Final Report Airport

7/30/2019 Final Report Airport

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DELHI TECHNOLOGICAL UNIVERSITY

BAWANA ROAD- 110042

PRACTICAL TRAINING REPORT

ON

FIU, Security, Data Recovery Site

AIRPORT AUTHORITY OF INDIA

(SAFDARJUNG AIRPORT)

JOR BAGH

Submitted By:-

Name:-Deep Chandra Tewari

Roll No:-2K10/EP/017

Branch:-Engineering Physics


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CONTENTS

1. FLIGHT INSPECTION UNIT 11.1DME(Distance Measuring Equipment) 2

1.1.1 Introduction 2

1.1.2 Bandwidth Allocation 21.1.3 RANGE CALCULATION 21.1.4 Operation Of DME 31.1.5 MODES OF OPERATION 51.1.6 USES OF DME 5

1.2 VHF Omni Range (VOR) 61.2.1 TYPES OF VOR 71.2.2 OPERATION 71.2.3 PURPOSES AND USES OF VOR 8

1.3 ILS (Instrument Landing System) 91.3.1 COMPONENTS 9

1.3.1.1LOCALISER 91.3.1.2GLIDE SCOPE 111.3.1.3MARKER BEACONS 13

1.3.1.3.1 TYPES OF MARKERS 141.3.2 GUIDANCE TONES 161.3.3 WORKING 161.3.4 USES OF ILS 16

1.4 SURVILANCE 171.4.1 RADAR 17

1.4.1.1PRINCIPAL OF RADAR 171.4.1.2TYPES OF RADAR 191.4.1.3RADAR APPLICATIONS 20

1.4.2 GPS 221.4.2.1 DESCRIPTION 221.4.2.2COMPONENTS OPERATION 22


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1.4.2.3OPERATION 232 SECURITY 24

2.1X- RAYS 252.1.1 PRINCIPLE OF WORKING 25

2.2 DOOR FRAMED METAL DETECTOR 272.2.1 FEATURES 272.2.2 TECHNICAL SPECIFICATION 272.2.3 DIMENSION AND SPACE 27

2.3HAND HELD METAL DETECTOR 292.3.1 FEATURES 292.3.2

SPECIFICATION 29

2.3.3 DIMENSION 293 Data Recovery Site 30

3.1APC InfraStruXure 313.1.1 COMPONENTS 31

3.1.1.1Cooling Rack 323.1.1.1.1 FEATURES 32

3.1.1.2Uninterrupted Power Supply (UPS) 343.1.1.3SERVER RACK 35

3.1.1.3.1 BLADE SERVER 353.1.1.4Network Rack 36

3.1.1.4.1 Networking 373.1.1.4.1.1INTRANET 373.1.1.4.1.2INTERNET 373.1.1.4.1.3McAfee Appliances 373.1.1.4.1.4ISA SERVER 38

3.1.1.4.1.4.1 FEATURES 394 LIST OF FIGURES 415 LIST OF REFERENCES 42


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Airport Authority of India

The Airports Authority of India (AAI) is an organization working under the Ministry of Civil

Aviation that manages all the airports in India. The AAI manages and operates 126 airports

including 12 international airports, 89 domestic airports and 26 civil enclaves. The corporate

headquarters(CHQ) are at Rajiv Gandhi Bhawan, Safdarjung Airport, New Delhi.

The Airports Authority of India (AAI) was formed on 1st April 1995 by merging the

International Airports Authority of India and the National Airports Authority with a view to

accelerate the integrated development, expansion and modernization of the operational,

terminal and cargo facilities at the airports in the country conforming to international

standards.

The main functions of AAI are:-

o To control and manage the entire Indian airspace (excluding the special userairspace) extending beyond the territorial limits of the country, as accepted by

ICAO.

o Provisioning of Communication and Navigational aids viz. ILS, DVOR, DME,Radar, etc.

o To Design, Construct, Operate and Maintain International Airports, DomesticAirports, Civil Enclaves at Defence Airports.

o Development and Management of International Cargo Terminals.

o Provisioning of Passenger Facilitation and Information System.

o Expansion and Strengthening of Operational areas viz. Runways, Apron,Taxiways, etc.

