Internship Report On Light

Combat aircraft (LCA),

Hindustan Aeronautics Limited
Bangalore

NATIONAL INSTITUTE OF
TECHNOLOGY ROURKELA
14/05/2018 to
07/07/2018

Submitted by:
Rohan Bagchi (115EE0291)
ACKNOWLEGDEMENT

It gives me great pleasure in expressing my gratitude to all those

people who have supported me and had their contributions in
making this internship possible.
I thank my college for providing me the opportunity to undergo an
internship at HAL.
First and foremost I express my profound thanks to Ms. Amrita Nayak,
Senior Manager (HR)-TM for accepting my institute request for
an internship at HAL.
With deep sense of gratitude and reverence to my project guide
Mrs.Shivee Agarwal, Senior Manager, Looms for her continuous
guidance, support, motivation and untiring help from her busy
schedule to guide me during the course of my internship.
I also thank Mr.Anil Bhaskara Kurup, Mr.Senthil Kumar,
Mr.Subramaniyam and Mr. B.D.Reddy for giving me the system
specific, in depth knowledge and going out of their way to help me.
Last but not the least, I also express my special thanks to whole
LCA group of HAL for their support.
 CONTENTS

1. Introduction
2. History
3. Specifications of LCA
4. Components of aircraft
5. Numbering system in LCA
6. Loom Shop Components
7. Electrical System
8. Hydraulic systems
9. Power-Plant and Fuel systems
10. Flight Control System

11. Conclusion
 Introduction

Hindustan Aeronautics Limited based in Bangalore, India, is one of

the Asia’s largest aerospace companies. Under the management of the
Indian ministry of defense, this state owned company is mainly involved in
aerospace industry which includes manufacturing and assembling aircraft,
navigation and related communication equipment, as well as operating airport.
Hindustan Aeronautics Limited built the military aircraft in south Asia
and is currently involved in the design, fabrication and assembly of aircraft, jet
engines, and helicopters, as well as their components and spares.
It has several facilities spread across several states in India including
Nasik, Kanpur, Koraput, Lucknow, Bangalore and Hyderabad. The
German engineer Kurt Tank designed the HF-24
Marut fighter bomber, the first fighter aircraft made in India.
Hindustan Aeronautics Limited has a long history of collaboration with
several other international and domestic aerospace agencies such as RSK,
airbus, Boeing, Lockheed Martin, Rolls Royce etc the Indian aeronautical
development agency and the ISRO.

History

Hindustan Aeronautics Limited (HAL) came into existence on 1st

October 1964.
The company was formed by the merger of Hindustan
Aeronautics 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 Aeronautics 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 and Design in 8 locations in India.

Its product track record consists of 12 types of aircraft from in house

R&D and 14 types by license production. LCA so far produced about
3658 aircraft (which include 11 types of indigenous design), 4178 engines &
overhauled over 9643 aircraft & 29775 engines.

HAL has engaged and succeeded in number of R&D programs for

both the military and civil aviation sectors.
The government of India decided to set up a factor in
Lucknow Division in 1969 to undertake license manufacture of
accessories and instruments for Hindustan Fighter HF-24 and
Hindustan jet trainer HJT-16 aircraft. The factory building is ready by
October 1973 and full fledges manufacturing of the accessories to cover
Ajeet, aero engines and helicopters.

Specifications of LCA:
1. Highly optimized wing, with appropriate variation of
thickness, camber and twist along the span.
2. Cross sectional area distribution along the length, adjusted for good
high speed characteristics.
3. Leading Edge slats, scheduled for favorable aerodynamic
behavior.
4. Wing shielded bifurcated air intake with diverters suitably
matched with engine to avoid buzz and to minimize the
distortion throughout the flight envelope.
 Special Features of TEJAS:

Compound Delta Platform

Relax Static Stability
Composite Structure
Fly-by-wire Flight Control
Computer based monitor and control of Electro Mechanical
Systems
Glass Cockpit
Multi-Mode Radar

Components of aircraft
Fuselage
The fuselage includes the cabin and/or cockpit, which contains seats
for the occupants and the controls of the plane. In addition fuselage may
also provide room for cargo and attachment points for the outer
major airplane components. Some aircrafts utilize an open truss structure.
Strength and rigidity is achieved by welding the tubing together into
series of triangular shapes called trusses.

