INDUSTRIAL TRAINING REPORT

AT
HINDUSTAN AERONAUTICS LIMITED
HELICOPTER DIVISION
BANGALORE

SUBMITTED BY:
PREM BALAJI CHINNADURAI
(17BME1020)
I am very grateful and would like to appreciate all the people who helped me
to complete my training as the knowledge I gained during this period was
immense. I also offer a very special thanks to “HAL, HELICOPTER DIVISION” for
giving me such a golden opportunity of grateful stay in its industry as a trainee.
I would like to express my deepest sense of respect to Mr. Thirupathi. R,
Senior Manager, ALH Flight Hangar and Mr. Athavan. N Manager, ALH Flight
Hangar for all their constant support, guidance, encouragement and advice
during the training
I hope that I can build upon the experience and knowledge that I have gained
and make some valuable contributions to the society in the coming future
Prem Balaji Chinnadurai
Vellore Institute of Technology, Chennai
 DECLARATION
I, Prem Balaji Chinnadurai, student of fifth semester, Bachelors of Technology
in Mechanical Engineering, Vellore Institute of Institute of Technology,
Chennai, declare that the Industrial Training Report is submitted in partial
fulfilment for the award of Bachelors of Technology in Mechanical
Engineering in Vellore Institute of Technology, Chennai during the academic
year 2019-2020.

NAME:
SIGNATURE:
 CONTENTS
1. INTRODUCTION 1
2. STRUCTURE OF ALH 5
3. POWER TRANSMISSION IN ALH 11
4. ALH ROTOR SYSTEM 17
5. VIBRATIONS IN ALH 21
6. FLIGHT CONTROL SYSTEM IN ALH 24
7. HYDRAULICS IN ALH 27
8. ENGINE PRESENTATION 29
9. ALH FUEL SYSTEM 31
 INTRODUCTION
Hindustan Aeronautics Limited (HAL) is an Indian state-owned aerospace and
defence company headquartered in Bangalore, India. It is governed under the
management of the Indian Ministry of Defence.
The government-owned corporation is primarily involved in the operations of
the aerospace and is currently involved in the design, fabrication and assembly
of aircraft, jet engines, helicopters and their spare parts. It has several facilities
spread across India including Nasik, Korwa, Kanpur, Koraput, Lucknow,
Bangalore, Hyderabad and Kasaragod.
There are 7 seven divisions of HAL in Bangalore, viz.
Aircraft Division
Helicopter Division
Maintenance, Repair and Overhaul (MRO) Division
HAL Aerospace Division
HAL Engine Division
Industrial and Marine Gas Turbine Division
HAL Foundry and Forge Division

I was posted in ALH Flight Hangar of HAL, HELICOPTER DIVISION,

BANGALORE.
The HAL, HELICOPTER DIVISION in Bangalore basically manufactures
helicopters for both civil and military purposes. There is also a HELICOPTER -
MRO DIVISION in the complex, which takes care of the maintenance, repair
and overhaul of the helicopters.
Various helicopters are manufactured in this division such as
CHEETAL
CHEETAH
CHETAK.
These helicopters have their repair and overhaul at Barrackpore, West Bengal
The main focus is on manufacturing of ADVANCED LIGHT HELICOPTERS(ALH),
MARK III and MARK IV versions of ALH are in production.
MARK III, also called as ALH DHRUV, has Mission Integrated System is supplied
to the Indian Army, Airforce, Navy and Coast guard, while MARK IV, better
known as ALH RUDRA, has Machine Integrated System as well as Weapon
Integrated System is supplied to the Indian Army and Airforce.
The HAL Dhruv is a utility helicopter developed and manufactured by India's
Hindustan Aeronautics Limited (HAL). The development of the Dhruv was first
announced in November 1984. The helicopter first flew in 1992; however, its
development was prolonged due to multiple factors including the Indian
Army's requirement for design changes, budget restrictions, and sanctions
placed on India following the 1998 Pokhran-II nuclear tests.
The Dhruv entered service in 2002. It is designed to meet the requirement of
both military and civil operators, with military variants of the helicopter being
developed for the Indian Armed Forces, while a variant for civilian/commercial
use has also been developed.

