SUMMER TRAINNING PROJECT REPORT

ON
Mechanical Accessories in Hindustan Aeronautics Limited, Lucknow
As a partial fulfillment of the requirement for the Mechanical Engg. In B.Tech Degree

Under the organizational guidance of:

Mr. S. P. Singh
Senior Manager, Technical Training

Submitted by:

Hemant Kumar
B.Tech (Mechanical Engineering)

Krishna Institute of Engineering and

Technology, Ghaziabad
(Affiliated to)

UTTAR PRADESH TECHNICAL UNIVERSITY,

LUCKNOW

CERTIFICATE

This is to certify that Mr. Hemant Kumar, B.Tech third year student of mechanical engineering had
undergone an Industrial Training at HINDUSTAN AERONAUTICS LTD. Lucknow, for a period
of four weeks effect 18-06-2014 to 17-07-2014. He has appeared in the Industrial Training viva-vice
as partial fulfillment of requirement for the award of degree in Bachelor of Technology in the
Mechanical Engineering of Krishna Institute of Engineering and Technology, Ghaziabad during the
Academic year 2014-15.

S. P. Singh
(Training Manager)

ACKNOWLEDGEMENT

With deep sense of gratitude, first & foremost I express my profound thanks to Mr. S. P. Singh, Sr.
Training Manager for giving me this very opportunity to do my summer training in the Mechanical
factory of H.A.L. Lucknow during the summer session-2014.
I would like to express my gratitude to Mr. Suboroto Mukherjee, DGM of Mechanical factory of
Machine shop, our training guide for the valuable guidance, inspiration & encouragement.
Last but not the least, I also wish to acknowledge my indebtedness to the staff of H.A.L. without
whose co-operation this training would not have been successful.
The training at H.A.L. Lucknow was full of responsiveness & it gave me the rare opportunity to
correlate the theoretical knowledge with the practical one.
Being well known company of India & abroad, it gave me the opportunity to learn the work carried
out here, got a glimpse of new environment & hard work of industrial unit.

CONCLUSION

Finally we may conclude that HAL Accessories Division, Lucknow is a Government undertaking,
which is entitled to perform the making of the accessories used in the fighter aircraft. Although the
whole assembly of the aircraft is done in HAL Lucknow, but there are plans to launch Sukhoi full
assembly in HAL Lucknow. Thus HAL Lucknow would be entitled to work on latest technology of
Sukhoi aircraft in the coming future.

ABOUT H.A.L

Hindustan Aeronautics Limited (HAL) came into existence on 1st October 1964. The Company
was formed by the merger of Hindustan Aircraft Limited with Aeronautics India Limited and
Aircraft Manufacturing Depot, Kanpur.
The Company traces its roots to the pioneering efforts of an industrialist with extraordinary vision,
the late Seth Walchand Hirachand, who set up Hindustan Aircraft Limited at Bangalore in
association with the erstwhile princely State of Mysore in December 1940. The Government of India
became a shareholder in March 1941 and took over the Management in 1942.
Today, HAL has 19 Production Units and 10 Research & Design Centers in 8 locations in India. The
Company has an impressive product track record - 15 types of Aircraft/Helicopters manufactured
with in-house R & D and 14 types produced under license. HAL has manufactured over
3658 Aircraft/Helicopters, 4178 Engines, and

Upgraded 272

Aircrafts and

overhauled

over

9643 Aircraft and 29775 Engines.

HAL has been successful in numerous R & D programs developed for both Defense and Civil
Aviation sectors. HAL has made substantial progress in its current projects:

Advanced Light Helicopter Weapon System Integration (ALH-WSI)

Tejas - Light Combat Aircraft (LCA)

Intermediate Jet Trainer (IJT)

Light Combat Helicopter (LCH)

Various military and civil upgrades.

Dhruv was delivered to the Indian Army, Navy, Air Force and the Coast Guard in March
2002,

in

the

very

first

year

of

its

production,

unique

achievement.

HAL has played a significant role for India's space programs by participating in the manufacture of
structures for Satellite Launch Vehicles like

PSLV (Polar Satellite Launch Vehicle)

GSLV (Geo-synchronous Satellite Launch Vehicle)

IRS (Indian Remote Satellite)

INSAT (Indian National Satellite)

Apart from these, other major diversification projects are manufacture & overhaul of Industrial
Marine Gas Turbine and manufacture of Composites.

