INTERNSHIP REPORT

INTERNSHIP REPORT
AT
ROTARY WING RESEARCH AND DESIGN CENTRE(RWRDC)

HINDUSTAN AERONAUTICS LIMITEDHELICOPTRER DIVISION BENGALURU, KARNATAKA

Submitted in partial fulfilment of the requirement

For the award of the
Degree of
Bachelor of Technology
In
Mechanical Engineering
SIR M. VISVESVARAYA INSTITUTE OF TECHNOLOGY, BENGALURU

Submitted By:
SHUBHAM KUMAR JHA(1MV19ME058)
B. Tech Third Year

ACKNOWLEDGEMENTS
I am very grateful and would like to appreciate all the people who helped me to
complete my training as the knowledge I gained during this period was immense. I
also offer a very special thanks to “HAL, HELICOPTER DIVISION” forgiving me such a
golden opportunity of grateful stay in its industry as a trainee. I would like to
express my deepest sense of respect to Mr. P MUEEN AHAMADULLA KHAN,
MANAGER GTC, RWRDC & Mr. V RAJESH, GTC, RWRDC, for all their constant
support, guidance, encouragement and advice during the training I hope that I can
build upon the experience and knowledge that I have gained and make some
valuable contributions to the society in the coming future

DECLARATION
I, SHUBHAM KUMAR JHA, student of sixth semester,
Bachelors of Technology in Mechanical Engineering,
Sir M. Visvesvaraya Institute of Technology, declare
that the Internship Report is submitted in partial
fulfilment for the award of Bachelors of Technology in
Mechanical Engineering in Sir M. Visvesvaraya Institute
of Technology, Bengaluru during the
academicyear2021-2022

CONTENTS
1. Introduction
2. History of H.A.L.
 3. History of Helicopter Division
4. Objectives & strategies
5. Organization structure
6. Divisions of H.A.L.
7. Products of H.A.L.
8. Different Helicopters
9. General Helicopter Structure
10. Helicopter engine starting system
11. How does a helicopter stay in the air?
12. How does a helicopter hover and steer?

INTRODUCTION
HISTORY OF HAL
Hindustan Aeronautics Limited (HAL) is an Indian state-owned aerospace and defence company
based in Bangalore, Karnataka. It is governed under the management of the Indian Ministry of
Defence.
The government-owned corporation is primarily involved in the operations of the aerospace
industry. These include manufacturing and assembly of aircraft, navigation and related
communication equipment and airports operation.
HAL built the first military aircraft in South Asia. It is currently
involved in the design, fabrication and assembly of aircraft, jet
engines, helicopters and their spare parts. It has several facilities
spread across India.
The locations where the manufacturing plants are operated by HAL
include Nasik, Korwa, Kanpur, Koraput, Lucknow, Bangalore and
Hyderabad. The German engineer Kurt Tank designed the HF-24
Marut fighter-bomber, the first fighter aircraft made in India.
Hindustan Aeronautics has a long history of collaboration with
several other international and domestic aerospace agencies such as Airbus, Boeing, Lockheed
Martin, Sukhoi Aviation Corporation, Elbit Systems, Israel Aircraft Industries, RSK MiG, BAE
Systems, Rolls-Royce plc, Dassault Aviation, MBDA, EADS, Tupolev, Ilyushin Design Bureau,
Dornier Flugzeugwerke, the Indian Aeronautical Development Agency and the Indian Space
Research Organisation.
HAL was established as Hindustan Aircraft in Bangalore in 1940 on 23 Dec 1940. Hindustan
Aircraft Company was duly incorporated under the Mysore Companies Act as a private Ltd
Company. Walchand–Tulsidas-Khatau Ltd was the Managing agency. It first directors were: Mr.
Walchand Hirachand, Chairman, Mr. Tulsidas Khilachand, Mr. Dharmsey Mularaj Khatau,
Mr.A.N. Raghavachar (Mysore State Representative), Mr. Venkatanaranappa (Mysore State
Representative). Company’s office was opened at a bungalow called "Eventide" on Domlur
Road. The initiative was actively encouraged by the Kingdom of Mysore, especially by its Young
Maharaja, H.H. Jayachamarajendra Wadiyar and the Diwan, Sir Mirza Ismail. Walchand had fist
approached shareholders of his own company - The Scindia Steam Navigation Company Ltd for
diversifying but was refused. Then he wrote to the Rulers of Baroda, Gwalior and Bhavanagar
without success. Only Maharaja of Mysore responded favourably by agreeing to invest 25 lakhs
and gave initial 700 acres of land free.

HISTORY OF HELICOPTER DIVISION

Helicopter Division was established in July 1970. The division manufactures single engine as well
as twin engine helicopters to cater the growing needs of the market. Helicopter Division
manufactures Rudra, Dhruv, Cheetah, Chetak, Cheetal & Lancer helicopters. The division is
supported by the co-located R&D centre – Rotary Wing Research & Design Centre (RWR&DC).
The MRO division caters to the Maintenance, Repair & Overhaul activities of helicopters. The
Rotory Wing Academy focuses on training of pilots. HAL started manufacturing of helicopters in
1962, by entering an agreement with M/s SUD-AVIATION (Presently M/s EUROCOPTER, France)
for production of Aloutte III helicopters. (Chetak). The first Chetak (Aloutte III) in ‘Fly Away’
condition delivered in 1965. License agreement for production of Cheetah (LAMA SA 315-B)
signed with M/s SNIAS (presently M/s, Eurocopter) in 1970. First Cheetah manufactured from
raw materials was delivered in 1976-77. In 1990s, HAL has developed a light attack helicopter
“Lancer”. The basic structure of the lancer is derived from reliable and proven Cheetah
helicopter. The helicopter has bullet proof front panels. Gun cum Rocket pod one each (70 mm
Rocket+12.5 mm Gun) fitted on either side. An optical sight has been fitted for accurate firing.
The Cheetal helicopter is a re-engined variant of Cheetah helicopter. The Cheetal helicopter set
the world record of world’s highest landing at ‘Saser Kangri’ of Himalayas in 2006. HAL
Helicopter division has successfully manufactured 600 Single Engine helicopters. HAL achieved
self-reliance in design, developing & manufacturing of twin engine Advanced Light Helicopter
“Dhruv”. Dhruv is a multi-role, multi mission all weather helicopter in the 5.5-ton category. The
indigenously designed twin engine helicopter started series production during 2001-2002. The
division is accredited with AS 9100 C & ISO 14001:2004 certifications. The division is also
approved by Directorate General of Civil Aviation (DGCA) for CAR 21, CAR 145 & CAR M
certifications. HAL with the proven track record of manufacturing more than 700 helicopters,
the helicopter division has expanded its design, developing & production range by
manufacturing new helicopters like Weapon System Integrated (WSI) version of Dhruv
(Christened as “Rudra”), Light Combat Helicopter (LCH) and Light Utility Helicopter (LUH).
 DIFFERENT HELICOPTERS

