IN-PLANT TRAINING

REPORT

Submitted to:
Mr. Kuppuraj, AGM, Fuselage Group, ARDC

Under the guidance of:

Mr. Parvatham R, Fuselage Group, ARDC

Submitted by:
MANASA M
ALKA KARAN
NIKITHA NARAYANAPRASAD KARAKKAD
Amrita Vishwa Vidyapeetham(University), Coimbatore

Period of training:
From: 22/06/2015 To: 11/07/2015
 2

TABLE OF CONTENTS

SNO TITLE PAGE NO

1 Acknowledgements 3
2 Introduction to HAL 4
3 TYPES OF AIRCRAFT 8
4 Fuselage 13
5 Aerodynamics 18
6 19
7 Avionics 21
8 Composites 24
9 Design and Manufacturing Processes 26
10 ECS and LSS 29
11 FCS 30
12 Hydraulics 31
13 Materials 32
14 Power Plant and Fuel Systems 34
15 36
 3

ACKNOWLEDGEMENTS
We would like to thank the Aircraft Research and Development Center,
Hindustan Aeronautics Limited for granting us the opportunity to intern for a
period of three weeks. We would like to thank Mr. Kuppuraj (AGM, Fuselage
Group, ARDC, Bangalore) for allowing us to be a part of the Fuselage group.
We would personally thank Mr. Parvatham R (Fuselage Group, ARDC,
Bangalore) for guiding us throughout our internship and offering us valuable
advice.

Secondly, we would like to thank the following officers at ARDC for their
valuable time and knowledge

 Mr. Ashwin KP, Miss. Shraddha – Landing gear group

 Mr. Mukesh, Mr. Arun – Wing and Empennage group

 Mr. Srinivas, Mr.Rajath – Fuel systems group

 Mr. Venkatesh, Mr. Kiran, Mr. Prashanth, Mr. Krishnakumar, Mrs. Divya
Madhuri – Fuselage group

 Mr. Diwahar, Mr. Palani Rajan, Mr. Suresh, Mr. Guruswamy – Stress
analysis group

 Mr. Hitesh – Flight Control Systems group

 Miss. Monica, Mr. Arjun, Mr. Kannan – Aerodynamics group

 Mrs. Rajashree Pillai – Materials group

 4

INTRODUCTION TO HAL
Hindustan Aeronautics Limited is one of the major aircraft
manufacturing companies in Asia with a rich heritage spanning over 75 years.
It was founded in 1940 by Mr. Seth Hirachand Walchand with the objective of
meeting the needs of the Indian Air Force along with developing the aerospace
industry in India. During World War II, it served as an MRO unit to the United
States Army Air Force and produced railway coaches in the interim period,
post-war. HF -24 Marut was one of the first indigenous fighter aircrafts
produced by HAL. Over the span of years, they produced many trainers and
fighters like Kiran, Chetan and some utility aircrafts like Basant. They also
manufactured licensed aircrafts like Dornier, Sukhoi Su-30 MKI, Jaguar and
Hawk.

HAL currently comprises of 19 Production Units, 1 Facility Management

Division and 10 R&D centers spread across India in locations like Bangalore,
Hyderabad, Koraput, Nasik, Barrackpore, Kanpur, Korwa and Lucknow.

The Bangalore complex of HAL includes the following divisions:

 Aircraft
 Overhaul
 Aerospace
 Engine
 Helicopter
 Foundry and Forge
 Airport Services
 Facilities Management
 IJT Limited Series Production
 LCA Limited Series Production
 Central Materials and Process Laboratory Centre
 IMGT

The ongoing projects in HAL Bangalore are the following:

 LCA – Tejas
 5

 HTT 40
 HJT 36 – Sitara
 ALH – Dhruv

TYPES OF AIRCRAFTS
1. Trainer
a. Piston engine
b. Turboprop - Basic Trainer (HTT 40)

c. Club Trainer
d. Jet Trainer
i. Intermediate Jet Trainer(HJT 36)
 6

ii. Advanced Jet Trainer(Hawk)

2. Military aircrafts
a. Fighter(LCA-Tejas Air Force/Navy)

b. Bomber
3. Transport aircrafts
a. Passenger
b. Executive
c. Cargo

TYPES OF JOINTS
The joints in a structure are broadly classified as follows:

 Permanent Joints – Rivets, Welds

 7

 Temporary Joints – Bolt and Nut

Some important joints in an aircraft are the following:

 Engine Mount
 Landing Gear Attachment
 Fin Attachment
 Canopy and Wind Shield
 Wing attachment
 Air Brake attachment

An aircraft structure comprises of fuselage, wing, empennage and landing gear.