o Provisioning of Visual Aids.
http://en.wikipedia.org/wiki/Ministry_of_Civil_Aviation_%28India%29http://en.wikipedia.org/wiki/Ministry_of_Civil_Aviation_%28India%29http://en.wikipedia.org/wiki/Airportshttp://en.wikipedia.org/wiki/International_airportshttp://en.wikipedia.org/wiki/Domestic_airportshttp://en.wikipedia.org/wiki/Civil_enclaveshttp://en.wikipedia.org/wiki/Rajiv_Gandhi_Bhawanhttp://en.wikipedia.org/wiki/Safdarjung_Airporthttp://en.wikipedia.org/wiki/New_Delhihttp://en.wikipedia.org/wiki/New_Delhihttp://en.wikipedia.org/wiki/Safdarjung_Airporthttp://en.wikipedia.org/wiki/Rajiv_Gandhi_Bhawanhttp://en.wikipedia.org/wiki/Civil_enclaveshttp://en.wikipedia.org/wiki/Domestic_airportshttp://en.wikipedia.org/wiki/International_airportshttp://en.wikipedia.org/wiki/Airportshttp://en.wikipedia.org/wiki/Ministry_of_Civil_Aviation_%28India%29http://en.wikipedia.org/wiki/Ministry_of_Civil_Aviation_%28India%29


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CHAPTER 1

FLIGHT INSPECTION UNIT

In FIU (Flight Inspection Unit) the work is of flight inspector who inspect the details about the

flight. He checks the condition of the aircraft and the various instrument needed for the aircraft

take off and landing procedure.

In FIU the proper plan about when the flight will take off and from where and the place and

timing of landing is made following which route to take place during the flight. So that no

problem occurs for the pilot.

For this he need various navigation aids. Navigation is the ART of determining the position of

an aircraft over earths surface and guiding its progress from one place to another.

Different Components Of FIU

1. DME (Distance Measuring Equipment)2. V.O.R. (V.H.F Omni directional RADAR)3. ILS (Instrument Landing System)4. SURVILANCE


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CHAPTER 1.1

DME(Distance Measuring Equipment)

1.1.1 Introduction

Distance Measuring Equipment (DME) is a transponder-based radio navigation technology that

measures distance by timing the propagation delay of radio signals. It provides the slant distance

of the aircraft from the ground equipment. DME's use as a navigation aid is based on the

principles of Rho-Theta Navigation System. The Rho-Theta Navigation System is based on the

Polar coordinate system of azimuth and distance The Very High Frequency Omni Range (VOR)

and DME constitute the basic components of the Rho-Theta Navigation System..

1.1.2 Bandwidth Allocation

Frequency band allocated for DME is 960MHz to 1215MHz. Although the frequency band

allocated for DME is 960-1215 MHz, the lowest DME operating frequency is 962MHz and the

highest operating frequency is 1213MHz leaving 2MHz on either side of the band. This resultant

band of 962MHz-1213MHz is divided into 126 1MHz channels for interrogation and same for

transponder replies with interrogation frequency and reply frequency always differing by

63MHz.

1.1.3 RANGE CALCULATION

The range, in nautical miles, between the aircraft and the transponder is obtained by the

simple formula:

Range = Total time (sec) - time delay (sec)

12.36

The denominator 12.36 sec is the time taken by the pulse to travel 1 nautical mile to and fro.

This time is also called RADAR Mile.


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1.1.4 Operation of DME

Principles of operation of DME

The operating principle of DME systems is based on the Radar principle i.e., the time

required for a radio pulse signal to travel to a given point and return. In fact it is Secondary

Radar.

Principles of Secondary Radar

In Secondary Radar system the targets' active participation is necessary for its detection as

against Primary Radars where the targets role is passive. Secondary Radar system basically

consists of two principle components namely the Interrogator, which is ground, based and

the Transponder, which is carried on the targets. Each of these components consists of a set

of one pulse transmitter and one receiver. The Interrogator radiates pulses which whenreceived by a corresponding transponder on a target will initiate a reply from that

transponder. These replies are received by the interrogator to extract information about the

targets.

DME is Secondary Radar with the location of the Transponder and Interrogator reversed.

Airborne transmitter repeatedly initiates a process of sending out very short, very widely

spaced interrogation pulses.

These are picked up by the ground transponder receiver whose output triggers the

associated

transmitter into sending out reply pulses on a different channel.

The airborne receiver receives these replies.

Timing circuits automatically measure the roundtrip travel time, or interval between

interrogation and reply pulses, and convert this time into electrical signals, which operate the

distance indicator.


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Figure 1.1.1: Block Diagram Of DME

Figure 1.1.2: Working of DME


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1.1.5 Modes of Operation

There are two modes of aircraft interrogations:

Search Mode

Track Mode.

Search mode is automatically established whenever the airborne equipment is tuned to a

new DME ground Transponder, or if for some reason, a major interruption in the replies

occurs. When the aircraft's transmitter is in Search mode, it transmits interrogations at a

higher rate (about 150 interrogations per second).When the aircraft receives at least 65%

replies to its interrogations Lock-on will be established and the transmitter changes to the

Track mode of operation. This process may take up to 30 seconds. Only when this is

achieved, the cockpit readout of the DME range is turned on.