HELICOPTERS AT HAL:

 CHEETAH

Technical Parameters
Length 12.91 m
Width 2.38 m
Height 3.09 m
MTOW 1950 kg
Cruise Speed 192 Km/h
Range 560 km
Endurance 3.10 hr
No. of Passengers 3+2

HAL signed license agreement for Cheetah with M/s SNIAS in 1970. First Cheetah
manufactured from raw materials was delivered in 1976-77.

The Cheetah Helicopter (identical to LAMA SA 315B Helicopter of Eurocopter, France) is

a high-performance helicopter designed for operation over a very wide range of weight,
Centre of gravity and altitude conditions. The five-seater Cheetah helicopter is versatile,
multi role, multipurpose, highly maneuverable and rugged in construction. It holds the
world record in high altitude flying among all categories of Helicopters.
The helicopter is powered by Artouste - III B turbo shaft engine.

The helicopter is suitable for commuting, observation, surveillance, logistics support,

rescue operations and high-altitude missions.

Till date, HAL has produced and sold more than 275 of these versatile Helicopters which are
in service both in India and abroad. Recently, HAL has received orders for Cheetah
helicopters from MoD Namibia.
  CHEETAL

Cheetal is the re-engined version of the Cheetah helicopter. The project initiated during
2002 and aimed to enhance high altitude operational capabilities and maintainability as
well as to provide a mid-life upgrade for safe & reliable operations.

Artouste-IIIB engine of Cheetah was replaced with the modern fuel efficient
TM333–2M2 engine with FADEC for better performance. In addition, an automatic
Backup Engine Control system (EBCB) is equipped with engine.

Salient features:
 Quicker start-up and easier re-light procedure.
 Improved reliability and easier handling of engine.
 Higher thermal margins resulting in better climb performance at high altitudes.
 Lower noise levels.
 Lower specific fuel consumption (SFC) provides - Higher payload, better range
and Increased Endurance
 Cheetal has been designed to incorporate upgraded features such as light weight
electrically driven Artificial Horizon, Directional Gyro, Flight Monitoring System
(FMS), Cockpit Voice Recorder (CVR), Modular Warning Lights, Master Flasher
Warning and modern electrical system.

HAL has delivered 1st production batch of 10 Cheetal helicopters and in operation by
Indian Air Force at LEH region. Helicopter is in production for other operators.
Technical
Parameters
Length 12.92 m
Width 2.38 m
Height 3.09 m
MTOW 1950 kg
Cruise Speed 192 Km/h
Range 640 km
Endurance 3.50 hr
No. of Passengers 3+2
Advanced Light Helicopter (ALH- DHRUV)

The indigenously designed and developed Advanced Light Helicopter (ALH-DHRUV) is a

twin engine, multi- role, multi-mission new generation helicopter in the 5.5 ton weight
class. The basic Helicopter is produced in skid version and wheeled version. Dhruv is
“type –Certified” for Military operations by the Centre for Military Airworthiness
Certification (CEMILAC) and civil operations by the Directorate General of Civil Aviation
(DGCA).

Certification of the utility military variant was completed in 2002 and that of the civil
variant was completed in 2004. The deliveries of production series helicopters commenced
from 2001-02 onwards. A total of 117 Helicopters have been produced by Mar 2011
including 96 for the Indian Armed Forces.

The major variants of Dhruv are classified as Dhruv Mk I, MK II, MK III & Mk IV. The major
features of them are furnished below.

Power Plant / Major Systems Role

s
ALH Mk. I - TM-333-2B2 engine Utility
- Conventional cockpit instruments
ALH Mk. II - TM-333-2B2 engine Utility
- Integrated Architecture Display system (Glass
cockpit)
ALH Mk.III - Shakti engine Utility roles of
- IADS with Digital Moving Map Defence Services
- Electronic Warfare Suite suited for high
- Electro Optical pod altitude operations
- Counter Measure Dispensing system
- Infra-Red Suppressor
- Health & Usage Monitoring system
ALH Mk. IV ALH Mk.III with Armed variant for
weapons & additional Attack, Close Air
systems like: Support and High-
altitude operations.
- Turret Gun
- Rocket
- Air-to-Air Missile
- Air-to-Ground Missile
- Helmet Pointing System
- Data Link
- Infra Red Jammer
- Obstacle Avoidance System
Technical
Parameters
Length 15.9 m
Width 13.2 m
Height 4.98 m
MTOW 5500 kg
Speed 295 Km/h
Range 640 km
Endurance 3.7 hr
PAX 12 + 2

 Power Plant
 TM 333 – 2B2 (For Dhruv Mk-I and Mk-II) & ARDIDEN 1H1 (Shakti) (for Dhruv
Mk III & Mk IV). TM 333 – 2B2 (For Dhruv Mk-I & Mk-II)
 Max. Power is 801 kW

TM 333 - 2B2 SHAK

TI
- Dry wt. 167.5 kg 195 kg
- Max. Power 801 kW 899 Kw
- Specific Fuel Consumption 0.323 kg/kw hr 0.300 kg/kw hr

 Shakti Engine (For Dhruv Mk-III & Mk-IV)

 12 % Higher power than TM 333 2B2 engine
 Dual centrifugal compressor assembly
 Single crystal blades
 Dual channel FADEC
 Roles of Dhruv
 Passenger / Commuter Role
 VIP Travel
 Causality Evacuation
 Under Slung Load
 Rapid Deployment of Forces
 Logistic Air Support
 Search and Rescue
 Training
 Features of Dhruv
 Composite Hinge less Interchangeable Main Rotor Blades
 Composite Bearing less Tail Rotor Blades
 Composite Air Frame
 Glass Cockpit & AFCS
 Chaff & Flare Dispenser
 Helmet Pointing System
 Health & Usage Monitoring System
 Digital Video Recording System
 VOR/ILS/DME
 EO Pod with FLIR, LRF & LP
 IR Suppressor
 FADEC
 Integrated Self Protection Suite
 Digital Moving Map
 On Board Inert Gas Generation System
 Orders for Dhruv

