Haramaya University

INTERNSHIP FINAL REPORT AND PROJECT
SUMMITTED TO HARAMAYA UNIVERSITY

HARAMAYA INSTITUTE OF TECHNOLOGY
DEPARTMENT OF MECHANICAL ENGINEERING
Hosting Company: FDRE Metals and Engineering Corporation Dejen Aviation
Engineering Industry/METEC-DAVEI
By: Biruk Wase………………………3303/08

Company Advisor/Supervisor: Master Technician Afowark
University Mentor: Ms. Selamawit
Duration: March, 18/19 to June, 28/19
Submission Date: October, 18 /2019
DECLARATION
I declared and assured that the presented report of internship and project work titled “Design of
Turbo-Shaft/Helicopter Engine Hybrid Dolly” is uniquely prepared after the completion of four
months’ work at FDRE Metals and Engineering Corporation Dejen Aviation Engineering
Industry/METEC-DAVEI which is carried out from March 18/2019 to June 28/2019 under the
supervision of Ms. Selamawit and company supervisor Mr. Afowark B. And I were fully engaged
to write this report and also to perform the project work. Except I have taken from reference
materials all the descriptions and recommendations including the project are my own. I also declare
that it has not been previously or concurrently submitted as a whole for any other degrees at any
Ethiopia universities or at any other institution. And I proved it with my sign.
Student name Signature
1. Biruk Wase ----------------------------------------------------
I declare that this final internship report and project is done by the above candidate and it has
been submitted with my approval.
Advisor/mentor name Signature
1. Udesa Getachew ----------------------------------------------------
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DEJEN AVIATION ENGINEERING INDUSTRY (DAVEI) 2012/19
Acknowledgment
First of all I would like to give praise and thanks to God with his Holy Mother that I have
accomplish my internship program and help me to write intern report and prepare the project in a
good manner. Secondly I would like to thank Haramaya university especially Haramaya institute
of technology (HiT) which give to me the chance to participate in the internship program. Next I
would like to thanks our company adviser and university mentor master technician Afowark B. and
Ms. Selamawit respectively for their continuous support and give advice to write and compile the
final report and project work. Also my four month internship tenure would be meaningless and
tiresome without the guidance and friendly mentorship of all DAVEI’s civil and military staff;
thanks for your friendship approach, briefs and advices. Lastly, my deepest gratitude is giving to
my uncle Gashaw Temesgen and all my families who were on my side with their encouragement.
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Executive Summary
The report part contains the background of the Dejen Aviation Engineering Industry and its
mission, vision, main objective, service and product, major customers and organogram or
workflow. Also it contains the experience in which I grasped from those specific factories and
shops. Moreover, it includes benefits that I have gained in terms of improving practical skills, in
terms of upgrading theoretical knowledge and in terms of improving personal communication
skills, work ethics and improving leader ship skills. As recommendation and solution direction I
say something about the industry and also I gave a recommendation to our institute/university.
When I recommend problems to the factories and shops the stake holders of those positions took
my suggestions as a raw material. And they were encouraging and initiating me to dig out other
related problems. In the project part, I try to solve one of the major problems in the company on
the factory of power plant production/engine shop especially in turboshaft/TV3-117VM engine
assembling and disassembling process by designing a mechanically operated Hybrid dolly. This
dolly helps the technicians to minimize their labor force and to minimize risk, reduce time
consumption and optimizes maintenance efficiency since this dolly transport and carry the engine
rather than carried and transport by the transport dolly and metal member stand. In this project I
tried go include the problem statement, justification, objective, scope, methodology, literature
review, work principle, material selection and detail analysis of basic components of the dolly,
maintenance schedule, cost analysis and finally part and assembly drawing off the device. In
general I tried to organize our report in order with required images, tables, charts and figures as
much as possible. Thus, I believed that my final report explains and clearly shows what I have done
and acquired in my four month of internship program.
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Table of Contents
Topics Pages
Acknowledgment ............................................................................................................................ ii
Executive Summary ....................................................................................................................... iii
List of Figures ................................................................................................................................ vi
List of Tables ............................................................................................................................... viii
CHAPTER ONE ............................................................................................................................. 1
1. INRODUCTION TO COMPANY .......................................................................................... 1
1.1 Background of the company .............................................................................................. 1
1.2 Mission and Vision ............................................................................................................ 2
1.3 Main objective ................................................................................................................... 3
1.4 Services and Product ......................................................................................................... 4
1.5 Major Customers ............................................................................................................... 5
1.6 Organogram and Workflow ............................................................................................... 6
CHAPTER TWO .......................................................................................................................... 10
2. OVERALL INTERNSHIP EXPERINCE ............................................................................. 10
2.1 Rotary Wing Production Factory ..................................................................................... 10
2.2 Power Plant Production Factory ...................................................................................... 17
2.3 Fixed wing Production Factory ....................................................................................... 37
2.4 Aerospace mechanical system Production Factory ......................................................... 39
2.5 Test cell Factory .............................................................................................................. 43
2.6 UAV/Unmanned Aerial Vehicle Production Factory ...................................................... 44
CHAPTER THREE ...................................................................................................................... 45
3. BENEFITS GAINED FROM INTERNSHIP ....................................................................... 45
3.1 Improving practical skills ................................................................................................ 45
3.2 Upgrading Theoretical Knowledge ................................................................................. 45
3.3 Improving Interpersonal Communication Skills ............................................................. 45
3.4 Improving work ethics ..................................................................................................... 46
3.5 Improving Leadership Skills ........................................................................................... 47
3.6 Improving Team Playing Skills ....................................................................................... 47
3.7 Improving Entrepreneurship Skills .................................................................................. 47
3.8 Challenges I faced while performing the work ............................................................... 48
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3.9 Measures I had used to overcome the challenges ............................................................ 48

CHAPTER FOUR ......................................................................................................................... 49
4. CONCLUSSION AND RECCOMENDATION ................................................................... 49
4.1 Conclusion ....................................................................................................................... 49
4.2 Recommendation ............................................................................................................. 49
CHAPTER FIVE .......................................................................................................................... 54
5. DESIGN OF TURBOSHAFT/HELICOPTER ENGINE HYBRID DOLLY....................... 54
5.1 Introduction ..................................................................................................................... 54
5.2 Problem statement ........................................................................................................... 54
5.3 Justification ...................................................................................................................... 55
5.4 objective........................................................................................................................... 56
5.5 Scope ............................................................................................................................... 56
5.6 Research Methodology .................................................................................................... 56
5.8. Literature Review ........................................................................................................... 57
5.9 working principle ............................................................................................................. 59
5.10 Material selection .......................................................................................................... 60
5.11 Design specification and assumptions ........................................................................... 61
5.12 General Design Analysis and Results ............................................................................ 61
5.13 Maintenance schedule.................................................................................................... 91
5.14 Cost Analysis ................................................................................................................. 91
REFERENCE ................................................................................................................................ 93
APPENDICS-1 ............................................................................................................................. 94
APPENDICS-2 ............................................................................................................................. 97
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List of Figures
Figure 1 DAVEI office ................................................................................................................................. 1
Figure 2 Organogram of the industry............................................................................................................ 7
Figure 3 block diagram of workflow ............................................................................................................ 7
Figure 4 shop repairing process work flow ................................................................................................... 9
Figure 5 mi-8 military transport helicopter ................................................................................................. 12
Figure 6 mi-17 military transport helicopter ............................................................................................... 14
Figure 7 mi-24 attack helicopter ................................................................................................................. 15
Figure 8 mi-35 attack helicopter ................................................................................................................. 17
Figure 9 Gyro and Hiddase ......................................................................................................................... 17
Figure 11 types of combustion chamber ..................................................................................................... 20
Figure 12 main engine sections................................................................................................................... 21
Figure 13 turbojet engine section without AB section ................................................................................ 23
Figure 14 thermodynamic cycle of jet engine without any thrust augmentation ........................................ 24
Figure 15thermodynamic cycle (T-S) of jet engine with AB thrust augmentation ..................................... 24
Figure 16 turbojet engine ............................................................................................................................ 25
Figure 17 L-39 fixed wing fighter aircraft turbofan engine ........................................................................ 26
Figure 18 turboshaft engine ........................................................................................................................ 27
Figure 19 reciprocating engine ................................................................................................................... 29
Figure 20 transmission shaft ....................................................................................................................... 32
Figure 21 transmission shaft alignment shop .............................................................................................. 33
Figure 22 assembling of main rotor hub ..................................................................................................... 34
Figure 23 swash plate.................................................................................................................................. 34
Figure 24 test flight of MIG-23 with master technician supervision .......................................................... 37
Figure 25 SU-27 during engine run up test flight ....................................................................................... 38
Figure 26 L-39 during ejection sit assembly ............................................................................................... 38
Figure 27 MIG-23 ahead to engine run up test flight.................................................................................. 38
Figure 28 during disassembling of Antonove wing .................................................................................... 38
Figure 29 Turbojet and Turboshaft engines on their test mount ................................................................. 43
Figure 30 UAVs .......................................................................................................................................... 44
Figure 31 current ways of MRO process for turboshaft engine/primitive .................................................. 55
Figure 32 turbojet/MIG-23 engine maintenance and transport dolly.......................................................... 58
Figure 33 inlet section periphery ring design.............................................................................................. 62
Figure 34 front hinge plate .......................................................................................................................... 62
Figure 36 tail plate ...................................................................................................................................... 69
Figure 37 lower hinge plate ........................................................................................................................ 72
Figure 38 central carriage linkage ............................................................................................................... 73
Figure 39 hydraulic cylinder/ram................................................................................................................ 75
Figure 40 failure of thin cylinder shell........................................................................................................ 77
Figure 41 piston rod .................................................................................................................................... 79
Figure 42 Head column ............................................................................................................................... 82
Figure 43 tail column .................................................................................................................................. 84
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Figure 44 Tail Beam ................................................................................................................................... 86

Figure 45 base ............................................................................................................................................. 87
Figure 46 ladder .......................................................................................................................................... 87
Figure 47 wheel caster ................................................................................................................................ 89
Figure 48 Anchor ........................................................................................................................................ 90
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List of Tables
Table 1 specification of MI-8 military transport helicopter ........................................................................ 12
Table 2 specification of MI-17 military transport helicopter ...................................................................... 14
Table 3 specification of MI-24 attack/fighter helicopter .......................................................................... 15
Table 4 specification of MI-35 attack/fighter helicopter ............................................................................ 17
Table 5 thermodynamic cycle analysis of GTE/TJE................................................................................... 24
Table 6 selected materials ........................................................................................................................... 61
Table 7 design specification and assumptions ............................................................................................ 61
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ACRONYMS
DAVEI…………...Dejen Aviation Engineering Industry
UAV……………...Unmanned Air Vehicle
RPV……………....Remotely Control Vehicle
RC………………...Remote Control
METEC……….….Metals and Engineering Corporation
VGV……………...Variable Guide Vane
AB………………..After Burner
GTE…………..….Gas Turbine Engine
TJE……………….Turbo Jet Engine
EGT……………....Exhaust Gas Temperature
JSC……………….Joint Stock Market
RGA………...……Reduction Gear Assembly
RECIP…………....Reciprocating engine
APU…………..….Auxiliary power unit
FCU……………....Fuel Control Unit
MRO………….….Maintenance, Repair and Overhaul
ASME…………….American Society of Mechanical Engineering
AISI……………….American Iron and Steel Institute
MS………………...Mild Steel
CI……………….....Cast Iron
ix
x
CHAPTER ONE
1. INRODUCTION TO COMPANY
Dejen Aviation Engineering Industry (DAVEI) is the most famous aviation industry in Ethiopia
and also in east Africa by overhauling, upgrading, research, design, development and
manufacturing of both military and civil aircrafts also give aviation training for Ethiopian air force
and many African countries using the latest technology.
Figure 1 DAVEI office

1.1 Background of the company
1.1.1 Establishment
The Ethiopian Air Force have several Russian made combat and transport airplanes and
Helicopters which uses them to fulfil the task with protecting the air space, providing support to
the ground forces as well as assisting during national emergencies. During the late times when
the aircrafts used by Ethiopian Air force faced technical problems, overdue due to long time
service and needs some upgrade and overhaul they had to be send back to the country which are
fabricated. These mechanism leads the country not only for expensive cost for transport and
maintenance but also it had negative influence on the Ethiopian Air Force to full fill its duty
properly because of the time takes for shipment and maintenance of an aircraft is so long.
To prevent these problem there was been some works done that gives the capability to overhaul
and upgrade aircrafts used by the Ethiopian Air Force in the country. So to coordinate these kinds
of works done by the Ethiopian Air Force, which is complicated and to be able doing works in
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the latest way of accomplishing projects, by the decision of Federal Democratic Republic
Government of Ethiopia in 1990 E.C an organization named Dejen Defense Project Coordinator
had established and it was able to overhaul MI-series aircrafts (Dejen-1) and MIG-series aircrafts
(Dejen-2).After six years by the help of this coordinator in 1996 E.C/2004 G.C Ministry of
National Defense Dejen Aviation Maintenance and Engineering Complex had finished its
construction and start work officially . After establishment of this organization it can be able to
manage the accomplishment of works that had been done by Ethiopian Air Force in maintaining
and upgrading of helicopters and MIG aircrafts also merge Dejen-1 and Dejen-2 projects.
It was incorporated into the Metals and Engineering Corporation (METEC) as the Dejen Aviation
Engineering Industry (DAVEI) in 2010 G.C. And located in Bishoftu town 47 km to the south
east of Addis Ababa in area of 450,000 m2 from which 100,000 m2 covered by building. Ethiopian
air force established Dejen Aviation in order for accomplishes some main activities in air craft
that are manufactured for military purpose only. Therefore at the beginning the industry focused
on maintaining limited part of air craft and they have been studying major component. Such as
air craft engine for overhauling to the company that manufactured it.
DAVEI has eight plant facilities including; Fixed wing production factory, Rotary wing
production factory, Aerospace and mechanical system production factory, Avionics system
Integration factory, Power plant production factory, Body and frame structure factory, UAV
production factory and a Test cell factory.
1.2 Mission and Vision

1.2.1 Vision
 To be one of the Competitive and Leading Aviation Engineering Industry in
Africa in 2025G.C
 Enable the Country and National Armed Forces to be at ultimate step through
the Aerospace Technology Development
 Advancing aerospace and aviation technology in Ethiopia and the region.
 To provide depot level maintenance and carry out upgrading modification to
the fleet of the Ethiopian Air Force.
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1.2.2 Mission
 Design, manufacturing, erecting and commissioning of aviation plants.

 Provide technological design, training and consultancy service in the field of
military and civil aviation.
 Provide customer based aviation service (overhaul, modification, upgrading
and training) of military and civilian aircrafts.
 Focus on localization and optimizing the technology on aviation plant, product
and service to support the National Defense Force financially and
economically.
 To reduce hard currency expense of the country in importing military aircraft
by developing aerospace technology in the direction of sustainable
development in aviation technology.
 To penetrate the national aviation market and keeping reasonable market share.
1.3 Main objective

 Set up national standard through aeronautical material engineering development
and research
 Install modern and effective weaponry on board aircrafts and integrate with the
systems.
 Train Technical Military personals and equip them with special aviation
Technology knowledge.
 Develop the capacity of producing, upgrading; improve quality of repair works on
aircrafts and related weapons.
 Implement alternate military aerospace technology through research and
development.
 Recover bodies of crashed, damaged, none operational aircrafts and utilize they for
other purposes. (Upgrading, modification and re-construction of damaged aircrafts
and their aggregate.)
 Develop communication instruments design and integrate with aircrafts systems.
 Under takes tools design and development that are necessary for its products and
building a specific capacity.
3
 Perform activities of measuring; maintain standards, and regularly calibrating

military aerospace instruments.
 Utilize aviation technology knowledge for improving quality of production process.
 Design and manufacture Aircraft and related flying bodies(Producing imported
goods and minimize cost)
 Upgrading and enhancing of Aircrafts conduct overhaul and repair works (MRO-
Maintenance, Repair and Overhauling) service
 To satisfy the requirement of the defense force by providing aviation military
equipment that meets the requirement of the force and perform Aerospace
Engineering activities those enhances the economic development of our nation and
nations and develop the technology.
1.4 Services and Product

Generally the following are core business for DAVEI
1.4.1 Core Plant

Light aircraft manufacturing plant
R.C model Unmanned Air Vehicle (UAV) aircraft manufacturing plant
1.5.2 Core Products

Light aircraft manufacturing(GYROCOPTER, HIDDASE)
R.C model UAV aircraft manufacturing
Various UAV products
Aviation spare parts
Production of different canopy
Manufacturing of fiber products including water tankers, car body parts
helmets, laminated baths and glass used for fixed and rotary winged aircraft
parts(Aircraft fiber products)
Pipes, rubber, hose and tubes
1.5.3 Core Services

Maintenance Repair and Overhaul (MRO) service on different type of A/C
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Overhaul(major and minor), modification, upgrading, designing and

reconstruction of the following damaged aircraft types and their aggregates
 Combat fixed wing aircraft: MIG-Serious (MiG-21, MiG-23 fighters),
L-39 jet trainer and Su-Serious.
 Transport and Attack helicopters: MI-Serious (Mi-8, Mi-17, Mi-24,
Mi-35)
 Transport and Light Aircraft: Antonove 12, GYROCOPTER, Cesena
and various light aircraft.
Training (familiarization, qualification, upgrading & special purpose training
based on customer’s request) and consultancy on aeronautics and fiber
production technology.
Integrate avionics and armament system & system check.
1.5 Major Customers

DAVEI has customers in local and abroad (foreign customers)
Local Customers
 Ethiopian Air Force
 Federal and Regional police forces
 National Intelligence Security Service(NISS)
 Ethiopian Horticulture
 Various METEC sister companies
Foreign/Abroad customers
 Sudan Aviation Industry(North and South)
 Kenya Air Force
 Uganda Air Force
 Mozambique Air Force
 Djibouti Air Force
 Rwanda Air Force
 Nigeria Air Force
 Zimbabwe Air Force
 Yemen Air Force
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1.6 Organogram and Workflow

1.6.1 Organogram
METEC
DAVEI
GENERAL MANAGER
SIX OPERATIONS FACTORY PRINCIPAL AND SUPPORTING

MANAGEMENT BODY STAFF MANAGEMENT BODY
MANAGEMENT BODY
QUALITY CONTROL
RESEARCH AND FIXED WING MANAGEMENT
DEVELOPMENT OPERATION PRODUCTION FACTORY
FINANCE
ROTARY WING
PRODUCTION FACTORY
MILITARY OPERATION MARKETING
MANAGEMENT
BODY AND FRAME LEGAL SERVICE

