes of all main and branch ducts by one of the methods follows
2.9.2. DUCT LAY OUT CONSIDERATIONS

There are several items in duct layout that should be considered before
sizing the ductwork. These include
 Duct transformations
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 Elbows
 Fittings
 Duct take-offs and
2.9.3. SOME GENERAL RULES TO FOLLOW IN DUCT DESIGN.
 Main ducts should be as straight as possible
 Transition should be streamlined
 should have an inside radius of at least one-third duct width. If this
inside is not possible, turning vanes should be used.
 Ducts should be tight and properly sealed to limit air less. Ducts should
be well insulated and/or lined where necessary to conserve energy and
limit noise
 Branch duct take-offs should be located at least four feet downstream
from a fan or transition if possible.
 Flexible connectors should isolate the air n\moving equipment (fan)from
the duct system for noise isolation.
2.9.4. DUCT SIZING USING EQUAL PRESSURE DROP METHOD
 The following is a step by step approach to duct sizing by keeping the
pressure drop the same in straight lengths.
1. Choose a rate of pressure drop and keep this constant for the whole system
e.g. 1.0 Pa per meter run.
2. Size ductwork using Figure 1 (Duct Sizing Chart) if the volume flow rate of
air is known. This will give the duct diameter.
3. Determine the equivalent size of rectangular duct if required by calculation or
by using CIBSE guide C (2007) Table 4.16.
4. Calculate the actual air velocity from:
Air velocity (m/s) = Volume flow rate (m3/s) / CSA
5. Determine the velocity pressure factors (zeta zeta) for the fitting(s) in each
section of ductwork from CIBSE Guide C (2007) Section 4.10.
19
6. Determine the velocity pressure (V.P.) by calculation or by using CIBSE
Guide C (2007) Table 4.19. The actual air velocity will be that obtained from
section 4 above. V.P.=0.5 x zeta factor x v2
7. Multiply zeta factors x V.P. to give total pressure loss for fittings.
Pressure loss for fittings (Pa) = zeta factors x V.P.
8. Pressure loss in straight duct (Pa) = Rate of pressure drop (1.0 Pa per meter
run) x length of section (m).
9. Total Pressure drop in Section (Pa) = Pressure loss for fittings (Pa) +
Pressure loss in straight duct (Pa)
20
2. 9.4.1 SUPPLY DUCT DESIGN (EQUAL PRESSURE DROP
CALCULATION METHOD)
Rectangular main duct (keep one side= 500 mm)
Figure 2 flow air in circular duct

Section A, Length = 14.9m
3
Flow rate = 6.66 𝑚 ⁄𝑠
Pressure drop per meter = 1.0 𝑃𝑎⁄𝑚

Duct diameter = 0.85 m
C.S.A = 𝜋𝑟 2 = 𝜋(0.85⁄2)2 = 0.567 𝑚2
For equivalent rectangular duct C.S.A = L X W,

2
w= 0.567 𝑚 ⁄0.5 𝑚 = 1.134
21
So, duct size = 1,134x500 mm
𝑄 3
Velocity; V= ⁄𝐶. 𝑆. 𝐴 = 6.66𝑚 ⁄0.567 = 11.74𝑚/𝑠
𝑚 2
Velocity pressure(Pa), Vp= 1⁄2 𝜌𝑣 2 = 1⁄2 (1.2) (11.74 𝑠 ) = 82.7Pa
Fitting pressure loss

Zeta factor for intake louvre pressure loss or factor=6.7, fire dumper pressure loss=5.7
Total=5.7+6.7=12.4
 Fittings loss= 82.7 x12.4= 1025.5Pa
 Straight duct loss = 1.0 pa/m x 14.9m= 14.9 pa
Section B, length = 18.8 m
Flow rate = 6.64 𝑚3 /𝑠 .
Pressure drop = 1.0 Pa
Duct sizing = 0.83 m
C.S.A = 𝜋(0.83 m⁄2)2 = 0.541 𝑚2
C.S. A= L x w; w= 0.541⁄0.5 = 1.082 𝑚
Duct size, 1082 x 500 mm
Velocity; V = Q/C.S. A = 6.64⁄(0.5 ∗ 0.541) = 12.27𝑚/𝑠
Velocity pressure; Vp= 1⁄2 (1.2)(12.27)2 = 90.33 𝑃
Fitting pressure loss, 900 swept branch

Tee branch = 0.06 and tapered reduction=0.2
0.06+0.2=0.26
 Fitting(Pa) = 90.33 x0.26 = 23.48pa
 Straight duct(Pa)= 1.0pa/m x 18.8m = 18.8 Pa
Section C, length= 4.2m
Flow rate = 3.32 𝑚3 /𝑠
Pressure drop per meter = 1.0 Pa/m
Duct size = 0.63m diameter
22
C.S. A= 𝜋𝑟 2 = 𝜋(0.63⁄2)2 = 0.312 𝑚2
= Lx w; w= 0.312⁄0.5 = 0.623
Duct size; 623 x 500.

𝑄 2
Velocity; V= ⁄𝐶. 𝑆. 𝐴 = 3.32⁄(0.5𝑋0.623) = 10.66 𝑚 ⁄𝑠
Velocity pressure
1 1
Vp= 2 𝜌𝑉 2 = (1.2)(10.66)2 = 68.2 𝑃𝑎
2
Fitting pressure loss; bend and symmetrical

= 0.67 + 0.3 =0.97
 Fitting(Pa)= 68.2 Pa x 0.97= 66.2Pa
 Straight duct(Pa) = 1.0 x 4.2 = 4.2Pa
Section D, Length = 13.1m

3
Flow rate = 1.11𝑚 ⁄𝑠
Duct size, 0.42 m diameter
2
C.S.A = 𝜋𝑟 2 = 𝜋(0.42⁄2) = 0.138 𝑚2
C.S.A = L X W;
W= 0.138⁄0.5 = 0.277 ≈ 0.3 𝑚
Duct size = 300 x 500

3
𝑄 1.11 𝑚 ⁄𝑠⁄
Velocity; V= ⁄𝐶. 𝑆. 𝐴 = (0.5 𝑥 0.277)𝑚2= 8m/s
1 1
Velocity pressure; Vp= 2 𝜌𝑉 2 = (1.2)(8)2 = 38.4𝑃𝑎
2
Fittings pressure loss for branch

Total pressure loss= 8.43
 pressure loss= 38.4Pa x 8.43=323Pa
 Straight duct(Pa); 1.0 x 13.1m = 13.1 Pa
Section E; length 33.6m
23
𝑚3
Flow Rate = 2.21 𝑠
Pressure drop per meter= 1.0 Pa/m

Duct size = 0.53 m diameter
2
C.S.A= 𝜋𝑟 2 = 𝜋(0.53⁄2) = 0.22 𝑚2
C.S.A = LX W;
W= C.S.A/L= 0.22/0.5= 0.44 m
Duct size = 440 x 500 m
Velocity; V= Q/C.S. A = 2.21/0.22= 10.05 m/s
1 1
Velocity pressure; Vp = 2 𝜌𝑉 2 = (1.2)(10.05)2 = 60.6 𝑃𝑎
2
Fitting pressure loss for branch

pressure loss= 60.6Pa x 18.6=1127Pa
Straight duct(Pa)= 1.0pa/m x 33.6 m= 33.6pa
Section F; Length 9.3 m
𝑚3
Flow rate = 3.32 𝑠

C.S.A = 𝜋𝑟 2
2
= 𝜋(0.63⁄2) = 0.312 𝑚2
C.S.A = L X W;
W= C.S.A/L= 0.312/0.5= 0.624 𝑚
Duct size, 624 x 500mm
3
3.32 𝑚 ⁄
𝑠 𝑚
Velocity ; V = Q/CSA= (0.5 𝑥 0.624) = 10.64 𝑠
1 1
Velocity pressure , Vp= 2 𝜌𝑉 2 = (1.2)(10.64)2 = 67.9 𝑃𝑎
2
24
Fitting pressure loss- 0.05+1= 1.05
Pressure loss,
Fitting (Pa) = 67.9 x 1.05 = 71.29Pa
Straight duct(Pa)= 1.0 pa/m x 9.3m = 9.3 Pa
Section G, Length = 22.9 m

3
Pressure drop per meter = 1.0 pa/m
Duct diameter = 0.46 m.
2
C.S.A = 𝜋𝑟 2 = 𝜋(0.46⁄2) = 0.166 𝑚2
C.S.A = L X W.
W = 0.166/0.5 = 0.332 m
Duct size 332x 500 m
Velocity, V= Q/CSA = 1.66 / (0.5 X 0.332)
V= 10m/s
1 1
Velocity pressure Vp= 2 𝜌𝑉 2 = (1.2)(10)2 = 60 𝑃𝑎
2
Pressure loss for Fitting pressure loss for branch (from table-15)
 pressure loss= 60Pa x10.36=621.6Pa
 Straight duct loss = 25 m x 1.0 pa/m= 25 Pa
Section H, Length = 28.3m
3
Duct diameter=0.46m
2
CSA= 𝜋𝑟 2 = 𝜋(0.46⁄2) = 0.166 𝑚2
CSA = L X W
W= CSA/L= 0.166/0.5= 0.322
25
Velocity, V= Q/CSA= 1.66/0.166 = 10m/s
1 1
Velocity pressure , Vp= 2 𝜌𝑉 2 = (1.2)(10)2 = 60 𝑃𝑎
2
Pressure loss for Fitting pressure loss for branch (from table 15)
 pressure loss= 60Pa x10.36=621.6Pa
 Straight duct = 25 m x 1.0 pa/m = 25 Pa
Section G-G1, SD5-9 Tee, length = 5 m
3
pressure drop per meter= 1.00 pa/m
Duct size=0.26 m
2
CSA= 𝜋𝑟 2 = 𝜋(0.26⁄2) = 0.053 𝑚2
Velocity, V= Q/CSA = 0.28/0.053= 5.28m/s

1 1
Velocity pressure , Vp= 2 𝜌𝑉𝑝2 = (1.2)(5.28)2 = 16.7 𝑃𝑎
2
Pressure loss, tapper both sides= 0.04

0.04+2.7+0.15= 2.93
Fittings = 16.7 x 2.93 = 48.9pa
Straight duct = 5m x 1.0 pa/m = 5 Pa
Section G→G6 length 5m → SD5-24
3
Pressure drop= 1.0 pa
Duct size= 0.26 diameter
C.S.A = 𝜋(0.26⁄2)2 = 0.053 𝑚2

3
𝑄 0.28𝑚 ⁄𝑠
Velocity, V= 𝐶.𝑆.𝐴= = 5.28 m/s
0.053𝑚2
1
Velocity pressure, Vp= 2 𝜌𝑉 2
1
= 2 (1.2)(5.28)2= 16.7pa
26
Pressure loss, for tapered both side- 0.04
0.04+7.64= 7.68
10.7 x 7.68= 82.2 pa
Straight duct = 5 m x 1.0 pa/m = 5Pa
G-G2, G-G3, G-G4, G-G5 the same as G-G1
Section H-H1, Length = 5 m, SDS-9 Tee
3
Pressure drop= 1 Pa
C.S. A= 𝜋(0.26⁄2)2 = 0.053 m2

𝑄
Velocity, V= ⁄𝐶. 𝑆. 𝐴 =0.28/0.053= 5.28 m/s
1 1
Velocity pressure, Vp= 2 𝜌𝑉𝑝2 = 2 (1.2)(5.28)2 = 16.76 𝑃𝑎
Pressure loss, tapered both side- 0.04