 HAL Supplied 7 Dhruv to Ecuadorian Air Force during 2009-2012. Dhruv has also
been supplied to Nepal Army & Mauritius Police.
 More than 100 Dhruvs are operating with Indian Defence Forces. HAL is executing
an order for 159 Dhruv helicopters from Indian Army & IAF which is under supply.
 Dhruv is also being operated by Civil customers such as ONGC, GSI, Government of
Jharkhand and para military force (BSF).
 More orders for Dhruv expected from Defence, Civil & Export markets.
  ALH Sarang

Sarang – the ALH (Dhruv) display team of Indian Air force formed in October 2003 with
the aim of showcasing professionalism of the Indian Air Force and giant leap by Indian
aviation industry. The word Sarang means peacock in Sanskrit and the team epitomizes
beauty and grace of peacock - the hallmark of its display.

As the word “Sarang” suggests, with the new role of display flying, the
team’s display aims to enchant its audience and embodies beauty and
grace. The “Sarang” helicopters have been painted in a unique paint scheme
which utilizes bright colours with a peacock form embossed on it. The team has carried out
numerous displays in India and abroad. The team has displayed its capability at prestigious
Air Shows at Aero India, Paris, Farnborough, Berlin, Al-Ain etc. The team has also
performed during various prestigious events such as Air Force Day, National Defence
Academy Passing Out Parade and other events of national and international significance.

The team displayed its skill and versatility with single cross, dolphin leap, double cross
etc. and weaved beautiful array in the sky. The team continuously strives to upgrade
and perform new profiles for each display.
  LUH (Light Utility Helicopter)

Sanction for the development of LUH was accorded by GoI in Feb 09. The time frame for
development is 6 years.

The helicopter in 3 Ton Weight class with Glass Cockpit with MFDs will be deployed for
Reconnaissance and Surveillance role. It will be powered by a single engine. The
helicopter will be capable of flying at 220 Kmph; service ceiling of 6.5 Km and a range of
350 Km with 500 kg payload.

Technical Parameters POWERPLA

NT
Max. TOW: 2700 kg Max. Thrust: 1760 Kgf
Speed at Sea Level: Vcruise > 220 Dry Weight: 315 Kgs
kmph VNE > 250 kmph
ROC: > 7.5 m/s Thrust / Weight Ratio: 5.6
VROC: > 5.5 m/s Sp. Fuel Consumption: 0.69 Kg/Kg/Hr
Service Ceiling: > 6.5 km TBO: 1200 hrs
Range: 350 km
"g" +2 to –0.5 g at SL
  LCH(Light Combat Helicopter)

Light Combat Helicopter (LCH) was proposed to meet IAF’s

requirement of a dedicated light helicopter for combat operations. LCH
will have maximum possible commonality with ALH. LCH with a narrow
fuselage will have pilot and co-pilot/gunner in tandem configuration
incorporating a number of stealth features, Armour protection, Night attack
capability and crash worthy landing gear for better survivability.
 The major features of LCH are:

 Glass Cockpit
 Crash worthy under floor structure
 Crash worthy fixed tricycle type with tail wheel landing gear
 Canted flat panels for low Radar Cross Section
 Integrated Dynamic System
 Hinge less Main Rotor / Bearing less Tail Rotor
 Anti-Resonance isolation system
 Integrated Avionics and Display System (IADS)
 IR Suppressor
 20mm Gun, Rocket & Missiles
 Technical Parameters
 MTOW: 5.5 t
 Max. speed: 265 Kmph
 Range: 550 Km
 Service Ceiling: 6.5 km
 Climb rate: 5 m/s
 Power Plant
 SHAKTI engine (2 no.)
 Power is 895 kW
 GENERAL HELICOPTER STRUCTUER

The structures of helicopter are designed to give the helicopter its unique
flight characteristics. A simplified explanation of how a helicopter flies is that
the rotors are rotating aerofoils that provide lift similar to the way wings
provide lift on a fixed-wing aircraft. Air flows faster over the curved upper
surface of the rotors, causing a negative pressure and thus, lifting the aircraft.
Changing the angle of attack of the rotating blades increases or decreases lift,
respectively raising or lowering the helicopter. Tilting the rotor plane of
rotation causes the aircraft to move horizontally.

Figure 1 shows the major components of a typical helicopter.

Figure of the major components of a helicopter are the airframe, fuselage,

landing gear, power plant, main rotor system, and antitorque system

AIRFRAME:

The airframe, or fundamental structure, of a helicopter can be made of

either metal or wood composite materials, or some combination of the two.
Typically, a complete component consists of many layers of fibre-impregnated
resins, bonded to form a smooth panel. Tubular and sheet metal substructures
 are usually made of aluminium, though stainless steel or titanium are
sometimes used in areas subject to higher stress or heat.
Airframe design encompasses engineering, aerodynamics, materials technology
and manufacturing methods to achieve favorable balance of performance,
reliability and cost.

FUSELAGE:

Modern helicopter fuselage design includes an increasing utilisation of

advanced composites as well. Firewalls and engine decks are usually stainless
steel. Helicopter fuselages vary widely from those with a truss frame, two
seats, no doors, and a monocoque shell flight compartment to those with fully
enclosed airplane-style cabins as found a larger twin-engine helicopter flight
makes wide-range visibility from the cockpit essential. Large, formed
polycarbonate, glass, or Plexiglas windscreens are common.

LANDING GEAR OR SKIDS:

As mentioned, a helicopter’s landing gear can be simply a set of tubular metal

skids. Many helicopters do have landing gears with wheels, some are fixed
wheels and some are retractable wheels.

POWERPLANT AND TRANSMISSION:

The two most common types of engines used in helicopters are the
reciprocating engine and the turbine engine. Reciprocating engines, also called
piston engines, are generally used in smaller helicopters. Most training
helicopters use reciprocating engines because they are relatively simple and
inexpensive to operate.
TURBINE ENGINES:

Turbine engines are more powerful and are used in a wide variety of
helicopters. They produce a tremendous amount of power for their size but
are generally more expensive to operate. In most applications, the exhaust
outlets simply release expended gases and do not contribute to the forward
motion of the helicopter. Because the airflow is not a straight-line pass
through as in jet engines and is not used for production, the cooling effect of
the air is limited. Approximately 75 percent of the incoming airflow is used to
cool the engine.