 8

FUSELAGE
Fuselage is the body of the aircraft which holds the lift producing and
the control surfaces and the landing gear together. It contains various systems
like avionics, ECS and LSS, fuel and engine, hydraulic systems and carries
payload (passengers /cargo in transport aircrafts and pilot/trainer in military
aircrafts).

There are three types of fuselage structure based on its construction:

 Truss type
 Monocoque
 Semi monocoque

Early lighter than air vehicles like hot air balloon had a monocoque
structure and the first series of aircrafts had a truss type of fuselage. In the
monocoque type, a thick hollow single structure takes the entire load on the
fuselage and has a disadvantage of propagation of crack and ready failure in
the presence of any defect. With the advancement in aircraft design, the semi
monocoque structure was adopted as it overcomes this limitation. In this type
of fuselage structure the thin skin is stiffened and prevented from buckling by
using stringers,bulkheads,frames and longerons which makes the structure
strong enough to endure various shear forces and bending moments acting on
it. It also has the added advantages of reduction in weight of the aircraft and
ease of manufacturing and repair. This structure is presently used by almost
all modern aircrafts.

Longerons are longitudinal members which run through the length of the
fuselage and take axial and bending loads. Bulkheads and frames enhance
buckling strength of the skin and provide shape to the fuselage. Bulkheads
enable transfer of loads from wing to fuselage and vice versa. Stringers are
shorter members that act as stiffeners and function similar to longerons.
Shear walls are present between top and bottom longerons on either side of
the bulkhead and as the name suggests, distribute the shear load between the
longerons and the bulkhead. Apart from these basic structural members, side
 9

walls and floors divide the internal structure into cells to allocate space for
other systems.

There are three types of frames typically found in a fuselage structure:

 Open ring – it is found at locations where systems like landing gear are
attached
 Close ring
 Full web – it is found at locations where there is a requirement to
withstand high pressure, say at the front and rear of the
cockpit(internally pressurized)

For the ease of manufacturing and assembly the fuselage is divided into
front, centre and rear fuselage.

FRONT FUSELAGE:
The front fuselage consists of a nose (radome in the case of a fighter
and IJT and a propeller in case of a basic trainer), wind screen and canopy.
Radome is the cover for the radar which is fitted in the front part of the
fuselage. It is made up of Kevlar which has a large impact resistance and
capable of transmitting radar signals without attenuating the signals. Both the
windscreen and the canopy are transparent in nature. This is done for proper
and clear vision. The windscreen and the canopy need to withstand various
forces like pressure difference, aerodynamic pressure, bird impact, airframe
torsion, thermal expansion and contraction and fatigue. In order to withstand
these forces, the material used to manufacture these parts need to have high
strength to weight ratio, thermal properties, abrasion and impact resistance.
Stretched acrylic sheets are best suited to manufacture these parts. Since the
wind screen is subjected to higher risks of a bird impact, it is made sufficiently
thick compared to the canopy. The canopy is hinged at the sides and
supported by a spring mechanism enabling the pilot to lift the canopy and
enter the cock pit effortlessly. Once the pilot is seated in the cock pit, he can
lock the canopy, a seal which is attached to the rim gets inflated automatically
thus preventing any pressure leakage. There is a provision of oxygen intake
for the pilot’s
 10

sustenance. Various sensors are attached to indicate whether the cock pit is
shut or not. This is for the pilot’s safety. In case of an emergency, the pilot can
pull a trigger which initiates an explosion of the RDX which is pasted in a
beading attached to the edges of the canopy. Once the canopy, the pilot can
escape with his ejection seat which is fitted with boosters and a survival kit.
For fighters, a stub wing is attached for the smooth transformation from the
fuselage to the delta wing.

CENTER FUSELAGE:
The centre fuselage carries shear and bending type wing attachments to
transfer the load from the wing to the bulkhead. The number and position of
these attachments depend on load on wing. In case of LCA, there are three
shear attachments and two bending attachments. In HTT-40, there are two
shear attachments and one bending attachment.

Between two stations, there is a provision for DC distribution box,

ground maintenance panel and fuel filling panel.