PRODUCTION FACTOTY
CIVIL OPERATION
SAFETY AND SECURITY
UAVs PRODUCTION
FACTORY
MATERIAL
PRODUCT NETWORK MANAGEMENT
OPERATION TEST CELL FACTORY
INTERNAL AUDIT
POWER PLANT
KIT OPERATION PRODUCTION FACTORY GENERAL SERVICE
AVIONICS SYSTEM
INTEGRATION FACTORY WOMEN AFFIRS
PLANT OPERATION
AEROSPACE MECHANICAL HUMAN RESOURCE

F
SYSTEM PRODUCTION FACTORY AND DEVELOPMENT
6
Figure 2 Organogram of the industry

1.6.2 Work flow
As DAVEI is engaged in overhauling, upgrading, research, design, development, and
manufacturing of different type of aircrafts it follows the following structure of work flow
for its main oriented activities. The structure is common in concept and flow for all factories
except a little bit modification as the desire and specification of each shop.
Figure 3 block diagram of workflow

 Acceptance of air craft for overhauling: - is a test performed on an air craft to be sure if it
is the condition specified in the document. This ensure smooth agreement between the
customer and DAVEI based on acceptance document, manual, specification and any
condition existing on an air craft and any interest raise by the customer as well.
The acceptance team or technical team is responsible for any problem arise through overhauling
which were not well recorded, documented and noticed during the acceptances.
 Main tasks to be done during acceptance.
 Ensure the availability and status of the log book and certification and make sure that the
similarity of the serial number written on the certificate within the log book.
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 Inspection visually such parts like cockpit cover, engine intake, exhaust cover, gun mount,
and drop tank and so on.
 Any loses missed parts, documents and unfulfilled material should be recorded on
discrepancy sheet properly.
 Finally all the information and conclusion compiled and reported to an authorized body.
 Leveling an air craft before disassembling
Purpose: to ensure the air craft with in alignment limits which is given by the manufacturer and
recorded on alignment or levelling documents. Generally, any air craft arriving for general
overhauling has to be subjected to levelling before and after.
 Disassembling: - is the splitting of the whole parts of the structure and units.
 Cleaning: - on completion of disassembling, all parts and assemblies must be cleaned
according to their instructor manual.
 Defecation: - is any imperfection, fault which may require repair or replacement of a part is
checked.
 Dispatch to factory: - dispatching the units and components to be responsible factories.
Generally, the previous process taken in fixed production factory or rotary production factory,
then after, the components are dispatched to other responsible factories.
 Shop repairing process: - each component is repaired according to the manual.
After shop repairing process completed the units of components delivered to Fixed Wing
Production or Rotary Wing Production Factory.
 Pre assembling: - cross check all the necessary documents of the parts with the check list,
check all parts are properly painted, cleaned and safety.
 Assembling: is the fitting together of parts to form a complete structure or units.
 System check: - after assembling are completed different systems are checked. There are
electrical system check, mechanical system check and other.
 Test flight: is gathering of data during flight of an air craft and then analyzing the data to
evaluate the flight characteristic of air craft and validate its design including safety aspects.
Of this test plan is to ensured DAVEI overhaul and integrated air crafts safe operation and
determine their flight parameters according to air craft controllability and performance throughout
the flight envelop for which it was designed and constructed. This guide will be used to develop a
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comprehensive flight test manual that specify the air craft performances, parameters, and defines
its operating envelop as whole
Painting: - after flight test is ok, the body of the air craft is painted.
 Purpose of painting:-for Protective functions, Decorative function, Strengthening function
of air craft structure and surface.
 Delivery to the customer: - after the air craft is inspected and all processes are over the air
craft is delivered back to the customer.
 Post delivery service
Tasks undergoing:
 Based on the agreement and status of air craft DAVEI gives warranty.
 Establish controlling team to handle, any complain arise by the customer.
 According to the agreement the team should satisfy the customer with in short time
qualitatively.
Figure 4 shop repairing process work flow
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CHAPTER TWO
2. OVERALL INTERNSHIP EXPERINCE
After DAVEI accept us Mr. Ayele who is a person in charge from Human Resource and
Development Management gave us a brief description about; aviation industry rule, main activities
of the industry, production sites of the company, and selected factories in which we are going to
spent our four months. Those selected factories were Rotary Wing Production Factory, Power
Plant Production Factory, Fixed Wing Production Factory, and Aerospace Mechanical System
Production Factory. Additional to the above listed factories with our effort we were tried to cover
all factories and shops under DAVEI.
Unfortunately what we expected and what we got were completely different, because our previous
information about the company made us more excited and optimist but when we arrived there our
expectation and the outcome were not similar. This was happened because of for the past one year
the company partially seized its work and terminated domestic and abroad contract agreements
also the pillar management body of the industry/METEC were immersed in corruption scandal.
Due to all listed reasons our internship session were more focused on visit/theoretical approach
rather than practical approach. But after all of this obstacles by big effort of our supervisors and
by our effort as mechanical engineers we tried to grasp aviation knowledge.
2.1 Rotary Wing Production Factory

This factory is the prior factory which is found under the basic factories of DAVEI. Mainly this
factory overhaul, upgrade, design, and perform on board repair also system test of rotary wing
aircrafts/ Helicopters. Most helicopters under DAVEI are Russian made helicopters and they are
very old even those aircrafts were the main participants during Ethio-Somalia and Ethio-Eritrea
war. There are four shops under rotary wing production factory. These are; Fighter (MI-24, MI-
35) aircraft shop, Transport (MI-8, MI-17) aircraft shop, Light/Luxury (GYROCOPTER,
Hiddase/Cesena) aircraft shop and Painting shop. As all factories there is a workflow for this
production factory and this is carried out from acceptance up to delivery and post-delivery of
Helicopters.
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HELICOPTERS
A helicopter is a type of rotorcraft in which lift and thrust are supplied by one or more engine
driven rotors. The helicopters under DAVEI are manufactured by the MIL Moscow helicopter
plant JSC (Joint Stock Company) in Moscow, Russia. The MI helicopter are designed by a famous
aerospace engineer Mikhail Leontyevich Mil (1909-1970) that is why they are called as MI
helicopter and MIL Power Plant. It is manufactured in a Transport and Fighter version. Two torque
producer Turbo shaft turbine engines installed on the helicopter and equipped with the dust-
protection devices. It consists of a nose and central parts, a tail boom and a tail boom pylon with a
restrained aerodynamic control surface. Crew cabin for two pilots and a flight engineer is arranged
in the nose part of the fuselage. The cabin is equipped with the required instruments, electrical and
radio equipment and controls, cargo compartment is arranged in the central part of the fuselage
and fitted with hinged and easily detachable seats and mooring fittings installed on the cabin floor.
The sides and the ceiling of the cargo compartment are fitted with easily detachable heat-insulated.
Aerodynamics is the prior science concept behind helicopters flight and hovering.
FUNCTION OF HELICOPTERS
 For transportation(Transport helicopters)

 Battle logistic/troops
 Emergency
 For fighting(Attack helicopters)
 Anti-tank missile (air to ground and close air to air attack)
 Un guided rocket
 Suspended machine gun armament
 Suspended bomb armament
 Rescue hoist for commando soldiers special mission(special forces)
 For special purpose
 Aerial crane
 Aerial firefighting(Helitank)
 Air ambulances
 Geospatial, pesticide spraying, pilot training and so on
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TYPE OF HELICOPTERS
In DAVI helicopters divided into two according to their function, but as a shop there are three
shops for (transport, fighter, and luxury/light helicopters)
1. Transport helicopter (MI-8 and MI-17)

2. Fighter helicopter (MI-24 and MI-35)
 Transport Helicopters (MI-8, MI17)

 MI-8 TRANSPORT HELICOPTERS
Figure 5 mi-8 military transport helicopter

The MI-8 military transport helicopter is five bladed rotors are made from aluminum alloy. The
cockpit accommodates there crews; commander, navigator and flight mechanic. The cabin can
accommodate twelve litters (stretchers).but in current aviation flights MI-8 helicopters are fully
grounded.
Table 1 specification of MI-8 military transport helicopter
SPECIFICATON
Power plant Two Klimov TV2-117AG turbo shaft
Engine starting system Generator(mechanical)
Engine rpm 12000 rpm
Maximum takeoff weight 12000kg(12tons)
Maximum flight speed 250km/hr.
Engine power 1500hp
Number of passengers 12 people
Main rotor rpm 192 rpm
Tail rotor rpm 2589rpm
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Landing gear Non-retractable

Angle of tail rotor Right
Armament No
Length 61ft.
Engine output Torque produced
Main rotor diameter 70 ft.
First flight In June 1961
 MI-17 TRANSPORT HELICOPTERS
The MI-17 military transport helicopter is the update version of MI-8 helicopter and capable of
caring cargos in the cabin (including long cargo) with half open. MI-17 has almost similar external
design to MI-8 helicopter type, there deference when viewed from extranet is in position of tail
rotor i.e. in MI-8 the tail rotor is on the right side of the helicopter when as in MI-17the tail rotor
is on the left side of the helicopter. Also it has low fuel consumption (improved fuel economy) and
good power rate than MI-8.
SPECIFICATON
Power plant Two Klimov TV3-117MT turbo shaft
Engine starting system Air starter
Engine rpm 12000-15000 rpm
Maximum takeoff weight 13000kg(13tons)
Maximum flight speed 250km/h
Engine power 1500hp
Number of passengers 24
Tail rotor rpm 2589rpm
Landing gear Non-retractable
Angle of tail rotor left
Armament No
Length 61 ft.
13
Main Rotor diameter 69 ft.3 in.

Tail rotor diameter 12 ft. 10 in.
Empty weight 7100kg
First flight 1975
Table 2 specification of MI-17 military transport helicopter
Figure 6 mi-17 military transport helicopter

 Fighter (Attack) Helicopters (MI-24, MI-35)
 MI-24 ATTACK HELICOPTERS
Also called HIND and CROCODILE Like transport helicopters MI-24 has a twin engine but
assault transport and gunship (attack) helicopter, developed to meet the requirement of soviet
army. It is powered by two turbo shaft delivering 2225 hp each. It is based on the dynamic elements
of MI-8 and MI-17 also its main rotor blade is shorter than transport helicopters and it has a fixed
wing to carry armaments and drop fuel tanks, MI-24 design focuses on speed and fire power
(combat efficiency) it is equipped with a 23mm or 30 mm twin-barrel gun and can accept rocket
launchers and missiles on its six ender wing pylon.
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SPECIFICATON
Engine type and name Turbo-shaft engine(TV3-117A)
Engine starting system Air starter ( APU)
Engine rpm 15000 rpm
Maximum takeoff weight 11500kg
Maximum flight speed 320m/s
Engine power 2225hp
Number of passengers 2(pilot, co-pilot), 8 troops
Tail rotor rpm 3237 rpm
Landing gear Retractable
Angle of tail rotor left
Armament/weapon system Rocket, machine gun, unguided
missile and free fall bomb
Length 61ft.
Rotor diameter 56ft.5in.
First flew September, 1969
Table 3 specification of MI-24 attack/fighter helicopter
Figure 7 mi-24 attack helicopter
15
 MI-35 ATTACK HELICOPTERS
As transport helicopters attack helicopters (MI-24 and MI-35) are quite similar only their
difference is on efficiency. MI-35 attack helicopters are intended to perform the following
missions;
 Engagement of ground targets (air to ground attack)
 Engagement of air target (air to air attack)
 Fire support to ground unit
This helicopter is equipped with machine gun, C-series rocket, unguided missiles, also chaff and
fleer. Additionally powered by two turbo-shaft engines developing 2225hp each. The flight control
is performed from two cabins: pilot’s cabins and that of the co-pilot/operator cabin is fitted with
override controls and instrument panel with pilot navigation equipment. Currently MI-35 is the
latest helicopter for Ethiopian air Force.
SPECIFICATON
Engine type and name Turbo-shaft engine(TV3-117BM)
Engine starting system Air starter ( APU)
Engine rpm 15000-18000 rpm
Maximum takeoff weight 11500kg
Maximum flight speed 335km/hr.
Engine power 2225hp
Number of passengers 2(pilot, co-pilot), 8 troops
Tail rotor rpm 3237 rpm
Landing gear Retractable
Angle of tail rotor Left
Armament/weapon system C-series rocket, machine gun,
unguided missile, free fall bomb
and chaff and fleer
Length 61ft.
16
Rotor diameter 56 ft.9 in.

First flew 2010
Table 4 specification of MI-35 attack/fighter helicopter
Figure 8 mi-35 attack helicopter

 Light/Luxury Helicopters (Gyrocopter and Hiddase)
Light/Luxury helicopters are a simple aircrafts usually used for, civil transportation, geospatial,
pesticide spraying and pilot training. Currently DAVEI is capable of designing and
manufacturing of those aircrafts. These aircrafts namely called HIDDASE and
GYROPLNE/GYROCOPTER are the first DAVE`s successful aircrafts. Their power plant is
reciprocating/piston engine (Cesena) and they comprises from 4-6 piston cylinders.
Figure 9 Gyro and Hiddase

2.2 Power Plant Production Factory
This factory is one of the known Dejen Aviation Industry's factories because the main component
of the air craft (fixed wing or rotary wing aircrafts) overhauled in this factory. These include:
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engine, main rotor hub and swash plate, main gear box and transmission shaft, engine aggregate
etc. This factory mainly deals with overhauling and upgrading power producing devices called
engines/prime movers and its accessories in addition it includes related systems as power
transmission and support systems for both fixed and rotary wing aircrafts. We spent a long time in
this factory (more than two months) and our theoretical knowledge over Thermodynamics, Fluid
flow, IC engine, Heat transfer, Turbomachinary, engineering material were tested under this
factory.
Quality control office under this factory supervise the overall work from acceptance to delivery,
and it is responsible for preparing the workflow of the factory. Also the safety supervision for the
engine as well as for the workers and working area is taken by this body. We worked under power
plant production factory and employed under different shops for more than two months, and
mainly there are five shops under this popular factory. These are; Engine production shop, Main
gearbox and transmission shaft shop, Fuel aggregate shop, Main rotor hub and swash plate shop
Tail rotor hub, rotor blade and propeller shop
A. Engine production shop
This shop is one of the major shops of the power plant factory. The maintenance, overhaul and
upgrading of the engine is taken place under this shop. Engine also called prime mover/power
plant is a machine in which power is applied to do work by the conversion of various forms of
energy into a useful work. Mainly engines classified into two categories these are; Heat engine
and Nature as a source of power. But all Aviation technologies comprises Aero-engines/Aerospace
engines as their source of power.
Figure 10 aerospace engine
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Generally, gas turbine engine has the five separate sections these are: Inlet section, Compressor
section, Combustion section, Turbine section and Exhaust section
Inlet section
Inlet section used to inter ram air at proper angle with maximum efficiency and main energy loss
due to drag.
 The amount intake air required by gas turbine engine is approximately ten times greater than
that of reciprocating engine.
 Inlet section is made up of magnesium alloy and for corrosion preventing it is coated with
chrome plate.
 Engine trust can be high only if the inlet duct supply the required air flow at higher possible
pressure.
 In some engines this section is fitted with dust protection devices also it is integrated with de-
icing and anti-icing system.
Compressor section
This section mainly compresses (increase the pressure of) the incoming air to supply for different
functions of the engine.
 Primary function: furnish sufficient air for combustion
 Secondary function: supply engine bleed air
 For heating and cooling
 For pressurization and air conditioning
 For engine starting and pneumatic applications
 For deicing and anti-icing
 For auxiliary drive units
 For control booster servomotor
 Power for running instruments
 There are three types of compressors
 Axial flow compressor
 Centrifugal flow compressor
 Mixed flow compressor
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 In gas turbine engines axial flow compressor is preferable because it can be used within
different spools (single spool, double spool and triple spool). And it comprises a number of
stages.one stage means one stator (with vanes) and one rotor (with blades). VGV is used to
control the mass flow rate of the entering air to the compressor and increasing the engine
efficiency.
Combustion section/chamber
Its serves to convert the chemical energy of the fuel in to thermal energy by means of ensuring
efficient combustion of the fuel in the air flow delivered from the compressor. In the combustor,
the air is mixed with the fuel and a chemical reaction ensues which is exothermic, that is, it results
in a heat release. The combustion process in aircraft engines and gas turbine is a heat addition
process to the compressed air in the combustion chamber or combustor. The combustion chamber
is situated between the compressor and turbine, where it accepted air from the compressor and
delivers it at elevated temperature to the turbine
Figure 11 types of combustion chamber

 Combustion chamber may classified as subsonic and supersonic depending on velocity of
combustion .there are three main types of subsonic combustion chambers in use in gas turbine
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engines, namely; multiple chamber( tubular or can type), turbo-annular chamber and the
annular chamber.as a common all combustion chamber types consists Diffuser outer casing ,
Diffuser inner casing, Flame tube, Fuel manifold with fuel nozzle, Igniter plugs, Drain valve
unit
Turbine section
This section mainly transform the kinetic energy of exhaust gas into mechanical energy to drive
the compressor and engine accessories. From 60% to 80% of the total pressure energy from the
exhaust gas is a absorbed by the turbine to be converted into mechanical energy and it is located
behind the combustion chamber.it is made of titanium to withstand extreme conditions of heat and
corrosion, also mechanical stresses.in general turbines produce shaft power for the compressor in
the gas generator as well as other external loads, such as fan in a turbofan, propeller in a turboprop,
rotor blade, in a turbo shaft engine and electric generator. Based on their construction there are
two types of turbines these are radial/centrifugal and axial. In aircraft engines axial type is
preferable.in different engines it has different types; for example high pressure and low pressure
turbine in (double spool) turbojet and fan engine also compressor turbine and free (power) turbine
in turbo shaft engine.
Exhaust section
Figure 12 main engine sections

It is located behind the turbine section and it is made up of titanium alloy and stainless steel, it has
also a conical or cylindrical duct/pipe shape. Supported at its forward end by the turbine exhaust
case, and is open at its aft end. Its main function is to direct hot gases rearward by straightening
the swirl gases to minimize turbulence and Increase exhaust gas velocity to produce thrust. Its
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main components are; tail cone, tail pipe, jet nozzle, exhaust strut, exhaust collector, thrust
reverser, afterburner, and noise suppresser. In turbojet and turbofan engines exhaust gases are the
only thrust sources and to augment their thrust those engines uses additional section so called AB
(after burner/Reheater).AB is a ramjet engine attached to the turbine exhaust case of a turbojet or
turbofan engine also it is a method by which the maximum thrust capability of a basic engine may
be augmented by 50%-100%.
I, Turbojet engine
The turbojet engine gets its propulsive power from the reaction to the flow of hot gas. So, the
turbojet is the simplest form of gas turbine in that the hot gases generated in the combustion process
escape through an exhaust nozzle to produce pounds of thrust. Turbojet engine is designed to
accelerate a stream of air to an exceptionally high velocity and to obtain useful thrust from the
reaction. Then Principles of operation of turbo jet engine:-
 As the engine starts up atmospheric air at proper amount and angle get into the engine
compressor section
 The air is compressed per each stage of the compressor, increasing its pressure as much as
twenty times or more of ambient pressure and directed through diffuser into the combustor
 At the diffuser the air divided into two flow paths. The primary air flow for combustion and
the secondary air flow for cooling of the hot section of the engine.
The primary air mixes with fuel ignited by the electrical igniter which switched off after a
while automatically. The combustion continues by self-supporting method at relatively
constant pressure. Primary air is 25% of the entering air and which is needed for combustion
only also secondary air is 75% of the entering air and used for cooling purpose.
 The expanding gas energy strikes the turbine at high velocity and the turbine changes some
portion of it into mechanical energy (to derive the compressor and accessories).
 The secondary air cools the hot portion of the engine, to lower the operation temperature of
the engine.
 The remaining expanding gas energy, being mixed with secondary air flow, comes out of the
engine at high velocity at the exhaust section or nozzle creating a reaction trust and if necessary
afterburning will takes place.
 The characteristics of turbo jet engine shows that it is the best for:
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 High speed flight