0.04 + 2.7= 2.74
Fitting = 16.76 x 2.74= 45.8 Pa
Section H-H2, length 5m, SDS-24
3
2
C.S.A= 𝜋(0.26⁄2) = 0.053 𝑚2
𝑄
Velocity = ⁄𝐶. 𝑆. 𝐴 = 0.28⁄0.053 = 5.28𝑚/𝑠
1 1
Velocity pressure Vp= 2 𝜌𝑉 2 = 2 (1.2)(5.28)2 = 16.72 𝑃𝑎
Pressure loss, tapered both side, 0.04 +0.5= 0.54

Fitting= 16.72 x 0.54= 9 Pa
27
Straight duct = 5 m x 1.0 pa/m = 5 Pa
H-H3, H-H6 the same with H-H2 and H-H4, H-H5 the same with H-H1
Section D-D1, 5m, SDS-9
3
Pressure drop= 1 pa
Duct size= 0.26 m
2
C.S.A= 𝜋(0.26⁄2) = 0.053 𝑚2
𝑄
Velocity, V= ⁄𝐶. 𝑆. 𝐴= 0.28/0.053= 5.28m/s
1 1
Velocity pressure, Vp= 2 𝜌𝑉 2 = 2 (1.2)(5.28)2 = 16.72 𝑃𝑎
Pressure loss, tapered both sides-0.04, 0.04+2.7= 2.74

Fitting loss = 16.72 x 2.74= 1.54pa
Section D-D2 length 5m, SDS-24
3
Pressure drop= 1 pa
Duct size= 0.26 m
2
C.S.A= 𝜋(0.26⁄2) = 0.053 𝑚2
𝑄
Velocity, V= ⁄𝐶. 𝑆. 𝐴= 0.28/0.053= 5.28m/s
1 1

Fitting loss = 16.72 x 7.44= 124.3pa
D-D3 the same with D-D1 and D-D4 the same with D-D2
Section E-E1, Length = 5m, SDS-9 Tee (Ashare 2001 page 839)
3
28
Pressure drop= 1 Pa
C.S.A= 𝜋(0.26⁄2)2 = 0.053 m2

𝑄
Velocity, V= ⁄𝐶. 𝑆. 𝐴 =0.28/0.053= 5.28m/s
1 1
Velocity pressure, Vp= 2 𝜌𝑉𝑝2 = 2 (1.2)(5.28)2 = 16.72𝑃𝑎
Pressure loss , tapered both side- 0.04

0.04 + 2.7= 2.74
Fitting = 16.72 x 2.74 = 45.8 Pa
Straight duct = 5 m x 1.0 pa/m =5 Pa
Section E-E2, length 5m, SDS-24
3
2
C.S.A= 𝜋(0.26⁄2) = 0.053 𝑚2
𝑄
Velocity = ⁄𝐶. 𝑆. 𝐴 = 0.28⁄0.053 = 5.28𝑚/𝑠
1 1

Fitting= 16.72 x 0.54= 9 Pa
Straight duct = 5 m x 1.0 pa/m = 5Pa
E-E3, E-E4, E-E6, E-E8 the same with E-E1
E-E5, E-E7 the same with E-E2
29
2.9.4.2 RETURN DUCT DESIGN (EQUAL PRESSURE DROP
CALCULATION METHOD)
Rectangular main duct (keep one side= 500 mm)
Section A, Length = 19.2 m
3
Pressure drop per meter = 1.0 𝑃𝑎⁄𝑚

C.S.A = 𝜋𝑟 2 = 𝜋(0.78⁄2)2 = 0.477 𝑚2
For equivalent rectangular duct C.S.A = L X W,
w= 0.477⁄0.5 𝑚 = 0.954𝑚
So duct size = 954x500 mm

𝑄 3
Velocity; V= ⁄𝐶. 𝑆. 𝐴 = 4.99𝑚 ⁄0.477 = 10.46𝑚/𝑠
𝑚 2
Velocity pressure(Pa), Vp= 1⁄2 𝜌𝑣 2 = 1⁄2 (1.2) (10.46 𝑠 ) = 65.6Pa
Fitting pressure loss

Zeta factor for intake louvre pressure loss or factor=4.8 (from table-11)
Zeta factor for bend= 0.67
Total loss, 4.8+0.67=5.47
Pressure loss,
Fittings loss= 65.6 x5.47 = 358.8Pa
Straight duct loss = 1.0 pa/m x 19.2= 19.2pa
Section B, length = 8.8m
Flow rate = 4.98 𝑚3 /𝑠 .
Pressure drop = 1.0 Pa
Duct diameter= 0.76 m
30
C.S.A = = 𝜋(0.76m⁄2)2 = 0.453𝑚2
C.S.A= L x w; w= 0.453⁄0.5 = 0.906 𝑚
Duct size, 906x 500 mm
Velocity; V = Q/C.S.A = 4.98⁄(0.5 ∗ 0.453) = 10.9𝑚/𝑠
Velocity pressure; Vp= 1⁄2 (1.2)(10.9)2 = 71.3 𝑃𝑎
Fitting pressure loss, 900 swept branch

Tee branch = 0.05 and tapered reduction=0.2 (from table -12)
0.2+0.05=0.25
Fitting(Pa) = 71.3 x0.25 = 17.8Pa
Straight duct(Pa)= 1.0pa/m x 8.8m= 8.8 Pa
Section C, length 5.8m
Flow rate = 2.49 𝑚3 /𝑠
Duct size = 0.55m diameter
C.S.A= 𝜋𝑟 2 = 𝜋(0.55⁄2)2 = 0.237 𝑚2
= Lx w;
W= 0.237⁄0.5 = 0.474𝑚
Duct size; 474 x 500mm.

𝑄 2
Velocity; V= ⁄𝐶. 𝑆. 𝐴 = 2.49⁄(0.5𝑋0.474) = 10.5 𝑚 ⁄𝑠
Velocity pressure
1 1
Vp= 2 𝜌𝑉 2 = (1.2)(10.5)2 = 68.15 𝑃𝑎
2
Fitting pressure loss; 900 swept branch tee and symmetrical

= 0.05 + 0.65=0.7
 Fitting(Pa)= 68.15 Pa x 0.7=47.7 Pa
 Straight duct(Pa) = 1 x 5.8 = 5.8 Pa
31
Section D, Length = 24.3m
3
Duct diameter= 0.42 m
2
C.S.A = 𝜋𝑟 2 = 𝜋(0.42⁄2) = 0.138 𝑚2
C.S.A = L X W;
W= 0.138⁄0.5 = 0.276 𝑚

3
𝑄 0.99 𝑚 ⁄𝑠⁄
Velocity; V= ⁄𝐶. 𝑆. 𝐴 = (0.5 𝑥 0.276)𝑚2= 7.17m/s
1 1
Velocity pressure; Vp= 2 𝜌𝑉 2 = (1.2)(7.17)2 = 30.8𝑃𝑎
2
Fittings pressure loss for branch

pressure loss= 30.8Pa x 2.73=84pa
Straight duct(Pa); 1.0 x 24.3 m = 24.3Pa
Section E; length 27 m
𝑚3
Flow Rate = 1.5 𝑠
Pressure drop per meter= 1.0 Pa/

2
C.S.A= 𝜋𝑟 2 = 𝜋(0.46⁄2) = 0.166𝑚2
C.S.A = LX W;
W= C.S.A/L= 0.166/0.5= 0.332 m
Duct size = 332 x 500 m
Velocity; V= Q/C.S. A = 1.5/0.166= 9.04 m/s
32
1 1
Velocity pressure ; Vp = 2 𝜌𝑉 2 = (1.2)(9.04)2 = 49 𝑃𝑎
2

Total pressure loss= -10.83
 pressure loss= 49Pa x -10.83=-530Pa
 Straight duct(Pa)= 1.0pa/m x 27 m= 27 pa
Section F; Length 4.5m
𝑚3
Flow rate = 2.49
𝑠

C.S.A = 𝜋𝑟 2
2
= 𝜋(0.55⁄2) = 0.237 𝑚2
C.S.A = L X W;
W= C.S.A/L= 0.237/0.5= 0.474 𝑚
Duct diameter, 474x 500mm
3
𝑠 2.49𝑚 ⁄ 𝑚
Velocity ; V = Q/CSA= (0.5 𝑥 0.474) = 10.5 𝑠
1 1
Velocity pressure , Vp= 2 𝜌𝑉 2 = (1.2)(10.5)2 = 66.15𝑃𝑎
2
Fitting pressure loss- bend and symmetrical

0.67+0.36=1.03
Pressure loss,
Fitting (Pa) = 66.15 x 1.03 = 68.13Pa
Straight duct(Pa)= 1.0 pa/m x 4.5 m = 4.5Pa
Section G; Length = 18.3m
3
Duct diameter = 0.42 m.
33
2
C.S.A = 𝜋𝑟 2 = 𝜋(0.42⁄2) = 0.138 𝑚2
C.S.A = L X W.
W = 0.138/0.5 = 0.276 m
Duct size 276x 500 m
Velocity, V= Q/CSA = 0.99/ (0.5 X 0.276)
V= 7.17m/s
1 1
Velocity pressure Vp= 2 𝜌𝑉 2 = (1.2)(7.17)2 = 30.8 𝑃𝑎
2
Pressure loss
pressure loss= 30.8Pa x0.78=24.024Pa
Straight duct loss = 18.3 m x 1.0 pa/m= 18.3Pa
Section H, Length = 28.6 m

3
Duct diameter=0.45m
2
CSA= 𝜋𝑟 2 = 𝜋(0.45⁄2) = 0.159 𝑚2
CSA = L X W
W= CSA/L= 0.159/0.5= 0.318 m
Velocity, V= Q/CSA= 1.5/0.159 = 9.4m/s
1 1
Velocity pressure, Vp= 2 𝜌𝑉 2 = (1.2)(9.4)2 = 53 𝑃𝑎
2
Pressure loss
 Fitting pressure loss for branch
 Total pressure loss= 0.78
pressure loss= 53Pa x0.78=41.34Pa
34
Straight duct = 28.6 m x 1.0 pa/m = 28.6 Pa
Section G-G1, SD5-9 Tee, length = 4 m
3
pressure drop per meter= 1.00 pa/m
Duct size=0.24 m
2
CSA= 𝜋𝑟 2 = 𝜋(0.24⁄2) = 0.045 𝑚2
Velocity, V= Q/CSA = 0.25/0.045= 5.56m/s

1 1
Velocity pressure, Vp= 𝜌𝑉𝑝2 = (1.2)(5.56)2 = 18.54 𝑃𝑎
2 2
Pressure loss, tapper both sides= 0.04

0.04+1.72= 1.76
Fittings = 18.54x 1.76= 32.6pa
Straight duct = 4 m x 1.0 pa/m = 4 P
Section G→G2 length 4 m → ED5 -3 tee
3
Duct size= 0.24diameter
C.S.A = 𝜋(0.24⁄2)2 = 0.045 𝑚2

3
𝑄 0.25𝑚 ⁄𝑠
Velocity , V= 𝐶.𝑆.𝐴= = 5.56 m/s
0.045𝑚2
1
Velocity pressure , Vp= 2 𝜌𝑉 2
1
= 2 (1.2)(5.56)2= 18.54pa
Pressure loss, for tapered both side- 0.04