ALH DHRUV
The HAL Rudra, earlier known as Dhruv-WSI (Weapons Systems Integrated), is
an attack variant designed for the Indian Army. It is to be armed with both
anti-tank and anti-aircraft missiles, and a 20-mm turret-mounted cannon. The
Dhruv-WSI is to be capable of conducting closed air support (CAS) and anti-
submarine warfare (ASW) roles as well.[21] In addition to the Dhruv-WSI, HAL
is also developing the Light Combat Helicopter (LCH) based on the Dhruv for
the Indian Armed Forces. It is fitted with stub wings for carrying up to eight
anti-armour missiles, four air-to-air missiles, or four pods loaded with either 70
mm or 68 mm rockets. The LCH will also have FLIR (Forward Looking Infrared),
a CCD (Charge Coupled Device) camera, and a target acquisition system with
laser rangefinder and thermal vision.

ALH RUDRA

CHARACTERISTICS OF ALH MARK-III (DHRUV):

Crew: Two pilots
Capacity: 12 passengers (14 passengers in high density seating)
Length: 15.87 m (52 ft 1 in)
Width: 3.15 m (10 ft 4 in)
Height: 4.98 m (16 ft 4 in)
Gross weight: 4,445 kg (9,800 lb)
Max take-off weight: 5,800 kg (12,787 lb) for Mk IV
Fuel capacity: 1,055 kg (2,326 lb)
Powerplant: 2 × HAL/Turbomeca Shakti turboshaft, 1,068 kW each
Main rotor diameter: 13.2 m (43 ft 4 in)
Main rotor area: 136.85 m2 (1,473.0 sq. ft)
Performance:
Never exceed speed: 295 km/h for Mk III
Range: 590 km.
Endurance: 3.5 hours
Service ceiling: 6,100 m (20,000 ft) [16]
Rate of climb: 10.33 m/s (2,033 ft/min)
 STRUCTURE OF ALH

The ALH has the following structural assemblies:

RADOME:
A radome is a structural, weatherproof enclosure that protects a
radar antenna. The radome is constructed of material that minimally
attenuates the electromagnetic signal transmitted or received by the antenna,
effectively transparent to radio waves. Radomes protect the antenna from
weather and conceal antenna electronic equipment from view. They also
protect nearby personnel from being accidentally struck by quickly rotating
antennas.
ALH has a spherical radome.
COCKPIT ASSEMBLY:
A cockpit or flight deck is the area, usually near the front of an aircraft
or spacecraft, from which a pilot controls the aircraft. The cockpit of the ALH
contains flight instruments on an instrument panel, and the controls that
enable the pilot to fly the helicopter. In most airliners, a door separates the
cockpit from the aircraft cabin.
It is ergonomically designed to give all round visibility, ease of entry and
exit from the crew, minimal reflections of illuminations of reflected objects at
night and accessibility controls.
The cockpit is further divided into two parts – Outer shells and Inner
frames. It is made of Kevlar and carbon prepregs with Nomex core.
The windshield glass in the cockpit is 6mm, while the roof glasses and nose
bottom glass are 2mm each. These glasses are made of Glass Reinforced
Plastics. There are certain sealants coated to avoid water ingress.
The pilot and co-pilot doors are hinged which is 7.113 kg each. There are
electrical indicators present which indicates whether the doors are in open or
closed position. The doors have two shells. The outer and inner shells are
bonded using cold abrasives. The monolith is made of Kevlar prepregs.
The bottom structure consists of machine floorboard for grin mounting. It is
made of sheet metal in sandwiched position for attaching central controls and
seat nails.

Cockpit assembly of ALH

CENTER FUSELAGE ASSEMBLY:
It has the following sub-assemblies-
Primary Assembly: It absorbs the load during flight and landing. It also
supports main power transmissions, engine landings, gears, aft structure and
fuel tanks.