 High altitude flight
 Lower emission level
 Better engine efficiency
 Long distance flight
 Great power to weight ratio
 Thrust augmentation
 Military operations
Turbojet engine can be classified as:
 Turbojet engine with single spool
 Turbojet engine with double spool
 Turbo jet with centrifugal or axial compressor
 Turbo jet with afterburner or without afterburner
 Nuclear or non-nuclear turbojet
The thermodynamics cycle of this engine is carried out under open gas turbine cycle/Bryton or
Joule cycle. According to this cycle there are two isentropic (one compression and one
expansion) and two isobaric/constant pressure (one heat addition and one heat removal)
processes.
2 3 4
1
Figure 13 turbojet engine section without AB section
1-2 Isentropic compression (in compressor section)
2-3 Isobaric heat addition (in combustion chamber section)
3-4 Isentropic expansion (in turbine section)
4-1 Isobaric heat rejection (in exhaust section)
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Table 5 thermodynamic cycle analysis of GTE/TJE
Figure: 14 thermodynamic cycle of jet engine without any thrust augmentation
Turbojet engines usually used in military aircrafts, in DAVEI those engines are the power sources
for MIG-21 and MIG-23 fixed wing combat aircrafts. Later we will see about MIG-21 and MIG-
23 under fixed wing production factory. The safe time for AB is from 3-5 seconds only, if the time
is exceed from this range there will be exponential increment of EGT and simultaneously melting
of exhaust section also an explosion will occur. Afterburners are generally used only when it is
important to have as much thrust as possible. This includes during takeoffs from short runways,
assisting catapult launches from aircraft carriers and during air combat situations (immediate
escape).
 Thermodynamic analysis of a turbojet engine with AB thrust augmentation;
Figure 15thermodynamic cycle (T-S) of jet engine with AB thrust augmentation
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(0-1) the air flows from far upstream (atmospheric air)

(1-2) the air flows through the inlet diffuser and ducting system, where the air velocity is
decreased as the air is carried to the compressor inlet (at the inlet of the engine)
(2-3) the air is compressed in a dynamic compressor (Isentropic compression)
(3-4) the air is “heated” by mixing and burning of fuel in the air (isobaric heat addition)
(4-5) the air is expanded through a turbine to obtain power to drive the compressor (isentropic
expansion)
(5-6)The air may or may not be further heated by the addition and burning of fuel in an
afterburner. (Reheating of the remaining oxygen air from the main combustor)
(6-9)The air is accelerated and exhausted through the exhaust nozzle (isobaric heat rejection)
0 3 4
2 6 7 9
1 8
5
Figure 16 turbojet engine

II, Turbofan engine
The turbofan engine has a duct-enclosed fan mounted at the front or rear of the engine. The fan
runs at the same speed as the compressor, or it may be mechanically geared down. The fan produces
additional force or trust without increasing fuel flow. An independent turbine locate the rear of the
compressor drive turbine may also drive the fan. All thermodynamic analysis and AB thrust
augmentation is similar with turbojet engines. Turbofan engines were designed as a compromise
between the turboprop and turbojet engines. The turbofan engine is similar to the turboprop, except
a fan replaces the turboprop propeller. One basic operational difference between the two engines
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is the airflow. The fan is inside a cowling, and as a result the airflow through the fan is unaffected
by the aircraft's speed. These factors eliminate loss of operational efficiency at high speeds, which
limits the maximum airspeed of propeller-driven (turboprop) aircraft. Turbofan engines have a
better performance, greater fuel economy than turbojet at low power setting, low speed, and low
altitude so a better propulsive efficiency and significantly reduces exhaust noise. This Engine
performance affected by different condition like: temperature, pressure and density depending on
the altitude. The performance of an engine is dependent on the capacity of engine to produce
sufficient thrust which is again affected by density, engine speed, air speed and altitude. This
efficient engine is a power source for SU-27 and L-39 military fixed wing aircrafts.
Figure: 17 L-39 fixed wing fighter aircraft turbofan engine

III, Turbo shaft engine
Turbo shaft engine is one of the popular GTE which is intended to produce torque. Whereas the
above two engines (turbojet and turbofan) engines are thrust producer engines.in turbo shaft engine
(2-3) % of the thrust is obtained from the exhaust and (97-98) % of thrust is from main rotor blade.
Turbo shaft engines have a high power-to-weight ratio and are widely used in helicopters. Its
engine is an axial-flow turbo shaft engine incorporating the free turbine principle. It is comprised
of a compressor, combustor, gas generator turbine, power/free turbine and swirled exhaust stack.
The engine is equipped with a control system that modulates fuel flow to maintain constant power
turbine output speed for a given speed selector setting in the governed range. This system maintains
the selected speed by automatically changing the fuel flow to increase or decrease gas generator
speed. It is a type of engine in which the net gas energy available is changed into mechanical
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energy. In this type of engine 2/3 part of the expanding gas energy to derive the compressor and
accessories, the remaining 1/3 part of the expanding gas energy is extracted by a power energy
turbine (free turbine) and changed into shaft horse power being directed into a reduction gear box
to rotate the main rotor and through transmission to the tail rotor system of the helicopter.
Inlet compressor
Figure: 18 turboshaft engine

Turbo shaft engines are often used to drive compression trains (for example in gas pumping
stations or natural gas liquefaction plants) and are used to power almost all modern helicopters
including military helicopters (MI-8, MI-17, MI-24 and MI-35). The primary shaft bears the
compressor and the high speed turbine (often referred to as the Gas Generator), while a second
shaft bears the low-speed turbine (a power turbine or free-wheeling turbine on helicopters,
especially, because the gas generator turbine spins separately from the power turbine).compressor
turbine is coupled with a compressor and the output shaft is coupled with Power/Free turbine.
Between free turbine and compressor turbine there is no mechanical coupling it is a gas coupled.
Under DAVEI turboshaft engines possess major overhauling. This engine is a single spool type.
All turboshaft engines under DAVEI are the product of JSC Klimov (Joint Stock Company
Klimov) in Saint Petersburg, Russia. Their thermodynamic analysis is similar as any gas turbine
engine and there is no requirement of thrust augmentation.
IV, Turboprop engine
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Propulsion in turbo prop engines is accomplished by the conversion of the majority of the
combustion energy into a mechanical power to derive the compressor, accessories and the
propeller load.
Characteristic and uses:
 High propulsion efficiency at low air speed which results in short
take off rolls
 more complicated design and heavier weight than turbo jet
 Lowest trust specific fuel consumption
This characteristic shows that turbo prop engines are superior for lifting heavier loads of short and
medium length runways. Usually such as Antonove and other biggest air craft. In general a
turboprop engine is a turbine engine that drives a propeller through a reduction gear. The exhaust
gases drive a power turbine connected by a shaft that drives the reduction gear assembly. Reduction
gearing is necessary in turboprop engines because optimum propeller performance is achieved at
much slower speeds than the engine’s operating rpm. Turboprop engines are a compromise
between turbojet engines and reciprocating power plants. Turboprop engines are most efficient at
speeds between 250 and 400 mph and altitudes between 18,000 and 30,000 feet. They also perform
well at the slow airspeeds required for takeoff and landing, and are fuel efficient. The turboprop
engine consists of three major assemblies. They are the power section assembly, the torque meter
assembly, and the reduction gear assembly (RGA).
Principles of operation of turbo prop
The basic principles of operation of a turbo prop engine is the same as the turbo jet engine, the
only difference is that, the engine uses almost all of the expanding gas energy available(around
90%) to derive the compressor and to derive propeller directly or through the reduction gear box
assembly, which furnishes suitable rpm for the propeller. In a very little trust through exhaust gas
is available (approximately 10%).its propeller can coupled on compressor shaft or free turbine.
V, Reciprocating engine (RECIP engine)
Reciprocating engine or ‘RECIP’ engine also known as piston engine is an internal combustion
engine that uses one or more reciprocating pistons to convert pressure into a rotational motion. It
operates on the same principles as the engines found in most automobiles. However some
modifications like dual ignition systems to improve redundancy and safety, and air cooling to
reduce weight have been incorporated into engines designed for aviation use.
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Also aviation reciprocating engines are different from vehicles engines on their ignition system
which means they use a Magneto type of ignition system simply there is no distributer type ignition
system.
Reciprocating engine is used for GYROPLANE, HIDDASE and GLIDER type aircrafts. It has
different types like in-line, rotary, v-type, radial and horizontally opposed engines. We have seen
diesel operated and gasoline operated horizontally opposed reciprocating engine type. The major
difference between diesel and gasoline engines is the way these explosions happen. In a gasoline
engine, fuel is mixed with air, compressed by pistons and ignited by sparks from spark plugs. In a
diesel engine, however, the air is compressed first and the heat environment is formed by glow
plugs, and then the fuel is injected. Also their thermodynamic cycle is different diesel cycle
undergoes with diesel/constant pressure cycle whereas gasoline engines Otto cycle/constant
volume/explosion cycle.
If we take HIDDASE`s engine it has six reciprocating pistons, it is gasoline engine, it has two twin
spark plugs for one cylinder house, there is no presence of flywheel because the crankshaft is
directly coupled to the main rotor and due to this the starter motor pinion is meshed with crankshaft
end gear, its ignition system is a magneto-ignition type, it is air/fins and oil cooled which means
there is no requirement of radiator, it is opposed cylinder alignment and it lubrication type is
splashing type/ wet sump oil system.
Figure 19 reciprocating engine

Some maintenance on overhauling action
 Turbine failure
 Failure on the compressor
 Combustion chamber failure
 APU failure
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B. Gearbox and transmission shaft shop

Gearbox
Gearbox and transmission shaft shop concerned with maintaining and overhauling gear and
transmission system of aircraft/helicopter. The Main gear box are knows as reduction gear box.
There are reduction gear box of turboprop or turbo shaft engines. In addition accessory gear box
of any type of engine of turboprop or turbo shaft engines are also maintained here. The main uses
of gears in the gear box of air craft or helicopter are for speed reduction of aircraft and for torque
multiplying purpose. Speed reduction in is the most essential activities take place in air
craft/helicopter gear box
1. Main gearbox
This deals with the reality that the gear with small number of teeth drives the gear with many teeth.
Speed is reduced when the driver/the one with small number of teeth rotate two times the driven/the
one with many numbers of teeth rotates only one times. From this reality, it takes a long duration
for the gear with many numbers of teeth to rotate on its axis even once time.in helicopter reduction
gear there are three stages (first stage, second stage and third stage).
The first stage consists of free clutch gear and flywheel gear and this section is directly coupled
with engine output shaft so called power shaft. The next stage consists of bevel gear arrangement
and it changes the horizontal rotational speed of the shaft in to vertical shaft to the main rotor
blades. The last stage is consists of planetary and sun gear arrangement. . Whatever the rpm gained
from the engine changes, the main gear box delivers a constant rpm for the following components
through shaft. The main gear box is mainly used:
 To drive main rotor shaft(240F rpm, 192T rpm)
 To drive tail rotor shaft for the tail rotor( 3237F rpm, 2589T rpm)
 To drive air compressor( 2008F rpm, 2005T, rpm)
 To drive cooling fan( 6033 rpm)
 To drive tachometer(2384 rpm)
 To drive other gear boxes through tail rotor shaft
 To drive hydraulic pump
 To drive a/c generator
 To drive oil cooler
 To drive Main gear box oil pump
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 To drive main rotor brake

 To drive any unit installed on it or connected by shaft as the design
3. Accessory gearbox
This gear box is also used to reduce the rpm with 25-75 intervals and transmit the output power of
main gear box to intermediate gear box. Common units installed on the accessory gear box are:
 Ac generator(Accessory Gear Box is used to generate additional power especially for fighter
helicopter (mi-24 and mi-35) this additional power is come from two generators on the gear
box producing electrical power.)
 Auxiliary power unit (APU)
 Utility hydraulic pump
 Transmission shaft
4. Intermediate gear box
Intermediate gear box is also used to transmit the rpm of the engine. But at this stage there is no
rpm reduction but a 450 angle change. It is used to transmit rpm from accessory gear box to the
final tail gear box.
5. Tail gear box is mounted at the top right or left of pylon as the helicopter design. It serves as;-
 A point of attachment for the tail rotor
 Changes the direction of drive by 90°
 Reduces the rpm with 11-20 interval (by a system of a small bevel driving a large
bevel gear)
 A house for the tail rotor pitches change mechanism.
The tail gear box comprises the following main unit:
 Casing
 Bearings sleeve with driving gear
 Casing cover with driven gear
 Tail rotor control rod
Transmission
The daily function of this shop is disassemble, assemble, overhaul and checking remark of
Transmission Shaft .As name indicate Transmission Shaft is used to transmit power .
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To perform this operation six shafts are used each having their own label;
Label number Amount in number
1. twenty (20) two (2)
2. Forty (40) one (1)
3. sixty (60) one (1)
4. eighty (80) one (1)
5. hundred (100) one (1)
Figure 20 transmission shaft
The path followed to transmit power is as follows:

Main Gear Box shaft labeled 20 shaft labeled 40 Accessory Gear Box shaft
labeled 80 shaft labeled 60 shaft labeled 20 Intermediate Gear Box(change angle by
45 degree) shaft labeled 100 Tail Gear Box(change direction by 90 degree) Tail
Rotor Hub Tail Rotor Blade
Main Gear Box and Accessory Gear Box are connected in horizontal manner while Intermediate
Gear Box and Tail Gear Box are connected through inclination (45degree). The remark seen on
the shaft is mainly bent and bearing wear. Because those shafts are subjected to bending moment
and torsion the bent of the shaft is checked by instrument called Dial Indicator and the wear of the
bearing is removed by cleaning shop.
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Car-dial shaft
Car-dial shaft is used to connect main gear box with the cooling fan (is used to cool engine, main
gear box and also for air compressor. Two type of cooling fun are there: automatic and fixed
cooling fun .The difference is that in cold environment fixed cooling is closed by the pilot while
the automatic one is closed automatically as the name indicate.) And transmitting power from main
gear box to the cooling fan.
Figure 21 transmission shaft alignment shop

C. Fuel aggregate shop
As we can understand from its name this shop is concerned with maintaining and overhauling of
fuel system of engine. Basically, there are two types of fuel systems main fuel system and after
burner fuel system. After burner fuel system is limited to turbo jet or thrust derived air craft.
The purpose of the main fuel system is to provide a measured flow of fuel to the engine for a given
set of operating conditions. This system will sense atmospheric system and contain them with
desired conditions and then meters the required fuel flow to the combustor. Some of the condition
or parameters sensed are engine speed, throttle position, compressor inlet temperature, compressor
discharge pressure and exhaust gas temperature.
Fuel systems have components which are mounted on the air frame and engine.
 Components mounted on air frame; Fuel tank, Fuel booster pump, Low pressure fuel filter.
 Components mounted on the engine; Fuel filter, Plunger pump, Main fuel control unit
(FCU), Heat exchanger/Fuel-oil cooler, Main fuel divider ( primary fuel manifold and
secondary fuel manifold), Fuel nozzle.
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D. Main rotor hub and swash plate shop

This shop is one of the main shops under power plant factory in which the disassembly, assembly
as well checking of main rotor hub and swash plate are take place.
Figure 22 assembling of main rotor hub

Main Rotor Hub is one of the important components of air craft having five connecting rods which
is directly locked with the five main rotor blades each and transmitting power received from main
gear box to the main rotor blade. Main Rotor Hub has three hinges and five connecting rods with
hydraulic damper.
I. Horizontal hinge: is used to move air craft side way. Horizontal hinge uses normal or non-
hypoid oil for lubrication purpose because there is no high load is applied on this position like
others.
II. Vertical hinge: is used to join vertical hinge with the feathering hinge and on this part hypoid
oil is used for the lubrication purpose. This is selected for safety purpose as high load is applied
on this position.
III. Feathering hinge: is used to move air craft up and down during this movement there is high
load on this position due this hypoid oil (high viscous oil) is used for lubrication purpose.
IV. Hydraulic Damper: is used to damp vibration and joined with the main gear box output shaft.
 Swash plate
Figure 23 swash plate
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The swash plate consists of a rotating disc (upper), stationary (lower) portion with a scissors and
sleeve assembly separated by a bearing. The swash plate is permitted to slide on the main rotor
vertical driveshaft and mounts on top the main transmission.
Swash plate is directly joined with the main gear box with the purpose of transmitting power from
main gear box to the main rotor hub and so called the heart of airplane. Swash plate has five arms
which is connected with the connecting rod of the main rotor hub.
Hydraulic torque machine used for assembling and disassembling of hub by pushing/pulling and
revolving action of hydraulic cylinders installed in it.
Damper tester that simulate torsion load on each damper again works hydraulically to press it to
the permissible pressure and check results against the preset range of compression. We also did
cleaning and checking anti-icing valve on a separate bench.
E. Tail rotor hub and main rotor blade and propeller shop
Rotary blade and propeller shop
The daily function of this shop is mainly balancing and maintaining blade, disassembling and
assembling of tail rotor hub.
There are two types of blade, which are:
1. Main Rotor Blade
2. Tail Rotor Blade
1. Main Rotor Blade
The main rotor has five blades and rotor hub attached to the main gear box shaft and each blade
angled correctly (720). The metal blades are attached to the hub by bolts. The blade has airfoil
shape which is used to create lift for helicopter. What makes a Helicopter differ from other is
their blade. Main Rotor Blade are five in number having their own mass each.
The balancing is done on two scales each at both ends. The range of mass for main rotor blade is
(114-116) in Kg. When each blade is balanced it must be in this range, if it is less than 114Kg
small plate is added until it reaches to the range and if it is above 116Kg the small plate already
added is removed from the blade till it comes to the range.
NB. No more than 900g plate is added on the blade for the purpose of safety.
Transport Helicopter's blade is small in area and longer than fighter Helicopter's blade while fighter
helicopter's blade is large in area and shorter than transport blade. The reason is that for fighter
helicopter speed is very important than transport helicopter, this means area and pressure are
35
inversely proportional while area and speed are directly proportional this reality makes the
difference we have described above on the two blades.
Main rotor blade is metal constriction. It has honey comb structure cover by aluminum sheet. There
are five main rotor blades in helicopter aircrafts. Each blade is balanced statically and dynamically
within tolerances that permit individual replacement. It is installed on the main rotor hub at the tip
of feathering (axial casing) hinge. Main rotor blade performs the same function as an airplane’s
wings providing lift which is one of the critical aerodynamic forces that keeps aircraft high as the
blades rotate. It is used to lift, propel and control the helicopter. Each of the main rotor blades
consists of: A cuff, Abrasion strip, Tip light/navigation light, Heating adapter, Spar and Honey
comb like sections
The cuff and spar are the chief supporting members of the blade. An abrasion strip near the end of
the blade protects the leading edge from sand, dust and other abrasive materials that are in contact
during flight. The pockets (sections) and root pocket cap are attached to the spar to form an airfoil
structure. The heating adapter is used for anti-icing system at the time of formation of ice on the
blade.
2. Tail Rotor Blade
Tail rotor blade is made by metal or fiber structure as the design of helicopter. There are three tail
rotor blades and these blades are used for anti-torque and directional purpose for aircraft. The
structure and containing component are the same to that of main rotor blade difference only in size
and sometimes in material. It consists of root end, honey comb section, spar, abrasion, tip cap,
skin and trailing edge. Spar provides structural rigidity and strength to the skin. The blade root end
provides the means of attaching the blade to the tail rotor hub. The abrasion strip protects the blade
edge from sand, dust and other abrasion materials in contact during flight.
Tail Rotor Blades are three in number and the mass of each blade should 13.75 Kg. The balancing
is done in the same way as that of main rotor blade. The difference we mentioned above for main
rotor blade is also applicable here for tail rotor blade.
Tail Rotor Hub
Tail rotor hub is mounted at the top left or right side of the 90° gear box on the tail rotor pylons.
The tail rotor trust is controlled by changing the pitch or angle of attack of the tail rotor blades.
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The tail rotor system is used to counter act the torque of the main rotor and also controls the
helicopter heading. The tail rotor pitch change mechanism is contained within the tail gear box
and is actuated by control pedals in the cockpit. Also it is used to transmit power received from
main gear box through the tail gear box (change the direction by 90 degree) to rotate tail rotor
blade. The tail rotor hub has three connecting rods which are used to join with and hold the blade.
2.3 Fixed wing Production Factory