0.04+1.72= 1.76
Fittings= 18.54 x 1.76=32.6 pa
Straight duct =4m x 1.0 pa/m = 4Pa
Section G⇾ 𝑮𝟑,The same procedure for G⇾G1
35
Section G⇾𝐺4, The same procedure for G⇾G2
Section H-H1, Length = 4 m,
3
Pressure drop= 1 Pa
C.S.A= 𝜋(0.24⁄2)2 = 0.045 m2

𝑄
Velocity, V= ⁄𝐶. 𝑆. 𝐴 =0.25/0.045= 5.56 m/s
1 1
Velocity pressure, Vp= 2 𝜌𝑉𝑝2 = 2 (1.2)(5.56)2 = 18.54 𝑃𝑎
Pressure loss , tapered both side- 0.04

0.04 +1.72=1.76
Fitting = 18.54 x 1.76= 32.6 Pa
Section H-H2, length 4 m, ED5 -3 tee
3
2
C.S.A= 𝜋(0.24⁄2) = 0.045𝑚2
𝑄
Velocity = ⁄𝐶. 𝑆. 𝐴 = 0.25⁄0.045 = 5.56𝑚/𝑠
1 1

Fitting= 18.54 x 1.76= 32.6Pa
H-H3, H-H4,H-H6 the same with H-H1 and H-H5 the same with H-H2
Section D-D1, 4 m,
3
36
Pressure drop= 1 pa
Duct size= 0.24 m
2
C.S.A= 𝜋(0.24⁄2) = 0.045 𝑚2
𝑄
Velocity, V= ⁄𝐶. 𝑆. 𝐴= 0.25/0.045= 5.56m/s
1 1

Fitting loss = 18.5 x 1.76= 32.56pa.
𝑆𝑒𝑐𝑡𝑖𝑜𝑛 𝐷 − 𝐷2
{𝑆𝑒𝑐𝑡𝑖𝑜𝑛 𝐷 − 𝐷3} same with D-D1
𝑠𝑒𝑐𝑡𝑖𝑜𝑛 𝐷 − 𝐷4
Section E-E1, Length = 4 m,
3
Pressure drop= 1 Pa
C.S.A= 𝜋(0.26⁄2)2 = 0.053 m2

𝑄
Velocity, V= ⁄𝐶. 𝑆. 𝐴 =0.28/0.053= 5.28m/s
1 1
Velocity pressure, Vp= 2 𝜌𝑉𝑝2 = 2 (1.2)(5.28)2 = 16.72𝑃𝑎
Pressure loss, tapered both side- 0.04 =0.04 + 1.74= 1.76

Fitting = 16.72 x 1.76= 32.56 Pa
E-E2, E-E3, E-E4, E-E5 the same with E-E1
37
2.10 Discussion and result
RETURN DUCT SIZING TABLE
1 2 3 4 5 6 7 8 9 10 11 12
Pressur Pressure loss Total Cumulative
secti Len Flow e Veloci Velocity Zeta pressur pressure
on gth Rate(m Drop ty Pressure facto Fittin
Straig e loss Duct size (mm)
r ()
3
(m) /s) per (m/s) (pa) gs
ht Loss (pa)
meter( (Pa)
duct (Pa)
Pa/m) (pa)
A 19.2 4.99 1.0 10.46 65.6 5.47 358.8 19.2 378 378 354x500
B 8.8 4.98 1.0 10.9 71.3 0.25 17.8 8.8 26.6 404.6 906x500
C 5.8 2.49 1.0 10.5 68.15 0.7 47.7 5.8 53.5 458.1 474x500
D 24.3 0.99 1.0 7.17 30.8 2.73 84 24.3 108.3 566.4 276x500
D-D1 4 0.25 1.0 5.56 18.54 1.76 32.6 4 36.6 603 0.24 circular
D-D2 4 0.25 1.0 5.56 18.54 1.76 32.6 4 36.6 639 0.24 circular
D-D3 4 0.25 1.0 5.56 18.54 1.76 32.6 4 36.6 675.6 0.24 circular
D-D4 4 0.25 1.0 5.56 18.54 1.76 32.6 4 36.6 712.2 0.24 circular
D-D5 4 0.25 1.0 5.56 18.54 1.76 32.6 4 36.6 748.8 0.24 circular
E 27 1.5 1.0 9.04 49 10.83 -530 27 -503 245.8 332x500
E-E1 4 0.25 1.0 5.56 18.54 1.76 32.6 4 36.6 282.4 0.24 circular
E-E2 4 0.25 1.0 5.56 18.54 1.76 32.6 4 36.6 319 0.24 circular
E-E3 4 0.25 1.0 5.56 18.54 1.76 32.6 4 36.6 355.6 0.24 circular
E-E4 4 0.25 1.0 5.56 18.54 1.76 32.6 4 36.6 392.2 0.24 circular
E-E5 4 0.25 1.0 5.56 18.54 1.76 32.6 4 36.6 428.8 0.24 circular
E-E6 4 0.25 1.0 5.56 18.54 1.76 32.6 4 36.6 465.4 0.24 circular
E-E7 4 0.25 1.0 5.56 18.54 1.76 32.6 4 36.6 502 0.24 circular
F 4.5 2.49 1.0 10.5 66.15 1.03 68.13 4.5 72.63 574.63 474x500
G 18.3 0.99 1.0 7.17 30.8 0.78 24.62 18.34 42.92 617.55 276x500
G-g1 4 0.25 1.0 5.56 18.54 1.76 32.6 4 36.6 654.15 0.24 circular
G-g2 4 0.25 1.0 5.56 18.54 1.76 32.6 4 36.6 690.7 0.24 circular
G-g3 4 0.25 1.0 5.56 18.54 1.76 32.6 4 36.6 727.3 0.24 circular
G-g4 4 0.25 1.0 5.56 18.54 1.76 32.6 4 36.6 763.9 0.24 circular
H 28.6 1.5 1.0 9.4 53 0.78 41.3 28.6 69.9 833.8 318x500
H-h1 4 0.25 1.0 5.56 18.54 1.76 32.6 4 36.6 870.4 0.24 circular
H-h2 4 0.25 1.0 5.56 18.54 1.76 32.6 4 36.6 907 0.24 circular
H-h3 4 0.25 1.0 5.56 18.54 1.76 32.6 4 36.6 943 0.24 circular
H-h4 4 0.25 1.0 5.56 18.54 1.76 32.6 4 36.6 980 0.24 circular
H-h5 4 0.25 1.0 5.56 18.54 1.76 32.6 4 36.6 1016 0.24 circular
Table 3 return duct size table
38
SUPPLY DUCT SIZING TABLE
1 2 3 4 5 6 7 8 9 10 11 12
Pressur Pressure loss Total Cumul
secti Len Flow e Veloci Velocity Zeta pressur ative
on gth Rate(m Drop ty Pressure facto Fittin Straig e pressu
r () gs ht
3
(m) /s) per (m/s) (pa) Loss re loss Duct size
meter( (Pa) duct (Pa) (pa) (mm)
Pa/m) (pa)
A 14.9 6.66 1.0 1.74 82.7 12.4 1025 14.9 1039 1039 1134x500
B 13.8 6.64 1.0 12.27 90.33 0.26 23.48 13.8 37.28 1076 1082x500
C 4.2 3.32 1.0 10.66 68.2 0.92 66.2 4.2 70.4 1146 624x500
D 13.1 1.11 1.0 8 38.4 8.43 32.3 13.1 45.4 1191 440x500
D-D1 5 0.28 1.0 5.28 16.72 2.74 1.54 5 6.54 1197 260 circular
D-D2 5 0.28 1.0 5.28 16.72 7.44 124.3 5 129.3 1326 260 circular
D-D3 5 0.28 1.0 5.28 16.72 2.74 1.54 5 6.54 1332 260 circular
D-D4 5 0.28 1.0 5.28 16.72 7.44 124.3 5 129.3 1461 260 circular
E 33.6 2.21 1.0 10.5 60.6 18.6 1127 33.6 1160 2621 440x500
E-E1 5 0.28 1.0 5.28 16.72 2.74 45.8 5 50.8 2671 260 circular
E-E2 5 0.28 1.0 5.28 16.72 0.54 9 5 14 2685 260 circular
E-E3 5 0.28 1.0 5.28 16.72 2.74 45.8 5 50.8 2735 260 circular
E-E4 5 0.28 1.0 5.28 16.72 2.74 45.8 5 50.8 2785 260 circular
E-E5 5 0.28 1.0 5.28 16.72 2.74 45.8 5 50.8 2835 260 circular
E-E6 5 0.28 1.0 5.28 16.72 2.74 45.8 5 50.8 2885 260 circular
E-E7 5 0.28 1.0 5.28 16.72 2.74 45.8 5 50.8 2935 260 circular
E-E8 5 0.28 1.0 5.28 16.72 2.74 45.8 5 50.8 2985 260 circular
F 9.3 3.32 1.0 10.64 67.9 1.05 71.29 9.3 80.59 3065 624x500
G 22.9 1.66 1.0 10 60 11.92 621.6 22.9 644.5 3709 332x500
G-G1 5 0.28 1.0 5.28 16.7 2.93 48.9 5 53.9 3763 260 circular
G-G2 5 0.28 1.0 5.28 16.7 2.93 48.9 5 53.9 3817 260 circular
G-G3 5 0.28 1.0 5.28 16.7 2.93 48.9 5 53.9 3870 260 circular
G-G4 5 0.28 1.0 5.28 16.7 2.93 48.9 5 53.9 3924 260 circular
G-G5 5 0.28 1.0 5.28 16.7 2.93 48.9 5 53.9 3977 260 circular
G-G6 5 0.28 1.0 5.28 16.7 7.68 82.2 5 87.2 4065 260 circular
H 28.3 1.66 1.0 10 60 11.92 621.6 28.3 649.9 4715 332x500
H-H1 5 0.28 1.0 5.28 16.76 2.74 45.8 5 50.8 4765 260 circular
H-H2 5 0.28 1.0 5.28 16.72 0.54 9 5 14 4779 260 circular
H-H3 5 0.28 1.0 5.28 16.72 0.54 9 5 14 4793 260 circular
H-H4 5 0.28 1.0 5.28 16.76 2.74 45.8 5 50.8 4844 260 circular
H-H5 5 0.28 1.0 5.28 16.76 2.74 45.8 5 50.8 4895 260 circular
H-H6 5 0.28 1.0 5.28 16.72 0.54 9 5 14 4909 260 circular
39
Table 4 supply duct size table
2.11. Conclusion and recommendation