In the Track mode the aircraft's interrogation rate reduces considerably (about 30

interrogations per second). The reduced interrogation rate of transmission in the track mode

will allow more aircraft to use the DME station.While in Track mode, if the signal is lost

momentarily, the equipment enters Memory State.

1.1.6 Uses of DME

1. Provide continuous navigation fix (in conjunction with VOR).2. Permit the use of multiple routes on common system of airways to resolve traffic.3. Permit distance separation instead of time separation between aircraft occupying the same

altitude facilitating reduced separation thereby increasing the aircraft handling capacity.

4. Expedite the RADAR identification of aircraft.5. Provide DME distance in lieu of fan marker beacons and radio range intersections in

connection with instrument approaches and holding operations respectively.


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CHAPTER 1.2

VHF Omni Range (VOR)

VHF Omni-directional Range, is a type of radio navigation system for aircraft.

VORs broadcast a VHF radio signal encoding both the identity of the station and the angle to

it, telling the pilot in what direction he lies from the VOR station, referred to as the radial.

It operates in the VHF band of 112-118 MHz, used as a medium to short range Radio

Navigational aid.

It works on the principle of phase comparison of two 30 Hz signals i.e. an aircraft provided

with appropriate Rx, can obtain its radial position from the range station by comparing the

phases of the two 30 Hz sinusoidal signals obtained from the V.O.R. radiation. In many cases

the VOR stations also provide distance measurement allowing for a one-station fix. Any

fixed phase difference defines a Radial/Track(an outward vector from the ground station into

space). V.O.R. provides an infinite number of radials/Tracks to the aircrafts against the four

provided by a LF/MF radio range.

Figure 1.2.1: VOR


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1.2.1 Types of VOR

Conventional VOR (C-VOR)

Doppler VOR (D-VOR).

Advantages of DVOR over CVOR

The scalloping error in the course information has been greatly reduced in DVOR.

Maximum scalloping error observed is only +/- 0.4% whereas, in conventional VOR it is +/

2.4%.

The error due to the reflections in the variable signal is almost negligible.

This is due to the fact that the variable signal obtained in the receiver is the result of Frequency

modulated sidebands due to the Doppler effect.

This ultimately results in the error reduction in the Bearing information in the airborne receiver.

Siting criteria for DVOR installation is very much less critical than the conventional VOR but

the restricted area limitation is as same as the conventional VOR.

1.2.2 OPERATION

Operation of the VOR is based on the phase difference between two 30 Hz signals modulated on

the carrier, called the reference phase and the variable phase. Aircraft determines its bearing by

comparing phase of reference 30 Hz and variable 30 Hz signals. Reference 30 Hz signal has the

same phase at all the 360 degrees points around VOR whereas the phase of variable 30 Hz

changes at the rate of 1 degree for one degree deviation of azimuth angle. The reference 30 Hz

signal and variable 30 Hz signal are in the same phase in the direction of magnetic north. In fact

this direction is taken as zero degree for VOR and other azimuth angles measured in clockwise

direction. Aurally, the VOR is identified by a specifically assigned two to four letter Morse code

identity and may also include voice and automatic terminal information service (ATIS)

information. VOR can be collocated with DME to provide distance information in addition to

bearing data.


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Figure 1.2.2: WORKING OF VOR

1.2.3 PURPOSE AND USES OF VOR:

The main purpose of the VOR is to provide the navigational signals for an aircraft receiver,

which will allow the pilot to determine the bearing of the aircraft to a VOR facility.

In addition to this, VOR enables the Air Traffic Controllers in the Area Control Radar (ARSR)

and ASR for identifying the aircraft in their scopes easily. They can monitor whether aircraft are

following the radials correctly or not.

VOR located outside the airfield on the extended Centre line of the runway would be useful for

the aircraft for making a straight VOR approach. With the help of the AUTO PILOT aircraft can

be guided to approach the airport for landing.

VOR located enroute would be useful for air traffic 'to maintain their PDRS (PRE

DETERMINED ROUTES) and are also used as reporting points.

VORs located at radial distance of about 40 miles in different directions around an

international Airport can be used as holding VORs for regulating the aircraft for their landing in

quickest time.

They would be of immense help to the aircraft for holding overhead and also to the ATCO for

handling the traffic conveniently.


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CHAPTER 1.3

ILS (Instrument Landing System)

The Instrument Landing System (ILS) is a ground-based instrument approach system which

provides precise guidance to an aircraft approaching a runway. It is highly accurate and

dependable means of navigating to the runway and it is a landing navigation system that is

used only within a short distance from the airport. The ILS uses a combination of radio

signals and, in many cases, high-intensity lighting arrays. Its primary purpose is to enable a

safe landing during poor conditions such reduced visibility due to fog, rain, or blowing snow.