The gas turbine engine mounted on most helicopters is made up of a

compressor, combustion chamber, turbine, and accessory gearbox assembly.
The compressor draws filtered air into the plenum chamber and compresses
it. Common type filters are centrifugal swirl tubes where debris is ejected
outward and blown overboard prior to entering the compressor, or engine
barrier filters (EBF), similar to the K&N filter element used in automotive
applications. This design significantly reduces the ingestion of foreign object
debris (FOD). The compressed air is directed to the combustion section
through discharge tubes where atomised fuel is injected into it. The fuel/air
mixture is ignited and allowed to expand. This combustion gas is then forced
through a series of turbine wheels provide power to both the engine
compressor and accessory gearbox. Depending on model and manufacturer,
the rpm range can vary from a range low of 20,000 to a range high of 51,000.

Power is provided to the main rotor and tail rotor systems through the
freewheeling unit which is attached to the accessory gearbox power output
gear shaft. The combustion gas is finally expelled through outlet. The
temperature of gas is measured at different locations and is referenced
differently by each manufacturer. Some common terms are: inter-turbine
temperature (ITT), exhaust gas temperature (EGT), or turbine outlet
temperature (TOT).
 Figure 2.2 Many helicopters use a turboshaft engine to drive the
main transmission and rotor systems

TRANSMISSION
The transmission system transfers power from the engine to the main rotor, tail
rotor, and other accessories during normal flight conditions. The main
components of the transmission system are the main rotor transmission, tail rotor
drive system, clutch, and freewheeling unit. The freewheeling unit, or autorotative
clutch, allows the main rotor transmission to drive the tail rotor drive shaft during
autorotation. Helicopter transmission are normally lubricated and cooled with
their own oil supply. A sight gauge is provided to check the oil level. Some
transmissions have chip detectors located in the sump. These detectors are wired
to warning lights located on the pilot’s instrument panel that illuminate in the
event of an internal problem. Some chip detectors on modern helicopters have a
“burn off” capability and attempt to correct the situation without pilot action. If
the problem cannot be corrected on its own, the pilot must refer to the emergency
procedures for that particular helicopter.
 Figure shows the transmission system in advanced helicopter.

MAIN ROTOR SYSTEM:

The rotor system is the rotating part of a helicopter which generates lift. The
rotor consists of a mast, hub, and rotor blades. The mast is a cylindrical metal
shaft that extends upwards from and is driven, and sometimes supported, by
the transmission. At the top of the mast is the attachment point for the rotor
blades called hub. The rotor blades are then attached to the hub by any
number of different methods. Main rotor systems are classified according to
how main rotor blades are attached and move relative to the main rotor hub.
There are three basic classifications:

 Rigid rotor system

 Semi rigid

 Fully articulated

RIGID ROTOR SYSTEM:

The simplest is the rigid rotor system. In this system, the rotor blades are
rigidly attached to the main rotor hub and are not free to slide back and
forth (drag) or move up and down (flap). The forces tending to make the
rotor blades do so are absorbed by the flexible properties of the blade. The
pitch of the blades, however, can be adjusted by rotation about the span
vice axes via the feathering hinges. [Figure 3]

Figure , the teetering hinge allows the main rotor hub to tilt, and the feathering
hinge
enables the pitch angle of the blades to change.

SEMIRIGID ROTOR SYSTEM:

The semi rigid rotor system in figure 6, makes use of a teetering hinge at the
blade attach point. While held in check from sliding back and forth, the
teetering hinge does allow the blades to flap up and down. With this hinge,
when one

blade flap up and down. Lapping is caused by the phenomenon known as

dissymmetry of lift. As the plane of rotation of the rotor blades is tilted and the
helicopter begins to move forward, an advancing blade and a retreating blade
become established. The relative wind speed is greater on an advancing blade
than it is on a retreating blade. This causes greater lift to be developed on the
advancing blade, causing it to rise up or flap. When bade rotation reaches the
point where the blade becomes the retreating blade, the extra lift is lost and
the blade flaps downward. [Figure 5]

Figure, the semirigid rotor system of The Robinson R22.

FULLY ARTICULATED ROTOR SYSTEM:

Fully articulated rotor blade systems provide hinges that allow the rotors to
move fore and aft, as well as up and down. This lead-lag, drag, or hunting
movement as it is called is in response to the Coriolis Effect during rotational
speed changes. When first starting to spin, the blades lag until centrifugal force
 is fully developed. Once rotating, a reduction in speed causes the blades to
lead the main rotor hub until forces come into balance. Constant fluctuations
in rotor blade speeds cause the blades to “hunt”. They are free to do so in a
fully articulated system due to being mounted on the vertical drag hinge.
Various dampers and stops can be found on different designs to reduce shock
and limit in certain directions.

Figure2.6. Fully articulated rotor system

ANTITORQUE SYSTEM:
Ordinarily, helicopter have between two and seven main rotor blades. These
rotors are usually made of a composite structure. The large rotating mass of
the main rotor blades of helicopter produces torque. This torque increases with
engine power and tries to spin the fuselage in the opposite direction. The tail
boom and tail rotor, or antitorque rotor, counteract this torque affect.
 Figure 2.7. Tail rotor designed to produce thrust in a direction opposite to that
of the torque produced by rotation of the main rotor blades. it is sometimes
called an antitorque rotor.

CONTROLS:
The controls of a helicopter differ slightly from those found in an aircraft. The
collective, operated by the pilot with the left hand, is pulled up or pushed
down to increase or decrease the angle of attack on all the rotor blades
simultaneously. This increases or decreases lift and moves the aircraft up or
down. The engine throttle control is located on the hand grip at the control
“stick” located between the pilot’s legs. It can be moved in any direction to tilt
the plane of rotation of the rotor blades. This causes the helicopter to move in
the direction that the cyclic is moved. As stated, the foot pedals control the
pitch of the tail rotor blades thereby balancing main rotor torque.
Figure 8 and 9 illustrate the controls found in a typical helicopter.
 Figure 2.8. The collective changes the pitch of all rotor blades simultaneously and

by the same amount, thereby increasing or decreasing lift.