This production factory is also the pillar factory from nine DAVEI factories. Its working principle
is equivalent with rotary wing production factory but here the customer aircrafts are only fixed
wing aircrafts; like; MIG-21, MIG-23, L-39, SU-27, Antonove and some civil aviation/commercial
aircrafts. Fixed wing factory participating on air craft overhauling, upgrading, modification and
different repairing works (activities), so to accomplish this activities and responsibilities the
following preconditions and facilities must be fulfilled: To perform levelling skilled technicians
(including master technicians), supervisor and Engineers must be participate, before entering the
aircraft to the hanger for levelling all firing equipment’s and armament parts must be disarmed or
removed.
In this factory from acceptance to delivery every action is recorded and supervise by quality
control office master technicians. Even the test flight/ground test flight is checked by this factory
workers.as a chance we were participated on monthly engine run up test twice in our internship
session.
Figure 24 test flight of MIG-23 with master technician supervision

Fixed wing aircrafts
A fixed-wing aircraft is an aircraft capable of flight using wings that generate lift caused by the
vehicle's forward airspeed and the shape of the wings. A fixed wing can use one or two power
plants/engines.it consists with different aerodynamic assistant bodies like; wing, slats, spoiler,
aileron, flaps, elevator, rudder, vertical stabilizer and horizontal stabilizer.
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All this parts collaborate with engine and used for lift generation, drag generation, side to side
motion, pitch up and pitch down motion control, yaw motion control, and pitch control. In DAVEI
there are different military and civil fixed wing aircrafts. As an industry it focus on military
aircrafts like; SU-27 (currently it is the latest aircraft for Ethiopian Air Force), MIG-23, MIG-
21(almost grounded), L-39 and Antonove. Also there are trainer and bomber fixed aircrafts i.e.
bomber (only one cockpit) and trainer (pilot and co-pilot)
Figure: 25 SU-27 during engine run up test flight
Figure 26 L-39 during ejection sit assembly
Figure 27 MIG-23 ahead to engine run up test flight
Figure 28 during disassembling of Antonove wing
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2.4 Aerospace mechanical system Production Factory

The factory mainly works as a servant for the two aircraft factories, fixed wing aircraft production
factory and rotary wing aircraft production factory. It has more than 12 shops related to mechanical
control and lifesaving apparatus maintenance. The aerospace and mechanical system factory has
at least 130 permanent and contracted workers and also it has customers abroad like Sudan,
Mozambique, Rwanda and other African countries by buying parts.
1. Hydraulic Shop
In hydraulic shop hydraulic systems of the aircraft are checked and tested. The word hydraulic
means incompressible and comes from a Latin word with a meaning of flow of liquids. There are
many testing machines which are work automatically and manually. There are different test
benches like: universal test bench for MIG 23, universal bench for MI-24/35, solenoid valve testing
bench, Hydraulic filter test bench and regulator test bench for testing purposes. Here filters check
valves that are overloaded, accumulators, electromagnetic valve, emergency valve pressure
indicators and other hydraulic system apparatuses are maintained. Especially actuators have very
important place in aviation system. The science behind the working principle of the hydraulic
tester machines is Fluid Power System/FPS and fluid mechanics. In fixed aircraft hydraulic system
is the backbone system for controlling and power transmission.
2. Air Craft Landing Gear Shop
This shop received/accept nose and fuselage landing gears from fixed and rotary wing production
factory. These landing gears could be retractable or non-retractable. Under this factory a major
overhauling is carried out for each landing gear, also wheel and brake system overhaul under this
shop.
3. Air Craft Control Shop
The shop that control systems are maintained is called air craft control shop. This shop contains
pedals control system apparatus rotor sticks pilot sits and pilot stick applications. The main systems
on air craft control systems are; Collective and cyclic pitch, Throttle lever, Winch machinery,
Combined unit, Main engine brake, Pedal, Gear box mount, Booster bracket and Engine separators
4. Oxygen Shop
In this shop oxygen is prepared for pilots. There are many systems and parts that can use for
deliver oxygen for the pilot system.
5. Firefighting shop
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Firefighting or protection system monitors the aircraft for conditions of fire, smoke, overheat and
also pneumatic duct leaks. It includes passive and active fire protection means. Passive fire
protection is realized by using fire proof on inflammable materials like cables, lining, interior etc.
The active fire protection system consists of scattering light smoke detectors and fire extinguishing
system. Cargo compartments and electronic compartments are equipped with fire detection
instruments. Especially for cargo compartments fire detection instruments play a great role since
it is inaccessible during flight. The zones on aircraft that have a fixed fire detection and/or fire
extinguisher system are: Engines and auxiliary power unit (APU), Cargo and electronic
compartment, Wheel wells, Bleed air ducts.
The following classes of fires are likely existing onboard aircraft:
 Class A- fires involving ordinary combustible materials such as wood, cloth, paper, rubber
and plastics.
 Class B- fires involving flammable liquids like gasoline, aircraft fuel, greases, lubricating
oil, hydraulic fluids and alcohols.
 Class C- fires involving energized electrical equipment
 Class D- fires involving combustible metals, such as magnesium, titanium, sodium,
potassium, zirconium and lithium.
In summary, firefighting system consists of fire extinguishing system and fire detection system.
6. Egress and parachute shop
This shop performs a safety work, this include drag chute, parachute and ejection sit. As any other
shop its workflow is starts from acceptance and end with delivery process. Overhauling,
maintenance and repair works are the major tasks of this shop. Drag chute is used for safe landing
purpose especially for military aircrafts, parachute is used for soldiers/special force rescue mission
and ejection suit is used to eject out the pilot and the co-pilot from the air craft during emergency
cases. Usually this feature is common in fixed wing aircrafts (SU-27, MIG-23 and L-39) but in
7. Pipe system shop
Pipe system shop has a customer from Ethiopian Air Force, foreign countries and DAVEI other
shop. Pipe system is used for pressure flow as hose system. It has two types called aluminum type
and steel type. Steel pipe is used for pressure line and Aluminum pipe for return line. Steel pipes
are used around engine area and selected for fuel and fire pipe due to heat resistance whereas
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aluminum pipes are selected for test bench. Pipe system has the color codes similar but it is applied
for two additional systems and lines to that of hose system. It comprises the following systems and
lines: Hydraulic system, Fuel system, Oil system, Air system, Fire system, Air duct system, Hot
air lines and Oxygen lines.
The main task of this shop is to manufacture, design and modify the damage pipe system of aircraft.
It follows some procedures of work flow as other shops do like inspection, documentation,
repairing, cleaning bath (benzene pumping), testing, air protection (preservation), painting and
delivery.
Order of activities performed in this shop is cutting the raw material pipe with the desired length,
fleering the pipe to the desired diameter, bending the pipe to the required angel, measuring the
bended pipe whether it is as intended or not, testing the pipe for leakage test, bathing or cleaning
the pipe from dusts and chips and finally making air protection if any liquid remain in the pipe.
There are different tester, machines and tools used in this shop. Some of these are:
 Pipe cutter machine: for cutting biggest diameter pipes but the smaller can be cut by
hack saw
 Scrimp: remover of chips from pipe after cutting and filing
 Sand paper: to clean the pipe, nipple and Hollander
 Letter punch and permanent pen: to print or write part no. on pipe after painting
 Bath machine: to clean the pipe with the fuel
 Filer machine: to make fitting mouth on the pipe in diameter interval of 6-35 for
both steel and aluminum type
 Bending machine: to bend pipes in diameter interval of 10-35 for both steel and
aluminum type. 6 and 8 are bent in hand.
 Pressure testing machine: to check or test pressure resisting capability of pipe.
Aluminum can resist 60- 80KgFwhile steel 120KgF. There are two types: fuel and
air pipe tester and hydraulic pipe tester.
8. Hose system shop
Hose system shop has a customer named fixed wing and rotary wing mainly though other shops
like test cell, avionics and power plant can be its customer for their system’s hose. Hose system
serves as a transmission or flow paths for aircraft. Mainly it has two types: rubber type and wire
type additionally, the two types can be jointed in layer for the purpose of combined property. Hose
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system has been used for four different types of systems and these systems have their own color
code. The systems and the corresponding colors are as follows: Fuel system- yellow color, Oil
system- brown color, Air system-black color, Hydraulic system- gray color
Hoses have different pressure resistance capability and depending on this parameter it classified
into:
 Low pressure hose:- 15- 85 KgF (Kilogram Force)
 High pressure hose:- 85- 240/360 KgF
Hoses have a plate as ID for differentiation among others. The plate includes general information
about it like where and when it comes from. Information on plate is:
 Part number- to differentiate material type of hose
 Serial number- to differentiate the place of operation within the same material type
 Year- the time of production of hose. New hose has a life time for 11 years.
It has also a nomenclature on its structure for documentation which brief about the hose in case of
acceptance from customer for maintenance and delivery after a process. For instance, 3y-16-
15KgF, 5y-10-85KgF, 2y-4-15KgF. The first stands for company universal code, the second for
internal diameter of hose and the last for pressure resistance limit.
There are three components used for production of hoses namely Hollander, Nipple and Socket or
Sleeve. The nipple passes through the Hollander and gets into the hose covered with the sleeve
and then the combination is cramped by dyes and electrical crimper machine. After production the
hose is covered with different synthetics for the sake of safety of leakage, dust and heat. The
following synthetics are provided for different type of hoses: Air system hose- black synthetic,
Fuel system hose- yellow fiber synthetic, Oil system hose- brown synthetic, Hydraulic system
hose- gray synthetic.
Hydraulic and air hoses are used for landing gear having a high pressure force while oil and fuel
hoses for lubrication system with low pressure force.
9. Machine shop
The center where many air craft parts that can be manufacture using a machine are fabricated here.
It is placed in front of fuel and oil system shop and having different types of machines.
There are many designers and they do their job according to the mechanical detail drawings.
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They have their own steps for doing a job starting from accepting its drawing to delivery and
documentation. Bolts, hubs, flanges, gears, special tools and other small air craft parts are
fabricated. They are performing these tasks by using many machines such as
 Lathe machine: - for facing, turning chamfering, boring, knurling, and to makes internal
and external threads.
 Drilling machine: - originally to make holes by using a tool called drill bit. And also
reaming boring, counter sinking, tapping, spot facing and trepanning.
 Shaping machine: - to produce horizontal, vertical or include flat surface cutting shaping
and shaper machine having reciprocating machine.
 Milling machine: - a machine in which metal is removed by means of revolving cutter
with many teeth. Mostly parts come to milling machine after they finish operation on lathe
machine.
10. Heat treatment shop
Objectively for hardening, softening, drying colors painted aircraft parts are performed at heat
treatment shop. There are specialized technicians on metallurgy to use the furnace properly. The
two categories of furnaces are fuel fired furnace and electrical furnace according to their energy
used. Some of the furnaces are; Box furnace, Pit furnace, drying furnace and Vacuum furnace
2.5 Test cell Factory
This factory is installed for the purpose of testing engines by supplying all the inputs for each
system and controlling unit as it is operated in aircraft with the coordination of local DAVEI’s and
Air Force’s technicians. All of the aircraft cockpit controllers are there. In addition, sensors are
installed for crucial and exposed sections and systems. We have seen turbojet and turbo shaft
engine test cells having amazing and organized building structure for every engine testing
procedures.
Figure 29 Turbojet and Turboshaft engines on their test mount
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Especially the turbo shaft engine test cell is organized with technological advancements like event
recording, cameras and smoke sensors. But in general as a factory the test is performed for, turbojet
engine, turboshaft engine, auxiliary power unit, turbo-starter, 924-pumps and air starter. The great
achievement and advancement of this factory is the Turbojet engine test shop is fully
launched/constructed by Ethiopians (DAVEI and Air Force technicians) including the test benches
and engine test mount.
2.6 UAV/Unmanned Aerial Vehicle Production Factory
Unmanned Air Vehicle (UAV) is also called RPV /Remotely Piloted Vehicles and they are an
aircrafts without on-board pilot. It can be made to carry cameras/ payload, radars, weapons/
armament and other components depending on the demand and requirements of the user for
different application. It can be used for different application starting from the intelligent gathering
information due to the help of integrated video camera and explosive and tunnel detection by the
help of radars till to deploy of weapons on hostile area. UAVs can be used for military and civil
applications.as a shop there are four shops under this factory these are, mini UAV shop, tactical
UAV shop, operational UAV shop and test integration shop.
We have briefed and seen three main types of UAVs which are currently available in DAVEI these
are: Mini (small), Tactical and Operational UAV.
 Mini UAV: capable to provide imagery intelligence for tactical commanders on the land
and see at ranges up to 50 kilometers. They are manufactured from fibers and use servo
motor applicable in training and camera surveillance.
 Tactical UAV: designed to support tactical commanders with near-real-time imagery
intelligence at ranges up to 200 kilometers.
 Operational UAV: developed to provide ground and joint force with near-real-time
imagery intelligence at ranges up to 200 kilometers extensible to 300+ kilometers by using
another UAV as an airborne relay.(Joint tactical and medium altitude or endurance UAV)
Figure 30 UAVs
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CHAPTER THREE
3. BENEFITS GAINED FROM INTERNSHIP
The internship program is believed to help students get introduced to the methods problem solving,
team work and presentation skills. With this regard, students are attached with industries for that
they could get many opportunities to improve their abilities and skills. We are one of the interns
who have been working in a well-scoped and devised industry, we obtained many remarkable
benefits from the program, and also as a chance we lose some values. Some of which are discussed
below.
3.1 Improving practical skills

Skill means the experienced application of knowledge and from primary goals of internship
program practical skill improvement is the prior and imagined as a basic need of internship session.
Due to the above listed reasons in chapter two unfortunately we were not participated in a deep
practical activities/whole practical sessions of each factory because some of the factories are
completely seized their work. But with our initiation and enthusiasm we were involved in minor
disassembling and assembling activities, cleaning and preservation activities and so on. To be
Honest, we are not good enough/qualified in improving our practical skill.
3.2 Upgrading Theoretical Knowledge

In our seven semester university stay we have a little or an adequate knowledge about aviation
science, aeronautical science, aerospace and aircrafts at whole. But after we join DAVEI
confidently we can say something about rotary wing system and fixed wing system in general
about aviation industry basics. On our theoretical knowledge improvement way the collaboration
of master technicians and ordinary technicians were unforgettable also that small library is
aggregated with an infinity of aviation knowledge. Frankly we were tried to compensate our
practical tenure by upgrading our theoretical knowledge well.
3.3 Improving Interpersonal Communication Skills

The ability to communicate is the primary factor that distinguishes human beings from other
creatures. And it is the ability to communicate well that distinguishes one individual from the
other. The fact is that apart from the basic necessities, everyone needs to be equipped with habits
for good communication skills as this is what will make him/her a happy and successful social
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being. A healthy work environment can also be maintained by better interpersonal work relations.
Today, effective communication skill has become a predominant factor even when recruiting
employees. With this respect, the internship program paved as the way to interact with peoples and
communicate with them. It helped as overcome the barriers to effective communication such as
shyness and fear of criticism. Now days, having healthy inter personal relationship with co-
workers makes the entire intern ship program much interesting and fruitful. Although having such
communication with workers makes the knowledge transfer much easier. Also meeting other peer
entrants prepare the stage for improvement of this prior skill.
Generally, we have developed communication skills through:
 Adaptation of those different workers.
 Meeting different university internship students.
 Most of the workers have practical knowledge rather than the theoretical one that
makes a barrier between us. But through time we solve our problem by sharing ideas.
3.4 Improving work ethics
If a person shows his accountability, punctuality, transparency and reliability to his work we can
say that the individual has work ethics skill. Some of the methods to develop strong work ethics
are:-
Arrive to work on time/punctuality
Eliminate or reduce absence
Respect yourself and others, without regarding their religion, race, language and
customs.
Put a positive spin on negative comments, because a positive attitude is crucial to
have a strong work ethics and bring a fresh perspective to problems at work.
be confident and self- motivated in your ability to handle job responsibility
Honor your commitment, being independent and creates confidence in your working
capacity. Seek to serve the interests of the company’s goal, objectives and missions.
Do your part to create a productive work environment.
The quality and quantity of work is a direct reflection of personal characters and
integrity.
Respect what others contribute to the work environment. Concentrate on your job
and commitment to proactive attitude.
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Work ethical employees are a key to productive. All of the employees have to be
disciplined and ethical in their working environment.
Within those four months DAVEI were our best school to learn those wisdoms and we put a mile
stone for our future involvement in different work areas.
3.5 Improving Leadership Skills