1.3.1 Components of ILSILS has following components: -

1. Localizer2. Glide Scope3. Marker Beacons1.3.1.1 Localizer

The function of the localizer unit is to provide, within its coverage limits, a vertical plane of

course alighned with the extended center-line of the runway for azimuth guidance to landing

aircraft. In addition, it shall provide information to landing aircraft as to wheather the aircraft is

offset towards the left or right side of this plane so as to enable the pilot to align.

LOCALIZER EQUIPMENT PROVIDE AZIMUTHAL GUIDANCE i.e. CENTRE LINE of

RUNWAY to a LANDING AIRCRAFT


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OPERATION

The Localizer provides lateral guidance. Two signals are transmitted on a carrier frequency

between 108.000 MHz and 111.975 MHz. One is modulated at 90 Hz, the other at 150 Hz and

these are transmitted from separate but co-located antennas. Each antenna transmits a fairly

narrow beam, one slightly to the left of the runway centerline, the other to the right. The localizer

receiver on the aircraft measures the Difference in the Depth of Modulation (DDM) of the 90 Hz

and 150 Hz signals. For the localizer, the depth of modulation for each of the modulating

frequencies is 20 percent. The difference between the two signals varies, depending on the

position of the approaching aircraft from the centerline. If there is a predominance of either 90Hz

or 150Hz modulation, the aircraft is off the centerline. In the cockpit, the needle on the

Horizontal Situation Indicator, or HSI (The Instrument part of the ILS), or CDI (Coursedeviation indicator), will show that the aircraft needs to fly left or right to correct the positional

error to fly down the center of the runway. If the DDM is zero the receiver aerial and therefore,

the aircraft, is on the centerline of the localizer coinciding with the physical runway centerline.

The localizer provides for ILS facility identification by periodically transmitting a 1020 Hz

Morse code identification signal. This lets users know the facility is operating normally and that

they are tuned to the correct ILS.

Figure 1.3.1: LOCALISER WORKING


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Figure 1.3.2: Localiser Needle

1.3.1.2 Glide Scope

Glide Path Unit

The glide path unit is made up with keyed tone modulation.The units are controlled via lines

from the tower.

GLIDE PATH EQUIPMENT PROVIDE VERTICAL GUIDANCE i.e. GLIDE SLOPE on

RUNWAY to a LANDING AIRCRAFT


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Figure 1.3.3: Glide Slope Needle

OPERATION

OPERATION

Glide scope is also known as Glide Path (GP). It provides vertical guidance. The glide

scope signal is transmitted on a carrier frequency between 329.15 and 335 MHz using a

technique similar to that of the localizer. It is consisted of two overlapping beams

modulated at 90 and 150 Hz. The centerline of the glide slope signal is arranged to define

a glide slope of approximately 3 above horizontal (ground level). Localizer and glide

slope carrier frequencies are paired so that only one selection is required to tune both

receivers. The transmitter buildings and glide path aerial are in close proximity and are

usually located approximately 225380 meters from the approach end and 120210

meters to the side of the runway centerline. It is made to be destructible. The Localizer

and Glide Path combine to bring the aircraft to a point where the aircraft is 50 feet high at

the runway threshold (decision point).


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Figure 1.3.4: side view of Glide scope

Figure 1.3.5: Top view of Glide Scope

1.3.1.3 MARKER BEACONS

When the transmission from a marker beacon is received it activates an indicator on the pilot's

instrument panel and the modulating tone of the beacon is audible to the pilot. The distance

from the runway at which this indication should be received is promulgated in the

documentation for that approach together with the height at which the aircraft should be if

correctly established on the ILS. This provides a check on the correct function of the

glideslope. It is aligned across the front beam of the localizer.

MARKER EQUIPMENTS INSTALLED AT FIX DISTANCES from RUNWAY THRESHOLD

PROVIDE HEIGHT OVER MARKER which help to ESTABLISH ON CORRECT GLIDEPATH LOCATER EQUIPMENTS COLOCATED WITH MARKERS HELPS TO LOCATE

MARKER


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1.3.1.3.1 There are three Markers

Outer Marker:

The outer marker located between 4 and 7 miles in front of the approach end of the runway,

so the pattern crosses the glide angle at the intercept altitude. The cockpit indicator is a blue

lamp that flashes in unison with the received audio code. The purpose of this beacon is to

provide height, distance and equipment functioning checks to aircraft on intermediate and

final approach. It indicates approximately where aircraft will intercept the glide slope when

aircraft is at the proper altitude. The modulation will be 400 Hz keyed at 2 dashes per

second.