Figure 2.9. The cyclic changes the angle of the swash plate which changes the
plane of rotation of the rotor blades. This moves the aircraft horizontally in any
direction depending on the positioning of the cyclic
 HELICOPTER ENGINE STARTING SYSTEM

STARTING ACCESSORIES:
 Helicopter engine

 Starter
 Shutdown electro valve
 Starting electro valve
 Starting injector and cracking
 Ignition component
 Control switches and relays
 DECU (Digital Electronic Control Unit)

1. Helicopter Engine:

During the 1990s and the 2000s, the procurement of a modern

successor to the aging HAL Cheetah and HAL Chetak helicopters of the Indian
Army and the Indian Air Force had been recognised as an impending need.
Multiple attempts at establishing a competitive tendering programme; one
such effort specified a total of 197 utility helicopters for the Indian Army, 60
of which were to be directly purchased and the remaining 137 to be
produced under licence by Indian aerospace company Hindustan Aeronautics
Limited (HAL).

The HAL Light Utility Helicopter (LUH) is a 3-tonne light helicopter.

According to HAL, it possesses a cruise speed of 235kmh, maximum speed of
260kmh, service ceiling of up to 6.5 km, a range of 350 km, a maximum take-
off weight of 3.12 tonne and an empty weight of 1.91 tonne. The LUH will be
capable of accommodating a maximum of two pilots and six passengers, all of
which shall be seated on crashworthy seats; externally, it is capable of carrying
cargoes of up to 1 tonne underslung. It will be able to undertake various
missions, including emergency medical services (EMS). The light utility
helicopter powered by single HAL/ Turbomeca Shakti turboshaft engine,
which is equipped with a dual channel FADEC (Full Authority Digital
Engine Control) system along with a backup fuel control system. The helicopter
will be equipped with a glass cockpit, featuring a smart cockpit display system
(SCDS), along with a skid-based landing gear. Turbomeca currently has a wide
range of helicopter engines in use in India today and these encompass the
Artouste

III B (HAL Cheetah and Chetak), TM333-2B2 (Dhruv MkII), and TM333-2M2
(HAL Cheetal & Cheetah), Ardiden 1H1/Shakti (HAL Dhruv Mk III & Mk IV). The
figure 3.1 shows the HAL Shakti Turboshaft Engine and figure 3.2 shows the
working of turboshaft engine. The Power transmitted from engine to rotor
blade.

Figure 3.1: HAL Shakti Turboshaft Engine.

Figure3.2: The Working of Turboshaft Engine.
2. Starter:
The starter performs engine cranking i.e., it drives the gas generator
through accessories gear train as shown. The starter motor can be powered
either by internal batteries or by an external supply.at self -sustaining speed,
the starter cuts off.

 Mounted to Accessories Gear Drive of engine.

 Input 24/28 v, Max 900A.
 Limitation: No rest up to 5 attempts, rest of 15 min after 5 attempts.

Figure 3.3: The Location of Starter Generator and the Generator.

3. Fuel Supply:
During starting phase, the fuel supplied to the combustion chamber is based on
the following accessories:

 Closing of the shutdown electric valve and

 Opening of the starting electro valve.

4. Shutdown –Electro Valve:

 It is a bi-stable electro valve and it is operated by FADEC through
airframe-mounted relay
 This value performs engine shutdown under following conditions
1. When initiated by pilot, to shut down the engine.

2. By FADEC in case of the free turbine over speed.

 This valve opens during engine shutdown and causes the differential
 value to open and therefore the injection pressure drops closing the
pressurising valve in starting electro valve assembly and shut off the fuel
supply to the fuel injector’s manifold.
 This valve closes, during the engine starting and enables fuel to reach
starting electro valve.

Figure3.4: the Location of fuel Shutdown Electro Valve

 AVIONIC SYSTEM IN HELICOPTER

The avionic system technology is concerned with the development and use of
electronic devices for an aircraft.

Generally avionic system is defined as the system required for certain functions
like communication, navigation, identification, weather details, display, control,
recording, target acquisition and other weapon related applications.

Avionic system is sub-divided into:

 Basic Avionics
 Mission Avionics

Avionics in Military Helicopter Basic

Avionics:
1. Communication:
 Intercom
 V\UHF
 HF
2. Navigation:
 Doppler
 GPS
 Radio altimeter
3. Identification:
 IFF(Identification friend or foe)
Mission Avionics:
1. VHF(FM)
2. Sighting system
3. FLIR
4. Radar
5. Sonar
6. Weapon electronics
7. ESM
Avionics on Civil Helicopter
1. Intercom
2. VHF(2Nos)
3. VOR\ILS\MB(2Nos)
 4. DME
5. Weapon Radar
6. HF
7. Heading Reference
8. GPS
9. ADF
10. FDR\CVR

General design considerations:

1. INTERCOM OR AUDIO MANAGEMENT SYSTEM
Intercom is the vital link between the pilots and all the communication and
warning systems and some of the navigation systems.
 Power supply: intercom should work on duel power supply of 28v
DC.
 Helmet\headset
 Transmitter
Intercommunication system comprises of two following subcomponent:

a) Junction box. b) Station boxes.

 Junction Box: it is a modular unit with a five-station audio user junction
box and individually replaceable card for each user. It provides
interface between station boxes, radio channels, intercom channel
and other radio warning and voice warning channels.
 Station Box: It is also a modular unit provides controls for the
operation of the intercom and radio channels. It interfaces with
junction box, microphones and earphones.
Figure shows intercom system
2. ANTENNAS
The antennas specification is based on requirements.
Considerations for antennas are as follows:
 Frequency range
 Radiation characteristics
 Polarisation
 VSWR
The frequency range of antenna determines its size. Normally monopole
antennas are used.

3. VERY/ULTRA HIGH FREQUENCY (V/UHF)

V/UHF system is the main and most important communication system on the
helicopter.
The main purpose of the V/UHF communication system is to provide short
distance communication (i.e., Line–Of– Sight communication) between air-to-
air, air to ground and ground-to-ground two-way communication in the VHF
and UHF bands in the airborne platforms. In ALH two independent sets of
V/UHF sets are available. The overall frequency range for this system is 30-
407 MHz the working principle and operation of both sets are similar. It also
provides secure way of communication, radio relay broadcasting, ECCM
(Electronic Counter Measures) etc.