Wings
Wings are airfoils attached to each side of fuselage and are main
lifting surfaces that support the plane in flight. There are various
wing designs, sizes and shapes used by various manufacturers each fulfill
a certain need with respect to the expected performance of the particular
plane.

Control surfaces
1. Vertical stabilizer and rudder
The vertical stabilizer functions with the same principle a wing
does, but being symmetrical. It is a main control surface of
airplanes (fix-wing aircrafts). Obviously, it has a vertical position,
usually in the tail of the aircraft. There can be multiple vertical
stabilizers (in large aircrafts usually).

2. Horizontal stabilizer and elevator

The horizontal stabilizer is the main control surface of the aircraft, mainly
of airplanes (fixed-wing aircraft). It functions a fuselage which
provides stability to the aircraft in the Z-axis. Its function is
not to provide more lift but to control the pitch of the aircraft (by
modifying the angle of attack of the wing). This is thanks to a
moving part or parts called Elevators, which act like an aileron, and are
controlled by the longitudinal axis of the joystick or wheel.

Lift Control devices

As well as speed and pitch, there are some devices which make
possible to modify the lift modified by the wing. These act on
aerodynamics of the wing, mainly on boundary layer.

Flap
Flaps increase the wing surface or curve generating more lift with same
speed. They are very used to slow operations, mainly during landings and
take offs.
There are several types of flaps:
Plain flap
Split Flap
Flap Zap
Flap Fowler
Flap Multi-Fowler
Slat
A slat is a thin air foil deployed form leading edge of wing. This
acts as a new little wing, but its objective is not to produce lift but to
generate the circulation needed for it. This reduces the
maximum lift also, making its distribution along the wing softer, but
allowing the boundary layer to detach layer (by reducing the
adverse pressure generated in the trailing edge).
Piston Engine
Piston Engines are common four-stroke cycle engines. Of course
they are designed in particular for airplanes, so they use aviation
gas and have special characteristics, but their function is very
similar to a car engine. Transmission of these engines is connected to a
propeller so they can provide thrust.

Jet Engine
A Jet Engine produces thrust by compressing air and releasing it
through a directed pipe or nozzle. An aircraft jet engine is
composed of an intake chamber or valve, a fan, one or several
compressors, a combustion chamber, one or several turbines and an
exhaust nozzle.

LCA ASSEMBLY

Sequence of operations:
Front fuselage jig calibration and fabrication
Centre fuselage jig calibration and fabrication
Rear fuselage jig calibration and fabrication
Coupling front, centre and rear fuselage
FOD check on fuselage
Wing jig calibration and wing fabrication
Nose box, slats, elevens, rudder jig calibration and fabrication
Equipping and final assembly
Environmental control System
Power-plant and Fuel System
Flight Control System
Hydraulic and Landing Gear System
Seat and Safety System
Electrical and Electronics System
Pylons, drops-tanks, missiles ,brake parachute

Numbering System in LCA:

Cables in LCA:

Different types of cables were used (it includes 22, 20, 18, 16, 14, 12,
… , 0, 00 gauge wires) to interconnect all the components in the
aircraft. As the value of gauge increases, area of cross section
decreases, resistance increases and current rating decreases.
Classification based on:
Core:

Single Core
Multi Core
Shielding:
Shielded
Unshielded

The colour of the insulation over the cable depends on its

classification.
Connectors in Electrical system:

Each movable connector has a corresponding fixed connectors

mounted to the aircraft. Different Connectors are used in LCA
depending on the size of the wires.
Fixed Contacts: 20 Series and 24 series
Movable Contact: 26 Series
The orientation of the connectors is designed in such a way that each
connector is unique; no connector can be coupled with other
connector.
Numbering system for connectors:

Back Shells in LCA:

The back shell protects in many ways. If it includes a grommet

cable entry it can prevent ingress of dirt, moisture and liquids. This
environmental seal can be maintained provided that all grommet
entries are either populated with a wire or cable or are plugged.
Maintaining the seal also depends on ensuring that the cables are never
bent to an excessive angle, typically not more than 13, away from the
connector axis. Using a back shell with strain relief or a cable clamp can
protect from excessive cable flexing and bend, as
well as removing loading from the connector pin solder or crimp
joints. Different back shells (45, 90 or straight through cable
entries) can be chosen.
Few back shells used in LCA:
 ELECTRICAL SYSTEM
Main power sources are 115V, 400Hz AC System rated 30/40
kVA capacity
Standby sources are 5kW DC Generator and 5kVA, 115/200V
AC Hydraulic driven generator
Main power sources cater entire electrical load requirements.
DC loads fed by two 250A TRU(transformer rectifier
units)working in parallel
Batteries are float charges on DC emergency bus bar
Power Generation System:
1. AC Generating system:
Basic power is generated by one 30/40kVA(main power
source) with standby sources of kVA hydraulic driven
generator and 5kW DC generator mounted on engine gear box
Main features are:-
1. Generator Control Units (GCU) provided for control,
regulation and protection of respective generators.
2. GCU controls generator line contractors which in turn
controls all generators to respective bus bars.
3. Power transfer and load shedding are carried out by
connecting or disconnecting bus tie contactors.
4. Emergency ac power is provided by a static inverted of
250VA capacity
AC distribution has two parts
i) One single phase ac emergency bus bar
 ii) Three phase ac bus bars. Three phase ac bus bars divided into
- AC main bus bar
- AC essential bus bar and
- AC alert bus bar

2. DC Generating System:

DC is derived through two TRU of 250A in parallel (for normal

condition) and standby 5kW DC generator (for failure condition)
with battery connected across a buffer.
Main features are:-

GCU is provided for control, regulation and protection of 5kW DC

generator.
Emergency DC power is provided by two 45AH batteries in parallel and
kept on float charge.

DC distribution system consists of

- DC Main bus bar
- DC essential bus bar
- DC alert bus bar
- Battery bus bar
Power Supply
1. Normal working
Main generator supplies all AC bus bars (AC main, AC
essential, AC alert and AC emergency bus)
TRU-1 and TRU-2 in parallel supply all DC bus bars (DC
main, DC essential and DC emergency and battery bus).

2. Failure of anyone TRU

Other TRU supplies all DC bus bars with batteries.

3. Main power source failure condition

If 30/40kW generator fails two standby generators come into

operation.
5kW DC generator hydraulic driven generator supplies AC
essential and AC emergency loads.
5kVA Generator
DC generator supplies DC essential and DC emergency loads.
4. When all the generating source fails, DC emergency bus is
supported by battery and through 250VA static inverter, the AC
emergency bus is powered.

Power supplies characteristics

1. Power supply availability
AC and DC supplies will be available right from engine
ground idle rpm to maximum rpm.
2. Equipment power supply criteria
Equipment is generally designed to operate from aircraft
primary AC power supply.
Flight critical loads will preferably operate from aircraft
DC power.
All three phase supplied equipment will be accepting
nominal of 220V (line to line).