During my internship period, I have seen a lot of machines but most of them were controlled and
monitored by PLC system. But as a problem what I find is on one room called baggage handling room
there is no ducting system that comes from central air conditioning room. Because of this reason there
were no conditioned air you can find to this room. So, designing the duct is major solution to the workers
in that office and workers in the baggage handling systems room. In my opinion by designing this duct I
can increase the productivity and potential of the workers. So I recommended the that it should take this
into consideration and build the ducting system for this room.
40
Chapter 3
3.0. Overall Internship Experience and our specific Work
3.1 Objective
 General Objective
The general objective of internship is to improve my theoretical and practical understanding that is
gained from through continuous work in team with students of different universities and the employees of
the company. With the internship program I ‘ve developed the important thing listed in the specific
objectives.
 Specific Objectives
 To develop my practical and theoretical understanding from real world applications
and systems
 To improve social and working area communication and group playing skills
 To train my hand to the real-world processes and activities
 To upgrade problem observation skill and solution finding capabilities for industrial
and commercial applications.
3.2 Why I select this company?
I have an information about Ethiopian airport that it has a great level of competence in the world’s
flight market in quality and security/safety to fly with it. So, I understand that behind this success there
should be a high level of technology applying in this area and also a high level of infrastructure should be
built in high definition and high quality. So, I decided to have an internship at this area of success to face
with the world’s highest technologies built here.
3.3 My Working Sections
My supervisor ENGINEER ALEHGN MINALU has divided the four months to work each months in
EME, SECURITY AND COMMUNICATION and AIRFIELD GROUND LIGHTING department
During the first month staying, I got the chance to work on the departments of electro-mechanical
maintenance. For the second months & third months I was working respectively on the department of
security communication and automation And Airfield and ground lighting(AGL). let me discuss my
visitation on each month of the departments staying.
3.3.1Security communication and automation
For the first two months, I have worked on electro -mechanical maintenance office (under MR
HABETOM, MR TEFERA) and on the security communication and automation department (under Mr.
ZENEBE). Since the number of students were very large, we were grouped in four. This helps as to to
work in group, see & have wide knowledge about the technologies that this company use and advance.
3.3.1.1Work flow in this section (department)
This section as the name implies, works on three basic areas known as security, communication and
automation. These three parts are working in group so that one stands for the success of the other. The
quality of automation will make both the security and communication smart, the quality of
communication will make the security very smart.
 Why security?
Without security, safe and healthy flight is unthinkable. Every person in this area should be safe,
everything in service at this place should be safe, and every part of the airplane should be safe.
 Why communication?
For the sake of safety, without authorized permission no one is allowed to use cell phones in working
area. So, workers communicate each other with walky-talky radio communication system, which is
capable of communicating only in working area not to the outside world. For Passenger, there is central
41
addressing system to know about the time of check in and the time of flight and other important things
with microphones, TV screens and self-service machines.
 Why automation?
To make the above Two main tasks feasible we should have a good automation infrastructure.
Work flow
In this section, the passenger comes-in for check-in purpose before 2 hours of their flight time. Only
passengers are capable of getting to the terminal. First his/her bag is checked by passing the bag and other
things through level one x-ray and then the passenger pass to with walkthrough (metal-detector) to
check if he carries what explosive materials and metals, guns. A human operator at this gate will approve
and check these things at x-ray display computer and at the metal detector. After a passenger pass this
check, he/she ‘ll come to the next level two of check in process. Then at this level the passengers profile
will be cheeked, the legality of his/her profile, ticket, the date of flight and flight time, final destination
and other necessary information. Passenger’s bag will be evaluated for a proper weight and charges for
additional weight than allowed normal weight by checking with the scale. Then, the operator at this
check–in area will give a pass for the passenger as he/she is permitted for flight( its’ve seat number) &
they also give identification tag to all of the passenger’s bag and the bag moves through the baggage
handling system (BHS) to the airplane. The bag and the passenger then meets at the destination of their
flight. Then, the passenger can have its own time until the time of flight.
Fig 1. shows process of giving passenger identification tag

3.3.1.2. What is walkthrough?
A passenger coming from outside to the terminal will pass through a metal detector to check weather
he/she has metallic materials like explosive guns and knives or not. All hand-held materials will pass
through the first x-ray (level one x-ray) machine at first gate of the terminal.
How metal detector works?
The metal detector (walkthrough) made in the shape of doors that a person passes in to the terminal.
Normally a person walks and gets through this door for the sake of security. If a person holds metallic
materials and passes through this detector, the metal detector alarm with sound and point with LED lights.
The Metal detectors works on the science of Electro-magnetism. The metal detector contains a coil of
wire known as transmitter coil. When electricity flows through the coil, a magnetic field will be created
all around it. Another coil (receiver) which is connected to the loud speaker or LED alarm and the
controller is put far from the transmitter coil. The magnetic field generated by the transmitter is not
42
enough to induce sufficient current on the receiver coil to drive the LED alarm and the loud speaker.
When a metallic object passes in between the transmitter and the receiver coils, the magnetic field
generated from the transmitter coil will have enough power to reach the receiver through the metallic
object. Now the change in the receiver current detected by the controller will help the system to know the
existence of metal in that area.
Fig 2. walkthrough
3.3.1.2 What is BHS?

A baggage handling system is the largest and the biggest system in the airport, which requires a large
labor force and investment. As the name implies BHS is a system which handles bags of passengers
safely from check-in area to the exact airplane by which the passenger flies.
Main parts of BHS
1. checking counters
2. bag transportation belt (collector belt)
3. x-ray
4. PLC
5. Bag circulating belt
1. Checking counters
This is where the passenger check-in process is finished at this checking counter area. Normally in
Ethiopian airport terminal two (in international flight terminal), there are 28 checking counters. All
checking counters have the following main parts:
 Label: - which labels or measures the weight of bags.
 Two kilogram displays: - the weight of passenger’s bag will display at display one to the
passenger and at display two for operator.
 Tag printer: - passenger’s bag identification paper (Tag) will be generated to all bags.
 Dispatch: - which sends the passenger bag from labeling belt to the collector belt after finishing
the checking process.
2. Bag transportation belt
43
All bags coming from the checking counter will be collected by the belt known as bag transportation
belt (collector belt). This belt is the largest belt that collects all bags coming from all 28 checking
counters and reaches all bags to the required position of checking process.
Main parts of collector belts

Three phase Motors: -these motors are three phase induction motors with 380V power supply.
Their speed of rotation is controlled by the gear connected to their shaft. Their direction of motion is
supervised by the command coming from the master controller called isolators and the PLC.
Fig 3. three phase motors used for BHS

Photocells: -the status of all bags transported on this belt should be known by the isolator and the super
controller PLC. This information will be collected by receiving the signal coming from these photocells
installed at different positions of the collector belt. When a bag stops at one place on the collector belt,
then all bags coming next will also stop on that belt. This will cause to stop the light path of the photocell
from the transmitter to the receiver and the controller can know the existence of the bag at that specific
place.
Isolators: - are controllers of each motors of each belt. They will read the state of the corresponding
photocells in order to know the status of the collector belt. They will receive commands from the previous
isolators in order to know the status of that belt and sends command to the next isolator in order to tell the
status of the collector belt. Finally, it will communicate to the PLC.
Belt: - which is the final bag carrier portion of the system. Which is directly connected to the motor and
the bag is carried by it.
3. X-ray
Each and every bag coming from each checking counter by transmission belt must pass through an x-
ray machine for final scanning. At this level of scanning each and every material will be scanning at high
resolution and concentration. The operator will accept and/or reject bags by analyzing the internal parts at
its control room by just pushing accept/reject buttons.
44
Fig 4. x-ray machine
Main parts of x-ray
 Photocells: - are electrical sensors, which detect the coming of bags to the x-ray machine and
tells the controller to start generation of x-ray by supplying power to the x-ray generator. The
controller is used for the purpose of power management and for the health of the x-ray generator.
 Controller: since the x-ray generator consumes high power when working to generate x-ray, it
should not be working without the existence of a scanned bag so the controller accepts the status
of the photocells and decide whether to start the x-ray generator or not by controlling the power
supply of the x-ray genitor.
 X-ray generator: it is the main part of this machine which generates an x-ray light by using
380v:50Hz power supply. Which transmits the ray to the scanned object to penetrate the object by
the high frequency ray called x-ray. This generator uses 70kv power by stepping up the
commercial power supply by using steep up transformers.
 L-shaped diode array: the shadow generated by the x-ray passing through the scanned object
will collect by the L-shaped photo diode array by which the stratus of the shadow will convert to
electrical signal which can have the information of the shadow.
 Image processing unit: the electrical signal having the shadow information coming from the
diode array will process with a computer of special software to have possibly good quality of a
human understandable picture of the real object.
 Image display: the signal or image processed by the processing unit will finally display on the
screen for operators to observe and decide (accept/reject) about the particular bag. This process
will take up to 13 seconds. If any other bag is coming to the x-ray before the current bag is
scanned, it will weight at the gate of the x-ray machine by stopping the belt next to the x-ray
machine by sending message to the controller of the belt. This operation will be done by using the
x-ray controller which receives command from the preceding bag transportation belt’s controller.
4. PLC
The name PLC suggests that a “programmable logic controller”. It is programmed logically to control
a large and small processes. It has an electronic and programming part and it is a stand-alone mine
computer with external actuators and sensors. Everything in the BHS system will supervise by the central
45
PLC. It has manual and/or remote-control options. If the automatic mode is fail or not desirable, we can
use the manual mode by which we can decide by our own analysis.
 Main Parts integrated with PLC
 Sensors and/or transducers: which senses or convert the process parameters to electrical signals
which is understandable to the controller or/ and computer.
 Central processing unit (CPU): which receives the electrical signal generated from sensors
and/or transducers and then interpret, analyze and process to make decision and generate the
required signal.
 Relays: the signal generated from the CPU is in order of 5 to 12 volts which is unable to control
the large motors and other devices without the help of intermediate linker devices. Relays can
receive the 5 to 12 volts and can switch high volts which can control contactors and other large
devices operated in 380 V levels.
 Actuators: are devices which can receive the command coming from the relay/or CPU and
performs the desired work according to the signal generated from the central processing unit.
5. Bag circulating belt (carousel)

At this stage, the workers at this area read the passenger identification tag of bag that is circulated, and
‘ll be transported to the exact airplane by the manually driven car. This is the final stage of the BHS
system. Now the bag gets its final flight position so the plane can start its flight safely.
Fig 5. bag circulating belt carousel
46
Fig.6 picture showing the overall system
47
3.3.2. Electromechanical Maintenance
In EME office, I ‘ve learned and upgrade my theoretical knowledge in several ways. These include-:
 How the passenger boarding bridge works
 How the fluid works with hydraulic system
 How the air conditioners condition a space
 How the water pump works and distribute it to the 2 terminals
3.3.21.Work flow in this section (department)
This department basically service the machines typically escalators every 2 weeks and maintain them
whenever there is problem, they fix it. And for the water pump stations every 6 moths they cleaned out
the containers. This section contains five sub sections which describes five different objects that
use electromechanical systems. These are
 Passenger boarding bridge system,
 Water pump station
 Escalators,
 Elevators and
 Air conditioners
3.3.2.2 PASSENGER BORDING BRIDGE

Passenger Bridge is a telescopic apron drive bridge with two extension tunnels. It is a telescoping
passage way that can be driven from a parked position beside the terminal to the aircraft itself.
These apron drive bridges come in a variety of lengths and options, depending on the needs of
the airport. It is driven using PLC controls mounted on a console in a cab that is separated from
the passenger walk way. A jet way systems truss passenger boarding bridge is a convenient way
to board and leave an aircraft and keeps passengers safe from rain, snow, jet blast, noise, and
dust. It also separates the passengers from the aircraft’s ground crews.
The passenger boarding bridge contain different component: - Hydraulic, Electrical, Mechanical.
The bridge that we see were made on FILLAND more they are working in hydraulic and
mechanical. Operation system of passenger boarding bridge is controlled from operator control
console which is located in the left side of the cab. It has all the controls needed to operate the
passenger bridge.
First o, powering up the system is required. To do this first turn the control current switch to the
one position & that light up the control current lamp. After that push start up button situated in
control panel and this makes the system ready for operation. Then go to touch display unit and
enter password to gate menu screen that:
Pass word Enter Aircraft type screen pulling aircraft.
After that the hidden push button on the left side of control panel must be pushed. Now the
system is ready for operation that we can move the bridge.
TO MOVE THE BRIDGE THE FOLLOWING REQUIREMENT MUST BE FULFILLED
48
 The emergency stop must be inactivated.
 Protective cable must be attached.
 Manual/auto leveling switch must be in the manual position.
 There must be no obstacle within one meter of the drive unit.
 Startup light must be ON.
 Hydraulic pressure must be OK.
 Key lock must be inactive.
 Aircraft stopped lamp must be ON or pulling aircraft button has been pushed on the touch
display unit.
After all the above conditions are fulfilled, we can drive to predetermine position by using
buttons situated in control panel. By using the controller for ‘forward-back ward’ and the control
wheel for ‘steer left-steer right’, the bridge can be loaded to pre-determined basic position on the
apron. With help of the ‘rotate left ‘and ‘rotate right’ buttons, rotate the cabin so that there is
approximately 90-degree angle between the cabin door opening and aircraft center line in the
apron. By using ‘raise’ and ‘lower’ buttons, the height of the cabin can be fine-tuned manually.
To docking to passenger to aircraft first roll up door from roll up button for better visibility and
then drive the bridge to predetermined position by using control panel. By using bellows out
button, the canopy (bellows) is extended and the protective cable must be removed. Then open
the aircraft door and set door shoe below opened aircraft door. Then after, manual/auto leveling
switch has been turn to auto leveling position and auto leveler automatically moves out and
connects to aircraft. So, the docking is completed and the passengers can be start boarding to or
leave from the aircraft. After boarding to or leave from aircraft completed, it has been go back to
its privies position and by pressing ‘log off’ buttons, and the power can be removed from the
bridge.
Basic components of passengers boarding bridge are the following.