In fighter aircrafts and in certain intermediate and advanced jet

trainers, a pylon is provided, to which a drop tank or missile can be attached.
In LCA, the pylon attachment is provided is at the rear and mid stations. Gun
bays are present at LH of the middle stations whereas RH of one of the station
has a facility to fit an ammunition box. LDP (laser designator pod) fitting is
also provided.

Air ducts for atmospheric air intake is present at either sides of

bulkheads. A trouser duct is also present for the same purpose below the
spine. Air duct converges to a circular shape towards the rear from the last
few stations.

Landing gear is attached to the fuselage to two stations using a RRJK

(Radius Rod Jack Fitting).

The center fuselage contains the F1 fuel tank running through the center
of the bulkheads and F2 fuel tank between the trouser duct and the spine. It
 11

also contains a secondary power system which uses batteries and gear boxes to
ignite the engine. It may be used as a backup in case of engine failure.

REAR FUSELAGE:
Air brakes are used in aircrafts during landing to produce drag. The rear
fuselage of the LCA has an air brake hinge and air brake jack. The vertical fin
attachments are also provided at these stations. The trailing edge of the wing
root is attached at the aft station

Based on the type of engine that the aircraft uses to propel, the location
of the engine in the fuselage varies. In case of a turboprop type, the engine is
located at the front fuselage (as in HTT-40) whereas when a turbojet engine is
employed, it is mounted in the rear section (as in LCA).

The top and bottom floor assembly runs through the length of the rear
fuselage to provide extra support and also to create space to place avionics
equipments and is covered by skin on the sides.

In the LCA, the engine is attached to the top floor assembly on the sides
(using guide pins) and held up by the bulkheads. A tie beam which is a
movable member attached to the engine bay door, is provided at a station for
the purpose of mounting the engine. The engine is covered by a shroud which
protects the surrounding structures from the heat and vibration in the engine
and is insulated with polyamide foams. Engine cooling is done using a pre
cooler attached in the dorsal spine at the junction of the center and rear
fuselage.

Top skin separates the bulkhead from the spine. Between the spine and
the engine shroud, ECS units are placed which are accessed through covers on
the side walls.

TEX (Trailing Edge Extension) assembly is located at the last few

stations and it contains equipments like data recorder, cockpit voice recorder,
and lightning box, SSCDR (Solid State Crash Data Recorder and firing
controller (CMD) Cut outs are provided on the cover of SSCDR for the purpose
of cooling.
 12

The end cone assembly, aft the airbrake, consists of formation lights and
the parachute bay. The end cap is opened during landing ejecting the
parachute thus providing additional drag.

AERODYNAMICS
Based on the ASR (air staff requirements), and the NMG, the aerodynamics
group generate a suitable aerodynamic body. A prototype is made and is
tested in the wind tunnel for static motion and the rotary test to check for the
dynamic motion. Similar conditions are simulated in the CFD and various
parameters are checked and verified. The flight test centre interacts with the
pilot during the flight test and notes the data and checks with the other results
produced. From then onwards continuous tests are done and the various
parameters and data is monitored.

CFD is used for its low cost and speed and various properties like mass
transfer, flow of heat, phase change, chemical reaction, mechanical movement
and stresses endured by the body will be depicted. It works on the basis of the
Navier-Stokes equation.

Steps followed in using CFD:

1) Identify the problem

2) Choose an airfoil section that suits the problem , model the geometry
and the flow domain
3) Grid and mesh is created
4) Specify the boundary condition and the initial condition
5) Solution is generated
6) Visualize various parameter distributions
7) Each point on the grid gives the required parameter at that point, on
integrating the load at all points we can find the total load acting on that
body.
 AVIONICS
The avionics in LCA mainly consists of the following:

1. A USMS (Utility Systems Management System) which relays information

from the systems to the Open Architecture Computer (OAC).
2. An OAC (Open Architecture Computer) that processes the information
from the USMS and sends it to the display in front of the pilot.
3. A bus (1553B Serial in case of LCA) with multiple channel redundancy
that relays the information from the USMS and transfers it to the OAC.
4. A Multi Functional Display (MFD) which collectively displays the
information gathered from the various sensors and micro switches in
the systems, to the pilot.

In earlier versions of LCA, the USMS consisted of four electronic units – DHEU,
EEMS, DFM and ECM. In more recent aircrafts, the DHEU and EEMS units were
combined to form the BHEEM –EU and DFM and ECM, to form ECFM – EU. The
BHEEM – EU controls the following systems in an aircraft:

Hydraulics

Undercarriage

Electronics

Engine
BHEEM-EU
Brake Mechanism System

Nose Wing Steering

Fire Detection Warning System

Vibration System
1. The hydraulic systems are duplex redundant and consists of two
systems. On failure on one, the other takes over and on failure of both,
signals are transmitted by EMDD.