Figure, v/uhf communication system LRU’s interconnection diagram & interfaces

with other systems
4. HFSSB (HIGH FREQUENCY SINGLE SIDE BAND)
HFSSB stands for High Frequency Single side band communication system.
The main purpose of the system is to provide long-range air to ground, air-to-
air and ground-to-ground long range for both voice and data. It can also use
for short-range communication. This is a non-line of sight communication
with operating frequency 2MHz to 30 MHz. Types of modulation that can be
selected in this system are USB & AM.

Figure 4.3, HFSSB LRU'S INTERCONNECTION DIGRAM

5. AUTOMATIC DIRECTION-FINDING SYSTEM (ADF)
This is a microprocessor based automatic direction finder system used for
navigation. The main purpose of the system is to indicate the direction of
arrival of electromagnetic signal from the ADF ground station which is known
as NDB (Non directional beacon) station. The Automatic Direction Finder (ADF)
provide bearing & audio reception to the selected ground beacon. The
frequency range of 190 to 1860KHZ and also on 2182 kHz marine frequency.

Figure4.4, ADF LRU'S INTERCONNECTION DIAGRAM

PRINCIPLE OF OPERATION:

The principle of operation of the system is line of sight propagation which is also known as
space wave propagation.

Line Of Sight Communication: - A characteristic of some open-air transmission

technologies, where the area between a transmitter and receiver must be unobstructed.
The range is approximately given by

R=1.25(√hr + √ht) nautical miles.

Where hr = Receiving antenna height from the sea level in feet.

ht = Transmitting antenna height from the sea level in feet. R =

Range in nautical miles.

6. RADIO ALTIMETER
Radio altimeter is one of the navigational aids for measuring the altitude of the aircraft
with respect to the immediate terrain on which it is flying. The radio altimeter gives
accurate altitude information within .

Figure 4.5 RADIO ALTIMETER LRU'S INTERCONNECTION AND INTERFACES WITH ONTHER
SYSTEMS
 BASIC PRINCIPLE OF RADIO ALTIMETER

Radio height is measured using the basic idea of radio ranging i,e measuring the elapsed
time between the transmission of electromagnetic wave and its reception after reflection
from the ground.

H= (1/2)(C.T)

C=3*10^8 m/sec.

T=elapsed time between transmission and reception of electromagnetic waves.

Radio altimeter consists of 3 units

a) Transceiver
b) Indicators
c) Antennae
Transceiver: it generates frequency modulated continuous waves in the ‘c’ band and emits
towards the terrain, the reflected signal will be received by the receiver and calculated the
height with the help of time modulation period by maintaining constant difference
frequency. Digital Indicator: it facilitates to read the radio height from the ground to 1500
mts.it also facilitates to select the pre-set decision height and given a visual indication of
glowing LED lamp, when the aircraft comes below the present decision height.
Antenna: This system has two antennas, one for transmission and other for reception of the
signals. The two antennas are connected to transceiver unit.
Two antennas are located at the bottom of tail boom.

7. DOPPLER NAVIGATION SYSTEM

In air borne Doppler radar we have a transmitter that, by means of a directional
antenna, radiates energy towards the ground. A receiver receives the echo of the
transmitted energy. The difference between transmitted and received frequency is known
as Doppler shift.
 8. GLOBAL POSITIONING SYSTEM
The Doppler/GPS navigation system is a self-contained navigation system for providing
navigation and steering information like present position, beaming and distance to go,
velocity in 3 axes of the helicopter.

9. DISTANCE MEASURING EQUIPMENT (DME)

It is secondary radar pulsed ranging system operating in the band 978-1213 MHz.

10. COCKPIT INTERFACE UNIT (CIU)

The CIU provides a display and keyboard for control and display of navigation data.

11. MULTIFUNCTIONAL DISPLAY (MFCD)

The MFCD’s provide the colour displays for selected modes and for the digital
moving map display.

12. FLIGHT DATA RECORDER /COCKPIT VOICE RECORDER (FDR/CVR):

Introduction:
The main purpose of the FDR/CVR is to acquire and record the essential flight data
and also voice data for the purpose of accident or incident prevention and investigation.

Flight Data Recorder:

FDR is equipment installed in the aircraft for the purpose of recording the parameter
required to determine accurately the aircraft flight path, speed, altitude, engine power,
configuration, operation for adjudging the aircraft performance and complementing
accident
/Incident investigation.

Cockpit Voice Recorder:

CVR is equipment installed in the aircraft for the purpose of recording the actual
environment on the flight dock during flight time for the purpose of accident/incident
prevention and investigation.

The FDR and CVR also contain an underwater locater device (UDL), which will transmit in
 audible sound waves under the water to give the information of its location in case of
accidents under water.

Basic Principle:
It is a solid-state recorder.
It consists of the following LRU’s to record all the flight data and voice data.
1. Area mic (remote micro phone.

2. CVR Control unit

3. Modular airborne data recording and acquisition system (MADRAS).

Figure 4.6: FDR/CVR LRU’s Interconnection Diagram.

13. EMERGENCY LOCATOR TRANSMITTER:

International Civil Aviation Organization (ICAO) defines an Emergency locator
transmitter (ELT) as equipment which broadcasts distinctive signals on designated
frequencies and, depending on application, may be automatically activated by impact or be
manually activated. An ELT may take any of the following forms:

 Automatic fixed ELT (ELT (AF)). An automatically activated ELT which is

permanently attached to an aircraft.
 Automatic portable ELT (ELT (AP)). An automatically activated ELT which is rigidly
attached to an aircraft but readily removable from the aircraft.
 Automatic deployable ELT (ELT (AD)). An ELT which is rigidly attached to an aircraft
and which is automatically deployed and activated by impact, and, in some cases, also
by hydrostatic sensors. Manual deployment capability is also provided.
 Survival ELT (ELT(S)). An ELT which is removable from an aircraft, stowed so as to
facilitate its ready use in an emergency, and manually activated by survivors.

Figure 4.7: The position of ELT in helicopter.

The joint development by Euro copter and ELT manufacturer Kannad of a new emergency
distress beacon for helicopters was recognized Thursday with an award presented during a
conference of industry, economic, and technology managers, entrepreneurs, and
agencies.

Innovative features of the Integra beacon include the first use of an internal GPS and an
integrated antenna for signal transmissions detected by search and rescue systems. When
activated manually - or automatically by immersion in water or as a result of high ‘g’ forces
on impact - ELTs transmit a distress signal which can be detected by non-geostationary
satellites and then located precisely by either or both of GPS trilateration and doppler
triangulation.