 Cabin
 Canopy
 Roll up door
 Control panel
 Door shoe
 Auto leveler
 Protective cable
 Stairs
 Drive unit
 Telescopic tunnels and so on.
49
Cabin: Cabin is the component that connects to aircrafts fuselage operation. It can rotate around
its Centre point, in order to secure proper alignment with different aircrafts. It contains canopy,
roll up door, control panels, protective cable, protective edge, and door shoe and auto leveler.
Canopy: Cover of the passenger bridge that prevents the bridge and the aircraft from sun and
rain.
Fig 7. Passenger boarding
HYDRAULIC FOR PASSENGER BORDING BRIDGE

This hydraulic passenger boarding bridge are made on Finland.
ELEMENT OF HYDRAULIC PASSEGER BORDING BRIDGE
*Power unit
*Valve assemble for cabin operation
*Hydraulic motor for driving
*Hosting cylinders
*Hydraulic motor cabin rotation
*Hydraulic cylinder for auto leveling
DEVICE MOVEMENTS
IQAN control system
PEPFORMANCE CHARACTERSTIC
Hosting lowering speed 0-25mm/sec
Horizontal moving speed 0-0.25m/s
Cabin rotating speed 0-20 deg/sec
POWER UNIT
50
*Power unit around axial
*Reservoir part terminal side of axial
*Pump /el motor located plan side of axial
*Oil volume of reservoir 220L
*Total volume of the system 300L include oil in the cylinder
 Filing of the system performed by the pump connected to the filing valve located
in the return filter
MAIN COMPONENT OF POWER UNIT

Q max =84 l/min
P max =240 bar
P max =15KW
Electric motor =15KW =1500rpm
There are three types of filter
 Pressure filter
 Return filter
 Air filter
Low oil level alarm device
High oil temperature device
Contain oil heating element
Hand pump for brick release in emergency situations
Pressure measuring point where ever are needed
Control valve for hosting and driving
Control valve for cabin rotation and for probe cylinder
Electrical cabin
MAIN COMPONENT OF CONTROL SYSTEM
* Steering wheel (located in main control panel)
* Joy stick for motor speed (located in main control panel)
* IQAN MDM-Master unit (located in main control panel)
* IQAN –XS –expansion unit (located inside the control panel)
* IQAN –XP- expansion unit (located on power unit)
* Feedback transducer for that axial angel FB-P6
* Feedback transducer for the cabin angel –FB-P3
* Feedback transducer for cabin height FB-(B124)
* Auto level transducer
* Plc. system supplied by ABB/AIR-1X
* Various limit switches for safety and control purpose
TYPE PLATE OF POWER UNIT
There is type plate in the power unit like (identification card for power unit)
51
Give necessary information wherever spare part is needed.
There are 17PCS for measuring coupling in the system
Every power unit has two pressure measuring assemblies
They can be connected/ disconnected even if the pressure is on.
MAIN PART OF PUMP UNIT
*Pressure filter
*Pressure switch
*Pilot pressure control valve
*Piston pump
*Shut off valve
 pump must be filled with clean oil before starting at the first time
ADJUSTMENT OF PUMP
*P max=240bar
*Control pressure=20-25bar
The purpose of pressure switch to give a signal when the pump is running therefor adjust is not
critical
*In order to adjust switch, temporarily decrees the pilot pressure of pump around 10-15bar
 Contact open when 10-15bar
 Restore the proper pilot pressure seating 20-25bar
 valve for cabin rotation are located under cabin
 Valve for probe movement are located in cabin
SOLENOID VALVES
The valve is used for brake release
The valve are used for cabin movement control
 SPER PART
 Coil
 Seal kit
PLANENTARY GEAR
The reduction gear is supplied without lubricant and must be filled up with lubricant by the user
before start –up.
First oil change must be made after 50/100 houses of operation subsequently every 1000hours or
at least every 6 months.
INTEGRAL BRAKE MOTOR FOR CABIN ROTATION
 Max torque -1250Nm
 Braking torque -1000Nm
 Release pressure min -19-21 bar
 Tightening torque -75Nm
AIR FILTER
Replace air filter with a new one once in a year
52
OIL LEVEL SWITCH
 Normal oil volume 220L
 Normal use oil level fluctuating 20L
 Oil level decrees to 120L (oil level is 340mmfor top of reservoir
 Low level indicate that there is 184L oil in the reservoir
 Whenever an oil level alarm occur the reason low oil level must be checked out
immediately
FLUID RECOMMENDETION
*Viscosity in normal operating temperature (30-55C) (20-55Cst)
*Min viscosity 13CSt
*Max viscosity 320CSt
*Viscosity index (vl) >150
HYDRSULIC SYSTEM IN GENERAL
Clean lines more than 90% of faults are caused by contaminated oil
The filter element must be replaced with new ones as soon as filter indicators indicts
Prior to start up the case of piston pump must be filled with hydraulic fluid
All pressure adjusted to the proper level
The max pressure of the system (=compensating pressure of main pump) must always be lower
than the cracking pressure of pressure relief valve of the same circuit.
Power unit are equipped with certain alarm and gauges.
All kind of tube fitting will loosen over the first month of use and the special attention paid for to
avoid leakage and check all connection regularly
 Lowering the bridge when the power unit is not running.
Near the right hosting cylinder in the drive column is needle valve carefully the bridge can be
lowered.
REMEMBER to close the valve after lowering
3.3.2.3 AIR CONDITIONING (A.C)

Air quality is essential considerations in maintaining the productivity, comfort and health of the
occupants. If air quality and temperature are not maintained, occupants comfort in the work place
can suffer directly affecting productivity. Air conditioning is the process of altering the
properties of air (primarily temperature and humidity) to more favorable conditions. The control
of these conditions may be desirable to maintain the health and comfort of the occupants, or to
meet the requirements of industrial processes irrespective of the external climatic conditions. It is
used to cool products or a building environment. An air conditioning system is an assembly of
different part of the system used produce a specified condition of air within a require space or
building. Refrigeration systems are also used for providing cooling and dehumidification in
summer for personal comfort (air conditioning). The first air conditioning systems were used for
industrial as well as comfort air conditioning. Eastman Kodak installed the first air conditioning
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system in 1891 in Rochester, New York for the storage of photographic films. An air
conditioning system was installed in a printing press in 1902 and in a telephone exchange in
Hamburg in 1904. Many systems were installed in tobacco and textile factories around 1900. The
first domestic air conditioning system was installed in a house in Frankfurt in 1894. A private
library in St Louis, USA was air conditioned in 1895, and a casino was air conditioned in Monte
Carlo in 1901. Efforts have also been made to air condition passenger rail coaches using ice. The
widespread development of air conditioning is attributed to the American scientist and
industrialist Willis Carrier. Carrier studied the control of humidity in 1902 and designed a central
air conditioning plant using air washer in 1904. Due to the pioneering efforts of Carrier and also
due to simultaneous development of different components and controls, air conditioning quickly
became very popular, especially after 1923. At present comfort air conditioning is widely used in
residences, offices, commercial buildings, air ports, hospitals and in mobile applications such as
rail coaches, automobiles, aircrafts etc. Industrial air conditioning is largely responsible for the
growth of modern electronic, pharmaceutical, chemical industries etc. Most of the present-day
air conditioning systems use either a vapor compression system or a vapor absorption system.
Principle of working cycle (how does it work?)

 The goal is to keep it more comfortable inside the house than it is outside.
Fig 8: cycles of refrigeration

Principles of Refrigeration
 Liquids absorb heat when changed from liquid to gas
 Gases give off heat when changed from gas to liquid.

For an air conditioning system to operate with economy, the refrigerant must be used repeatedly.
For this reason, all air conditioners use the same cycle of compression, condensation, expansion,
and evaporation in a closed circuit. The same refrigerant is used to move the heat from one area,
to cool this area, and to expel this heat in another area.
 The refrigerant comes into the compressor as a low-pressure gas, it is compressed and
then moves out of the compressor as a high-pressure gas.
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 The gas then flows to the condenser. Here the gas condenses to a liquid, and gives off its
heat to the outside air.
 The liquid then moves to the expansion valve under high pressure. This valve restricts the
flow of the fluid, and lowers its pressure as it leaves the expansion valve.
 The low-pressure liquid then moves to the evaporator, where heat from the inside air is
absorbed and changes it from a liquid to a gas.
 As a hot low-pressure gas, the refrigerant moves to the compressor where the entire cycle
is repeated.
Note that the four-part cycle is divided at the center into a high side and a low side This refers to
the pressures of the refrigerant in each side of the system
A.C. works on the mechanism of refrigerant liquid. This liquid change to gas and evaporates as it
extracts heat from the air around it and in low pressure conditions it again gets converted to
liquid and after entering into the normal pressure region this again changes into gas. Any A.C.
will comprise of 4 parts i.e. a compressor, a condenser, expansion valve and an evaporator.
Compressor and condenser are usually kept outside the house where as an evaporator is kept
inside the house. Compressor is the most important part of all the three as it pumps the vapor
refrigerant through the system.
In the evaporator, the fluid leaves as low pressure cool gas to reach compressor. The compressor
will compress the gas to liquid. As the gas becomes liquid, the molecules are together and their
energy is high resulting in high temperature. The working fluid leaves compressor and flows into
condenser as hot air which will convert this hot air to low pressurized liquid. One can observe
the temperature around outside unit, which is high due to heat dissipated from compressor.
The temperature in condenser is very low and this converts the high temperature gas into low
pressurized liquid. Through a small hole (expansion valve) this pressurized liquid will flow to
into evaporator. In this process, the pressure drops and the liquid is converted into low pressure
cool air to start the cycle once again. In the process of changing liquid to gas it extracts heat from
the air around it. Evaporator has fins and it will blow that cool air into the room. The hot air is
lighter than cool air, so it is in the upper part of the room whose heat is used to convert high
pressurized liquid into low pressurized gas.
This process continues till the room attains the temperature you set. The thermostat present in the
A.C. will temporarily stop A.C. for some time; if the room temperature raises again, the
thermostat will automatically on the A.C. to set the temperature of your room to your desired
level.
The basic elements of air conditioning system: --
 Fans: For circulation of air
 Filters: For cleaning air
 Grill: It adjust the direction of the conditioned air to the room.
 Tray: It collects condensed water.
 Refrigerating Plant: provide cooling. It consists of compressor/generator and absorber,
evaporator, condenser, expansion device (capillary tube).
TYPE OF AIR-CONDITIONING
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The choice of which air conditioner system to use depends upon a number of factors including
how large the area is to be cooled, the total heat generated inside the enclosed area, etc. An
HVAC designer would consider all the related parameters and suggest the system most suitable
for your space.
 Window air-conditioning system
 Split air-conditioning system
 Centralized air-conditioning system
 Package air-conditioning system
1) Windows Air-conditioning System