2. The undercarriage has micro switches which relay information to

BHEEM-EU as to whether the undercarriage is retracted and up locked
or extended and down locked.

Signal Significance
Green Extended and Down locked
Red In transit
No signal Retracted and up locked

3. The avionics in an engine consists of a Jet Fuel Starter (JFS) and an

Integrated Drive Generator (IDG) connected to the Aircraft Mounted
Accessory Gear Box (AMAGB).The JFS unit has a Ground Relay Unit
(GRU) and a battery which provided initial power to the aircraft through
the Power Take-Off (PTO) shaft and is cut off, once the engine rotation
reaches its self sustained rpm. The IDG performs the dual function of an
engine drive until the engine is self sustained and then acts as a
generator. This logic is controlled by BHEEM –EU.

4. There are different breaking mechanisms for an aircraft:

a. Direct Breaking
b. Retraction Breaking
c. Anti Skid Breaking
d. Engine runway Breaking

According to the input from the pilot and the sensors on the wheels, the
BHEEM –EU operates the Shut-Off Valve (SOV), controlling the amount
of hydraulic fluid that flows into the breaking system.

5. The BHEEM –EU operates the Steering Valve (SV) similar to the SOV in
the breaking system.
 6. Information from temperature sensors placed along the shroud of the
engine is processed and a warning is signaled if the engine temperature
exceeds the allowable limit, thus indicating a fire.

7. Piezo-crystals placed on the shroud of the engine senses the amount of

vibration and according to AWD standards signals the pilot if it exceeds
an acceptable value.

HYDRAULIC SYSTEMS
Hydraulic systems are an integral part of the aircraft. A lot of mechanisms like
pressurization, landing gear and power generation use hydraulic system.
Hydraulic jacks are used to maintain the pressure in the cock pit.

The main units for power generation are the pump, reservoir and the
accumulator. The HMDG, HMDFP and the EMDP are exclusively used in the
LCA. An isolation valve is used in the lines to block the utility circuit to prevent
any leakages. LCA is fitted with two pumps; if pump 1 fails then the second
pump can be used. If both the pump fails then EDP which is an engine based
motor is used as a backup. If EDP also fails then EMDP will be automated. The
actuators use pneumatic systems for its working. The reservoirs are placed in
the landing gear bay.

The under carriage and the wheel brakes have a primary and secondary
system whereas the air brakes and the parking brakes have just one system.
Ti and Al pipe lines are used for its strength as the working fluid used is highly
viscous. The working fluid used should be fire resistant and the viscosity
should not change by a high factor as the temperature changes.

Each component and pipes are tested. Validation in hydraulic system is to

check if every component works in the given specific times. Tests are done to
check if it is leakage proof, slushing is done to remove dust and foreign
particles. Functional tests are carried out. Wheel brakes are checked in the
normal and standby mode. Nose wheel steering systems are checked using the
rudder pedal. Finally, working of all FCS is checked. After completing all the
validations a report will be made.
DESIGN AND MANUFACTURING PROCESS
STANDARD ELEMENTS PURCHASING

Some of the elements were planned to be purchased instead of

manufacturing in-house though they are bit costly.
Process selection

A process is necessary to shape, form, condition form material &

components with the help of machine & labour in order to convert raw
material into a finished product.
Selection process depends on

 Current production commitments

 Delivery date
 Quantity to be produced
 Quality standard
 Tools & machines capability
 Fixtures, instruments capability
 Mantainability

Production Planning

 Manager-Production receives schedules from manager- marketing.

 Based on the schedules, Manager Production reviews the schedule and
shift-wise, machine-wise production planning will be made.
 Daily Production Plan/schedule for the machines will be displayed on the
Notice Board.