3. Power factor
Power factor of ac equipment under steady state is
approximately equal to unity.
Power factor of ac equipment under full load will be 0.7
 Hydraulic systems
The teja’s aircraft is provided with a reliable hydraulic power
system for maximum combat survivability and for operational
readiness. The hydraulic power system consists of two independent
systems namely 1 (RH) and system 2 (LH).In addition to this an
emergency system provides hydraulic power in the event of system
1 and system 2 failure. The hydraulic fuel pipe lines are routed
sufficiently to apart to enhance operational reliability.
System 1 and system 2 simultaneously supply power to primary flight
control system. Two more p0wer sources namely engine driven
pump (EMDP) and electric motor driven pump (EMDP) provide
emergency hydraulic power. The system 2 is coupled with ADP which is
mounted on systems gear box and supplies hydraulic power in pump
failures. The EMDP provides the emergency power when system1 and
system 2 fail.
The hydraulic power system consists of main hydraulic pump (RH
& LH),engine driven pump, electric motor driven pump, boot strap
reservoir(RH & LH), accumulator (RH& LH),accumulator(wheel
brake),high pressure filters ,low pressure filters and case drain
filters.
The different systems operated by hydraulic power are:
Primary flight control actuators of in-board elevons, outboard
elevons and rudder
Two Hydraulic Motor Driven Generators (HMDG 1 and 2)
supply independent electrical power to Flight Control System
(FCS).
 Secondary controls namely leading edge stats and airbrakes
Undercarriage system, wheel brake system (Brake
Management System) and nose wheel steering system
Hydraulic Motor Driven Generator (HMDG 5KVA) for
emergency electrical power generation and Hydraulic Motor
Driven Fuel Pump (HMDFP) for emergency fuel supply
Parking brake
Working
When engine of the aircraft is ‘ON', a power Take-Off (PTO) shaft
drives an Aircraft Mounted Accessory Gear Box (AMAGB), which
in turn drives two independent hydraulic pumps. During normal
operation, these pumps deliver hydraulic power to hydraulic
System1 and System 2. The EDP supplies hydraulic power to System 2
when system pressure drops below 260 bars. The Electric Motor
Driven Pump is provided for emergency hydraulic power at a rated
pressure of 210 bars. These pumps are named as Pump 1, Pump 2, Pump
3 and EMDP. Pump1 of System 1 supplies power to ‘Piston end’ of
tandem actuators of elevons, Rudder and to hydraulic Motor Driven
Generator (HMDG-1). The Pump also supplies fluid through an
isolation valve to undercarriage (normal operation), Wheel Brakes
(normal operation) Leading Edge Stats. Nose Wheel Steering.
Hydraulic Motor Driven Generator (HMDG
5KVA) and to Hydraulic Motor Driven Fuel Pump (HMDFP).

Pump 2 of System 2 supplies power to the Mounting end of

tandem actuators of Elevons, Rudder and to the Hydraulic Motor Driven
Generator (HMDG 2). This pump also supplies fluid through
an isolation valve to Undercarriage (Emergency
operation). Wheel Brakes (Standby). Airbrake and Parking brake.
Pump 3 (EDP) supplements Pump 2 output flow, if the pressure in
System 2 drops below 260 bars. The EDP is a back up for System 2. This
is mounted on engine gearbox LH side.
Electric Motor Driven Pump (EMDP) supplies fluid only to
primary flight control actuators in the event of failure of Pump 1, Pump 2
and Pump 3 or engine failure. The EMDP
is located between stations 30 and 31 LH side.
 POWER – PLANT AND FUEL SYSTEMS

POWER-PLANT
The power-plant used in TEJAS is F404-GE-IN20. It is a low bypass ratio
twin spool turbofan engine with after burner. The engine operates on
the basis of Brayton cycle, which is a constant pressure cycle as
combustion takes place at constant pressure in the combustion
chamber. During this period the volume increases with increase in
velocity. The gasses expand in the turbine and exhaust through the
nozzle and produce the thrust. The F404-GE- IN20 engine has six
motor modules and an accessories assembly. The engine has two
rotor systems. The low-pressure system consists of three-stage fan
driven by a single stage low-pressure turbine with maximum rpm of
13270. The high-pressure system consists of seven-stage axial flow
compressor driven by a single stage high-pressure turbine maximum
rpm of 16810. Both the fan and the compressor incorporate a variable
geometry system. The engine has an annular combustion chamber with
18 fuel injectors and the power to drive the accessories is extracted from
the engine by the engine mounted accessory gearbox. The engine is fitted
with after burner and variable exhaust converging-diverging nozzle.
The Engine specifications are as follows.
Bypass ratio = 0.34
Minimum air flow rate = 70.6 kg/s
Overall pressure ratio = 27:1
Dry thrust = 5544 kg at intermediate rated power rpm
Maximum thrust = 8322 kg in after burner mode
Weight = 1059 kg
Length = 3922 mm
Diameter = 883.92 mm