Shells: Consists of Cabin side shell, made of Aluminium face sheets and Nomex
core, which has sandwich construction. Inserts are provided for slide door
attachments, fuel system and top cowlings.
Transmission deck and Engine Deck Assembly: It supports the Main Gear Box
and Rotor System. It also isolates fuselage from vibrations caused by Main
Gear Box and Rotor System. The Engine Deck Assembly carries engine and
isolates other surrounding parts from the heat generated by the engine.
Cabin roof assembly: Two slanting longitudinal beams running at the roof
structure of the helicopter between frames #3 and #4. They are connected
through Aluminium alloy I structures.
Bottom Structure beams and frames: Contour setup of fuselage is followed,
through top angles and webs. Stiffness holes are drilled for increase in stiffness
and reduction in weight, covered by Kevlar and Carbon Composite with Flex
core.
Floor Boards: Aluminium face sheets and Aluminium core is floored between
frames #3 and #6. It is designed to carry a load of 600 kg/m2
Fuel Bay: Prepared using foam and adhesives, so as to have smooth surface
bearing. The fuel tanks are fitted using Velcro-tapes.
Centre Post: Provides roll over protection of crew. Accommodates control
rods, electronic and avionic looms. It is fitted with crash protection.
Sliding door: Outer shell and inner frames of the doors are attached adhesives
by cold bonding. It is made of Kevlar prepregs and Nomex core.
The Clamshell door is attached to frame #8 and #9, used to release the cargo
during emergency period.
Stretcher Assembly: Each assembly has two stretchers each. This assembly is
held by eight points in helicopter, between frame #4 and #5
Cargo Release Assembly: There are semi-automatic cargo release for carrying
loads in suspension beneath the helicopter. It secures the suspended load
beneath the helicopter.

Fuselage Assembly

TAIL BOOM AND EMPENNAGE:

Forward Tail Boom: Present between frame #9 and inclined frame #10. It has
two shells- top shell and bottom shell, which is of sandwich construction. The
shells are made of Aluminium face sheets and Aluminium flex core. The top
and bottom shells are riveted.
Empennage: It comprises of vertical fin, horizontal stabiliser and end plates.
 Vertical Fins: Consists of spar made of carbon prepregs. The
intermediate and top ribs are made of monolithic sections. It has totally
seven ribs, two at Intermediate Gear Box, two at Tail Gear Box and one
at the top made of aluminium alloy
 Horizontal Stabilisers: Consists of shell, single spar, intermediate and
end ribs. The shells are made of Kevlar prepregs, outer face sheets and
Nomex core. The web is made of sandwich construction and Nomex
core. It is attached by two forehand fitting spar.
 End plates: Made up of Kevlar face sheets and Nomex core.
 Tail Boom and Empennage
COWLINGS AND FAIRINGS:
There are five cowlings:
 Control Cowling
 Equipment Cowling
 Engine Cowling
 Centre Cowling
 After Cowling
They are fixed through Camlock studs. Meant for covering the respective
equipment from dust, water, etc. It also gives aerodynamic shape to the
helicopter.
Fairings: There are three fairing assemblies:
 Tail drive shaft fairing assembly.
 Intermediate Gear Box fairing assembly.
 Tail Gearing Box fairing assembly.
 Cowling assembly
Emergency Floatation Gear:
There are four stowable floats. The four pressure vessels are charged
with N2 at 4500 psig. It also has an electrical system for initiation of Pressure
Vessels.
Nitrogen is used in the pressure vessel because it is not advisable to store air
containing O2 at high pressure (4500 psig) from fire safety point of view.
The floats are present at forward skid cross tubes and rear slid cross tubes

Emergency Floating Gear

 POWER TRANSMISSION SYSTEM

ASSEMBLY OF A TRANSMISSION SYSTEM:

 Main Gearbox
 Auxiliary Gearbox
 Intermediate Gearbox
 Tail Gearbox
 Tail Drive Shaft

MAIN GEARBOX
It has the following functions:
 Transmission of power and reduction of rotational speed between
engine and rotor.
 Transmission of reaction torque from main rotor to structure.
 Provision of fixed anchoring of flight servo controls.
 Drive hydraulic pumps, alternators, cooler fans, AC component units,
etc.
The components involved are:
 Main Bolt
 Upper Hub plate
 Lower Hub plate
 Stub shaft
 Lift rod
 Titanium Centre Piece
 Hydraulic Pump
 Alternator
 MGB housing
 Freewheel housing
 Actuators
 Gear Input
The assembly of Main Gear Box consists of the following sub-assemblies.
 Collector Gear Subassembly
 Actuating Freewheel Subassembly
 Oil Filter Subassembly
 Accessory Housing Subassembly
Power Train of the Main Gear Box consists of two stage reduction system
between engine and rotor shaft.
The primary power train is made up of spiral bevel input stage followed by
spiral bevel collector gear. It has the following advantages.
 Low weight of the Main Gear Box, including accessory drives
 Ease of arrangements of tail rotor power take-off and accessory drives.
 Spiral bevel gears are used to redirect the shaft from the
horizontal gas turbine engine to the vertical rotor.
Gears manufactured for aerospace applications use high quality materials and
are manufactured to tight tolerances. Special manufacturing machine tools and
computer numerically controlled coordinate measurement systems have
enabled rotorcraft drive system manufacturers to produce extremely high-
quality gears during their normal production.
Gear alignment in Main Gear Box