 Production Planning details will be entered in the shift-wise production

report
MANUFACTURED PRODUCT OF HAL

BRACKET
13
 18

.
S.V.H.T.I SETTUP SHEET
C:\D-drive\HAL-AEROSPACE-PL2E2-0.11510.77-01-2ND
SETTING

Tool
Sl Program Prg Prg Tool Tool Flute
Tools hight
No No discription Allowances Pocket Length
Offset

7710 MAIN.NC ALL PROGRAM CALLING..

1
RGH
7711 DIA 20X5R SCOP
2 BULL MILL 0.5 Allows T-1 H-1 Fl=65.0mm

7712 DIA 20X5R FACE FIN

3 BULL MILL 0.05 Allows T-1 H-1 Fl=65.0mm

7713 DIA 12X3R

4 BULL MILL RE RGH 0.5 Allows T-2 H-2 Fl=60.0mm

7714 DIA 12X3R

5 BULL MILL WALL FIN 0.05 Allows T-2 H-2 Fl=60.0mm

7715 DIA 6 BALL

6 MILL COR FIN 0.05 Allows T-3 H-3 Fl=60.0mm

7716 DIA 10 BALL

7 MILL TOP FIN 0.05 Allows T-4 H-4 Fl=30.0mm
DIA 2
7717 CENTER
8 DRIL SPOT T-5 H-5 Fl=60.0mm

7718 DIA 6.5

9 DRIL T-6 H-6 Fl=65.0mm

7719 DIA 12 FLAT OD TRIM

10 MILL RGH 0.5 Allows T-7 H-7 Fl=65.0mm

77111 DIA 12 FLAT OD TRIM

11 MILL FIN 0.05 Allows T-7 H-7 Fl=65.0mm

77112 DIA 12 FLAT

12 MILL LEG TRIM 0.1 Allows T-7 H-7 Fl=65.0mm

77113 DIA 12 FLAT

13 MILL TRACE 0.1 Allows T-7 H-7 Fl=65.0mm

77114 PLUNCH
14 DIA 12 DRIL HOLES T-8 H-8 Fl=65.0mm

77115 DIA 80 FACE

15 CUTTER MILL T-9 H-9
 CNC MACHINE USED

CNC MACHINE FEATURES & SPECIFICATION

LG-800 Features

 Rigid one piece bed & wide column design

 User friendly and ergonomically designed control panel
 Choice of Mitsubishi, Fanuc or Heidenhain controllers
 Absolute servo motor detection on all axes
 Spindle speeds up to 12000rpm
 Rapid traverse to 30m/min and feed rate to 10m/min
 Fully enclosed tool magazine
 Optional arm type tool changer, 24 tools
 Through spindle coolant options available
Specifications

 MODEL: LG-800
 STROKE X-AXIS (mm):800
 STROKE Y-AXIS (mm):510
 STROKE Z-AXIS (mm):630
 TABLE SIZE (mm):950 x 510
 MAX. TABLE LOAD (kg):500
 SPINDLE TAPER:BT40
 ATC CAPACITY:24
 SPINDLE SPEEDS (rpm):8000
 RAPID TRAVERSE (X/Y/Z m/min):30/30/24
 SPINDLE MOTOR (kW): 11
 WEIGHT (kg):5600

INSPECTION
 PURPOSE OF INSPECTION
It helps in detecting defects arising in production due to detective
Machinery process
 It traces defects in raw material which may be
unsuitable to be used in a
Component.
 Inspection reduces further work on semi finished parts thereby avoiding
Further wastage of time and money
It ensures whether the quality of the goods supplied to the customer and
According to the standards
 INSPECTOIN MACHINE

MEASURING INSTRUMENTS USED

 Vernier caliper.
 Micrometer.
 Depth micrometer.
 Height gauge.
 Slip gauge
 Bore gauge
 Pin gauge
Instruments used for inspection

 Dial gauge

 Edge finder

 Bore gauge

MATERIALS
There are two main factors to be considered while selecting a material for an
aircraft:

 Specific Strength = Ultimate tensile strength/ Density

 Specific Modulus = Young’s Modulus/ Density

The first aircrafts used wood because of its ease of forming and capability to
generate high lift. But it lagged in terms of strength to weight ratio compared to
Aluminium and was thus replaced.

Of the metallic materials used in modern aircrafts, the following Aluminium

alloys are the most predominantly used:

o Al-Cu
o Al –Zn (most commonly used)
o Al-Mg (high corrosion resistance)
o Al-Li

The other metallic materials used in aircrafts are:

 Titanium/ Titanium alloys – It has high corrosion resistance and high

specific strength and toughness at low temperatures (applications in
cryogenic containers in space vehicles) but has the disadvantage of
difficulty in machining and high cost.
o Pure Titanium
o α – alloy : it has a high melting point of around 1700 deg Celsius
 o β – alloy
o α + β alloy
 Steel – On manufacturing an Aluminium part of the same strength as that
of Steel, the size of the part considerably increases. Steel is mainly used
where such volume requirements are crucial.
o Stainless Steel
 Austenite – used in applications where temperature ranges
from 350-400 deg Celsius
 Ferrous
 Magnetic
o CM Steel
o NCM Steel – It is used in the landing gear
o Maraging Steel – it is one of the strongest and toughest yet malleable
materials known to man. It is predominantly used in landing gear. In
LCA, it is used in the slat tracks in the wing.
 Ni based super alloys – high temperature applications where the
temperature lies in the range of 850-900 deg Celsius

All metallic materials are prone to corrosion and require special processes to
protect the material. In case of Aluminium, the process of creating a non-
corrosive Aluminium oxide layer is called Anodizing. It is basically the process
of creating a thin layer (in microns) of Aluminium Oxide on the surface so that
the anodized layer gets oxidized first, protecting the metal surface beneath it.
A similar process is followed for Titanium and Steel and is called Blue
Anodizing and Passivation respectively.
 CONCLUSION

CONCLUSION: After completing this Project report I have

gained a great deal of confidence and knowledge in way
of manufacturing.

This project report on “MACHINING PROCESS” is

carried out to give a clear picture of manufacturing
component. However for certain limitation, lesser
attempts have been made to include more theoretical
aspects of manufacturing.

Our work has gone in detail about all the analysis

methodically, hence the success of the bracket
manufacturing is assumed by manufacturing of this
progressive tool. I have acquired knowledge regarding
press tool manufacturing process & Components including
design study process, planning, programming. The
problems faced during the manufacturing were brought to
the notice of our lecturer & Cam Engineer helped us to
solve them with their useful advice.

I am able to complete my in internship training

provided to me during my one month in hal Bangalore. It
was best in the field of manufacturing, programming,
design etc.
32
 34

POWER PLANT AND FUEL SYSTEM

To run the aircraft fuel is the most integral part and is hence widely stored in
the fuselage and the two wings. The prime objective of this system is to
provide the right amount of fuel to the engine at any condition. Additional
amount of fuel is stored in drop tanks attached to the pylon attachment which
is attached to the wings. Once the drop tanks fitted near the fuselage are
emptied it can be dispatched from the wing, reducing the overall weight of the
aircraft. Pipe lines from the drop tanks and the wings are connected to the
fuselage tanks from where the main supply to the engine takes place. Fuselage
consists of two tanks- one being the space inside the bulk heads and the other
being the space between the spine and the top of the bulk head. The drop
tanks are maintained at high pressure as the fuel has to be pumped against
gravity to the fuselage tanks. The wings are also maintained at a high pressure
(lower than the drop tank) for the same reason and the fuselage tanks have
small openings in order to maintain atmospheric pressure. The pressurization
is done by the ECS system. Relief valves and surge valves are fitted to release
any excess pressure; if the pressurization is too high then there will be a
significant pressure loss while transporting the fuel. When the drop tanks are
completely drained and released, fuel from the wing and fuselage are taken
simultaneously in a proportion and fed to the engine to maintain the centre of
gravity of the body.

The fuel is refilled using pressurization methods and gravity flow method.
A fuel flow transistor valve is fitted to check and indicate that the tank is full.
The fuselage tank is not filled completely for the atmospheric pressurization.
There is a ground refueling panel which is used to fill and drain the tank at the
ground level. A reverse tank is fitted within this fuel tank. For an inverted
flight this tank gets filled and can sustain the flight for 30 seconds. Only 90%
of the filled fuel is usable. Fuel slashing has affects on the gauging system but
it can be ignored as the flight velocity is much higher. The inward/outward
vent valve enables the smooth flow of the fuel during climbing up or down.
Fuel pipes are fitted with filters to remove any foreign particles and a LP shut
up cork is used to prevent the reverse flow of the fuel. Fuel indicators are
fitted and a warning signal will be displayed at the cock pit display to show
the levels of fuel and also to indicate any problems in the fuel line. A fuel
dump system is required to
 35

remove excess fuel before landing on a deck; if the fuel is not removed it will
lead to explosions. The maximum temperature of the fuel should be 80-90
degree Celsius. If the destination is a cold region then anti freezing agents are
mixed with the fuel to defreeze the fuel.

The fuel is also used to cool the gear box and the hydraulic systems. Jet
fuel system (JFS) is used to start the engine and is then fed by the incoming
fuel from the tanks.

Research is done to use an alternative type of fuel tank is a bladder type

which can be easily removed and cleaned and can be installed back.
36