The engine is fitted with FADEC Full Authority Digital Engine

Control. It controls all the performance of the engine.
Compressed air is tapped from 7th stage for environmental
control system. The major components installed on the engine and
the engine accessories are as follows:
Jet Fuel starter(JFS)
Alternator
Variable Exhaust Nozzle(VEN) Power Unit
Fuel Metering Unit(FMU)
Main Fuel Pump(MFP)
Afterburner Fuel Pump(ABFP)
Afterburner Fuel Control(ABFC)
Lube and Scavenge Pump
N2 Core Speed Transmitter
Hydraulic Pump
Fuel Cooled Oil Cooler(FCOC)
 FUEL SYSTEM
The purpose of fuel system is to provide uninterrupted fuel supply to
engine under all conditions of flight. The fuel system has integral
fuel tanks in the fuselage, in the port side wing and starboard side
wing. In addition to this the aircraft is capable to carry three Drop
Tanks (DT) i.e. one Center Drop Tank (CDT),two in-hoard wing Drop
Tanks (WDT).The tanks FIA, F1 top, F1 bottom F2 are located in
fuselage. FIA tank is located under the avionics bay. F1 top and F1
bottom is located between 22nd and 24th station. F2 tank is located
between 24th and 30th station. Except F1 and F2 other fuel tanks are
pressurized. The internal tanks are pressurized with 6.3 psi. Drop tanks
of 1200 liters, 800 Jitters capacity is fixed at the inboard, mid
board and at belly pylons. They are pressurized with 10.3 psi. The
tanks are pressurized by environmental control system. The fuel
system incorporates a pressure refueling/defueling connector to
refuel/defuel the aircraft from a single point. This refueling/defueling
connector is installed at port side of the aircraft between stations 21 and
22. All tanks are provided with filler caps to enable gravity refueling.
FLIGHT CONTROL SYSTEM
The Tejas aerodynamic configuration is based on a pure delta-
wing layout with shoulder-mounted wings. Its control surfaces are all
hydraulically actuated. The wing’s outer leading edge
incorporates three-section slats, while the inboard sections have
additional slats to generate vortex lifts over the inner wing and
high-energy air-flow along the tail fin to enhance high-AOA
stability and prevent departure from controlling flight. The wing
trailing edge is occupied by two-segment elevons to provide pitch and
roll control. The only empennage-mounted control surfaces are the
single-piece rudder and two airbrakes located in the upper rear part of the
fuselage, one each side of the film.
The flight control system consists of following LRUs:
Nose Air Data Probe (NADP): to give speed and altitude. It is
positioned at the tip of the nose cone.
Side Air Data Probe (SADP): to give speed and altitude. It is
positioned on both sides of the front fuselage.
Angle of Attack sensor (AOA): 1 AOA sensor installed at the
bottom and 2 are installed at the side. The one at the bottom measures side
slip.
CONCLUSION

During my internship at LCA Tejas Division, I learnt how HAL

manufactures and assembles different components of the aircraft, various
processes and procedures involved in order to design, manufacture
aircrafts of such high quality and standards. I gained new
knowledge, skills and experience which otherwise I would have never
gained through going straight into a job. I also got a brief idea about the
advancements in terms of technology of the ejection seat and were also
introduced to the weapon systems. I came across different types of
cables, connectors, power generation, distribution and protection
systems. In the later stage of the internship, I was introduced to some of
the hydraulic and flight control systems of LCA Tejas where I
understood how these systems work together in order to control the
aircraft and I also got to know about the various backup systems present
in the aircraft. The manufacturing cycle helped me visualize
and understand the challenges, existing and forthcoming, faced by the
industry. Besides the technical aspects, this internship has indirectly
helped me to learn discipline, patience, self- trust and ability to solve.
This internship has also helped in gauging the difference between
practical knowledge and the application of it.