Gear Parameters in MGB

AUXILIARY GEARBOX:
It consists of spur gear drive train to increase the tail drive shaft
speed from 4163 rpm to 15120 rpm. It runs the oil cooler fan and
auxiliary hydraulic pump of retractable wheel version of ALH
Components Involved:
 Pump bearing housing
 Transfer ring
 Oil Transfer tube
 Bearing Housing
 Transfer ring pump
 Pressure Reduction Valve
The lubricating oil in the MGB gets heated to a temperature of around
1000 C, in order to reduce the temperature of oil, so that the lubricating
capacity of the oil is intact, AGB is provided which is used to cool the
MGB oil and re-circulate the cooled oil to the MGB. It is also used to
drive various auxiliary equipment and to transmit power to IGB.

Auxiliary Gear Box

 TAIL DRIVE SHAFT
Tail drive shafts are used to transmit the motion from Auxiliary gearbox
to Tail gearbox through Intermediate gearbox. Sliding spline connection
is provided between the IGB and the TGB (i.e. Shaft between the IGB
and TGB). This accommodates mounting tolerances and differential
thermal expansion of tail rotor drive shaft and tail boom structure.
There are six tail drive shafts of four different sizes.
It is made of hollow Aluminium alloy with the tubing of Titanium Alloy
fitted with rivets BECAUSE:
 Lighter weight solution with Aluminium Alloy tube segments.
 Better damage tolerances
 Avoid winding up of single long shafting
 Testing is easier when done one by one segments.

Tail Drive Shaft Length in mm Speed IN RPM

Between MGB and 783.1 4163.41
AGB
Between AGB and 1114.5 4163.41
Bearing I
Between Bearing I 1177.55 4163.41
and Bearing II
Between Bearing II 1177.55 4163.41
and Bearing III
Between Bearing III 1136.85 4163.41
and IGB
Between IGB and 1114.5 4033
TGB

Intermediate Gearbox:
Intermediate gearbox is mounted on the tail boom at its intersection with the
canted vertical fin. It has one stage of spiral bevel gearing which serves to
redirect the driveline upward to the tail gearbox through a 125° angle. It has a
small speed reduction (i.e. the speed reduction ratio is (4163/4033). The
estimated dry weight of the IGB assembly is 15 kg. It involves splash type
lubrication.
 Intermediate Gearbox
Tail Gearbox
The main purpose of the Tail gearbox is to drive the tail rotor blade by
receiving the power from the IGB by means of a tail drive shaft. The basic
purpose of the tail rotor blade is to give a force in a direction opposite to the
force generated by the main gear box by virtue of friction which tries to rotate
the whole of the helicopter with it, such that the whole of the helicopter is in a
stable position during the course of the flight. It also involves splash type
lubrication.

TAIL GEARBOX
 ALH ROTOR SYSTEM
It is the most complex system of the helicopter. Agility, human comfort,
structural integrity, performance and community acceptance depends on an
efficient rotor system. The main rotor blades of ALH uses flexible fibre
reinforced plastics (composites), which eliminates the need of hinges, hence
the main rotor blade is hinge less. The pitch change bearing is replaced by
elastomeric bearing, thereby removing the need of lubrication.
Hinge Less Main Rotor & Bearing Less Tail Rotor
The technological advancement in material science especially composites, has
led to the elimination of physical hinges in the rotor system. The main rotor
blades of Dhruv (ALH -Advanced Light Helicopter), uses the flexibility of fibre
reinforced composites in order to eliminate the need for hinges. The flap and
lead-lag articulations are provided by the flexing of the soft neck area of the
rotor blades. This type rotor without mechanical hinges is called Hinge less
Rotor. The pitch change bearings have been replaced by elastomeric bearings
which do not need any lubrication.
In tail rotor of Dhruv, all the three articulations (flap, lead-lag and
pitch) are obtained through flexing and twisting of flex beam. Such rotors are
called Bearing less Rotors.