EVOLUTION OF HAL
HINDUSTAN AIRCRAFT LIMITED (at Bangalore, 1940)

Establishment of Engine Division (at Bangalore, 1956)

Establishment of Aircraft Manufacturing Depot (at Kanpur for HS 748, 1960)

Establishment of Aeronautics India Limited (At Nasik, Koraput & Hyderabad for MiG Airframe, Engine & Avionics,
1962)

Formation of Hindustan Aeronautics Limited by Merger of 3 Companies, 1964

Establishment of Helicopter Division (At Bangalore)

Establishment of Lucknow Division for Accessories & instruments

Establishment of Foundry and Forge Division (at Bangalore, 1974)

Establishment of Korwa Division for Advanced Avionics, 1982

Establishment of Aerospace Division for Structure of Aerospace Launch Vehicles, 1988

Establishment of Industrial & Marine Gas Turbine Division For aero derivative gas turbines/industrial engines,
1998

Establishment of Airport Service Centre For Co-ordinating the operations at HAL Airport (Bangalore, 2000)

Expansion of Nasik Division as Aircraft Manufacturing

Establishment of Sukhoi Engine Division at Koraput,

Division & Aircraft Overhaul Division, 2002

2002

Establishment of ALH-MRO Division at Bangalore

Establishment of Barrackpore Division with

to carry out ALH Overhaul activities, 2006

dedicated facilities for Cheetah & Chetak helicopters
Establishment of Composite Manufacturing
Division at Bangalore, 2007

NAVRATHNA Status Granted by GOI, 2007

LIGHT COMBAT AIRCRAFT (LCA) (Tejas)

Tejas is a single engine, light weight, highly agile, multi-role supersonic fighter. It has quadruple
digital fly-by-wire Flight Control System (FCS) with associated advanced flight control laws. The
aircraft with delta wing is designed for air combat and offensive air support with reconnaissance
and anti-ship as its secondary roles. Extensive use of advanced composites in the airframe gives a
high strength to weight ratio, long fatigue life and low radar signatures. Aeronautical Development
Agency is the designated project manager for the development of LCA.

Specification
Length

13.2 m

Span

8.2 m

Height

4.4 m

Max Take of Weight

13.5 t

Payload

5.3 t

Speed

1.6 M

Radius of Action

300km

Takeoff distance

1700 m

Landing distance

1300 m

Service Ceiling

16 km

INTERMEDIATE JET TRAINER (IJT)

HAL has undertaken development of IJT to replace the ageing Kiran trainer aircraft in service with
Defence Services. This aircraft will be used for Stage II training of pilots. IJT has cockpit with twin
tandem seats with good visibility for the pilots, modern Active Matrix Liquid Crystal Displays and
Head-Up Display (HUD). The aircraft is equipped with a Mission Computer and Integrated Avionics
system. 1000 kg of external stores carrying capacity allows fitment of various armaments and fuel
drop tanks on the aircraft for effective training. The aircraft is designed for a max. speed of 750
km/h, max. range of 1500 km, max. endurance of 2 hrs. with internal fuel.

Technical Parameters
Length

11.0 m

Span

10.0 m

Height

4.4 m

Max Take of Weight

4.5 t

Payload

1.0 t

Speed

0.75 M

Service Ceiling

9 km

Takeoff distance

880 m

Landing distance

890 m

Power Plant
Technical Parameters

Max. Thrust

1760 Kgf

Dry Weight

315 Kgs

Thrust / Weight Ratio

5.6

LIGHT COMBAT HELICOPTER (LCH)

Light Combat Helicopter (LCH) was proposed to meet IAFs requirement of a dedicated light
helicopter for combat operations. LCH will have maximum possible commonality with ALH. LCH
with a narrow fuselage will have pilot and co-pilot/gunner in tandem configuration incorporating a
number of stealth features, Armor protection, Night attack capability and crashworthy landing gear
for better survivability. The major features of LCH are:

Glass Cockpit
Crashworthy under floor structure
Crashworthy fixed tricycle type with tail wheel landing gear
Canted flat panels for low Radar Cross Section
Integrated Dynamic System
Hinge less Main Rotor / Bearing less Tail Rotor
Anti Resonance isolation system
Integrated Avionics and Display System (IADS)

Technical Parameters
MTOW

5.5 t

Max. speed

265 Kmph

Range

550 Km

Service Ceiling

6.5 km

Climb rate

5 m/s

LIGHT UTILITY HELICOPTER (LUH)

Sanction for the development of LUH was accorded by GOI in Feb 09. The timeframe for
development is 6 years.
The helicopter in 3 Ton Weight class with Glass Cockpit with MFDs will be deployed for
Reconnaissance and Surveillance role. It will be powered by a single engine. The helicopter will be
capable of flying at 220 Kmph; service ceiling of 6.5 Km and a range of 350 Km with 500 kg
payload.