Leadership refers to the personal skills of a leader in inspiring a group of people to achieve a
common goal. Effective leadership is based upon ideas, but won’t happen unless those ideas can
be communicated to others in a way that engages them all. Especially we equipped this wisdom
during our project work also initiating the group for visiting additional factories and shops of the
industry which weren’t allocated for us.
3.6 Improving Team Playing Skills

We had improved our ability to perform things with in-group, we also got how to solve problem
by sharing ideas and discuss on problem in group. How to negotiate wrong ideas, give alternative
solution to a given problem and create a smooth interaction with team members. Even we were
increased a friendship intimacy with the company workers including technicians and master
technicians also the military college intern students. To tell the truth team playing skill is the source
for every skill behind the concept of internship.
3.7 Improving Entrepreneurship Skills

It is defined by their habit of innovation and redefines markets. It can be realized that when
someone engages or creates profitable job, which is/are significant for the society. Especially
DAVEI is a good example for improvement of entrepreneurship skill because from very beginning
DAVEI was established as a company for overhauling, upgrading and repairing aviation aircrafts
and aviation related components, but currently DAVEI explode its business scope and create a
new source of income which means by producing non-aviation products and goods like; fast
attacking fiber body boats, car body and spare parts, water tanker, mobile houses and so on. All
this are shows DAVEI is committed for creating new business chances by applying
entrepreneurship concept. So as interns we grasp this skill in a good manner from this company
and we notice the following points.
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 If we have enough money, even if we have neither talent nor profession, we can make a
business by employee those educated or talented persons. To do so, we have to analyze the
most needed demand in the community.
 If we are not educated/have no profession and money, we may have talent. Therefore, we
can start a business regard to our talent.
 If we have not money and talent, but we are an educated/we have profession, we can also
make a business specially this is related with every current students. As we know, our
country is one of the developing countries. Therefore, we have a chance to create a lot of
things by using our resources. For instance, after finishing our internship project
successfully we understand that we can also make another problem solving and profitable
mechanisms for different organizations. This is called the prior goal of entrepreneurship
skill.
3.8 Challenges I faced while performing the work
During the training in the company I faced a numbers of challenges that influence my work
including my project work. This includes:
 A complete lack of internet access (Wi-Fi)
 Old measurement devices/which cause random error
 The Communication barriers with workers. For example: mostly the workers call
the name of machine components in Russian language.
 Absence of dolly for turboshaft, reciprocating and turboprop engine.
 The absence of one central digital library(to get all the manual and log books easily)
 The absence of engineering drawing complicated our understanding to any machine
and device.
3.9 Measures I had used to overcome the challenges
 By asking the technicians we used their office desktop
 Recommend the problem to the quality control office and take new tools from
store
 Referring new words from machine manual and ask Master technicians
 Design a hybrid dolly for turboshaft and plan the rests as a future work
 I draw a detailed engineering drawing for some machines.
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CHAPTER FOUR
4. CONCLUSSION AND RECCOMENDATION
4.1 Conclusion
There is no doubt as students will get a lots of crucial direct or indirect skills during internship
tenure, like; practical and theoretical experience gaining, skill development, create a high intimacy,
persistence to hardships, responsibility, interpersonal and leadership skill, confidence building for
future path and so on. Also we as an internship students within those four months we grasp the
above skills most probably. As we mentioned earlier our expectation about the company were
exaggerated and full of enthusiasm as a chance we reached there when the company were in a
horrible mood and due this we faced a collateral damage however after all of this we weren’t give-
up and we cooperate with other intern students and company technicians we try to compensate the
problem. In general after a big effort we tried to have aviation and moral skills during our four
month stay.
4.2 Recommendation
During our internship program we were obviously observed some concrete problems/constraints
and as a mechanical engineer we put some measures that are necessary to overcome those problems
and to increase the profitability of the company. In the past section we tried to carried out a SWOT
matrix analysis, but here let’s see about the recommendations/constraints of the industry. These
are;
 The overhead crane/hoisting equipment under rotary wing production factory is not
functional/damaged due to this for dismount and mount of engine, main gear box and
hydraulic unit the aircraft must transport to the fixed wing production factory.
 The master technicians are leaving the industry as a reason of retirement. But we
obviously observed that the retired master technicians are still committed to serve their
country and the industry. And this eliminate or restricts knowledge transfer, and kills
other remaining workers moral and encouragement.
 Due to poor preservation technique helicopters and some fixed wing aircrafts are
exposed to dust and foreign materials.
 Lack of internet access/Wi-Fi. This problem were the major obstacle during our project
work and preparation of final report.
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 Under electroplating shop when the electricity power is off it is hazardous to

enter/perform any operation in this shop because the air conditioning system if fully
depend on electric power only and this cause chemical suffocation.
 In UAVs production factory the security is exaggerated and it is not an open site for
internship students.
 In test cell production factory we need to say something especially under turbojet engine
test shop. These are ;
All test benches under this shop use analog system
There is no result print out system (as the technician tell us while
data recording more than four persons can participate and this lead
to random/human error during the instrumentation process)
The shop is very crowded and uncomfortable
Around the engine mount/test bench there is no smoke, fire and heat
sensors and event control camera.
 As a shop there is an air compressor shop which delivers compressed air for specific
shops for a purpose of riveting, drilling, paint spraying, tire inflation and so on. But
currently each factories build their own air compressor plant and this exposed the
company for unwanted expenses.
 Poor understanding of kaizen concept.
 Maladministration and immersed in corruption.
 Lack of central show room around the administration office.
Regarding to the above problems we give a measures and solution directions those must take by
the company, these are;
 Rotary wing production factory must see the remark of their hoisting equipment or change
by a new hoisting equipment, these can eliminate the transportation process also it improve
their maintenance time.
 For any company knowledge transfer can optimizes the productivity, profitability,
creativity and increase encouragement between workers. So the company must revise its
retirement policy and for those very old retires the industry must prepare weekly or
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monthly classes and invite them to teach and engrave their experiences among the workers
psychology.
 The industry must give a prior concentration for unpreserved aircrafts and protect them
from dust and foreign materials by using polish or laminating preservation techniques.
Unless the aircrafts will damage also for the technicians cleaning process will be so boring.
 Internet access/Wi-Fi facility must take as a prior operation that should do.
 As a country the electricity power demand and supply is unbalanced so to compensate this
the company must extend its scope on other power sources. Specially for electroplating
shop air conditioning system can be improved by using wind driven air ventilator which is
invented by Ethiopian entrepreneur.
 “Intelligence is not about knowing everything without question it is the ability to question
everything you think you know.” That is why we are eager to know everything under
DAVEI, but UAVs production factory must consider students need and if their operation
is classified/confidential they may give a brief information about the factory.
 In general turbojet test engine shop has a problem of automation and to overcome this
drawback its test benches must be fully or partially equipped with digital system. Simply
the system must be computer based, after we integrate the test bench with computers we
can reduce the number of technician and we can have a printout result and by eliminating
random errors we can have an accurate reading. In aviation rule safety is the prior thing
and this shop must equip with safety devices like smoke, fire and temperature sensors and
cameras. Also attractable work area initiates workers so they must expand the working
area and try to eliminate the crowded view of the shop by burring the cables and wires
underground.
 The industry knows kaizen concept only on paper and obviously it has a constraint and
limitation on implementing and bring it to the ground, so on implementation of kaizen
concept the industry must work dedicatedly on awareness creation between workers.
 For any industry reputation among the rival firms and being center of Excellency is the
ultimate goal so if DAVEI wants those wisdoms and successes first they must hate
corruption and reduce maladministration.
 When a new comers or visitors join the company if they get a mini central information
desk/show room that can brief the overall status of the industry it will be a shortcut to know
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and understand what the company does, why the company launched, what are its products
and its end users/customers, how many factories are there and what is there function and
similar questions in a simple way.
After we join DAVEI we face some problems which are our university is responsible for, then we
need to recommend our institute also;
 Aeronautical engineering must be launched as a stream or if it impossible for the institute

as a subject/course all aviation related science must be given.
 The special problem what we faced during our project design were the knowledge of design
software like SOLIDWORK, CATIA, ANSYS and so on. So our institute must include
those design software courses under the regular curriculum.
 As we know for enhancing of students practical knowledge our institute prepare an
educational trip in to different institutes and companies, but we recommend that DAVEI
must be one of those educational trip destinations.
 As a laboratory there is no any aeronautical lab and related workshop. But here we
recommend that our institute must focus on launching of aviation workshops. Because as
a country aviation related institute are very few and this bound the aviation technology
advancement as a country. Therefore to minimize the problem and to optimize the aviation
technology development rate all IOTs should launch aeronautical laboratories and include
aviation related courses into the regular curriculum,
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CHAPTER FIVE
5. DESIGN OF TURBOSHAFT/HELICOPTER ENGINE HYBRID DOLLY
5.1 Introduction
Engine is the power source and the prime mover for any vehicles. When an engine needs those
basic techniques which are MRO (Maintenance Repair and Overhaul) the efficient and
comfortable working area ultimately improves the implementation of those basic techniques. In
aviation technology engines can passes through MRO due to several reasons. These are; flight time
due, calendar due, damage or remark. When an engine is under MRO for effective, efficient and
satisfactory process the right equipment and tools must be provided. And from those equipment’s
engine maintenance dolly have a great advantage and purpose. Frequently engine maintenance
dolly is used in automobile engine maintenance garages. And there is a variety of dolly design for
automobile engines. Where as in aviation industry power plant factories are responsible for MRO
of all types of engines. Which means Turboshaft, Turbojet, Turboprop, Turbofan and
Reciprocating engines. In aviation industry mainly there are two types of dolly these are Transport
dolly and Maintenance dolly. Usually heavy engines like turbojet and turbofan engines have both
transport and maintenance dolly but for relatively light engines like turboshaft, turboprop and
reciprocating engines only they have Transport dolly. And this sophisticate the MRO process. In
general engine maintenance dolly plays a great role in time saving, energy saving, efficiency,
simplicity and profitability.
5.2 Problem statement

Within those four months we have seen a lots of problems which needs recommendation and
design improvement, also for most problems we encountered during our internship tenure we try
to put solution directions. For simplicity we classified those problems in to two categories these
are moderate and acute problems. But we only give recommendation and short term solution
directions for moderate problems and design and draft solutions for acute problems. During our
second month session in power plant production factory we try to observe the scarcity of engine
maintenance dolly for turboshaft, turboprop and reciprocating engines. Also our supervisor Master
technician Afowark offered us to design engine maintenance dolly for turboshaft engine. The
reason why we select turboshaft engine is contemporarily the industry give a major overhauling
process for turboshaft engines only. However the major overhauling process is takes place under
turboshaft engines but the MRO process for this engine is highly primitive and full of risk also the
54
engine overhaul horizontally on transport dolly and this limit the technicians not to be active to
analyze and maintain underneath engine components and let them up, down, sit and lie which have
ergonomic side effect on personnel and the other is vertically on a metal member. And after the
engine aggregates disassemble on transport dolly by using floor crane the engine erected on the
metal member and section disassembling and assembling processes will continue. When the engine
is on transport dolly only the aggregates disassemble whereas when the engine is erected all section
can disassemble and assemble but it is not movable which means after the MRO process is finished
to transport the engine it must be return to the transport dolly again. So from all this process we
understand that there is a savage consumption/wastage of time, exposed to risk, uncomfortable
MRO process and other related problems. After we observe the above listed problems we try to
create a design which can have a common feature of both processes which means simply we design
a new Hybrid design of both transport dolly and metal member by adding some additional features.
Figure 31 current ways of MRO process for turboshaft engine/primitive

5.3 Justification
By manufacturing engine maintenance dolly which is the hybrid of both engine maintenance
techniques and floor crane we can save extra man power expended and as a result a single
mechanic can perform his work task comfortably, efficiently and with a small time by the help of
this hybrid dolly. The task of designing this project is to:
 Reduce risk
 Decrease loss of time due to transport and erection
 Minimizes number of persons and
 Reducing labor force
55
 Increase the efficiency of MRO

 Increase comfortable working condition/Ergonomics
5.4 objective
5.4.1 General objective
The major objective of this project is to design a turboshaft/helicopter engine hybrid dolly.
5.4.2 Specific objective
 Reducing operator fatigue, discomfort and injury caused from poor arrangement of
the stand
 Reducing the transport and lifting of the engine from transport dolly to metal
member
 Prolong the life of engine overhauled by supplying safe overhauling and handling
stand
 Provide Safe operation for the operators as well as for the machine.
 Increase the profitability of the industry by reducing MRO consumption time.
 To knowledge the basic machine design concepts, design software, force and stress
analysis of each machine elements and so on.
5.5 Scope
The scope of this project is to design turboshaft/helicopter engine maintenance dolly which carries
and transport both attack and transport helicopter engines those weight varies from 200-295Kg.
and fully mechanically operated .The design includes material selection, working principle,
dimension analysis, power and force requirement for maintenance dolly, part design, component
selection and modeling of each parts by using 3D SOLIDWORK design software.
5.6 Research Methodology
5.6.1. Source of data
For the preparation of this study the data will be collected from different areas. The data's that are
necessary for this study will be collected from interviewing master and ordinary technicians ,
engineering section of the company, research and development section of the company, company
supervisor, university advisor and different journals, websites and mechanical engineering books.
In general we tried to grasp every data from primary and secondary data sources.
5.6.2. Data gathering instrument
56
In preparing of this study interview and observation are the main data gathering instruments. Most
of the data will gather through interview. And the analysis will highly depend on the interview.
5.6.3. Data analysis methodology
The collected data will be analyzed using different data analysis methods. Among the tools that
will be used are AUTOCAD, CATIA and SOLID WORK software’s, Microsoft excel and others.
5.7 Significance of the project
The design of turboshaft engine maintenance dolly is used to carry for maintenance and transport
engine. This project will solve the problem of spending time to carryout MRO. This equipment
benefit the industry directly or indirectly and ultimately it used to increase income of the company.
Generally turboshaft/helicopter engine maintenance dolly has many advantages such as:-
It requires minimal technical challenges and greater comfort due to its wide range of
applications (maintenance and transport dolly)
It provides safe working area for the engine itself and for workers.
Eliminating the ergonomics problem of the technicians.
Solves the problem of material handling equipment in the long range.
Very easy construction and cheap material selection with considerable strength
It highly increase the MRO rate per engine per day.
It saves time of operation.
It saves labor force, money and easy to maintenance.
The device can easily be handled to any site/transport availability
To reduce working area it can splitting into two sections
5.8. Literature Review

In any maintenance shop engine maintenance dolly/stand plays a pivotal role. Specially in
automobile industry engine maintenance dolly/stand have common constructional feature, because
the external hardware design of diesel and gasoline engine is quite similar, so all automobile engine
maintenance dolly designs are 95% similar. The only different is arise from power input
perspective which means there is electrical and mechanical powered engine overhauling stands.
As we mentioned earlier aviation industry give a high priority on design, maintenance, repair and
overhauling of aero-engines. Aero engines are also similar except some external construction
designs. Therefore there are different types of engine maintenance dolly for different types of
engines. These are transport and maintenance dolly. On designing and modification of aero-engine
57
maintenance stands the former USSR, Russia and USA have a great contribution. In DAVEI most
aircraft engines and their accessories including engine maintenance dolly are a Russian products.
For instance engine maintenance dolly for turbojet engine manufactured in 1988 and it reduces a
lots of constraints during the MRO of turbojet engine.
Figure 32 turbojet/MIG-23 engine maintenance and transport dolly

Advantage:
Strength
Life expectancy/long life
Universality /compatible for turbojet engines
Compatible for different loads
Stability during operation
Disadvantage:
Expensive manufacturing cost

It needs more effort to rotate the handle
Difficult to transport from place to place/exaggerated weight
Difficult maintenance and repair
It takes time to mount the engine on the dolly
There are many designers, manufacturers and suppliers which post their services, products and
models in social Medias and ready for request of customers. They manufacture different aircraft
engine overhaul stand with different models, material made up, application and quality. It is
58
provided with image, salary cost and command accepting button. Some of them are listed as
follows:
Champion GSE: a leading designer and manufacturer of aircraft engine stands,
containers and affiliated components.
National Aero Stands: was founded with the purpose of providing aircraft engine
transportation and overhauling stand support for airline and engine leasing customers
worldwide. The NAS team is made up of experienced and dedicated professionals
focused on satisfying all engine stand needs with fast, efficient and quality service. It is
24 service giving industry having office in Austin and Miami.
Aircraft spruce: produce bolt together engine overhaul stand model which is ideal for
actual overhaul stand constructed for heavy duty.
Tronair: has a variety of aircraft engines stands available. One can browse the aircraft
power plant equipment options at Tronair and get an aircraft engine hoist to go with his
aircraft engine stand.
Wag-Aero: known in production of engine overhaul stand made of steel construction
for engine storage and overhaul. This sturdy 3-legged stand will rest level on uneven
floors.
Thomas-Net: custom manufacturer of aircraft engine overhaul tools. Products include
engine stands, transporters etc.
National and international standards have been developed to standardize the safety and
performance requirements for engine stands and other lifting devices. Selection of the standard is
an agreement between the purchaser and the manufacturer, and has some significance in the design
of the engine stand. In the United States, ASME has developed the Safety Standard for Portable
Automotive Service Equipment, last revised in 2014, including requirements for hydraulic hand
jacks, engine stands, and other lifting devices. Also Russian helicopter JSC produce and
manufacture different types of engine maintenance dolly for different types of engines.
5.9 working principle

From three overhauling processes major overhauling exhibit on turboshaft engine. Major
overhauling means a deep inspection process. The working principle of the device/dolly is based
on the disassembling and assembling process of TV3-117MV turboshaft engine. Disassembling
workflow of TV3-1117VM engine from first to end is given as: Engine aggregate, exhaust stack,
59
turbine section (free turbine, compressor turbine), combustion chamber finally inlet section from
compressor section. The assembling workflow is the reverse process of the dissembling process.
From this we obviously understand that the disassembling of engine section is starts from rare
section towards the front section whereas the final assembling process is starts from front and
moves toward the rear section. Therefore during the disassembling process vertical position of the
engine is ideal and to get this position first the engine bolted on the plates which found on the
extreme side of the engine then the central carriage beam act as a couple and connect both ends of
the engine through the end plates, but the lower body of this central carriage beam is linked with
end of hydraulic piston plunger/rod linked eye. Then after we check the bolts are tighten enough
rotate the anchor shaft and maintain the balance of the dolly. After all of this start to pump the
hydraulic fluid through the hydraulic ram/cylinder and this process continues smoothly until the
engine is vertically erected and the front plate coincide to the lower hinge plate. Then when the
piston is reached to its maximum stroke stop to pump the hydraulic fluid and bolt both hinge plates
firmly. Finally starts to loosen bolts from central carriage beam and front hinge plate also the
output shaft/torque shaft from the rare plate and return the extended piston which carry the
disassembled central carriage beam. Now the engine is fully erected and ready to possess the
disassembling process/MRO.
Based on the operation and working principle we can say this machine is a hybrid machine. The
reason behind its nomenclature is this dolly have a feature of floor crane, transport dolly and
maintenance dolly. And this dolly contribute the common role of above listed three equipment’s
alone.
5.10 Material selection