HINGE LESS MAIN ROTOR

Specifications of main rotor: -
Rotor type: - Hinge less, Fibre-elastomeric
Number of blades: - 4 (composite material)
Rotor speed: -314 rpm.
Direction of rotation: - Clockwise (as seen from top)
Rotor diameter: - 13.2 m (43.3 feet)
Blade plan form: - Rectangular with Parabolic tip.
Blade chord: - 0.5 m up to 0.9242R, 0.167 m at the tip
Aerofoil: - DMH 4 up to 0.8R (STA 5280)
DMH3 from 0.9242R (STA 6100) to 1R (STA 6600)
Advantages of main rotor system: -
1. Reduced number of parts
2. Ease of maintenance (No greasing points)
3. High Fatigue life for rotor hub and blades.
4. Fast control response suitable for superior nap of earth flying and
manoeuvres.
Special features of main rotor: -
1. Glass and carbon composite rotor blades.
2. Carbon composite rotor hub.
3. Upper controls located inside the main gearbox and stub shaft.
4. Rotor blade attachment to the hub through radial and conical bearings.
Materials used for the manufacture of main rotor blade: -
1. Carbon fibres
2. Glass fibres
3. Copper mesh
4. Epoxy resin
5. Foam for the core
6. Lead mass
7. Stainless steel tube for trim chamber
8. Stainless steel sheet and nickel shield for erosion protection
9. Teflon film at the spoon
10.Paint (polyurethane based)
INTEGRATED DYNAMIC SYSTEM:
Integrated Dynamic System (IDS) is the advanced system in ALH, which
combines several key rotor control functions into a single module carrying the
engine power to the rotors.

Integrated Dynamic System in ALH

Main Rotor Hub:
It has the following components:
Hub plates: Two plates made of Carbon composite. It is light in weight, can
handle high load capacity and takes care of stiffness
Titanium centre Piece: They house the radial elastomeric bearings subjected to
lead lag and flapping load from the blades.
Radial Elastomeric Bearings: Concentric Cylindrical metallic shims separated by
elastomers and are bounded to housings. It also provides the feathering axis. It
is maintenance free as there is no lubrication required.
Main Bolt: Titanium bolts are attached so that the rotor blades are mated to
the hub plates through the conical bearing.
Anti-rotation pin: Prevents rotation of the conical bearing about axis of main
bolt
Bearing stop: Prevents linear motion of the radial bearings.
Bracket and Scissor: It is attached to the lower hub plate through a pair of
rotating scissors.
Stub shaft: Thin-walled Titanium alloy fitted which supports rotor head and
houses the upper control.
Swash-plate mast: Mounted on the Main Gearbox with axis coincident on the
rotor axis. It provides vertical axis for sliding motion of swash plate
mechanism. Swash plate moves up and down depending on input given by
collective.
Swash plate: A swashplate is a device that translates input via the helicopter
flight controls into motion of the main rotor blades. Because the main rotor
blades are spinning, the swashplate is used to transmit three of the pilot's
commands from the non-rotating fuselage to the rotating rotor hub and main
blades.
 Swash Plate

VIBRATIONS IN ALH

Causes of Vibration:
1. Mass Imbalance: When centre of rotation does not fall on centre of
gravity. Maybe due to:
 Manufacturing defect
 Installation error
 Propeller Damage
 Corrosion
 Maintenance/Paint/Repair
2. Aerodynamic Imbalance: Due to misshape in Blades
3. When complication such as:
 Compression
 Spark
 Fuel flow
 Worn Wearing
 Intake and Exhaust Variances
 Gear box
 Aerodynamic interactions occur
Effects
 Bearing wear
 Sliding wear
 Cowling cracks
 Exhaust cracks

VIBRATION DAMPERS PRESENT IN ALH:

Anti-Resonance Vibration Isolation System (ARIS)
The Anti-Resonance Isolation System (ARIS) is a six-degree of freedom
vibration isolation system. ARIS isolates the fuselage from the rotor-induced
vibrations. Four units of ARIS are installed between the main gearbox (MGB)
and fuselage. It is placed at ± 45°position to the fuselage centreline. This
results in each unit being subjected to reaction forces generated by main rotor
forces.
An ARIS unit consists of a spring mass system and it transmits low frequency
loads due to flight conditions and absorbs high frequency loads due to
vibration caused by rotation of the main rotor. The ARIS units, each of 2 degree
of freedom, which are interposed between rotor and fuselage system, isolate
vibratory loads pertaining to 3 forces and 3 moments arising from the rotor
and hence ARIS is effective in all 6 degree of freedom.
Function and capabilities of ARIS:
1. It reduces the transmissibility of 4/rev contents of all rotor hub forces and
moments from the rotor/gearbox unit to the fuselage.
2. In case of the total failure of the spring of ARIS the system ensures transfer
of static loads to the fuselage.
3. It is functional in manoeuvres at typical load factors.
4. It significantly reduces the vibration in the continuous power-on at an rpm
range of 98-102%, Where 100% is 32.88 rad / sec.
Components of ARIS: -
The hardware of ARIS, mainly consists of casing ring, support tube, R glass
spring, composite diaphragm, composite pendulum and the elastomeric
bearings.