BASIC FLIGHT THEORY

Four basic forces acting upon flight:

Lift

Thrust

Weight/Gravity

Drag

LIFT: - Lift is a force at right angles to the direction of flight or we can say that Lift is a mechanical
force generated by a solid object moving through a fluid. Lift is generated by producing a greater
pressure under the wing than above it. To produce this pressure difference, all that is required is a
surface that is either inclined to the relative air flow direction.
THRUST: - Thrust is a mechanical force generated by the engines to move the aircraft forward
through the air.
WEIGHT/GRAVITY: - Weight is the force caused by the gravitational attraction of the earth.
DRAG: - Drag is a mechanical force generated by the solid object moving through a fluid.

HOW LIFT IS GENERATED???

Newtons Laws of Motion and Bernoullis Principle are used to explain lift.
Bernoulli Bernoullis Principle states that, as air speeds up, its pressure goes down.
He focused his studies on the curvature of the wing, and the differing air pressure over the top
and bottom of the wing.
Newton Newtons Third Law states that for every action there is an equal and opposite
reaction.
He focused his studies on the deflection of air or fluid on an object and its reaction.
(Newtons 3rd Law)
To explain the lift phenomena we have to understand the meaning of Aerofoil structure

AEROFOIL

An Aerofoil is a device that gets a reaction from air moving over its surface. Whether we use a
curved or an inclined surface, the average speed of air flow relative to the wing is greater on the
upper surface than on the underside. Increase in air flow speed are associated with a reduction in
pressure, so the lower pressure on the upper surface is associated with the higher relative air speed.
The difference in speed between upper and lower surfaces causes the difference in pressure, which
produces the lift.

AXIS OF MOVEMENT OF ANY AIRCRAFT

Axis of Rotation:Intersect at the centre of gravity The axes of movement of any aircraft are basically imaginary lines
about which the aircraft may rotate about while flying.

The Longitudinal AxisThis is an imaginary line running length wise through the micro-light from bow to stern. Movement
around this axis is called rolling.

The Vertical AxisThis is a line through the centre of gravity going downwards and at right angles to the longitudinal
axis. Movement around this axis is called yawing.

The Lateral AxisThis is sometimes called the pitch axis. This is the line through the centre of gravity and running
span wise from wing tip to wingtip and at right angles to the longitudinal axis. Movement around this
axis is called pitching.

TAKE-OFF AND LANDING

Take-off and landing present a particularly hazardous part of the flight of an aircraft. During take-off
the aircraft will be heavily loaded with fuel for the journey and the engines will be working at high
rating in order to take off in as short a distance as possible.
The take-off is usually considered in a number of sections, first there is the initial ground, run the
sole purpose of which is to accelerate the aircraft as quickly as possible to the speed at which the
wings can develop sufficient lift to permit take-off. This run must take place with the drag of the
aircraft at as low a value as possible to maximize the acceleration and therefore a low angle of attack
is maintained. When sufficient speed has been reached the aircraft is rotated until sufficient angle
of attack is obtained for lift-off which is followed by climb out which should occur at the maximum
angle of climb to allow optimum obstacle clearance.

The landing is the most difficult task the pilot has to undertake. It requires an accurate approach to
position the aircraft correctly in relation to the runway, together with precise control during touchdown which may be complicated by winds blowing across the flight path. Someway out from the
runway the aircraft speed is reduced and high lift device extended to reduce the minimum flying
speed.

EJECTION SEAT

It's important for many types of aircraft to have an ejection seat in case the plane is damaged in battle
or during testing and the pilot has to bail out to save his or her life. Ejection seats are one of the most
complex pieces of equipment on any aircraft, and some consist of thousands of parts. The purpose of
the ejection seat is simple: To lift the pilot straight out of the aircraft to a safe distance, then deploy a
parachute to allow the pilot to land safely on the ground.
To understand how an ejection seat works, you must first be familiar with the basic components in
any ejection system. Everything has to perform properly in a split second and in a specific sequence
to save a pilot's life. If just one piece of critical equipment malfunctions, it could be fatal.
Ejection seats are placed into the cockpit and usually attach to rails via a set of rollers on the edges
of the seat. During an ejection, these rails guide the seat out of the aircraft at a predetermined angle
of ascent. Like any seat, the ejection seat's basic anatomy consists of the bucket, back and headrest.
Everything else is built around these main components. Here are key devices of an ejection seat:

Catapult

Rocket

Restraints

Parachute

In the event of an ejection, the catapult fires the seat up the rails, the rocket fires to propel the seat
higher and the parachute opens to allow for a safe landing. In some models, the rocket and catapult
are combined into one device. These seats also double as restraint systems for the crewmembers both
during an ejection and during normal operation.
Ejection seats are just one part of a larger system called the assisted egress system. "Egress" means
"a way out" or "exit." Another part of the overall egress system is the plane's canopy, which has to
be jettisoned prior to the ejection seat being launched from the aircraft. Not all planes have canopies.
Those that don't will have escape hatches built into the roof of the plane. These hatches blow just
before the ejection seat is activated, giving crewmembers an escape portal.

When a crewmember lifts the pull handle or yanks the face curtain down on the ejection seat, it sets
off a chain of events that propels the canopy away from the plane and thrusts the crewmember safely
out. Ejecting from a plane takes no more than four seconds from the time the ejection handle is
pulled. The exact amount of time depends on the seat model and the crewmember's body weight.
Pulling the ejection handle on a seat sets off an explosive cartridge in the catapult gun, launching
the ejection seat into the air. As the seat rides up the guide rails, a leg-restraint system is activated.
These leg restraints are designed to protect the crewmember's legs from getting caught or harmed by
debris during the ejection. An under-seat rocket motor provides the force that lifts the crewmember
to a safe height, and this force is not outside normal human physiological limitations, according to
documents from Goodrich Corporation, a manufacturer of ejection seats used by the U.S. military
and NASA.
Prior to the ejection system launching, the canopy has to be jettisoned to allow the crewmember to
escape the cockpit. There are at least three ways that the canopy or ceiling of the airplane can be
blown to allow the crewmember to escape:

Lifting the canopy - Bolts that are filled with an explosive charge are detonated, detaching the
canopy from the aircraft. Small rocket thrusters attached on the forward lip of the canopy push the
transparency out of the way of the ejection path, according to Martin Herker, a former physics
teacher who has written about ejection seats and maintains a Web site describing ejection seats.

Shattering the canopy - To avoid the possibility of a crewmember colliding with a canopy during
ejection, some egress systems are designed to shatter the canopy with an explosive. This is done by
installing a detonating cord or an explosive charge around or across the canopy. When it explodes,
the fragments of the canopy are moved out of the crewmember's path by the slipstream.

Explosive hatches - Planes without canopies will have an explosive hatch. Explosive bolts are used
to blow the hatch during an ejection.
The seat, parachute and survival pack are also ejected from the plane along with the crewmember.
After the seat and crewmember have cleared the cockpit, this rocket will lift the crewmember another
100 to 200 feet (30.5 to 61 m), depending on the crewmember's weight. This added propulsion
allows the crewmember to clear the tail of the plane. As of January 1998, there had been 463
ejections worldwide using the ACES II system, according to the U.S. Air Force. More than 90
percent of those ejections were successful. There were 42 fatalities.

Once out of the plane, a drogue gun in the seat fires a metal slug that pulls a small parachute, called
a drogue parachute, out of the top of the chair. This slows the person's rate of descent and stabilizes
the seat's altitude and trajectory. After a specified amount of time, an altitude sensor causes the
drogue parachute to pull the main parachute from the pilot's chute pack. At this point, a seat-manseparator motor fires and the seat falls away from the crewmember. The person then falls back to
Earth as with any parachute landing.
Modes of Ejection
In the ACES II ejection seat produced by Goodrich Corporation, there are three possible ejection
modes. The one used is determined by the aircraft's altitude and airspeed at the time of ejection.
These two parameters are measured by the environmental sensor and recovery sequencer in the
back of the ejection seat.
The environmental sensor senses the airspeed and altitude of the seat and sends data to the recovery
sequencer. When the ejection sequence begins, the seat travels up the guide rails and exposes pitot
tubes. Pitot tubes, named for physicist Henri Pitot, are designed to measure air-pressure differences
to determine the velocity of the air. Data about the air flow is sent to the sequencer, which then
selects from the three modes of ejections:

Mode 1: low altitude, low speed - Mode 1 is for ejections at speeds of less than 250 knots (288 mph
/ 463 kph) and altitudes of less than 15,000 feet (4,572 meters). The drogue parachute doesn't deploy
in mode 1.