Window air conditioner is the most commonly used air conditioner for single rooms. In this air
conditioner all the components, namely the compressor, condenser, expansion valve or coil,
evaporator and cooling coil are enclosed in a single box. This unit is fitted in a slot made in the
wall of the room, or more commonly a window sill.
 Window air conditioners are one of the most commonly used and cheapest type of air
conditioners.
 To install one of these units, you need the space to make a slot in the wall, and there
should also be some open space behind the wall.
 Window air-conditioner units are reliable and simple-to-install solution to keep a
room cool while avoiding the costly construction of a central air system.
Better yet, when the summer heat dies down, these units can be easily removed for storage, and
you can use the window sill for other purpose
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Fig 9: window air conditioner
2) Split Air-Conditioning System
The split air conditioner comprises of two parts: the outdoor unit and the indoor unit. The
outdoor unit, fitted outside the room, houses components like the compressor, condenser and
expansion valve. The indoor unit comprises the evaporator or cooling coil and the cooling fan.
For this unit, you don’t have to make any slot in the wall of the room. Further, present day split
units have aesthetic appeal and do not take up as much space as a window unit. A split air
conditioner can be used to cool one or two rooms.
 The split air conditioner comprises of two parts: the outdoor unit and the indoor unit.
 The outdoor unit, fitted outside the room, houses components like the compressor,
condenser and expansion valve.
 The indoor unit comprises the evaporator or cooling coil and the cooling fan. For this
unit, you don’t have to make any slot in the wall of the room.
 Further, the present day split units have aesthetic looks and add to the beauty of the
room. The split air conditioner can be used to cool one or two rooms
The Split Air Conditioner divided in two parts: --
1) First part:-Include the evaporator, filter, evaporator fan and grill. They placed inside the
room.
2) Second part:-Include Condenser, fan, and compressor. This placed outside the room.
Diameter tubes. Therefore, small hole required in wall of installation of split air condition.
The split air conditioning units are available in capacity range of 1 to 3 tons.
WORKING OF SPLIT A.C CONDITIONER

The fans blow air over the coils to improve their ability to dissipate heat (to the outside air) and
cold (to the room being cooled). When you get into larger air-conditioning applications, it’s time
to start looking at split-system units. A split-system air conditioner splits the hot side from the
cold side of the system, as in the diagram below. The cold side, consisting of the expansion valve
and the cold coil, is generally placed into a furnace or some other air handler. The air handler
blows air through the coil and routes the air throughout the building using a series of ducts. The
hot side, known as the condensing unit, lives outside the building. The unit consists of a long,
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spiral coil shaped like a cylinder. Inside the coil is a fan, to blow air through the coil, along with
a weather-resistant compressor and some control logic.
This approach has evolved over the years because it's low-cost, and also because it normally
results in reduced noise inside the house (at the expense of increased noise outside the house).
Other than the fact that the hot and cold sides are split apart and the capacity is higher (making
the coils and compressor larger), there's no difference between a split-system and a window air
conditioner.
Fig 10: split air conditioner
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How is a Split Air Conditioner Different from Other AC Units?
A split air conditioner does not require major installation work because it does not require
ductwork. Rather, the indoor and outdoor units are connected with a set of electrical wires and
tubing. This is good for your wallet and the environment. The ductwork required for many
traditional A/C units generally increases energy expenditures, as many centralized A/C units lose
a lot of energy due to heat exchange in the air duct system. So, without a duct system, there is
very little opportunity for heat or energy loss in a split air conditioner system.
Benefits of a Split Air Conditioning System
This kind of air conditioner system has many advantages over traditional air conditioners.
Perhaps the most obvious benefit is the quiet performance of a split air conditioner system. The
parts of an air conditioner that make the most noise is the compressor and the fan that cools the
condenser. In a split system, the compressor and fan for the condenser are located outside of the
room being cooled and therefore the major sources of noise are removed - unlike with window
units.
Another benefit of a split air conditioner system is that you can opt for a multi-split system,
where you can have more than one indoor unit connected to a single outdoor unit. This makes it
easy to cool multiple rooms or maintain the temperature throughout a large room through the use
of two indoor cooling units.
A split air conditioner is an efficient and cost-effective way to cool your home. It should be
noted that the initial cost of this kind of air conditioning unit is significantly higher than a
window unit and it does require professional installation. However, the amount of money you
will save on your energy bills as well as the longevity of the unit will make it worth your while
in the end.
3) Centralized Air-Conditioning System
 The central air conditioning plants or the systems are used when large buildings, hotels,
theaters, airports, shopping malls etc. are to be air conditioned completely.
 The window and split air conditioners are used for single rooms or small office spaces.
 If the whole building is to be cooled it is not economically viable to put window or split
air conditioner in each and every room.
 Further, these small units cannot satisfactorily cool the large halls, auditoriums,
receptions areas etc.
The central air conditioning plants or the systems are used when large buildings, hotels, theaters,
airports, shopping malls etc. are to be air conditioned completely. The window and split air
conditioners are used for single rooms or small office spaces. If the whole building is to be
cooled it is not economically viable to put window or split air conditioner in each and every
room. Further, these small units cannot satisfactorily cool the large halls, auditoriums, receptions
areas etc.
In the central air conditioning systems, there is a plant room where large compressor, condenser,
thermostatic expansion valve and the evaporator are kept in the large plant room. They perform
all the functions as usual similar to a typical refrigeration system. However, all these parts are
larger in size and have higher capacities. The compressor is of open reciprocating type with
multiple cylinders and is cooled by the water just like the automobile engine. The compressor
and the condenser are of shell and tube type. While in the small air conditioning system capillary
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is used as the expansion valve, in the central air conditioning systems thermostatic expansion
valve is used.
The chilled is passed via the ducts to all the rooms, halls and other spaces that are to be air
conditioned. Thus, in all the rooms there is only the duct passing the chilled air and there are no
individual cooling coils, and other parts of the refrigeration system in the rooms. What is we get
in each room is the completely silent and highly effective air conditions system in the room.
Further, the amount of chilled air that is needed in the room can be controlled by the openings
depending on the total heat load inside the room.
The central air conditioning systems are highly sophisticated applications of the air conditioning
systems and many a times they tend to be complicated. It is due to this reason that there are very
few companies in the world that specialize in these systems. In the modern era of
computerization, a number of additional electronic utilities have been added to the central
conditioning systems.
WORKING OF CENTRAL AC CONDITIONER