Middle Marker:

Located about 3500 feet from the approach end of the runway, so the pattern intersects the

glide angle at 200 feet.Middle marker is known as a fan marker. Its purpose is to indicate

the imminence, in low visibility conditions, of visual approach guidance. Ideally, its

distance should be 1050m from the threshold. The cockpit indicator is an amber lamp that

flashes in unison with the received audio code.The modulation will be a 1300 Hz tone keyed

by continuous dot, dash pattern.

Inner Marker:

Located about 1.000 feet from the approach end of the runway, so the pattern intersects the

glide angle at 100 feet.Its purpose is to indicate in low visibility conditions the imminence

of arrival at the runway threshold. The cockpit indicator is a white lamp that flashes in

unison with the received audio code.The transmitter is modulated by a tone of 3000 Hz

keyed by continuous dots.

-

Figure 1.3.6: Marker Beacons


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Figure 1.3.7: Different Markers

1.3.4 USES OF ILS

At large airports, air traffic control will direct aircraft to the localizer via assigned headings,

making sure aircraft do not get too close to each other (maintain separation), but also avoiding

delay as much as possible. Several aircraft can be on the ILS at the same time, several miles

apart. An aircraft that has intercepted both the localizer and the glideslope signal is said to be

established on the approach. Typically, an aircraft will be established by 6 nautical miles from

the runway.


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CHAPTER 1.4

SURVILANCE

1.4.1 RADAR

Radar is basically means of gathering information about distant objects, or targets by sending

electromagnetic waves at them and analyzing the echoes. At, first, it was used as an all weather

method of detecting approaching aircraft, and later for many other purposes. The word itself is

an acronym from the words RADIO DETECTION and RANGING.RADAR is used to extend

ones sense of vision. The of value Radar lies not in being a substitute for the eye, but in doing

what an eye cannot do. Radar can be designed to see through those conditions such as darkness,

haze, fog, snow, etc., which an eye cannot do.

1.4.1.1 PRINCIPLE OF RADAR

The electronic principle on which RADAR operates is very similar to the principle of sound-

wave reflection. Radar consists of transmitter and receiver, each connected to a directional power

through the antenna. If you know the speed of sound in air, you can then estimate the distance

and general direction of the object. The time required for an echo to return can be roughly

converted to distance if the speed of sound is known. RADAR uses electromagnetic energy

pulses in much the same way. The radio-frequency (RF) energy is transmitted to and reflected

from the reflecting object. A small portion of the reflected energy returns to the RADAR set.

This returned energy is called an ECHO, just as it is in sound terminology. RADAR sets use the

echo to determine the direction and distance of the reflecting object. The receiver collects as

much energy as possible from the echoes reflected to it from the target and then processes and

displays the image in a suitable way.


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Figure 1.4.1: Principle Of RADAR

Figure 1.4.2: FLOW OF SIGNALS


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1.4.1.2 TYPES OF RADAR

Primary Radars:

In primary radars, the cooperation of the target is not required to find the range, the position, the

relative velocity of the target. In other words, the role of the target is said to be passive and is

limited only to reflect the Radar signals back to the Radar. Most of the radars used for the air

traffic control belong to the group of Primary radars.

Advantages:

a. It works independently i.e. the active cooperation of the target is not required.

b. It engages several targets simultaneously and is not likely to get saturated.

c. The electronic system is comparatively simpler, requires only one set of transmitter and

receiver.

Disadvantages:.

a. The efficiency of a primary Radar is poor because the echo signals depend on the target size,

material etc.

b. The transmitter power has to be high because the same energy has to return after getting

reflected from the target.

c. The receiver has to be highly sensitive because the strength of echoes may be very weak.d. The critical alignment of the transmitter and receiver frequency is very much essential.

e. The selective response of targets is not possible.

f. The echoes from fixed targets will cause disturbance in detecting moving targets.

Secondary Radar:

The active cooperation of targets is very much required for finding the range and other details of

the targets. Hence the role of the targets is said to be active. Secondary Radar system basically

consists of two principal components namely the 'Interrogator' which is ground based and the

'Transponder' which is carried on the targets. The Interrogator radiates pulses which when

received by a corresponding transponder on a target will initiate a reply from that transponder.

These replies are then collected by the interrogator to extract information about the targets.


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Advantages:

a. Considerable range increase is possible as the radar transmission has to travel the distance

between the target & the radar only once.

b. It allows low powers to be used to get a given performance.

c. Echo is no longer dependent on the target size, material etc.

d. Since there is a frequency difference between the transponder & the interrogator, received

signals are totally free from permanent target echoes.

f. By suitable coding, some useful information can be conveyed from the target to the ground

station.