The selection of a proper material, for engineering purposes, is one of the most difficult problem
for the designer. The best material is one which serve the desired objective at the minimum cost.
The following factors should be considered while selecting the material: Availability of the
materials, Suitability of the materials for the working conditions in service, and the cost of the
materials. The important properties, which determine the utility of the material are physical,
chemical and mechanical properties. The selection of material for a part depends upon the forces
that are acting on that part and stresses developed on that part. The designer should have a thorough
or complete knowledge of the mechanical behavior of materials under different loads.
60
Material selection
Table 6 selected materials
Selected material Density(ρ) Yield Compressive Compressive Allowable tensile stress
(Kg/m ) 3
strength(σy) stress(σc) Yield strength(σy) (MPa)
(MPa) (MPa) (MPa)
Mild Steel (MS) 7850 250 160 320 _
Cast iron 7200 _ _ 550 _
19Cr/9Ni(AISI- _ _ _
304)(Austenitic) 7900 205
Carbon steel cold 7855 462 - _ 586
rolled(AISI-1035)
5.11 Design specification and assumptions

Table 7 design specification and assumptions
parameter specification
Engine type TV3-117VM turboshaft engine
Weight of the engine (including the aggregates) 295Kg(2894N)
Length of the engine 2055mm( 2.055m)
Width of the engine/around exhaust stack 650mm(0.65m)
Height of the engine /around exhaust stack 728mm(0.728m)
Internal diameter of the inlet section periphery ring 382mm(0.382m)
Outer diameter of the inlet section periphery ring 412mm(0.412m)
Number of holes on the inlet section periphery ring 6 each 15mm diameter
Fastening holes on the inlet section periphery ring 26 each 5mm diameter
Width of lower oil pump block 200mm(0.2m)
Height/length of lower oil pump block 100mm(0.1m)
5.12 General Design Analysis and Results

5.12.1 Design of inlet section periphery ring
This component is found at the periphery of engine inlet section and used for mount the engine on
the body frame of the aircraft. Also it is three eyed component with six equal diameter holes.
61
Figure 33 inlet section periphery ring design

 Internal diameter (Di) = 382 mm (0.382m)
 Outer diameter (Do) = 412 mm (0.412m)
 Number of holes = 6 each 15mm diameter
 Fastening holes = 26 each 5mm diameter
5.12.2 Design of front hinge plate, central carriage beam, tail plate, lower hinge plate and
central carriage linkage
5.12.2.1 Design of front hinge plate
Front hinge plate mainly carry the engine also connected to tail plate through a central carriage.
When the engine is erected this member is fully under compression force/load and there will be
compression stress induction on the plate. On the other hand when the engine is at horizontal
position again this plate is subjected to normal stress. The plate is bolted with inlet section
periphery ring.
Figure 34 front hinge plate

Dimension of the plate:
 Height(hp) = 625mm
 Width(w1) and (w2) = 500mm and 360mm
 Length/Thickness(t) = 25mm
62
Dimensional and stress analysis of the plate section which is subjected to compressive and shear
stress;
 Area of the square hollow plate is given as: A= (b2-h2)…………….Eqn(1)

Where b= 500mm, h=360mm…………………By neglecting holes on the plate
A= 5002-3602=250,000-129,600=120,400mm2
 Moment of inertia, centroid, section modulus , and radius of gyration is given as;
𝒃𝟒 −𝒉𝟒 𝟓𝟎𝟎𝟒 −𝟑𝟔𝟎𝟒
I= ……………………………….Eqn (2), I= = 3,808,653,333.333mm4
𝟏𝟐 𝟏𝟐
𝒃 𝟓𝟎𝟎
y= 𝟐 ……………………………….….Eqn (3), y= = 250mm
𝟐
𝑰 𝟑,𝟖𝟎𝟖,𝟔𝟓𝟑,𝟑𝟑𝟑.𝟑𝟑𝟑
z=𝒚………………………………...….Eqn (4), z= =15,234,613.33mm3
𝟐𝟓𝟎
𝑰 𝟑,𝟖𝟎𝟖,𝟔𝟓𝟑,𝟑𝟑𝟑,𝟑𝟑
k=√𝑨………………………………… Eqn (5), k=√ = 3,163.33mm
𝟏𝟐𝟎,𝟒𝟎𝟎
When the engine is erected vertically this member/plate is subjected under compressive stress (σc)
by receiving compressive load/weight of the engine. Therefore the compressive stress (σc) of this
𝑷
member is given as: σc= 𝑨 ……………………..... Eqn (6)
Where; P= weight of the engine (2894N)

A=area under compressive load
2894 𝑁
σc= 120,400𝑚𝑚2 =0.02404 𝑁⁄𝑚𝑚2 , the value is less than the compressive stress of the
material therefore our design thickness is safe! σc plate > σc material…………………. σc material=160MPa.
 Volume of the plate (V) under compressive stress is given as: V=A × t…………… Eqn (7)
Where; A= area of the plate under compressive load
t =safe design thickness of the plate (t=25mm)
V=120,400mm2 × 25mm= 3,010,000mm3=0.00301m3
 Weight of the plate is given as: Wp= ρ × g × V……………….. Eqn (8)
63
Where; Wp=weight of the plate (N)

ρ= density of the material (milled steel MS) =7850Kg/m3
g= gravitational acceleration=9.81m/s2
V=volume of the plate=0.00301m3
Wp= 7850 × 9.81 × 0.00301= 231.80N
Volume=320mm×75mm×25mm=600,000mm3=0.0006m3
Weight=7850×9.81×0.0006=46.2051N……by neglecting cylindrical section.
Total weight=231.8+46.2051=278N………... (Weight of front hinge plate)
When the engine is positioned horizontally this member/plate could failed due to shear and
subjected under shear stress (τ) by receiving shear load/weight of the engine. CG of the engine is
existed between the end of compressor section and at the beginning of combustion chamber which
means 2/3 weight of the engine is act as a shear load when the engine is positioned horizontally
and the rest load of the engine acted on the tail plate. Also there is moment (M) induction on this
plate due to the weight of the engine. Also the design considers the bending moment of the engine
when it is positioned horizontally between both fixed end plates.
𝑷𝒔
Therefore the shear stress (τ) of the plate is given as: τ= 𝑨𝒔 ………………………... Eqn (9)
Where; τ = shear stress over the plate, Ps= shear load 2/3(P) = 1929.33N
As= area of the plate subjected to shear load=A
τ = 120,400𝑚𝑚2 =0.016N/mm2 < τ all…... τ

1929.33 𝑁
all of the material = 75MPa. Therefore our design is safe!
 Bending moment analysis of the engine when it is positioned horizontally;

Assumptions;
 consider the engine as a beam
 consider the hinge side as a roller support and tail plate side as a fixed support
 load is maximum at the center of gravity/C.G when the engine positioned horizontally
Load/weight distribution over the engine is given as;
64
CG 2894N (Weight of the engine P)
A B C
40%L
60%L
L=2055mm
From engine specification data book the CG of the engine is found at the 40% of the total length
of the engine 40%L from the inlet section. Because the aggregate is found at the front side of the
engine also compressor section is found at the front side of the engine.
Force analysis/shear force and bending moment diagram is given below;
1. Free body diagram of the force distribution and reaction force analysis;
Section-1 2894N (P) Section-2
A D B E C
RCx
RAy RCy
822mm 1233mm
∑Fx=o, RCX=0
∑Fy=o, RAy + RCy=2894N……….……. (1)
2,378,868N
∑MA=o, +, [2894N*822mm]-[RCy*2055mm] =0, RCy= =1157.6N
2055
RAy =2894N- RCy…………… (2) Where; RCy=1157.6N

RAy =2894N-1157.6N=1736.4N
Therefore; RAy =1736.4N
RCy=1157.6N
2. shear force and bending moment diagram;
Section-1 segment AD(0<X<822mm), RAy =1736.4N
A D M ∑Fy=o + 1736.4 –V=0, V=+1736.4N
RAy ∑MD=o + -1736.4x+M=0, M=1736.4XN.mm
X V
65
2894N (P) Section-2

A B E
M segment AE (1233<X<2055mm)
RAy (1736.4N)
822mm V
X
∑Fy=o + -2894+1736.4-V =0, V= -1157.6N
∑ME=o + -1736.4x+2894(X-822) +M=0
M= 1736.4x-2894(X-822) = -1157.6X+2,378,868 N.mm
M= -1157.6X+2,378,868 N.mm
Obtained values are:
segment AD (0<X<822mm)
V=+1736.4N
M=1736.4XN.mm
M@,0=1736.4 (0) N.mm = 0(M min)
M@,822=1736.4 (822) N.mm = 1,427,320.8N.mm (M max)
segment AE (1233<X<2055mm)
V= -1157.6N
M= -1157.6X+2,378,868 N.mm
M@1233= -1157.6(1233) +2,378,868 N.mm=951,547.2N.mm
M@2055= -1157.6(2055) +2,378,868 N.mm= 0(M min)
A 2894 (P) N B C
RCx
RAy RCy
822mm 1233mm
66
1736.4N
+
0 SFD
-
1157.6N
(M max) 1,427,320.8N.mm
0 BMD
5.12.2.2 Design of central carriage beam
This member is fully subjected to bending load. And act as a link between front hinge plate and tail plate it
has a hollow cross-section. Its bottom part is connected to hydraulic piston rod eye link. When the engine
is need to erect vertically this section receives a live load from the hydraulic ram. The compatible material
for this member is mild steel (MS).
 Dimension and geometrical analysis of central carriage beam;
 Cross-sectional area and important properties
 Volume
 weight
Figure 35 central carriage beam
67
Cross-section of the beam is a rectangular hollow MS.

 Cross-sectional area of the rectangular hollow section is given as; AT=Ao-Ai…… Eqn (10)
Ao=90×75=6750mm2 and Ai= 80 × 60=4800mm2
AT=6750mm2-4800mm2=1950mm2
 Moment of inertia, centroid, section modulus , and radius of gyration is given as;
Design dimensions; (b=90mm, h=75mm) 1 and (b=80mm, h=60mm) 2
𝒃𝒉𝟑 𝒃𝒉𝟑
I xx= ( 𝟏𝟐 ) 1 - ( 𝟏𝟐 ) 2………………………………….Eqn (11)
90∗753 80∗603
I xx= ( )-( ) = 3,164,062.5-1,440,000=1,724,062.5mm4=1.7241×10-6m4
12 12
𝒉𝒃𝟑 𝒉𝒃𝟑
I yy= ( 𝟏𝟐 ) 1 - ( 𝟏𝟐 ) 2……………………………....….Eqn (12)
75∗903 60∗803
I yy= ( )- ( ) = 54,675,000-30,720,000=23,955,000mm4=2.3955×10-5m4
12 12
𝒉
y= ( 𝟐 ) 1………………………………………......….Eqn (13)
75
y= ( ) =37.5mm=0.0375m
2
𝑰𝒙𝒙
Z xx = ( )…….…………………………….…........Eqn (14)
𝒚
1,724,062.5
Z xx = ( ) =45,975mm3=4.6×10-5m3
37.5
𝑰𝒚𝒚
Z yy = ( ) ……………………………………...….Eqn (15)
𝒚
23,955,000
Z yy = ( ) =63,800mm3=6.388×10-4m3
37.5
𝑰𝒙𝒙
K xx=√ ……………………………………...… Eqn (16)
𝑨
1,724,062.5
K xx=√ =29.73mm=0.02973m
1950
𝑰𝒚𝒚
K yy=√ ……………………………......……… Eqn (17)
𝑨
23,955,000
K xx=√ =110.836mm=0.110836m
1950
68
 Volume of the beam is given as; VCCB=AT×length of each section………….Eqn (18)

VCCB=1950mm2[187.50mm+2100.53mm+40.53mm+100mm] =4,735,692mm3
VCCB=0.004735692m3
 Weight of central carriage beam is given as; WCCB=ρMS × g × VCCB ………Eqn (19)
WCCB= 7850Kg/m3×9.81m/s2×0.004735692m3=364.69N
In our design there are two central carriage beam (right and left) therefore the total weight
of this member will be; WB= 2×WCCB=2×364.69N=729.377N
5.12.2.3 Design of tail plate
It is a solid member and used to hang the engine horizontally and attached to the end output/torque
shaft of the engine also this member is a portable member and subjected under bending
stress/moment. Based on the force distribution and application the selected material for this
member is mild steel (MS).
Figure 36 tail plate

 Dimension and geometrical analysis of tail plate; where Ds=50mm
A1=17,671.46mm2 A2=30,540.9418mm2 A3=56,250mm2 A4=1963.5mm2
V1=530,143.76mm3 V2=916,228.254mm3 V3=1,687,500mm3 V4=58,905mm3
W1=40.825N W2=70.5573N W3=130N W4=4.536N(-ve)
∑W=W1+W2+W3-W4=40.825+70.5573+130-4.536=236.84N(weight of tail plate)
 Bending moment analysis of tail plate when the engine positioned horizontally;
Assumptions;
 Consider the tail plate as a beam (for simplicity).
 Consider the central carriage beam on both side as a fixed support.
 Consider the central point load which is the reaction load (RCy=1157.6N) at the tail
plate when the engine positioned horizontally.
69
Force analysis/shear force and bending moment diagram is given below;

1. Free body diagram of the force distribution and reaction force analysis;
Section-1 1157.6N Section-2
A B C D E
RAy 250mm REy

500mm
∑Fy=o, RAy + REy=1157.6N……….……. (1)
1157.6N
∑MA=o, + , [1157.6N*250mm]-[REy*500mm] =0, REy= =578.8N
2
RAy =1157.6N- REy…………… (2) Where; REy=578.8N

RAy =1157.6N-578.8N=578.8N then, RAy= REy=578.8N
2. Shear force and bending moment diagram;
Section-1 segment AB(0<X<250mm), RAy =578.8N
A B M ∑Fy=o + 578.8N–V=0, V=+578.8N
RAy ∑MB=o + -578.8x+M=0, M=578.8XN.mm
X V
1157.6N Section-2
A C D
M segment AD (250mm<X<500mm)
RAy (578.8N)
250mm V
X
∑Fy=o + -1157.6+578.8-V =0, V= -578.8N
∑ME=o + -578x+1157.6(X-250) +M=0
M= 578.8x-1157.6(X-250) = -578.8X+289,400 N.mm
M= -578.8X+289,400 N.mm
Obtained values are:
segment AB (0<X<250mm)
V=+578.8N
70
M=578.8XN.mm
M@,0=578.8 (0) N.mm = 0(M min)
M@,250=578.8 (250) N.mm = 144,700N.mm (M max)
segment AD (250<X<500mm)
V= -578.8N
M= -578.8X+289,400 N.mm
M@250= -578.8(250) +289,400 N.mm= -144,700N.mm (M min)
M@500=-578.8 (500) +289,400 N.mm= 0
1157.6N
A C E
RAy 250mm REy
500mm
578.8N
+
0 SFD
-
578.8N
144,700N.mm(Mmax)
0 BMD
5.12.2.4 Design of Lower hinge plate
This member is a hinge plate which coupled with front hinge plate through a cylindrical solid pin/shaft.
This plate is fully receives a compressive load and a compressive stress is induced under this member. Also
the pin/shaft which coupled front and lower hinge plate could fail due to shear load/shear stress. And
selected material for this member is mild steel (MS).
71
Figure 37 lower hinge plate

 Dimension and geometrical analysis of lower hinge plate;
 Cross-sectional area and important properties
 Volume
 weight
 Area of the square plate is given as: A= (b2)=(h2)…………….Eqn(20)
Where b=h= 500mm…………………By neglecting holes and slots on the plate
A= 5002=250,000mm2
 Moment of inertia, centroid, section modulus , and radius of gyration is given as;
𝒃𝟒 𝟓𝟎𝟎𝟒
I=𝟏𝟐……………………………….Eqn (21), I= = 5,208,333,333.33mm4
𝟏𝟐
𝒃 𝟓𝟎𝟎
y= 𝟐 …………………………...….Eqn (22), y= = 250mm
𝟐
𝑰 𝟓,𝟐𝟎𝟖,𝟑𝟑𝟑,𝟑𝟑𝟑.𝟑𝟑
z=𝒚…………………….……...….Eqn (23), z= =20,833,333.33mm3
𝟐𝟓𝟎
𝑰 5,208,333,333.33
k=√𝑨…………………………… Eqn (24), k=√ = 144.34mm
250,000
When the engine is erected vertically this member/plate is subjected under compressive stress (σc)
by receiving a combine compressive load of engine, upper hinge plate and central carriage beam
mainly. Therefore the compressive stress (σc) of this member is given as:
𝑷
σc= 𝑨 ……………………..... Eqn (25)
Where; P= weight of the engine (2894N)

A=area under compressive load
2894 𝑁
σc= 120,400𝑚𝑚2 =0.02404 𝑁⁄𝑚𝑚2 , the value is less than the compressive stress of the
material therefore our design thickness is safe! σc plate < σc material…………………. σc material=160MPa.
72
 Volume of the plate (V) under compressive stress is given as: V=A × t………… Eqn (26)
Where; A= area of the plate under compressive load
t =safe design thickness of the plate (t=25mm)
V=250,000mm2 × 25mm= 6,250,000mm3=0.00625m3
 Weight of the plate is given as: Wlp= ρ × g × V……………….. Eqn (27)
Where; Wlp=weight of lower square plate (N)
ρ= density of the material (milled steel MS) =7850Kg/m3
g= gravitational acceleration=9.81m/s2
V=volume of the plate=0.00625m3
Wlp= 7850 × 9.81 × 0.00625= 481.3N
 Total weight of the plate (WLP) is given as;
WLP= Wlp+ [(125-50) × (500) × (25)] [9.81×7850], where: Wlp=481.3N
WLP= 481.3+ [(75) × (500) × (25)] × 10-9× [77,008.5] =553.5N
5.12.2.5 Design of Central carriage linkage
This member is positioned horizontally between central carriage beams and also used to transfer
the hydraulic force to the carriage beam. This section have eye link connection and connected to
the hydraulic piston rod through a connection pin. This member could fail under bending moment
and the preferable material is mild steel (MS).
Figure 38 central carriage linkage