The central AC type that Addis Ababa bole airport uses consists of an evaporator, compressor,
condenser & expansion valve. The compressor is of open type and can be driven by the motor
directly or by the belt via pulley arrangement connected to the motor. The refrigerant fluid enters
the compressor inhaling the refrigerant from the suction channel compressing to the discharge
channel. There is a silencer device which is used to keep the noise level low or keep it silent.
In the condenser heat is removed by cooled water, with water flowing along the shell side and
refrigerant along the tube side. In the condenser, Refrigerant vapor turn to liquid.
To complete the cycle, the high-pressure liquid is made to flow through an expansion valve
(venturi-valve). The thermostatic expansion valve is operated automatically by the solenoid
valve. In the expansion valve, Low the temperature and pressure of liquid is obtained.it controls
Control the flow rate in to the evaporator.
The refrigeration effect is obtained in the cold region as heat is extracted by vaporization of
refrigerant in the evaporator. The evaporator is also called as the chiller, because it chills the
water. If the water flows along the shell side and refrigerant on the tube side, it is called as the
dry expansion type of chiller. Then evaporator liquid turns to vapor and cold air flows out room.
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Fig 11: central air-conditioner
With blower distributing the chilled is passed via the ducts to all the rooms, halls and other
spaces that are to be air conditioned
1) Compressor: - is a mechanical device that increases the pressure of a gas by reducing its
volume.
2) Condenser: - In the condenser heat is removed from the refrigerant by providing a
condensing fluid at a lower temperature to which the heat can flow and be dissipated.
3) Expansion Valve: - when liquid refrigerant flows from the higher pressure of the condenser
to the lower pressure of the vapor some type of metering device must control its rate of flow. The
airport uses a venture meter as a metering device. The liquid refrigerant goes through the
expansion valve (also called a throttle valve) where its pressure abruptly decreases. That results
in a mixture of liquid and vapor at a lower temperature and pressure.
4) Evaporator: - It is a heat exchanger used to evaporate a refrigerant and in doing so it absorbs
heat from the substance being refrigerated. Thereafter a fan blows on the evaporator coil to guide
the cold air into a certain direction.
The cold air blown by the fan reaches its destination through air holes on the ground. The
activation and deactivation of the system is determined by timing motors. In addition asbestos
insulation on evaporator and condenser coils prevents unwanted heat and works as a sound
buffer.
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There are two types of central air conditioning plants or systems:
 Direct expansion or DX central air conditioning plant: In this system the huge
compressor and the condenser are housed in the plant room, while the expansion valve
and the evaporator or the cooling coil and the air handling unit are housed in separate
room. The cooling coil is fixed in the air handling unit, which also has large blower
housed in it. The blower sucks the hot return air from the room via ducts and blows it
over the cooling coil. The cooled air is then supplied through various ducts and into the
spaces which are to be cooled. This type of system is useful for small buildings.
 Chilled water central air conditioning plant: This type of system is more useful for
large buildings comprising of a number of floors. It has the plant room where all the
important units like the compressor, condenser, throttling valve and the evaporator are
housed. The evaporator is a shell and tube. On the tube side the Freon fluid passes at
extremely low temperature, while on the shell side the brine solution is passed. After
passing through the evaporator, the brine solution gets chilled and is pumped to the
various air handling units installed at different floors of the building. The air handling
units comprise the cooling coil through which the chilled brine flows, and the blower.
The blower sucks hot return air from the room via ducts and blows it over the cooling
coil. The cool air is then supplied to the space to be cooled through the ducts. The brine
solution which has absorbed the room heat comes back to the evaporator, gets chilled and
is again pumped back to the air handling unit. To operate and maintain central air
conditioning systems you need to have good operators, technicians and engineers. Proper
preventative and breakdown maintenance of these plants is vital.
4) Packaged Air-Conditioning System
 The window and split air conditioners are usually used for the small air conditioning
capacities up to 5 tons.
 The central air conditioning systems are used for where the cooling loads extend beyond
20 tons.
 The packaged air conditioners are used for the cooling capacities in between these two
extremes.
 The packaged air conditioners are available in the fixed rated capacities of 3,5, 7, 10 and
15 tons.
 These units are used commonly in places like restaurants, telephone exchanges, homes,
small halls, etc.
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Fig 13. Packaged air conditioner
3.3.2.4 ESCALATOR
An escalator is a moving staircase conveyor transport device for carrying people between
floors of a building. The device consists of a motor-driven chain of individual, linked steps that
move up or down on tracks, allowing the step treads to remain horizontal.
Escalators are used around the world to move pedestrian traffic in places where elevators
would be impractical. Principal areas of usage include department stores, shopping malls,
airports, transit systems, convention centers, hotels, and public buildings.
The benefits of escalators are many. They have the capacity to move large numbers of people,
and they can be placed in the same physical space as one might install a staircase. They have no
waiting interval (except during very heavy traffic), they can be used to guide people toward main
exits or special exhibits, and they may be weatherproofed for outdoor use.
Escalators are one of the largest, most expensive machines people use on a regular basis, but
they're also one of the simplest.
At its most basic level, an escalator is just a simple variation on the conveyer belt. A pair of
rotating chain loops pull a series of stairs in a constant cycle, moving a lot of people a short
distance at a good speed.
In this article, we'll look inside an escalator to find out exactly how these elements fit
together. While it is exceedingly simple, the system that keeps all the steps moving in perfect
synchrony is really quite brilliant.
An escalator is a mechanized moving stairway, common in places with a lot of foot traffic or
where a conventional staircase would be very long and tiring to climb. Escalators can often be
seen in shopping malls, museums, multi-story parking garages, and subway stations, for
example. Escalators are often installed in pairs, with an up escalator and a down escalator
adjacent to each other, while a single escalator may be changed to go up or down according to
the direction of heavier traffic at different times of the day.
An escalator is similar to a conveyor belt, but differs in that it is on an incline and has a
surface of stairs rather than a flat belt. Most escalators also include a handrail that moves in
conjunction with the stairs. To move from one end of an escalator to the other, a person may
simply stand on one step until one reaches the end, or one may climb or descend the escalator
like conventional stairs. Many escalators in busy areas are wide enough to accommodate two
columns of people, and those who wish to stand conventionally remain on one side of the
escalator.
Modern escalators are usually inclined at 30°, limited in rise to about 60 feet (18 m), with
floor-to-floor rise of about 12 feet (3.5 m). They are electrically powered, driven by chain and
sprocket, and held in the proper plane by two tracks. As the treads approach the landing, they
pass through a comb device; a deflection switch is actuated to cut off power if an object becomes
jammed between the tread and the comb.
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Escalators move at a rate of up to 120 feet (36 m) per minute; larger types have a capacity of
6,000 passengers per hour. If a chain breaks, the release of tension stops the escalator, a safety
switch also halts the device if a handrail is broken or comes loose or if a side panel is deflected.
Moving ramps or sidewalks, sometimes called revelators, are specialized forms of escalators
developed to carry people and materials horizontally or along slight inclines. Ramps may have
either
Solid or jointed treads or a continuous belt. Ramps can move at any angle of up to 15°; beyond
this incline the slope becomes too steep and escalators are favored. Escalator as shown in
fig.14& fig.15
Fig.-14. ESCALATOR
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Fig-15 INTERNAL VIEW OF ESCALATOR
65
An escalator is a moving staircase conveyor transport device for carrying people between floors
of a building. The device consists of a motor-driven chain of individual, linked steps that move
up or down on tracks, allowing the step treads to remain horizontal.
Escalators are used around the world to move pedestrian traffic in places where elevators
would be impractical. Principal areas of usage include department stores, shopping malls,
airports, transit systems, convention centers, hotels, and public buildings.as shown in fig.16
Fig.16 ASSEMBLY OF THE ESCALATOR
HISTORY
There are many claims to the invention of the escalators, but it is like that it was known, at
least in some place .in ancient times. Here some of thermals stones in the history of the device
Inventors and manufacturers
Nathan Ames, a patent solicitor from Saugus, Massachusetts, is credited with patenting the
first "escalator" in 1859, despite the fact that no working model of his design was ever built. His
invention, the "revolving stairs", is largely speculative and the patent specifications indicate that
he had no preference for materials or potential use (he noted that steps could be upholstered or
made of wood, and suggested that the units might benefit the infirm within a household use),
though the mechanization was suggested to run either by manual or hydraulic power.
Leamon Souder
In 1889, Leamon Souder successfully patented the "stairway", an escalator-type device that
featured a "series of steps and links jointed to each other". No model was ever built. This was the
first of at least four escalator-style patents issued to Souder, including two for spiral designs
In 1892, Jesse W. Reno, son of American Civil War notable Jesse L. Reno, and an 1883
engineering graduate of Lehigh University, patented the "Endless Conveyor or Elevator." A few
months after Reno's patent was approved, George A. Wheeler patented his ideas for a more
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recognizable moving staircase, though it was never built. Wheeler’s patents were bought by
Charles Seeberger; some features of Wheeler’s designs were incorporated in Seeberger’s
prototype built by the Otis Elevator Company in 1899.
Reno produced the first working escalator (he actually called it the "inclined elevator") and
installed it alongside the Old Iron Pier at Coney Island, New York in 1896. This particular device
was little more than an inclined belt with cast-iron slats or cleats on the surface for traction, and
traveled along a 25° incline. A few months later, the same prototype was used for a month-long
trial period on the Manhattan side of the Brooklyn Bridge. Reno eventually joined forces with
Otis Elevator Company, and retired once his patents were purchased outright. Some Reno-type
escalators were still being used in the Boston subway until construction for the Big Dig
precipitated their removal. The Smithsonian Institution considered re-assembling one of these
historic units from 1914 in their collection of Americana, but "logistics and reassembly costs
won out over nostalgia", and the project was discarded.
Around May 1895, Charles Seeberger began drawings on a form of escalator similar to those
patented by Wheeler in 1892. This device actually consisted of flat, moving stairs, not unlike the
escalators of today, except for one important detail: the step surface was smooth, with no comb
effect to safely guide the rider's feet off at the ends. Instead, the passenger had to step off
sideways. To facilitate this, at the top or bottom of the escalator the steps continued moving
horizontally beyond the end of the handrail (like a miniature moving sidewalk) until they
disappeared under a triangular "divider" which guided the passenger to either side. Seeberger
teamed with Otis Elevator Company in 1899, and together they produced the first commercial
escalator which won the first prize at the Paris 1900 Exposition Universally in France. Also on
display at the Exposition were Reno's inclined elevator, a similar model by James M. Dodge and
the Link Belt Machinery Co., and two different devices by French manufacturers Hallé and Piat.
There is various type of escalator given below:
Escalators, like moving walkways, are powered by constant-speed alternating current motors
and move at approximately 1–2 feet (0.30–0.61 m) per second. The maximum angle of
inclination of an escalator to the horizontal floor level is 30 degrees with a standard rise up to
about 60 feet (18 m). Modern escalators have single piece aluminum or steel steps that move on
a system of tracks in a continuous loop. Layout as shown in fig.16
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"Crisscross" "Multiple parallel"
"Parallel"
Fig.16 Types of escalator
Escalators have three typical configuration options: parallel (up and down escalators "side by
side or separated by a distance", seen often in multilevel motion picture theatres), crisscross
(minimizes structural space requirements by "stacking" escalators hat go in one direction,
frequently used in department stores or shopping centers), and multiple parallel (two or more
escalators together that travel in one direction next to one or two escalators in the same bank that
travel in the other direction).
Escalators are required to have moving handrails that keep pace with the movement of the
steps. The direction of movement (up or down) can be permanently the same, or be controlled by
personnel according to the time of day, or automatically be controlled by whoever arrives first,
whether at the bottom or at the top (the system is programmed so that the direction is not
reversed while a passenger is on the escalator).
WORKING PRINCIPLE
Escalators while rather expensive and large, are actually relatively basic machines. The
machinery of an escalator is hidden beneath its steps in what is called a truss. At the top of the
escalator, housed in the truss, is an electric motor which runs the four gears that all escalators
have — two drive gears on either side at the top and two return gears on either side at the
bottom. These gears have chains that loop around the gears and run down each side of the
escalator. Connected to each step, these chains help the steps make their way up, or down, the
escalator.
The handrails that riders use for balance and safety on their ride up or down escalators are
powered by the same system that powers the steps. The handrails are essentially long rubber
loops connected to the two drive gears at the top of the escalator and powered by the same
electric motor that powers the steps
Speed is controlled by a governor, similar in general principle to that used on stationary steam
engines. Two heavy metal balls are attached to pivoted levers which are in turn fixed to a vertical
shaft, revolving through gearing. The faster the shaft revolves, the more are the metal balls
swung out by centrifugal force, and should the lift speed exceed a predetermined figure the
governor actuates a brake.
In Addis Ababa bole airport, the escalator work in line mode rather than working in invertor
mode, in inverter mode when the passenger reaches to either of top or bottom of escalator, the
sensor which it is basically the proximity sensors senses and then the escalator allows the
passenger to go in desired direction. But the line mode works as the key is switched to either
clockwise or anti-clockwise & motor is turned on, the shaft, the gear looped with chain start the
motion and the steps movement is limited to the key that is switched which can be clockwise or
anti-clock wise
3.3.2.5 Pumping station
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Pump stations are facilities including pumps and equipment for pumping fluids from one place to
another. They are used for variety of systems. A pumping station is simply a building with
equipment for pumping large amounts of water from the reservoir.
In ADDIS ABABA BOLE INTERNATIONAL AIRPORT (AABIA), there are two pump
stations which are used for firefighting, potable and sanitary supply of water to both terminals
(terminal one and terminal two) and other related buildings. Pump station one is used (for
terminal one) and pump station two (for terminal two). Each and every pump stations consists
pump house, reservoir and valve (collection) chamber.
Components
a) Pump house: - is a house where pumps are installed and operated.
b) Reservoir: - is a tanker which is used to store water for various supply purpose.
Generally, there are three types of reservoir
 Elevated reservoir (service reservoir): - store fully treated potable water which is
close to the point of distribution.
 Underground reservoir: - It is found beneath the ground. This type of reservoir is
especially used in more hilly or mountainous country.
 Ground reservoir: - is reservoir on the surface
c) Valve chamber: - is the chamber in which pump valve operates. It distributes water that
is stored in the reservoir to various locations.
Generally, there are three types of distribution system
 Pressurized system: use pumps.
 Ground system: use the principle of gravity (from higher level to lower).
 Ground + pressure system: use both gravity and pumps, but give the priority for the
gravity.
d) Pump: is used to convert electrical energy in to mechanical energy. Here we use

centrifugal type pump.
e) Screen chamber: which is used to remove big sands and it also used as an out let
when we wash the reservoir.
69
f) Motor: used to convert electric energy into mechanical energy basically to drive
the pump
g) Ventilation: is used for air conditioning system in order to control over heating of
the pump station. The ventilation system is found on the walls of the pump station.
h) Strainer: it is used to prevent undesirable particles from getting in to the pump's
impeller.
i) Flexible connection: it is used to control pressure.
J) Checked valve: to prevent back flow to through the pump.
k) Compressor: it is used to increase the pressure of the pressure vessels
Pump station of terminal 1
It was built at the time of Emperor Hailesellasie, when the airport was built for the first
time. Terminal one pump station has nothing different from the terminal two but its reservoir is
underground type and its capacity is about 960m3. And also, its system of distribution is pressure
ground. This pump station is almost in fixing. Only the one pump is accomplishing its work
finely. Pump station one's reservoir has a gooseneck on its head which is used to facilitate the
circulation of air. The facilitation of circulation of air is needed when expansion and contraction
of the wall occurs. Purposely for this expansion and contraction the walls used to have a little
gap between them. In this pump station, we have two water and two fire pumps.
Pump station of terminal 2
1. Reservoir
The terminal 2 reservoir is ground type reservoir, which has two compartments named C and D.
The reason for having two compartments in one reservoir is for cleaning (inspection)
purpose.The wall dividing the reservoir into two has an opening at the top which allows the
water to flow through it to the other compartment and helps to fill each other. Each compartment
has its own gate valve (valve which control the flow) and also inlet pipe (150mm diameter). The
total capacity of this reservoir is 4385m3. Generally, this reservoir has 2 inlets and 6 outlets. This
means 1 inlet and 3 outlets for each compartment. The inlets are from the source and the outlet
70
pipes are to the screen (collecting) chamber then to the pump house. Three of the outlet pipes
have different purpose that is the reason why they are different in their colors. Those colors are
standard for their particular purpose. Red colored pipes are used for firefighting whereas the
green colored and the black ones are for potable water and for overflow respectively. There are
about 8 goose necks on the reservoir which are used for air circulation (venting purpose). There
are also sand and aggregates on the reservoir to keep the water temperature lower.
Pipes and pumps