Mode 2: low altitude, high speed - Mode 2 is for ejections at speeds of more than 250 knots and
altitudes of less than 15,000 feet.

Mode 3: high altitude, any speed - Mode 3 is selected for any ejection at an altitude greater than
15,000 feet.

Physics of Ejecting
To determine the force exerted on the person being ejected, we have to look at Newton's second law
of motion, which states that the acceleration of an object depends on the force acting upon it and the
mass of the object.
Newton's second law is represented as:
Force = Mass x Acceleration
(F=MA)
Regarding a crewmember ejecting from a plane, M equals his or her body mass plus the mass of the
seat. A is equal to the acceleration created by the catapult and the underseat rocket.
Acceleration is measured in terms of G, or gravity forces. Ejecting from an aircraft is in the 5-G to
20-G range, depending on the type of ejection seat. As mentioned in the introduction, 1 G is equal to
the force of Earth's gravity and determines how much we weigh. One G of acceleration is equal to 32
feet/second2 (9.8 m/s2). This means that if you drop something off of a cliff, it will fall at a rate of 32
feet/second2.
It's simple to determine the mass of the seat and the equipment attached to the seat. The pilot's mass
is the largest variable. A 180-pound person normally feels 180 pounds of force being applied to him
when standing still. In a 20-G impact, that same 180-pound person will feel 3,600 pounds of force
being exerted.
"To determine the speed of the [ejection] seat at any point in time, one solves the Newton equation
knowing the force applied and the mass of the seat/occupant system. Herker provides this equation
for determining the speed of the seat:
Speed = Acceleration x Time + Initial speed
V(f) = AT + V(i)
Initial speed refers to either the climb or the sink rate of the aircraft. It may also be determined by
the initial step of the ejection process in a seat that combines an explosive catapult and an underseat
rocket. The seat speed must be high enough to allow separation of the seat and person from the
aircraft as quickly as possible in order to clear the entire aircraft.

AIR SPEED INDICATOR

Airspeed indicators work by measuring the difference between static pressure, captured through one
or more static ports; and stagnation pressure due to "ram air", captured through a pitot tube. This
difference in pressure due to ram air is called impact pressure.
The static ports are located on the exterior of the aircraft, at a location chosen to detect the prevailing
atmospheric pressure as accurately as possible, that is, with minimum disturbance from the presence
of the aircraft. Some aircraft have static ports on both sides of the fuselage or empennage, in order to
more accurately measure static pressure during slips and skids. Aerodynamic slips and skids cause
either or both static ports and pitot tube(s) to present themselves to the relative wind in other than
basic forward motion. Thus the alternative placements on some aircraft.
Icing is a problem for pitot tubes when the air temperature is below freezing and visible moisture is
present in the atmosphere, as when flying through cloud or precipitation. Electrically heated pitot
tubes are used to prevent ice forming over the tube.
The airspeed indicator and altimeter will be rendered inoperative by blockage in the static system. To
avoid this problem, most aircraft intended for use in instrument meteorological conditions are
equipped with an alternate source of static pressure. In unpressurised aircraft, the alternate static
source is usually achieved by opening the static pressure system to the air in the cabin. This is less
accurate, but is still workable. In pressurized aircraft, the alternate static source is a second set of
static ports on the skin of the aircraft, but at a different location to the primary source.

Bomb/Ejection Release Unit (BRU/ERU)

Bomb Release Units carry and release either dumb or 'smart' bombs on the Strike Eagle. The BRU46/A and BRU-47/A units are located on the outside of the CFT's or built in other pylons, like
the centerline pylon or the two inboard wing pylons. Their components and working mechanisms
are very much the same; however there are differences that are why we discuss them in separate
chapters.
When a bomb is being mounted to either a BRU-46/A or BRU-47/A bomb release unit, the bomb`s
two suspension lugs are inserted into the mounting mechanism of the unit where the lugs are
mechanically locked. Two sway braces at the units front and rear end can be adjusted to fit the
diameter of the bomb body in order to prevent the bomb from swaying around its longitudinal axis
during flight.
Two pitch valves allow the adjustment of the bombs pitch in relation to the BRU-46/A and the
aircraft in order to minimize drag and to insure a clean separation of the bomb when released by the
crew. The specific pitch depends on type of weapon and weapon station.
The bomb is released when a electrical release signal from the cockpit fires two explosive
cartridges to open the mounting mechanisms locks and cleanly separate the bomb from the BRU46/A unit. The explosive cartridges are held by two cartridge retainers in the units center section.