Area1= (75 )-(65 ) =1400mm2
2 2
Area2=(8000+982)=8982mm2
volume1=1400×320=448,000mm3 Volume2=2(5959×30)=538,920mm3
Weight1=7850×9.81×4.48×10-4=34.5N Weight2=7850×9.81×5.3892×10-4N=41.5N
∑W=W1+W2=34.5+41.5=76N(weight of central carriage linkage)
5.12.3 Design of hydraulics unit (system)
The word “hydraulics” generally refers to power produced by moving liquids. Modern hydraulics
is defined as the use of confined liquid to transmit power, multiply force, or produce motion.
73
The basic Systems in our design (hydraulic system) contain the following key components:
 Fluid - can be almost any incompressible liquid. The most common hydraulic fluids
contain specially compounded petroleum oils that lubricate and protect the system from
corrosion.
 Reservoir - acts as a storehouse for the fluid and a heat dissipater.
 Hydraulic pump - converts the mechanical energy into hydraulic energy by forcing
hydraulic fluid, under pressure, from the reservoir into the system.in our system we use
hand operated constant displacement pump.
 Fluid lines - transport the fluid to and from the pump through the hydraulic system. These
lines can be rigid metal tubes, or flexible hose assemblies. Fluid lines can transport fluid under
pressure or vacuum (suction).
 Actuator - converts hydraulic energy into mechanical energy to do work. Actuators usually
take the form of hydraulic cylinders. In our design we prefer single acting cylinder.
 Hydraulic valves - control pressure, direction and flow rate of the hydraulic fluid.
The advantages of hydraulic systems over other methods of power transmission are:
Simpler design
Flexibility
Smoothness
Control
Cost.
5.12.3.1 Design of hydraulic cylinder/ram
Simply this member so called Actuator. It receives internal fluid pump pressure. Due to the
simplicity of the operation we use a single acting non-spring return cylinder/actuator. This member
could fail due to longitudinal or circumferential stress. Usually on their cross-section hydraulic
actuators have a hollow cylindrical shape with hemispherical or flat end cover. In our design we
prefer portable hydraulic cylinder which is bolted on a fixed frame of reference. The hydraulic
inlet port is connected to hand operated pump through an aluminum pipe lines. Efficient cost,
availability, strength, machinability, durability, corrosion resistant and fracture toughness are the
required properties that the cylinder must have.
Specification of hydraulic cylinder/design parameters of hydraulic cylinder shell:
Internal design diameter of the cylinder (Di)=90mm (standard)
74
Deign height of the cylinder (H)=750mm

Design thickness (t)=5mm
Outer design diameter of the shell (Do)=Di+2t=100mm
Cylinder head=hemispherical head/non-flanged
Type=single acting portable cylinder/actuator
Material selection= Stainless Steel-19Cr/9Ni(AISI-304)(Austenitic)
– Yield strength(σy)=205MPa
– Ultimate tensile strength(σult)=515MPa
– Allowable shear stress (τall)=(σy/2*n)=51.25MPa
– Density(ρ)=7900Kg/m3
– Corrosion resistance=Good
– Machinability=satisfactory
– Fracture toughness (K)=76MPa
– Availability=satisfactory/cost efficient
– Factor of safety (n)=2
 Dimension/geometrical analysis of the hydraulic cylinder/ram:
- Thick or thin cylinder shell identification:

If, t < Di/10=Thin cylinder shell, and
t > Di/10=Thick cylinder shell, then
Where: t=5mm, Di=90mm and Di/10=9mm
Therefore, 5mm < 9mm and our pressure vessel or
Hydraulic cylinder/ram is a THIN cylinder shell.
- Area and volume of the hydraulic ram/cylinder:

A= π /4(Do2-Di2) = π/4(1002-902) =1492.25mm2
V=AH=1492.25×750=1,119.192.4mm3
V=1.1192×10-3m3
Figure 39 hydraulic cylinder/ram
75
– Weight of the hydraulic cylinder shell: W=ρ × g × V

W=7900 × 9.81 × 1.1192×10-3 = 86.2N=86.2N
– Moment of inertia, centroid, section modulus, and radius of gyration:
I xx=I yy=π/64(Do4-Di4) = π/64(1004-904) = 1,688,115.2mm4
y=Do/2=100mm/2=50mm
Zxx =Zyy = π/32(Do3-Di3) = π/32(1003-903) =25,805.4mm3
√𝐷𝑜 2 +𝐷𝑖2 √1002 +902
Kxx=Kyy= = =33.63mm
4 4
 Force, stress and safety analysis of the hydraulic cylinder/ram:

Force analysis: in our design we select slanted/angular position of hydraulic cylinder at 66.30.
And when the engine is starts to lift the maximum load/ sum weight is applied on the tip of
hydraulic piston rod which is the required load to be lifted until the engine is erected vertically.
And by using a simple force equilibrium equation we can get the maximum weight to be lifted or
(F2). If we consider the connection point of central linkage and piston rod tip eye as a point and
applying trigonometric relation the finding of F2 will be very simple.
∑W=Wengine + WCCB + Wtail plate + Wfront hinge plate + WCC linkage
∑W=2894+729.4+236.84+278+76=4214N
∑W
Where; ᶿ=66.3 and ᵝ=23.7

H Hy
ᶿ ᵝ
Hx
∑Fy =0 +, Hy - ∑W=0, Hy=∑W=4214N
Hy=Hsinᶿ=Hcosᵝ………H=Hy/sinᶿ=4214/sin66.3=4602N=F2
Hx=Hcosᶿ=4602×cos66.3=1850N
The finding of hand operated pump piston/plunger diameter is based on Pascal’s law which states
that” when a confined fluid is placed under pressure, the pressure is transmitted equally in all
directions and on all faces of the container.” This is the principle used to extend the piston rods
on a hydraulic cylinder. In practical case hand force or a force applied by a person is in a range of
(150-300) N. As a designer we prefer the large value.Fh=F1=300N
76
F1 (Fh) F2 (H)
P1=P2………….Pascal’s law
D2 𝐹1 𝐹2 𝜋
D1 = ; A= 4 D2...Circular area
𝐴1 𝐴2
𝐹1 𝐹1
A1=𝐹2 × 𝐴2; D12=𝐹2×D22;
Where D2=Di=90mm, F1=Fh=300N, F2=H=4602N, Then:

300
D12=4602×902=528mm2; D1= 23mm=25mm (standard)
𝜋
P1=P2=F/A=300/ 252=0.61N/mm2…….internal design pressure of the cylinder.
4
Stress analysis: The analysis of stresses induced in a thin cylindrical shell are made on the
following assumptions: The effect of curvature of the cylinder wall is neglected, the tensile stresses
are uniformly distributed over the section of the walls and the effect of the restraining action of
the heads at the end of the pressure vessel is neglected.
Figure 40 failure of thin cylinder shell

When a thin cylindrical shell is subjected to an internal pressure, it is likely to fail in the following
two ways:
1. It may fail along the longitudinal section (i.e. circumferentially) splitting the cylinder into two
troughs, as shown in Fig. 7.1 (a).
2. It may fail across the transverse section (i.e. longitudinally) splitting the cylinder into two
cylindrical shells, as shown in Fig. 7.1 (b).
Thus the wall of a cylindrical shell subjected to an internal pressure has to withstand tensile stresses
of the following two types:
(a) Circumferential or hoop stress: A tensile stress acting in a direction tangential to the
circumference is called circumferential or hoop stress.
77
𝑷×𝒅
σt1= ……………………………………...Eqn (28)
𝟐𝒕
Where: σt1= Circumferential or hoop stress for the material of the cylindrical shell,
P= Intensity of internal pressure=0.61N/mm2
d= Internal diameter of the cylindrical shell (Di=90mm)
t= Thickness of the cylindrical shell (5mm)
𝟎.𝟔𝟏×𝟗𝟎
σt1= =5.5MPa (σmax)
𝟐×𝟓
(b) Longitudinal stress: A tensile stress acting in the direction of the axis is called
longitudinal stress.
𝑷×𝒅
σt2= ……………………………………...Eqn (29)
𝟒𝒕
Where: σt2= longitudinal stress

𝟎.𝟔𝟏×𝟗𝟎
σt2= =2.745MPa
𝟒×𝟓
Safety analysis: as a designer checking the safety of our design is mandatory. This step
help us to reduce or eliminate failure of the design. To possess this condition failure
theories plays a vital role. In our case we select a ductile material, so from five failure
theories we prefer Maximum Shear Stress Theory. Simply maximum shear stress must
less than the allowable shear stress of the material unless failure will exhibit.
𝝈𝟏−𝝈𝟑
τmax = 𝟐
…………………………………………...Eqn (30)
Where; 𝜎1 = 𝜎t1, 𝜎2 = 𝜎t2, 𝜎3 = 0 (in other plane) and 𝜎1 > 𝜎2 > 𝜎3

𝜎1 = 𝜎t1=5.5MPa and τall=51.25MPa
𝟓.𝟓−𝟎
τmax= 𝟐
=2.75Mpa
τmax < τall; 2.75MPa < 51.25MPa (therefore our design is SAFE!)
 The induced shear stress created over the cylinder surface is given by:
∑𝑾
τind =𝝅×𝑫𝒊×𝑯 …………………………………………………..….. Eqn (31)
𝟒𝟐𝟏𝟏
τind=𝝅×𝟗𝟎×𝟔𝟑𝟎=0.02364MPa
τind < τall, 0.02364MPa < 51.25MPa
Obviously the induced shear stress is less than the allowable shear stress it is SAFE!
 Our design thickness is t=5mm and let`s check the safety of this design thickness on the
basis of hoop and longitudinal stress with respect to allowable stress of the material.
78
σult
Since we have 𝜎1 = 𝜎t1=5.5MPa and 𝜎2 = 𝜎t2=2.745MPa also 𝜎all= ; 𝜎ult =515MPa and n=2
𝑛
515
𝜎all= =257.5MPa then 𝜎1 = 𝜎t1= 𝜎maximum=5.5MPa < 257.5MPa. Therefore our design thickness
2
is SAFE!
5.12.3.2 Design of piston rod
Specification of piston rod:
Material selected=Chrome plated cast iron
Compressive Yield strength (𝜎c)=550MPa
Density (ρ)=7200Kg/m3
Factor of safety=n
Height of the rod=710mm
Design diameter of the rod=45mm(iteration value from standard table)
 Dimension/geometrical analysis of piston rod:
𝜋𝑑2 𝜋∗452
-Cross-sectional area of piston rod; A= 4
= 4
=1590.4mm2
- volume=V=AH=1590.4×710=1,129,206.2mm3=1.13×10-3m3
- weight of the rod=7200×9.81×1.13×10-3m3=80N
- Moment of inertia, centroid, section modulus, and radius of gyration:
I xx=I yy=π/64(D4) = π/64(454) = 201,289mm4
y=Do / 2=45/2=22.5mm
Zxx =Zyy = π/32(D3) = π/32(453) =8946.2mm
Figure 41 piston rod Kxx=Kyy=𝐷/2=45/2=22.5mm
 Buckling and crushing stress failure analysis of the rod/strut:
A machine part subjected to an axial compressive force is called a strut. A strut may be horizontal,
inclined or even vertical. But a vertical strut is known as a column, pillar or stanchion. The
machine members that must be investigated for column action are piston rods, valve push rods,
connecting rods, screw jack, and side links of toggle jack etc. It has been observed that when a
column or a strut is subjected to a compressive load and the load is gradually increased, a stage
will reach when the column will be subjected to ultimate load. Beyond this, the column will fail
by crushing and the load will be known as crushing load. The load, at which the column tends to
have lateral displacement or tends to buckle is called buckling load, critical load, or crippling
load and the column is said to have developed an elastic instability. The buckling takes place about
79
the axis having minimum radius of gyration or least moment of inertia. It may be noted that for a
long column, the value of buckling load will be less than the crushing load. Moreover, the value
of buckling load is low for long columns, and relatively high for short columns.
Specification of piston rod for buckling analysis:
 Cross-sectional area of the rod (A)=1590.4mm2
 Least moment of inertia(I)=201,289mm4
 Least radius of gyration(k)=22.5mm
 Length of the rod(l)=710mm
 Compressive load=4214N
 End condition of the rod=Fixed-Fixed (both fixed ends)
 Equivalent length of the column/rod( L)=l/2=355mm
 Slenderness ratio (l/k)=710/22.5=31.56 < 80=short column/rod
 Selected equation=Rankine’s Formula for Columns (compatible for any columns)
 Selected material=Cast iron
 Rankine’s constant (a)=1/1600
 Crushing/crippling stress (σc)= 550MPa
 Critical load= Compressive load × FOS(n)=4214(n)
𝝈𝒄𝑨
Pcr = 𝑳 …………………………………………………Eqn (32)
𝟏+𝒂( )𝟐
𝑲
Where: Pcr = critical load= 4214n

σc = crushing stress
A = cross-sectional area
a = Rankine’s constant
L=equivalent length
K=least radius of gyration
500×1590.4 688,135.467
4214n = 355 2 =688,135.467; n= =163 where n>>1.
1+(1/1600)( ) 4214
22.5
Therefore our piston rod design parameters are quite SAFE!

 Moment analysis of the hydraulic cylinder is given as:
The force which tends to rotate the cylinder at the pivot point is the sum of weight that
applied at the tip of piston rod. Obviously this force produce a moment at the connection
point of the hydraulic cylinder.
80
∑W=4214N
M=F × ┴d …………………………………. Eqn (33)
M=4214 × (879.23×Cos66.30) = 4214×353.59=1,490,028N-mm
M=1490N-m (moment at the pivot of the cylinder)
𝑴
Bending stress is given as: σb= ……………Eqn (34)
𝒁
Where M = maximum bending moment

Z = section modulus
σb = bending stress
 Bending stress and safety analysis for the cylinder/shell;
𝑀 𝟏,𝟒𝟗𝟎,𝟎𝟐𝟖
σb= 𝑍 = 25,805.4 =57.74MPa…………………where z cylinder=25,805.4mm
3
Allowable bending stress (σb.all) =0.66 σy (AISI-304) =0.66×205MPa=135.3MPa

σb < σb. All; 57.74 < 135.5. Therefore our cylinder is SAFE from bending!
 Bending stress and safety analysis for the piston rod;
𝑀 𝟏,𝟒𝟗𝟎,𝟎𝟐𝟖
σb = 𝑍 = =175.4MPa…………………where z piston rod=8496.2mm
3
8496.2
Allowable bending stress (σb.all) =0.66 σy (AISI-304) =0.66×205MPa=135.3MPa

σb < σb. All; 57.74 < 135.5. Therefore our cylinder is safe from bending!
5.12.4 Head and Tail Column/Beam, Base and Ladder design
5.12.4.1 Design of Head Column
When the engine is fully erected/vertically this member is used to support/carry the engine. This
member is fully subjected under compressive stress. And when the engine erected vertically
vibration or any oscillation movement is unwanted. So the selected material for head column is
based on the vibration damping, and high compressive strength characteristics, therefore CAST
IRON is the best material which is uniquely exhibit with the above required mechanical properties.
Also it is the most available and cost efficient material. Based on vibration damping capacity and
high compressive strength cast iron is not only preferable for columns also it is selected material
for different engineering application areas by using on machine base, machine case and so on.
Similarly for tail column and base of our design we selected this best material cast iron.
The axial compressive load on the head column is given as:
81
WAC=∑WT + Weight of lower plate=4214N+553.5N= 4764.5N
 Area, volume and weight of head column;

- Cross-sectional area of the column:
A= (300×200) - (260×160) =18,400mm2
- Volume of the column:
V=18,400×1000=18,400,000mm3
V=0.0184m3
- Weight of the column:
Figure 42 Head column WHC=7200×9.81×0.0184=1300N
 Moment of inertia, centroid, section modulus , and radius of gyration is given as;
Design dimensions; (b=200mm, h=300mm) 1 and (b=160mm, h=260mm) 2
𝒃𝒉𝟑 𝒃𝒉𝟑
I xx= ( 𝟏𝟐 ) 1 - ( 𝟏𝟐 ) 2………………………………….Eqn (35)
200∗3003 160∗2603
I xx= ( )-( ) = 450,000,000-234,346,666.7=215,653,333.3mm4=2.156×10-4m4
12 12
𝒉𝒃𝟑 𝒉𝒃𝟑
I yy= ( 𝟏𝟐 ) 1 - ( 𝟏𝟐 ) 2……………………………....….Eqn (36)
300∗2003 260∗1603
I yy= ( )- ( ) = 200,000,000-88,746,666.67=111,253,333.3mm4=1.112×10-4m4
12 12
𝒉
y= ( 𝟐 ) 1………………………………………......….Eqn (37)
300
y= ( ) =150mm=0.15m
2
𝑰𝒙𝒙
Z xx = ( )…….…………………………….…........Eqn (38)
𝒚
𝟐𝟏𝟓,𝟔𝟓𝟑,𝟑𝟑𝟑.𝟑
Z xx = ( ) =1,437,689mm3=1.44×10-3m3
150
𝑰𝒚𝒚
Z yy = ( ) ……………………………………...….Eqn (39)
𝒚
𝟏𝟏𝟏,𝟐𝟓𝟑,𝟑𝟑𝟑.𝟑
Z yy = ( ) =741,689mm3=7.42×10-4m3
150
𝑰𝒙𝒙
K xx=√ ……………………………………...… Eqn (40)
𝑨
𝟐𝟏𝟓,𝟔𝟓𝟑,𝟑𝟑𝟑.𝟑
K xx=√ =108.26mm=0.108m
18,400
82
𝑰𝒚𝒚
K yy=√ ……………………………......……… Eqn (41)
𝑨
𝟏𝟏𝟏,𝟐𝟓𝟑,𝟑𝟑𝟑.𝟑
K yy=√ =77.76mm=0.07776m
18,400
 Checking for buckling/crippling:

Specification of head column for buckling analysis:
 Cross-sectional area of the rod (A) =18,400mm2
 Least moment of inertia (Iyy) = 111,253,333.3mm4=1.112×10-4m4
 Least radius of gyration (kyy) = 77.76mm
 Length of the column (l) =1000mm
 Axial Compressive load (WAC) = 4764.5N
 Slenderness ratio (l/kyy)=1000/77.76=12.86 < 80=short column
 Critical load=Axial Compressive load × FOS(n)=4764.5(n)
𝝈𝒄𝑨
Pcr = 𝑳 …………………………………………………Eqn (42)
𝟏+𝒂( )𝟐
𝑲
Where: Pcr = critical load= 4764.5n

σc = Crushing stress
A = Cross-sectional area
L=Equivalent length
K=Least radius of gyration
500×18,400 8,968,252.3
4764.5n = 500 2 =8,968,252.3; n= =1882.3 where n>>1.
1+(1/1600)( ) 4764.5
77.76
Therefore our head column is free from crippling and all design parameters are quite SAFE!
 Compressive stress of the column;
𝑾𝑨𝒄 𝟒𝟕𝟔𝟒.𝟐
σ=( 𝑨
) = ( 𝟏𝟖,𝟒𝟎𝟎 ) =0.26MPa
83
5.12.4.2Design of Tail Column and Tail Beam