(a) (b)

Figure 4.8: a) The ELT Device, b) The connections for data acquisition.

Concerns:
Dedicated research made by the ATSB found that in accidents where ELTs did not work
effectively (or at all) their performance could be affected by:
 not selecting the ELT activation to armed before flight
 incorrect installation
 flat batteries
 lack of water proofing
 lack of fire protection
 disconnection of the co-axial antenna cable from the unit during impact
 damage and/or removal of the antenna during impact
 An aircraft coming to rest inverted after impact.
Another concern related to ELTs is that their batteries might cause fires (see example in the
A&I section below). This issue has begun to affect aircraft type certification of ELTs.
FUEL SYSTEM

The fuel system provides continuous supply of fuel to both the engines of the Helicopter
(one engine in the case of CHEETHAH and CHETHAK) under all conditions.

Basically, the fuel system is classified into two types:

 Aircraft fuel system

 Engine fuel system

Generally, the fuel system consists of 3 main tanks and 2 supply tanks they are as follows:

1. Forward Main Tank (FMT)

2. Mid Main Tank (MMT)

3. Rear Main Tank (RMT)

4. Supply Tank-1 (ST-1)

5. Supply Tank-2 (ST-2)

Figure5.6, shows the block diagram fuel tanks of the helicopter

 FMT, MMT, RMT are the main tanks.

 ST-1, ST-2 is the supply tanks which supplies fuel to engine-1 and engine-2 through
prime pump-1 and prime pump-2. These prime pumps are known as Booster pumps.
  If one prime pump failures, the other healthier prime pump can transfer fuel to
both the engines through ‘Fuel cross feed valve’.
Fuel transfer pumps and Prime pumps:

Two Fuel transfer pumps are installed in FMT and in MMT. And two Prime pumps are
installed in ST-1 and in ST-2.

 XFR PMP FWD: used to transfer fuel from FMT to ST’s.

 XFR PMP MID: used to transfer fuel form MMT and ST’s.

 Prime pump-1: used to transfer fuel from ST-1 to Engine-1.

 Prime pump-2: used to transfer fuel from ST-2 to Engine-2.

The fuel transfer pumps and Prime pumps are electrical motor driven type.

Motor is operated at 28v DC and 5amps.

FUEL SHUT OFF VALVE:

 It is to shut off the fuel to engine during emergency conditions.

 It is located in equipment bay in each fuel feed line of the engine (two shunt off
valves one per engine)

 It is basically a twin motor operated rotary actuator. Each motor is powered by

separate emergency busbar so that even if on busbar fails the fuel cock should be
able to operate.
 How does a helicopter stay in the air?
The science of a helicopter is exactly the same as the science of an airplane: it works by
generating lift—an upward-pushing force that overcomes its weight and sweeps it into the
air. Planes make lift
with airfoils (wings that have a curved cross-section). As they shoot forwards, their wings
change the pressure and direction of the oncoming air, forcing it down behind them and
powering them up into the sky: a plane's engines speed it forward, while its wings fling it
up. The big problem with a plane is that lots of air has to race across its wings to generate
enough lift; that means it needs large wings, it has to fly fast, and it needs a long runway for
takeoff and landing.

Helicopters also make air move over airfoils to generate lift, but instead of having their
airfoils in a single fixed wing, they have them built into their rotor blades, which spin
around at high speed (roughly 500 RPM, revolutions per minute). The rotors are like thin
wings, "running" on the spot, generating a massive downdraft of air that blows the
helicopter upward. With skillful piloting, a helicopter can take off or land vertically, hover
or spin on the spot, or drift gently in any direction—and you can't do any of that in a
conventional plane.

Key parts of a helicopter

A typical helicopter has thousands of intricate components, but we only need to worry
about a handful of the bigger bits. The main framework is called the fuselage and it's
typically made from strong but relatively lightweight composite materials. It contains one
or two engines, a transmission, and gearboxes, which power one or two main rotors and a
much smaller tail rotor at the back.
Artwork:
A quick summary of the essential, mechanical parts of a helicopter. Each rotor blade (1) is
connected to the hub (2) and rotating mast by a feathering hinge (3), which allows it to
swivel. A pitch link (a short rod) attached to each blade (4, orange) can tilt it to a steeper or
shallower angle according to the position of the rotating upper swash plate (5, blue), which
spins on bearings around the static lower swash plate (6, red). That's how a chopper hovers
and steers and it's described in more detail later in this article. The two swash plates are
moved up and down or tilted to the side by the pilot's cyclic and collective cockpit controls
(not shown), which are explained below. The rotor is powered by a driveshaft (7)
connected to a transmission and gearbox (8, red). The same transmission powers a second,
longer driveshaft (9, yellow) connected to a gearbox that spins the tail rotor (10, orange).
The power from both rotors comes from one or two turboshaft jet engines
 Engines

Although some small helicopters still use piston engines (also called reciprocating engines,
similar to the ones used in cars and trucks), most now use gas turbines more like the jet
engines on conventional airplanes. Turbine engines are smoother in operation (vibrating
much less), more powerful, less mechanically complex, and more reliable. Some helicopters
have a single engine mounted horizontally, underneath and just behind the rotor; most
small Bell helicopters, for example, work like this. Others have one engine mounted either
side of the rotor mast; military Seahawk and Apache helicopters are powered this way.
Most modern choppers have turboshaft engines, which are similar to normal jet engines on
airplanes. However, instead of squirting out a hot jet of exhaust gas that thrusts them
forward, they use the energy from the burning gas to spin a central turbine and driveshaft
that powers the transmission (the mechanism that allows the engine to power the
rotors). Our main article on jet engines tells you more about how turbojet engines work.