Disadvantages:

a. It can be used for friendly targets only.

b. The system operation depends upon the equipment on the target remaining serviceable.

c. All secondary radars are liable to be saturated.

1.4.1.3 Radar Applications:

Radar has been employed on the ground, in the air, on the sea and in space. The major areas of

radar applications are briefly described below.

1. Air Traffic Control:

Radars are employed throughout the world for the purpose of safe controlling of the air traffic

enroute and in the vicinity of airports. Aircraft and ground vehicular traffic at large airports are

monitored by means of high resolution radar.

2. Aircraft Navigation:

The weather avoidance radar installed on the nose of aircrafts is used to outline the regions of

precipitation to the pilot. Radar is also used for terrain avoidance and terrain following.

3. Maritime Navigation:

Radar is used for enhancing the safety of ship travel by warning of potential collision with other

ships and for detecting navigation buoys, especially in poor visibility. Shore-based radars of

moderately high resolution are also used for the surveillance of harbors as an aid to navigation.

4. Military Applications:


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Many of the civilian applications of radars are also employed by the military to identify enemy

aircraft and to control & guide the Anti-aircraft Guns and surface to air missiles.

5. Meteorological Applications:

Radar is used by meteorological department to detect approaching storms & issue timely forecast

and warning thus saving loss of life & property.

6. Space Applications:

Space vehicles use radar for rendezvous & docking. Satellite-borne radars have been used for

remote-sensing of earth-resources which include the mapping of sea-conditions, water resources,

ice-cover, agricultural & forest conditions, geological formations and environmental pollution.

7. Law Enforcement Applications:

Radar is widely used to measure the speed of automobile traffic by police on highways thereby

aiding them to enforce road traffic regulations.


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1.4.2 GPS

1.4.2.1 Description

The Department of Defense (DOD) developed and deployed GPS as a space-based positioning,

velocity, and time system. The DOD is responsible for the operation the GPS satellite

constellation and constantly monitors the satellites to ensure proper operation. The GPS system

permits Earth-centered coordinates to be determined and provides aircraft position referenced to

the DOD. Satellite navigation systems are unaffected by weather and provide global navigation

coverage that fully meets the civil requirements for use as the primary means of navigation in

oceanic airspace and certain remote areas. GPS equipment may be used as a supplemental means

for domestic enroute, terminal operations, and certain IAPs.

1.4.2.2 GPS Components

GPS consists of three distinct functional elements: space, control, and user.

The space element consists of 24 Navstar satellites. This group of satellites is called a

constellation. The satellites are in six orbital planes (with four in each plane) at about 11,000

Navigation system using satellite rather than ground-based transmitters for location information

miles above the Earth. At least five satellites are in view at all times. The GPS constellation

broadcasts a pseudo-random code timing signal and data message that the aircraft equipment

processes to obtain satellite position and status data. By knowing the precise location of each

satellite and precisely matching timing with the atomic clocks on the satellites, the aircraft

receiver/processor can accurately measure the time each signal takes to arrive at the receiver and,

therefore, determine aircraft position.

The control element consists of a network of ground-based GPS monitoring and control stations

that ensure the accuracy of satellite positions and their clocks.

The user element consists of antennas and receiver/processors on board the aircraft that provide

positioning, velocity, and precise timing to the user.


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1.4.2.3 OPERATION

GPS operation is based on the concept of ranging and triangulation from a group of satellites in

space which act as precise reference points. The receiver uses data from a minimum of four

satellites above the mask angle.The aircraft GPS receiver measures distance from a satellite

using the travel time of a radio signal. Each satellite transmits a specific code, called a

course/acquisition (CA) code, which contains information on the satellites position, the GPS

system time, and the health and accuracy of the transmitted data. Knowing the speed at which the

signal traveled and the exact broadcast time, the distance traveled by the signal can be computed

from the arrival time. The distance derived from this method of computing distance is called a

pseudo-range because it is not a direct measurement of distance, but a measurement based on

time. In addition to knowing the distance to a satellite, a receiver needs to know the satellites

exact position in space; this is know as its ephemeris. Each satellite transmits information about

its exact orbital location. The GPS receiver uses this information to precisely establish the

position of the satellite. Using the calculated pseudo-range information supplied by the satellite,

the GPS receiver/processor mathematically determines its position by triangulation from several

satellites The GPS receiver computes navigational values by using the aircrafts known

latitude/longitude and referencing these to a database into the receiver.

Figure 1.4.3: GPS System


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CHAPTER 2

SECURITY

Security refers to the techniques and methods used in protecting passengers, staff and aircraftwhich use theairportsfrom accidental/malicious harm, crime and other threats.