When the engine is positioned horizontally and prepared for transportation this member support
the other end of the engine. Mainly this member could fail due to compressive load and
buckling/crippling. The compatible material for this section is cast iron. All the material selection
criteria is similar with head column.
The axial compressive load on the tail column is given as;
WACL =2(WCCB/2) + WTP + Engine reaction force + Weight of support = 2268.4N
 Area, volume and weight of tail column;
-Area of the column = (1002-902) =1900mm2
-Area of sit=250×100=25,000mm2
-Volume of the column=1900× (1030-40) =1,881,000mm3
- Volume of sit=25,000×40=1,000,000mm3
- Weight of the column=7200×9.81× (1.881×10-3) =132.86N
- Weight of sit=7200×9.81× (0.001) = 70.632N
Figure 43 tail column - Total Weight of tail column (WTC) =132.86+70.632=203.5N
 Moment of inertia, centroid, section modulus , and radius of gyration of the hollow square
cross-section column is given as;
𝒃𝟒 −𝒉𝟒 𝟏𝟎𝟎𝟒 −𝟗𝟎𝟒
I= ……………………………….Eqn (42), I= = 2,865,833.333mm4
𝟏𝟐 𝟏𝟐
𝒃 𝟏𝟎𝟎
y= 𝟐 ……………………………….….Eqn (43), y= = 50mm
𝟐
𝑰 2,865,833.333
z=𝒚………………………………...….Eqn (44), z= =57,316.67mm3
𝟓𝟎
𝑰 2,865,833.333
k=√𝑨………………………………… Eqn (45), k=√ = 1508.33mm
𝟏𝟗𝟎𝟎
Specification of tail column for buckling analysis:

 Cross-sectional area of the rod (A) =1900mm2
 Least moment of inertia (I) = 2,865,833.3mm4
 Least radius of gyration (k) = 1508.33mm
84
 Length of the column (l) =1030-40=990mm

 Axial Compressive load (WACL) = 2268.4N
 Slenderness ratio (l/kyy)=990/1508.33=0.656 << 80=short column
 Critical load=Axial Compressive load × FOS(n)=2268.4(n)
𝝈𝒄𝑨
Pcr = 𝑳 …………………………………………………Eqn (47)
𝟏+𝒂( )𝟐
𝑲
Where: Pcr = critical load= 2268.4n

σc = Crushing stress
A = Cross-sectional area
L=Equivalent length
K=Least radius of gyration
500×1900 949,936.1
2268.4n = 495 =949,936.1; n= =199.4 where n>>1.
1+(1/1600)( )2 4764.5
1508.33
Therefore our head column is free from crippling and all design parameters are quite SAFE!
 Compressive stress of the column;
𝐖𝐀𝐜𝐋 2268.4
σ=( )=( ) =1.2MPa
𝐀 1900
Design of Tail Beam: tail beam is a horizontal member in which tail column is erected
perpendicularly from its centroid axis. Due to this this member could fail due to bending by
receiving a bending load from the tail column. Similarly the selected material is homogeneous
with tail and head column. It is cast iron. Also this member is act as a base therefore the preferable
material for different machine bases is cast iron.
85
Figure 44 Tail Beam

 Area, volume and weight of tail column;
– Cross-sectional Area of the beam = (1002-902) =1900mm2
– Volume of the beam=1900× 1006 =1,911,400mm3
– Weight of the beam (WTB)=7200×9.81× (1.9114×10-3) =135N
Bending load (P) = WACL + WTB =2268.4+135=2403.4N
𝑷𝑳
Mmax= ……………Eqn () where; Mmax=maximum bending moment
𝟒
2403.4×1006
Mmax= =604,455N-mm L=Length of the beam
4
5.12.4.3Design of Base
Material selected= cast-iron
Weight=2000N
86
Figure 45 base
5.12.4.4Design of Ladder
Selected material= mild steel (a hollow cross-section)
-total volume of the ladder=451,138mm3
-weight of the ladder=34.74N
Figure 46 ladder
5.12.5 Design of Bolt and Nut, Pin, Wheel caster and Anchor
5.12.5.1 Design of Bolt and Nut
Material selection: - we select the material is carbon steel, cold rolled, AISI 1035 have mechanical
properties:
 σy=462Mpa
 σu =586Mpa
 E=207Gpa, and
 G=89Gpa
 FOS (n)=2
σy
 τall=2×𝑛=115.5MPa
 There are six bolts between front hinge plate and engine periphery ring, and take maximum
shear lode on each bolt is (weight of the engine 2894N) and from geometry of the machine
the length of bolt (L) is 60mm.Assume factor of safety 2. And all bolts could fail under
single shear. The design diameter of each bolt is 15mm.
shear load(Fs) 2894
τ= 𝐴
=𝜋
152
=16.34MPa, then τ< τall therefore our bolt design diameter is SAFE!
4
 There are twelve bolts between tail plate and engine output shaft, and take maximum shear
lode on each bolt is 1157.6N and from geometry of the machine the length of bolt (L) is
87
65mm.Assume factor of safety 2. And all bolts could fail under single shear. The design
diameter of each bolt is 10mm.
shear load(Fs) 1157.6

τ= 𝐴
=𝜋
102
=14.74MPa, then τ < τall therefore our bolt design diameter is SAFE!
4
 There are ten bolts on central carriage beams the first six bolts are found between front
plate and central carriage beam and the rest four bolts found between central carriage beam
and tail plate, and take maximum shear lode on each bolt is the weight of central carriage
beam 729.377N and from geometry of the machine the length of bolt (L) is 70mm.Assume
factor of safety 2. And all bolts could fail under single shear. The design diameter of the
first six bolts are 10 and the rest four bolts diameter is 15mm.

τ= 𝐴
= 𝜋 2
10
4

τ= 𝐴
= 𝜋 2
15
4
 There is one bolt between hydraulic piston rod and central carriage linkage, and take
maximum shear lode on each bolt is H=F2=4602N and from geometry of the machine the
length of bolt (L) is100mm.Assume factor of safety 2. And the bolt could fail under double
shear. The design diameter of the bolt (Dsp) is 20mm.
shear load(Fs) 4602
τ= 2𝐴
= 𝜋
(2) 202
4
For all bolts and nuts the design pitch is ISO value which is 2-3mm.M1O, M15 and M20 coarse
bolts are used.
5.12.5.2 Design of Pin
On our design there are one pair pins on base and one single hinge pin between upper and lower
hinge plate junction. But all pins could fail under double shear. Material selected for pins is the
similar material which is selected for bolts, which is carbon steel, cold rolled, AISI 1035.
 σy=462Mpa
 σu =586Mpa
 E=207Gpa, and
 G=89Gpa
 FOS (n)=2
88
σy
 τall=2×𝑛=115.5MPa
 Hinge pin design: length of the pin (320mm), design diameter of the hinge pin (25mm)
Resisting area of the pin=2A=981.74mm2 and shearing load over the pin=3901.37N.

τ= 2𝐴
= 𝜋
(2) 252
=4MPa, then τ << τall therefore our hinge pin design diameter is SAFE!
4
And force distribution over the length of the hinge pin is given as:
 Base pin design: design diameter of the pin is 61mm and length of the pin is160.
5.12.5.3 Design of Wheel caster

As per the design we prefer ISO standard wheel caster so called RE.F4 Mould-on Polyurethane,
hardness 95 Shore A.
Figure 47 wheel caster

5.12.5.4 Design of Anchor
Anchor is used to carry and lift the dolly. This component is used to prevent relative motion of the wheel
caster and used to damp vibration. It has three sections; head, threaded shank and flat tail. In our design
there are five anchors which receives 1/5 weight of the dolly. The flat tail is made up of cast iron.
89
Figure 48 Anchor
5.12.6 Design of reservoir pipe lines/hose and valves

A reservoir stores a liquid (oil) in a hydraulic system. A properly constructed reservoir should be
able to dissipate heat from the oil, separate air from the oil, and settle out contaminates that are in
it. The inner surface then should be sealed with paint compatible with the hydraulic fluid. The type
of material we select for this element of the machine is mild steel (MS). The shape should be high
and narrow rather than shallow and broad. The oil level should be as high as possible above the
opening to a pump's suction line. This prevents the vacuum at the line opening from causing a
vortex or whirlpool effect, which would mean that a system is probably taking in air. Let’s the
volume of the reservoir is 40% exceeds than the sum of cylinder volume that is required to lift the
lode.
VR= VC + 0.4×VC…………..Where VR is volume of reservoir VC =shell volume
VR=1.1192×10-3m3 + 0.4(1.1192×10-3m3) =1.567×10-3m3
We select rectangular cross-section reservoir for our design.
VR=L×W×B…………….Let`s take W=2B, t=3mm and L=200mm
1.567×10−3
1.567×10-3=0.2×2B×B=0.2×2B2, B2= , B=63mm, W=126mm
0.4
Then let’s take L=200mm, B=70mm and W=130mm

Weight of the reservoir W=7850×9.81×1.567×10-3=121N
Pipe, tubes and hoses, along with the fittings or connectors, constitute the conducting lines that
carry hydraulic fluid between components. Lines convey the fluid and also dissipate heat. There
are various kinds of lines in a hydraulic system. The working lines carry the fluid that delivers the
main pump power to the load. The pilot lines carry fluid that transmits controlling pressures to
various directional and relief valves for remote operation or safety. Lastly there are drain lines that
carry the fluid that inevitably leaks out, to the tank.
Needle valves are adjustable valves that will allow the change of flow rate. Usually a tapered
needle is used to control the flow rate by adjusting a screw. Flow control only in one direction. By
including a check valve, the flow can be restricted in one direction and can freely flow in the other
90
direction. For a given opening position, a needle valve behaves as an orifice. However unlike an
orifice, the flow area in a needle valve can be varied. In our design the hydraulic pressure is
obtained from hand operated pump (constant displacement hand operated pump).
5.13 Maintenance schedule
Regularly lubricate all moving parts of the dolly. Pay special attention to the hinge plate junction
and related linkages.
 Use and store the dolly in a protected environment where it will not be exposed to
inclement weather, corrosive vapors, abrasive dust, or any harmful elements.
 Lubricate all moving parts (hinge pin junction, piston rod eye) once a month
 Important: Never use alcohol, hydraulic brake fluid or transmission fluid as alternatives
for hydraulic oil.
 Inspect the dolly for component cracks, breaks, bends, signs of damage, or fluid leaks
before each use. Do not use the dolly if it has loose or missing hardware or components,
or is modified or altered in any way. Take corrective action before using the dolly again.
 Do not use this dolly to transport other heavy components
 At a time when there is no work it is advisable to disassemble and pack the dolly
 Always after operation check as all anchors are balanced.
 Check the wheel caster after transporting the engine.
5.14 Cost Analysis
1. Material cost analysis by mass/weight
Weight of front hinge plate (MS):278N=28.34kg
Weight of lower hinge plate(MS):553.5N=56.42kg
Weight of tail plate(MS):236.84N=24.14kg
Weight of central carriage beam(MS):729.377N=74.35kg
Weight of central carriage linkage(MS):76N=7.75kg
Weight of head column (CI):1300N=132.5kg
Weight of tail Colum(CI):203.5N=20.744
Weight of tail beam(CI):135N=13.76kg
Weight of cylinder shell(AISI-304):86.2N=8.787kg
Weight of piston rod(CI):80N=8.15kg
Weight of reservoir(MS):121N=12.33kg
91
Weight of base(CI):2000N=204kg
Weight of ladder(MS):34.74N=3.54kg
Total mass of MS components=206.87kg where Milled steel cost 50Birr/kg then;
Total cost of MS components=206.87×50=10,3463.5 Birr
Total mass of CI components=380kg where cast iron cost 40Birr/kg then;
Total cost of CI components=175.154×40=15,200Birr
Total mass of AISI component=8.787kg where AISI cost 80Birr/kg then;
Total cost of AISI component=8.787×80=703Birr
The overall cost will be: 10,343.5+15,200+703=26,246Birr
2. Machining cost: in this cost analysis we consider the cost of each machine to be used for the
fabrication of each components per hour and labor force for the manufacturer per hour.
2.1 Machining cost = total machining time x machine cost per hour
If it takes 24hr for one manufacturer.
The machine costs per hr. = 100birr.
I.e. Machine cost = 24hrx100birr/hr. = 2400birr.
2.2 labor cost analysis: labor costs 50birr/hr. we know that it takes 24 hr.
Then total lever cost = 12hrx50birr/hr. = 1200birr.
3. Other components cost: If we bought from the market components like hand operated pump,
needle valve, pipe lines/hose, nut with bolts, wheel caster, pins, and washers. For one wheel
caster = 200Birr. A total of (5 Wheel casters=1000Birr). And other components 1000Birr. Total
buying cost = 2000Birr.
4. Assembling cost: this is the cost of the assembling person costs 500birr per one dolly.
Therefor the overall cost of these designed transmission lift jack is the sum of thus calculated
costs. Total cost = material cost + machine cost + labor cost + standard component cost +
assembling cost.
Tc = =26,246 + 2400 + 1200 + 2000 + 500 = 32,346Birr.
Selling price = Tc + 15% Tc = 32,346 + (0.15)32,346 = 37,200Birr
92
REFERENCE
[1]. John Fay, “The Helicopter history, piloting and how it flies”, Himalayan Books, New Delhi,
Third Edition, 2006
[2]. Solomon Admasu, “Introduction to Aircraft Engine Theory”, Bishoftu, Volume-1, 2012
[3]. Industrial Knowledge and Development center, “Handout on Aircraft Structure”, Bishoftu,
Volume-1, 2012
[4]. Tigist Tesfaye, Getabelew Keskse, and et al, “Training on Safety”, Bishoftu, Volume-1,
2017
[5]. Industrial knowledge and development center, “Dejen Aviation Industry”, Bishoftu, Volume-
1, 2012
[6]. Dejen aviation industry, “Handout for aircraft general knowledge”, Bishoftu, Volume-
1, 2012
[7]. E.L Houghton and P.W Carpenter, “Aerodynamics for engineering stunts”, Butterworth-
Heinemann, fifth edition, 2003
[8]. John D. Anderson Jr, “Aircraft performance and design”, Nice printing press, New Delhi,
First edition, 1999
[9]. Industrial knowledge and development center, “Dejen Aviation Industry”, Bishoftu, Volume-
1, 2012
[10]. Ian Moir and Allan Seabridge, “Aircraft system”, John Willey and Sons Ltd. England, third
Edition, 2008
[11]. R.S Khurmi and J.K. Gupta, “A Text book of machine design”, Eurasia publishing house
(Pvt.) Ltd., Ramnagar, New Delhi, first edition, 2005
[12]. Addisu Kidanemariam, “Design of Machine elements II teaching material”, Jimma university
Printing press, Jimma, third edition, 2017
[13]. www.WIKIPEDIA.com
[14]. www.Military-Today.com
[15]. Manual and Log books of the company
[16]. Machine design data book.
93
APPENDICS-1
94
95
96
APPENDICS-2
PART DRAWING AND ASSEMBLY
97
98
99
100
101
102
103
104
105
106
107
108
109
110
111
112
113
114
115
116
320
SCALE 1 : 2 SCALE 1 : 2
SCALE 1 : 2
NAME SIGNATUR DAT

DRAWN BIRUK B.E 1E/9/ 19
HARAMAYA INSTITUTE OF TECHNOLOGY
WASE W
CHK'D ADVISOR 18/10/ 19 TITL
E
APPV'D MECH DEP`T 18/10/ 19
HINGE PIN
MATERIAL DWG NO. A4
: MILD 20
STEEL
117
SCALE 1: 20
NAME SIGNATURE DATE

DRAWN BIRUK WASE B.W 1/9/ 19 HARAMAYA INSTITUTE OF TECHNOLOGY
ADVISOR
CHK'D 18/10/ 19 TITLE
APPV'D MECH DEP`T 18/10/ 19 :
HYBRID DOLLY
MATERIAL:
DWG NO. A4
21
118

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INTERNSHIP FINAL REPORT AND PROJECT

SUMMITTED TO HARAMAYA UNIVERSITY

By: Biruk Wase………………………3303/08

Student name Signature

1. Biruk Wase ----------------------------------------------------

Advisor/mentor name Signature

1. Udesa Getachew ----------------------------------------------------

3.9 Measures I had used to overcome the challenges ............................................................ 48

Figure 44 Tail Beam ................................................................................................................................... 86

Figure 1 DAVEI office

1.2 Mission and Vision

 Design, manufacturing, erecting and commissioning of aviation plants.

1.3 Main objective

 Perform activities of measuring; maintain standards, and regularly calibrating

1.4 Services and Product

1.4.1 Core Plant

1.5.2 Core Products

1.5.3 Core Services

Overhaul(major and minor), modification, upgrading, designing and

1.5 Major Customers

1.6 Organogram and Workflow

SIX OPERATIONS FACTORY PRINCIPAL AND SUPPORTING

BODY AND FRAME LEGAL SERVICE

AEROSPACE MECHANICAL HUMAN RESOURCE

SYSTEM PRODUCTION FACTORY AND DEVELOPMENT

Figure 2 Organogram of the industry

Figure 3 block diagram of workflow

 Establish controlling team to handle, any complain arise by the customer.

Figure 4 shop repairing process work flow

2.1 Rotary Wing Production Factory

 For transportation(Transport helicopters)

1. Transport helicopter (MI-8 and MI-17)

 Transport Helicopters (MI-8, MI17)

Figure 5 mi-8 military transport helicopter

Landing gear Non-retractable

 MI-17 TRANSPORT HELICOPTERS

Main Rotor diameter 69 ft.3 in.

Table 2 specification of MI-17 military transport helicopter

Figure 6 mi-17 military transport helicopter

Table 3 specification of MI-24 attack/fighter helicopter

Figure 7 mi-24 attack helicopter

 MI-35 ATTACK HELICOPTERS

Rotor diameter 56 ft.9 in.

Table 4 specification of MI-35 attack/fighter helicopter

Figure 8 mi-35 attack helicopter

Figure 9 Gyro and Hiddase

Figure 10 aerospace engine

Figure 11 types of combustion chamber

Figure 12 main engine sections

 High speed flight

Table 5 thermodynamic cycle analysis of GTE/TJE

Figure: 14 thermodynamic cycle of jet engine without any thrust augmentation

 Thermodynamic analysis of a turbojet engine with AB thrust augmentation;

Figure 15thermodynamic cycle (T-S) of jet engine with AB thrust augmentation

(0-1) the air flows from far upstream (atmospheric air)

Figure 16 turbojet engine

Figure: 17 L-39 fixed wing fighter aircraft turbofan engine