Active Vibration Control System (AVCS)

Dhruv (ALH) helicopter incorporates a highly advanced hinge less main rotor.
This rotor configuration induces high dynamic loads on the airframe,
particularly at the blade passing frequency 4/rev (21 Hz), which is equal to the
number of blades 4 multiplied by the rotor speed of 314 rpm. The 4/rev main
rotor vibration is a cause of discomfort for passengers and crew, reduces
fatigue life, cause damage to on-board sensitive equipment and increase
maintenance cost.
The AVCS along with ARIS will enhance the crew and passenger comfort and
attenuate the 4/rev main rotor vibration to acceptable levels.
VIBRATION MONTORING SYSTEM:
It consists of MSPU (Modern Signal Processing Unit) and
accelerometers at Main Gearbox and Tail Gearbox for 1/rev and separate
accelerometer at Main Gearbox.
This accelerometer works on the principle of Piezo-Electric effect. The
vibrational output is provided to the MSPU, which process the data and
provide warning signals to DMC (Display and Mission Computer). The DMC
provides the warnings to the pilot if any vibrations are beyond the critical limit.
The MSPU also stores the data of the values of vibration of 1W and 4W, which
can also be downloaded on a diagnostic laptop for processing and analysis. The
software in the diagnostic laptop provides the required solution such as mass
correction and tracking link correction to lower the vibrations with required
values.

Vibrations are measured in the units of ips (inches per second) or G-force(m/s).
The vibration is measured by accelerometer in terms of acceleration, which is
plotted in a graph by the computer against time in the X-axis and ips in Y-axis.
The peak value of vibration is taken for correction.
 FLIGHT CONTROL SYSTEM IN ALH
An AUTOMATIC FLIGHT CONTROL SYSTEM (AFCS) is a system which augments
the stability, improves handling and provides automatic flying thus relieving
the pilot’s workload and also freeing him for other mission related activity by
providing auto pilot functions such as velocity, hold, altitude hold, heading
hold etc.
Control system comprises of:
1. Collective control (using collective stick): for controlling the movement of
helicopter in up and down motion. (PITCH MOTION)
2. Cyclic longitudinal control (using cyclic stick): for controlling the movement
of helicopter in forward and backward direction. (ROLL MOTION)
3. Cyclic lateral control (using cyclic stick): for controlling the movement of
helicopter in lateral direction
4. Directional controls or Tail Rotor Control (using rudder pedals): for turning
of the helicopter in left and right direction. (YAW MOTION)
5. Control rod Vibration Isolation System
6. Force Feel and Trim System (FFS)
7. Push Pull rods and Bell cranks
Need for AFCS:
 Achieve adequate stability. (Stability augmentation)
 Achieve required level of controllability and manoeuvrability. (Control
augmentation)
 Provide good gust response.
 Provide auto pilot modes.
 Reduce pilot workload
Cyclic blade control
Cyclic controls are used to change a helicopter's roll and pitch. Push rods or
hydraulic actuators tilt the outer swashplate in response to the pilot's
commands. The swashplate moves in the intuitively expected direction, tilting
forwards to respond to a forward input, for instance. However, "pitch links" on
the blades transmit the pitch information way ahead of the blade's actual
position, giving the blades time to "fly up" or "fly down" to reach the desired
position. That is, to tilt the helicopter forward, the difference of lift around the
blades should be maximum along the left-right plane, creating a torque that,
due to the gyroscopic effect, will tilt the rotor disc forward and not sideways.