Large numbers of people pass through airports everyday, this presents potential targets for

terrorism and other forms of crime because of the number of people located in a particular

location. Similarly, the high concentration of people on large airliners, the potential high death

rate with attacks on aircraft, and the ability to use a hijacked airplane as a lethal weapon may

provide an alluring target for terrorism, whether or not they succeed due their high profile nature

following the various attacks and attempts around the globe in recent years.

Airport security attempts to prevent any threats or potentially dangerous situations from arising

or entering the country. If airport security does succeed in this, then the chances of any

dangerous situations, illegal items or threats entering into both aircraft, country or airport are

greatly reduced. As such, airport security serves several purposes: To protect the airport and

country from any threatening events, to reassure the traveling public that they are safe and to

protect the country and their people.

SECURITY COMPONENTS

X-Bis Hitrax X-RAY Detector Door Framed Metal Detector Hand Held Metal Detector
http://en.wikipedia.org/wiki/Aircrafthttp://en.wikipedia.org/wiki/Aircrafthttp://en.wikipedia.org/wiki/Airporthttp://en.wikipedia.org/wiki/Airporthttp://en.wikipedia.org/wiki/Airporthttp://en.wikipedia.org/wiki/Airlinerhttp://en.wikipedia.org/wiki/Airlinerhttp://en.wikipedia.org/wiki/Airlinerhttp://en.wikipedia.org/wiki/Airporthttp://en.wikipedia.org/wiki/Aircraft


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CHAPTER 2.1

X- RAYS

2.1.1 Principle of Working

When an object enters the tunnel, it is detected by a light barrier system. Simultaneously, the X-

ray generator system is switched on. By means of a collimator, an extremely thin, fan shaped X-

ray beam is generated, which penetrates the object in the course of inspection. The beam is

partially absorbed by the object and finally strikes a detector line.The detector line used consists

of 9-exchangable X-ray modules. On every module the low and the high energy ranges of the X-

ray spectrum are converted into electrical voltages. For the conversion, 2x64 scintillator crystals

are mounted one over another in pairs, in combination with 2x64 photodiodes ane 2x64 voltage

amplifiers. A copper filter mounted between the crystals, which are sensitive to different X-ray

spectral ranges, serves the purpose of spectrally separating the X-radiation.

The extremely thin X-ray beam does not scan the objects by its whole length, but by slices about

1mm thickness. The scanning of one object slice and the transmission of the voltage values

obtained by means of scintillator crystals and photodiodes will last only a few milliseconds. Due

to the L-shaped arrangement of the detector modules and the X-ray generator located in the

opposite corner emitting X-rays in a diagonal direction, the whole

cross section of the inspection tunnel is scanned

Per slice, 576 voltage values are transmitted the transmitted voltage values are thus a measure of

varying absorption of X-rays

Step by step, the moving object is scanned slice by slice and the 576 respectively 2x576 voltage

values are sequentially transmitted after A/D conversion for further digital image processing.

Here, a correction of the individual voltages takes place. From the differing absorption values of

the different spectral ranges the material of every element the object is composed of will be

calculated. The generated data is then stored in a digital video memory as columns of the video

image.

Already during the scanning procedure the sequential building up of vertical on the screen as a

result of the step by step transmission can be observed. The column-wise building up of the X-

ray image is called Scroll.


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The electronics of the X-ray units are mainly composed of the following modules and functional

groups:

-ray generator and generator control

Hitrax electronics

Figure 2.1.1: X- RAY


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CHAPTER 2.2

DOOR FRAMED METAL DETECTOR

DFMD walk-through type of Metal Detector is designed to detect both ferrous and

nonferrous metals concealed on a person in any conceivable manner. The search-coil and

control module are housed in and aesthetically designed archway which can blend into any

sophisticated decor. The archway is designed for quick installation and erection.

DFMD Metal Detectors are backed by effective after-sales service, provided by a team of

trained technicians. Plug-in card system enables the user to keep the downtime min.

standardized plug-in spares are available readily.

2.2.1 Features

1. Auto Set Calibration, no setting required once the metal detector is switched ON

2. Detects weapons, ferrous & non-ferrous metals, conductive metal alloys & ferrite

3. Wide range of sensitivity, upto 9 levels settable through thumbwheel switch

4. Audio & Visual alarm on metal detection.

5. Walk Stop Indicator for flow control

6. Plug in type PCB for easy of maintenance

7. Side Panel & control unit are detachable for ease of transportation

8. Metal Detector Frame made of tropicialized teak wood , Plywood & Sun mica pasted on it

9. Infrared Sensor for counting the traffic (optional)

2.2.2 Technical Specification

Power: 230 VAC +/- 10% 50 Hz Visual indication: Bar graph & LED Audio indication:

Buzzer Sensitivity :Low for object like grenades, Optimum for weapon detection & High for

small object of size 25 mm side cube of ferrous metals like iron

2.2.3 Dimension & Space

Passage Clearance: 1920 X 720 X 610 mm Overall dimension : 2090 X 840 X 610 mm

Floor Space required: 840 X 610 MM Operating temperature: 0 to 50 degree C Humidity:

90% non-condensing


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Figure 2.2.1: Door Framed Metal Detector


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CHAPTER 2.3

HAND HELD METAL DETECTOR

2.3.1 FEATURES

1. Detects minute quantities of gold, silver, platinum, brass, copper, mild & stainless steelare detected effectively.

2. Ultrahigh sensitivity & stability.3. Operates on disposable dry battery or on rechargeable battery4. Built-in Battery charger5. Indication: ON, Metal detected, battery Low6. PVC moulded body, gives high strength & sturdiness & light in weight.7. Continuous operation 80 hrs.

2.3.2 SPECIFICATION

Sensitivity:- Test piece 0.1 gm : Dist. 25 mm Razor Knife (plastic handle) : Dist. 40mm

Power consumption : Ultra Low Battery life : Several month of

2.3.3 DIMENSIONSLength : 330mm Width : 110mm Depth : 38mm Weight (Including bty.) : 300gm

Figure 2.3.1: Hand Held Metal Detector


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LIST OF FIGURES

1. Figure 1.1.1: Block Diagram Of DME 42. Figure 1.1.2: Working of DME 43. Figure 1.2.1: VOR 64. Figure 1.2.2: WORKING OF VOR 85. Figure 1.3.1: LOCALISER WORKING 106. Figure 1.3.2: Localiser Needle 117. Figure 1.3.3: Glide Slope Needle 128. Figure 1.3.4: side view of Glide scope 139. Figure 1.3.5: Top view of Glide Scope 1310.Figure 1.3.6: Marker Beacons 1411.Figure 1.3.7: Different Markers 1512. Figure 1.4.1: Principle Of RADAR 1813.Figure 1.4.2: FLOW OF SIGNALS 1814.Figure 1.4.3: GPS System 2415.Figure 2.1.1: X- RAY 2716.Figure 2.2.1: Door Framed Metal Detector 2917.Figure 2.3.1: Hand Held Metal Detector 3018.Figure 3.1: The data Center 3119.Figure 3.1.1: APC Infrastructure 3220.Figure 3.1.2: In Row RP DX Air Cooled 380-415V 50 Hz 3321.Figure 3.1.3: Symmetra80K 3522.Figure 3.1.4: KVM monitor (Keyboard Virtual Mouse) 3623.Figure 3.1.5: Network Rack 3724.Figure 3.1.6: McAfee Appliances 3825.Figure 3.1.7: ISA Server 3926.Figure 3.1.8: Network diagram of Data Center 41


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List Of REFERENCES

Data Communication and Networking -B. A. Forouzan http://www.juniper.net/us/en/products-services/routing/j-series/\ http://www.apc.com/products/infrastruxure/index.cfm http://www.isaserver.org/tutorials/ISA-Server-2006-Installing-ISA-2006-Enterprise-

Edition-beta-Unihomed-Workgroup-Configuration.html

www.wikipedia.com http://www.ralphb.net/IPSubnet/
http://www.juniper.net/us/en/products-services/routing/j-series/http://www.apc.com/products/infrastruxure/index.cfmhttp://www.isaserver.org/tutorials/ISA-Server-2006-Installing-ISA-2006-Enterprise-Edition-beta-Unihomed-Workgroup-Configuration.htmlhttp://www.isaserver.org/tutorials/ISA-Server-2006-Installing-ISA-2006-Enterprise-Edition-beta-Unihomed-Workgroup-Configuration.htmlhttp://www.isaserver.org/tutorials/ISA-Server-2006-Installing-ISA-2006-Enterprise-Edition-beta-Unihomed-Workgroup-Configuration.htmlhttp://www.isaserver.org/tutorials/ISA-Server-2006-Installing-ISA-2006-Enterprise-Edition-beta-Unihomed-Workgroup-Configuration.htmlhttp://www.wikipedia.com/http://www.wikipedia.com/http://www.isaserver.org/tutorials/ISA-Server-2006-Installing-ISA-2006-Enterprise-Edition-beta-Unihomed-Workgroup-Configuration.htmlhttp://www.isaserver.org/tutorials/ISA-Server-2006-Installing-ISA-2006-Enterprise-Edition-beta-Unihomed-Workgroup-Configuration.htmlhttp://www.apc.com/products/infrastruxure/index.cfmhttp://www.juniper.net/us/en/products-services/routing/j-series/


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Documents

Final Report Airport