Main rotor

The huge spinning rotor is the single most noticeable feature of any helicopter, but no
chopper can get by with just one rotor. Why? A basic principle of physics called Newton's
third law of motion tells us that when a force (called an action) makes something move,
another force, just as big (called a reaction), makes something else move in the opposite
direction; action and reaction are equal and opposite is another way of putting it. As a
helicopter rotor spins around (the action), the entire body of the craft tends to rotate
somewhat more slowly in the opposite direction (the reaction). Left to its own devices,
this torque (turning force) would make a helicopter completely uncontrollable, so we
have to counteract it in some way with what's called counter-torque (a turning force in the
opposite direction). One solution is to have a second large rotor spinning the other way.
Sometimes this is mounted on the same mast as the first rotor (a design called a coaxial
rotor); sometimes, as in the huge military Chinook helicopters, there's a large rotor at
either end of the craft (a design called a tandem rotor).
The blades of a helicopter's main rotor come in three basic kinds that allow increasing
amounts of movement as they spin around: they're called rigid, semi-rigid, and fully
articulated. As the name suggests, rigid blades are firmly attached to the rotor hub (the
"wheel" to which the blades are fixed at the top of the spinning rotor mast) by a swiveling
connection called a feathering hinge (or pitch hinge). This allows them to "feather"
(swivel as they rotate, which, as we'll discover in a moment, is how a helicopter steers).
Semi-rigid blades have the same feathering hinge, but they also have a teetering hinge
(or flapping hinge) that lets them flap up and down. Fully articulated blades can feather
and flap, and they also have a third hinge (a drag hinge) that allows them to move slightly
ahead of ("lead") or behind ("lag") their normal position. Each of these blade types has
advantages and drawbacks.

Tail rotor

Apart from adding a second large rotor, another way to counteract the torque from the
main rotor is by using a small, sideways-pointing propeller called a tail rotor, powered by a
driveshaft from the engine that runs through the tail end of the craft. Sometimes, for safety
reasons, the tail rotor is built right inside the tail (a design called a fenestron or fan-tail).
Another alternative is called a NOTAR ("no tail rotor"), which uses a jet of air, fired through
a vent on the tail, to counteract the main rotor torque instead. If a helicopter has a single
main rotor blade, it has to have a tail rotor, fenestron, or NOTAR or it can't fly safely;
similarly, any damage to the tail rotor—such as a bird strike or missile hit—makes a copter
dangerously uncontrollable and usually results in it crashing quite quickly afterward. Most
helicopters have a
vertical tail fin (pylon) that also helps to counteract some of the torque from the main rotor.
 How does a helicopter hover and steer?
A helicopter's rotors are ingenious things that allow it to hover in mid-air or steer in any
direction. The pilot has five basic movement and steering controls: two hand levers called
the collective and cyclic pitch, a throttle, and two-foot pedals. Most maneuvers that a pilot
executes involve a complex interplay between these different controls, which is why flying a
helicopter requires such skill and concentration.

Hovering

As they start to spin around, the airfoils on the rotor blades generate lift that overcomes
the weight of the craft, pushing it up into the air. If the lift is greater than the weight, the
helicopter climbs; if it's less than the weight, the helicopter falls. When the lift and the
weight are exactly equal, the helicopter hovers in mid-air. The pilot can make the rotor
blades generate more or less lift using a control called the collective pitch (or
"collective"), which increases or decreases the angle ("pitch") that all the blades make to
the oncoming air as they spin around. For takeoff, the blades need to make a steep angle
to generate maximum lift.

How does that happen? As we've already seen, the main rotor is connected to the hub at
the top of the mast by a feathering hinge that allows each blade to swivel as it spins, so it
makes a steeper or shallower angle to the oncoming air. The blades have short vertical rods
(pitch links) attached to them that are connected to a rotating metal disc called a swash
 plate, a bit lower down the mast. This swash plate slides on bearings around a second,
similar plate directly underneath that doesn't rotate. When the pilot moves the collective
one way, both swash plates move upward, pushing up on the pitch links that tilt the rotor
blades to a steeper angle. Moving the collective the other way moves the swash plates
back down, pulling on the pitch links and tilting the blades to a shallower angle.
At the end of the collective, there's a throttle connected by a cable to the engine. This is
like the accelerator of a car or the throttle of a motorbike, increasing or decreasing the
engine speed so the rotor makes more or less lift.

Artwork: How a helicopter hovers and steers: Top drawing: The collective pitch control
changes the angle (or pitch) of each of the rotor blades by the same amount at the same
time (green arrows)—in other words, collectively. If the blades make a steeper angle, they
generate more lift so the entire craft moves straight upward (orange arrow). Bottom
drawing: The cyclic pitch control changes the angle of selective rotor blades as they spin, so
(in this case) whichever blade is on the left always produces slightly more lift, while the
opposite blade (shown here on the right) always produces slightly less lift. That means
more lift is produced on the left side of the helicopter, so the overall lift (orange arrow) is
tilted to the right, steering the entire helicopter in that direction.

Steering

The rotors also provide the steering for a helicopter by making more lift on one side than
the other. They do this by swiveling back and forth (feathering) as they rotate, so, for
example, they make a steeper angle when they're on the left side of the craft than when
they're on the right. That means they generate more lift on the left, tilting the craft over to
the right and steering it in that direction. The pilot steers like this using a second lever
called the cyclic pitch (also known as the "cyclic stick" or just "cyclic"), similar to a joystick,
which makes the blades swivel as they cycle around. The ingenious swash plate mechanism
translates the pilot's movements into appropriate movements of the rotor blades. Suppose
the pilot wants to fly to the right. First, she moves the cyclic to the right, and a system of
connected levers makes the two swash plates tilt to the right as well. This makes the rotor
blades tilt to a steep angle when they're on the left and a shallow angle when they're on
the right, so the rotor produces more lift on the left-hand side, steering the craft to the
right.
Artwork:
How the swash plate steers a helicopter. In the centre, you can see a simplified view of the
swash plate mechanism. There are two discs at the top of the rotor mast, an upper one
(red) that rotates on ball bearings (orange) around a lower one (blue) that doesn't rotate at
all. Four pitch links (green) connect the upper swash plate to the rotor blades. Now
suppose you want to fly to the right. You tilt the cyclic in that direction. That tilts both
swash plates over to the right. As the rotor blades rotate, the tilted swash plates force the
pitch links up when they're on the left and down when they're on the right. That makes
each rotor
blade tilt to a steeper angle when it's on the left and a shallower angle when it's
on the right. This produces more lift on the left, steering the chopper to the right.

The pilot can also steer the nose of a helicopter in a certain direction using a
pair of foot controls, known as antitorque pedals, which change the pitch
of the tail rotor blades so they make more or less sideways thrust than in
normal straight flight. That makes the entire craft rotate slowly clockwise or
counterclockwise so it heads in a different direction. On tandem rotor
helicopters like the Chinook, which have no tail rotor, the foot pedals tilt the
swashplates for the front and back rotors in opposite ways, steering the craft
accordingly.