Collective blade control

To control the collective pitch of the main rotor blades, the entire swashplate
must be moved up or down along its axis without changing the orientation of
the cyclic controls. Conventionally, the entire swashplate is moved along the
main shaft by a separate actuator. However, some newer model helicopters
remove this mechanically complex separation of functionalities by using three
interdependent actuators that can each move the entire swashplate. This is
called cyclic/collective pitch mixing.
 HYDRAULICS IN ALH
Hydraulic fluid power is widely used in airborne applications specifically to
operate the flight controls and landing-gear systems due to its compact size,
high response rates, high load holding capabilities and excellent power to
weight ratio. Modern helicopters are no exceptions in this regard due to the
adaptation of advanced rotor systems calling for higher control loads, fast
response requirements and use of retractable landing gear systems. There are
three hydraulic systems involved in the helicopter, in which two are involved in
flight control system, and one is used for utility services like landing gear,
wheel brake, rescue hoist, harpoon and small winch.

SELECTION OF HYDRAULIC FLUIDS:

Suitable hydraulic fluid is selected considering functional
requirements, operating environment and operating temperature limitations.
Careful consideration has to be imparted for the fluid properties like viscosity,
pour point, lubrication ability, oxidation resistance, rust & corrosion protection
etc.
Mil-H-5606 is a mineral based hydraulic fluid which is very much suitable for
hydraulic systems working under operating temperature range -40 to +107°C
with a maximum temperature range of -54 to +135°C.

Each hydraulic system has three modules:

 HYDRAULIC PUMP
 HYDRAULIC PACKAGE
 HYDRAULIC ACTUATOR

HYDRAULIC PUMP:
The most popular hydraulic pumps in the aerospace applications are the
variable delivery axial piston pumps due to their simple construction, smaller
size and low weight against a defined hydraulic power output. The power drain
is absolutely minimum in these pumps due to the existence of automatic outlet
pressure compensator as a part of this pump. These pumps have minimum
internal fluid leakage and collected back to the reservoir through pump case
drain.

HYDRAULIC PACKAGE:
In conventional helicopters, like Cheetah and Chetak, the reservoir unit and
control valves were separate leading to more maintenance. To avoid this, in
modern helicopters like ALH all control valves and reservoirs are clubbed into
single units called as hydraulic package. It is also called as bootstrap reservoir
incorporating all the control valves.
There are two hydraulic packages used in ALH
1. To control the main rotor and the tail rotor
2. To operate accessories such as landing gear, harpoon system, wheel
brake system of ALH
ALH uses 2.75l hydraulic packages

HYDRAULIC ACTUATORS:
Duplex type of hydraulic servo actuators is used in ALH during the main and tail
rotor controls.
All the main rotor actuators in ALH for control channels collective, pitch, roll is
identical in design except for actuator stroke. The weight of each main rotor is
8.75 kg. All the three main rotor actuators are installed on MGB of ALH with
hydraulic interface through specially designed hydraulic manifold.
Other Hydraulic Equipments:
High pressure relief valve is used as a safety equipment to off-load fluid from
high pressure line to reservoir in case of increase in the fluid pressure beyond
125% of nominal system operating pressure.
Check Valve is used to avoid control the fluid flow in a defined direction. For
example, if no check valve is provided in the pump pressure line, the pump
may function as a motor during the system interface with ground hydraulic
power source during system checks.
Solenoid Valve can be used in each of the subsystem in multi-system
configuration to isolate defined sub-system.
Reservoir Low Fluid Indicator, is a part of reservoir to indicate low fluid level
when falls below a predetermined volume.
Pressure Transducer is used to continuously measure the system pressure and
indicate the same in the cockpit.
Pressure Switch is used to provide a low-pressure warning in the cockpit when
the system pressure drops below a defined level.
Temperature Switch can be used to check the temperature of fluid returning
to reservoir & provide a high temperature warning in the cockpit when the
fluid temperature goes above a defined level.
Quick Disconnect Couplings are used in places where fluid connections are
disturbed frequently and to isolate certain sub-systems. This will avoid air
ingress to the system during servicing and eliminates use of any tools for
connection
 ENGINE PRESENTATION
The engines used in ALH are twin-spool Shakti Engine, which is of 1065 KW
class. It is of free turbine type. Main Gearbox is connected to free turbine at
the cold end. Power is taken from the free turbine shaft. It has a two-stage
centrifugal compressor . There is no mechanical connection between the gas
generator turbine and power turbine.
Shakti Engine consists of the following systems.
 FUEL SYSTEM: Supplies fuel into combustion chamber under all
operating conditions. Engine fuel system is divided into:
1. Low Pressure fuel system
2. High Pressure fuel system
3. Fuel injection system
4. Inlet Guide Vane actuating system.
 OIL SYSTEM: Lubricates and cools the mating and rubbing parts and
measures engine torque. This system is fully integrated with engine.
Operation of oil is divided into three parts:
1. Supply system
2. Scavenge system
3. Breathing system
There are many devices such as electro-magnetic detector, pressure and
temperature indicator to monitor the oil system.
 STARTING AND IGNITION SYSTEM: Starter generator starts the engine
with 24V DC external source. After self-sustaining speed, the starter acts
as a generator. Used for
1. Cranking
2. Fuel Supply
3. Ignition
4. Air purging
 INDICATING SYSTEM: These are the engine instruments located at the
instrument panel. Both pilot and co-pilot can monitor the system.
Instruments that are provided are:
1. Gas Generator Turbine speed
2. Power turbine speed
3. Turbine gas generator
4. Engine torque
 5. Engine oil pressure
6. Engine oil temperature
7. Engine limit indicator
8. Fuel flow display unit
 ELECTRICAL SYSTEM: There are three electrical systems involved:
1. From engine to FADEC and accessories
2. From cockpit to FADEC and FADEC to cockpit
3. From engine to cockpit and cockpit to engine.
 CONTROL SYSTEM: Regulates fuel consumed to the engine based
different load requirement and conditions. The control systems involved
are:
1. Fully Authorised Digital Electronic Control (FADEC)
2. Engine Electronic Control Unit.