For this station, there are 2 inlet pipes with 300mm (fire water supply) and 200mm (potable
water supply). There are 3 pumps particularly for fire water supply and also 4 pumps for water
supply. The pipe that comes from the reservoir is branched into three pipes in the pump house.
Each side pipe is connected to its pump. There is also a line that goes from the continuous pipe to
the jockey pumps. Each side (branched pipes) has its own check valve to prevent the back flow
to the reservoir. Also, there are strainers to prevent undesirable particles from passing to the
pump impeller. Generally, pumps can be controlled automatically (by using electric fire pump
controller) and also manually (by using keys). Electric fire pump controller triggers itself when
there is a fire in the terminal.
On this pump station, we do have three types of pumps; fire pump, water pump and jokey
pumps.
Fire pump
The fire pump is assigned by red color. They have three pumps and each motor have 125hp
power and 380 volt. The pump does not work at normal time. If something happens at the
terminal two there are heat sensors. If fire explodes in the terminal, the fire pump will start at the
same time.
Water pump
The water pumps are assigned by blue color. The four pumps operate simultaneously by
synchronization that means the two will operate at once and also the other two at once. The
pump is used for high pressure pump else it works on water jokey pump.
Jockey pump
71
The jokey pumps are assigned by green color. In the station, there are two pumps. They are
used for low pressure but as demand increase the water pump is directly standby.
Generally, in both pump stations we have control boards which enable us to control the whole
system of the pump station.
Main pipe
Side
pipes
Inlet
pipe
Fig 17. Jockey pump
In order to minimize the number of starts of the water main pump and to prevent unnecessary
starts of these pumps due to low water consumption, the system is provided with jockey pumps
and pressure vessels (required to minimize the number of starts and stops of the water supply
jockey pumps). But if there is high water consumption then one of larger pumps triggers itself.
Those pumps increase the pressure of water to 6bar that is the reason pressure reducing valves
which are used to reduce the inlet pressure of water to 4bar the terminal are needed.
Strainer
Flexible connector
(joint)
Fig 18
Problems if both larger pumps are triggered at the same time include the building up of pressure
beyond 6 bars and reduction in pump life.
72
Chapter four
Overall benefits of the internship program
4.0 Overall benefit gained from internship
As I have seen the different departments of the company I upgrade my practical skills by
working with the company workers and supervisors. Especially in the electro-mechanical
department where I spent most of the internship period.
4.1. Upgrading Theoretical knowledge
Knowledge is mainly based on theory; thus, it was necessary by any means to change or interpret
the theoretical knowledge to practical one. My internship period in ADDIS ABABA
INTERNATIONAL AIRPORT was very helpful in upgrading my theoretical knowledge. The
knowledge I had gained was now very much clear to understand and maintain by relating to
the theoretical knowledge: -
The following theoretical knowledges are upgraded in the time of internship: -
 knowledge on how the boarding bridge work
 knowledge on how air-conditioner works
 knowledge on how water pump distribute water to the terminals.
 knowledge on how baggage handling system works.
4.2. Improving Practical skills
On my 4 months staying in ADDIS ABABA AIRPORT INTERPRISE, I improve
my practical skills especially in maintenance and servicing of Escalators.
4.3. Improving Problem solving capacity
I improve my problem-solving capacity in different area of the company, especially in the
electro-mechanical department of ADDIS ABABA AIRPORT INTERPRISE, there were
problems in terms of comfort and productivity for the workers in the BHS.
In improving problem solving capacity I ‘ve adopted the following
 Self-Confidence
 Risk taker
 Hard work
 creativity
4.4. Improving team playing skills
During my internship period in ADDIS ABABA AIRPORT INTERPRISE; I was able to work
with employees, especially electro-mechanical maintenance.
At that time of periods they have been appreciating my effort and idea that I had
been bringing as a solution for the problem of conditioning the BHS room and I fully believe
that the internship has made me improve my team playing skills.
 Peaceful communication with workers
 Knowledge sharing with workers
 I Develop capability of team working
4.5. Improving leadership skill
In the duration of my internship I have learn different idea of leadership skills that I will
improve my leadership skill for the future. Some they are:
Taking responsibility in every direction of work flow,
 Give respect for every worker,
73
 Problem solving ability
 How to make free discussions with works,
4.6. Understanding Work ethics issue

Work ethics related issue is the behaviors of doing work with good conduct without
discrimination of others, in everything on the work place. Work ethics is main point for
successful achievement of work.
Work ethics include: -
 Punctuality
 Motivation and commitment for work
 Respecting other work
4.7. Entrepreneurship skills
As mechanical engineering, Entrepreneurship is creating a new way of system to improve
something old or creating new one which aimed to make money. Being an entrepreneur
has benefit for achievement of economic development by using different resources.
An entrepreneur must have the following abilities or skill: -
 creativity
 Self-confidence
 Risk taker
 Knowledge of the thing you want to do
 Hard work
4.8. Interpersonal communication skills
When I was working with different persons with different behavior and background who they
came from different universities, you need to understand their behavior and tolerate them to
get something new from them and work in group
74
CHAPTER FIVE
General Conclusion and recommendation
5.1 Conclusion
It is a great experience and learning in the company as it is discussed all above. The factory has a
skilled man power and great capability of giving integrated solutions to the any problems that
may occur and every 2 weeks of servicing machines. The company has a great roll in introducing
modern and up to date technologies for our country. And it has a great level of security on drugs,
unhallowed materials and this is why its’ve been selected the only African country next to south
Africa to travel to USA From the four-month regular day training I deeply understand the
company environment, work flow and overall work organization of the factory. In this four
month, I have gained more knowledge especially on improving my personal skills, I can easily
see the difference b/n theory and Practical work; when I do practical work, I can easily see each
and Individual things. So, this makes better to improve my personal skill. And when I see in
terms of up grading my theoretical knowledge the Knowledge that I know only in theory is not
enough, but, when I see the theory in practical it is unforgettable. So, this helps me to upgrade
my theoretical knowledge and when I look in terms of work ethics I learn to be punctual and
work properly. The activities which have done on each section helps to see and Knows different
things, like working with machines which got new technologies and knowing the working
principle of some machines which I learned in theory with practice.
Generally, I conclude that this internship program gives to me a lot of things, such as: -
 I get the opportunity to know a real-world situation and experience.
 I add a lot of practical skills from the companies training activity to the theoretical
knowledge learned from university.
 I can realize the importance of quality, safety, hygiene and cleanness for every job.
 I know how to develop m playability skills, communication skill team Work, problem
solving, self-management, planning, organizing. And soon.
75
5.2 Recommendation
My recommendation to the hosting company is, the company should provide a well-
educated supervisor and give a full support for the students. Since the supervisors in the
in the airport come with experience, they don’t have a full knowledge in working
principle of this machines and this must be abolished for the next year internship
students.
76
REFERENCE
1. Hand book air condition system design, carrier air condition company,
pp 72,82,116
2. SHANK WANG, Hand book of air condition and refrigeration.2nd
edition. pp 256
3. ASHRAE, ASHRAE Hand book 1997, fundamental, Atlanta GA
,1997. Chapter 28
4. ASHRAE, ASHRAE Hand book 2001, fundamental, Atlanta GA
,2001. Pp 622.788.856
5. Principal author (2001 and 2007), CIBSE GUIDE C: Reference data
pp, 4-1
6. A. Bhatinda B.E, a guide to heating & cooling load estimation,2012.
Pp 5-79
77
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ADDIS ABABA SCIENCE AND TECHNOLOGY

MECHANICAL ENGINEERING DEPARTMENT

The importance of industrial training needs no emphasis. One of the characteristics of

Table 2 ..........................................................................................Error! Bookmark not defined.

 To provide quality airport infrastructure and service to customers.

These are: - Aeronautical services and

- Non Aeronautical services

These are customer services such as:-

Vice main executive Vice main executive

Common service Customer

2.2. PROBLEM STATEMENT

2.3 OBJECTIVE OF THE PROJECT

2.5. SCOPE OF THE STUDY

2.6. METHODOLOGY OF THE PROJECT

 The methodology I followed is the following: -

 Data collection: - I get relevant information from different source.

 Compute result & discussion which elaborate overall design analysis

2.7. LITERATURE REVIEW

2.7.2 Air Flow Principles

Fig2: Air flow principles

2.8. Selection of materials

Room Flow rate, Area of Size,

One 996 0.275 525x525

Table 1 Supply diffuser size

2.8.2. SELECTION OF RETURN DIFFUSER

Room Flow rate, Area of Size,

One 897 0.140 375x375

Table 2 return diffuser size

 Needed sound control device.

 High efficiency = Axial fans.

Propeller fans can’t create a high pressure

 Used as exhaust fans.

Forward centrifugal fans

 high operating cost, due to lower efficiency

 Rising BHP resulting over loading the motor if

Backward creator - opposite of forward centrifugal.

To select fan first

Due to static pressure resistance (duke HS) is first calculated

2.8.4.1 SUPPLY FAN SELECTION

1. In the supply duct

2. At out let terminal

4. In air conditioning apparatus

Therefore, fan performance characteristics charts a fan can be selected.

Capacity = 6.66 m3/s

Static pressure = 4609 pa.

Fan power = P total * Q supply

The supply fan has to develop= 32693W.

2.8.4.2 RETURN DUCT FAN SELECTION

Capacity = 4.99 m3/s

Static pressure = 1016 pa

Fan power = P total * Q supply

The return fan has to develop a power of 5069 W

2.9. DESIGN AND CALCULATION OF DUCT SYSTEM

2.9.2. DUCT LAY OUT CONSIDERATIONS

Figure 2 flow air in circular duct

Pressure drop per meter = 1.0 𝑃𝑎⁄𝑚

C.S.A = 𝜋𝑟 2 = 𝜋(0.85⁄2)2 = 0.567 𝑚2

For equivalent rectangular duct C.S.A = L X W,

Fitting pressure loss

C.S.A = 𝜋(0.83 m⁄2)2 = 0.541 𝑚2

C.S. A= L x w; w= 0.541⁄0.5 = 1.082 𝑚

Duct size, 1082 x 500 mm

Velocity; V = Q/C.S. A = 6.64⁄(0.5 ∗ 0.541) = 12.27𝑚/𝑠

Velocity pressure; Vp= 1⁄2 (1.2)(12.27)2 = 90.33 𝑃