SHAKTI ENGINE

General characteristics:
Type: Turboshaft
Length: 1,250 mm (49 inches)
Dry weight: 205 kg (452 lb)
Components:
Compressor: Two centrifugal compressor stages, coupled to a single-stage
high-pressure turbine, reverse annular flow combustion chamber, Gas
generator and Power turbines.
 ALH FUEL SYSTEM
It ensures continuous supply of fuel to both the engines while the flight is in
operation mode. The fuel tanks are made of hycalite material as they are light
in weight and fully flexible. The fuel tanks are mounted in the cabin.
Different tanks present in ALH and their capacities:

1. Front Main Tank 525 litres

2. Middle Main Tank 252 litres
3. Supply Tank I 102 litres
4. Supply Tank II 102 litres
5. Rear Main Tank 160 litres
6. Auxiliary Tank (additional) Either 200 or 500 litres
 OBJECTIVES OF TRAINING
This full training was oriented towards a big positive on the exposure to the
works carried out in an aviation industry and hence learnt a good deal from
them. It was a major step towards the practical things going outside our
syllabus, which was like a really different world and the environment we
usually get in our college under the umbrella of our university syllabus.
The base aim of the training was to know about how and in how many stages a
helicopter blade is manufactured. It was also towards the learning of how
complicated a helicopter’s working mechanism can be and what are the ways
our engineers have found to bring it of simplest mechanism, better safety and
more efficiency. The advancement in helicopter since it was first built in any
Indian industry to presently an armed ALH has been a great example of
advancement and of premier example set upon for me and all the upcoming
engineers in future.
 METHODOLOGY
My training consisted of three sessions;
In first session I did attain an industrial environment where I observed the
process and procedure going on in the industry about how machines are used
and how to use the instruments with comprehensive explanations. In this I
observed the working of all the staff and how they operated the machines
taking all the possible precautions.
In second session we were given a manual about the instruments which
included all the details about the parts to be manufactured and how to use all
these instruments under the guidance of my seniors in industry.
In the last session, I observed all the product produced on day and observed
the final assembly obtained from that whole day.
 BENEFIT OF THE TRAINING
As the training was fully concentrated towards our approach in any industry, I
hope this would help me solve real-life problems in the field of engineering.
This training will work up as a boost for me in future, when I step up in the
shoes of an engineer in coming years. This training will also be helpful to me in
future at the time of my project along with all the theoretical knowledge I gain
in my college, as now I can be more confident with my approach towards the
machining, stressing, stretching and other processes going on any of the
materials I have worked on in my short stay with the industry. This short stay
at HAL HELICOPTER DIVISION was of uttermost utility at the time when I will be
supposed to put my visual experience along with my imagination, as said: -
“Invention is the place where poetry and engineering come together”.
 BIBLIOGRAPHY
www.safran-helicopter-engines.com
HAL/Turbomeca
hal-india.co.in
Helicopter Hydraulics
www.danubewings.co
hydraulic pump in helicopter - Google Search
HAL Rudra - Wikipedia
intermediate gearbox OF Helicopter - Google Search
swash plate - Google Search
www.google.com