Internship Report On

Light Combat Aircraft - Tejas

Hindustan Aeronautics Limited

Bangalore

MALNAD COLLEGE OF ENGINEERING

HASSAN
05/08/2023 to 05/09/2023

Submitted by:
SRIDATH A.K (4MC20ME117)
C SAGAR (4MC20ME016)
BHAVAN A.R (4MC20ME015)

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 Declaration
I hereby declare that this report entitled “LCA Tejas, A comprehensive report” in
HAL is submitted by us as part of our curriculum during the Bachelor’s degree in
Mechanical Engineering at Malnad college of Engineering, Hassan.

Period of the Internship: 30 Days

Location of the Internship: LCA Tejas Division, HAL, Bangalore

Shri. Raghavendra Sridath A.K

CM (Quality) C Sagar
Bhavan A.R

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ACKNOWLEGDEMENT
It gives me great pleasure in expressing my gratitude to all those people who have supported me
and for their contributions in making this internship possible.

I thank my college for providing me the opportunity to undergo an internship at HAL.

First and foremost, I express my profound thanks to HAL, LCA for accepting my institute
request for an internship at HAL.

I would also like to express my gratitude to Smt. Sumathi. D.N Human Resource,
who gave us the support to complete this internship.

I sincerely thank our HOD Dr. Ezil Vannan S for giving us this opportunity with deep
sense of gratitude and reverence to my project guide Shri. Raghavendra, CM (Quality) for his
continuous guidance, support, motivation, and untiring help from his busy schedule to
guide us while my internship.

I also thank Shri. Sriram Murthi, Shri. Vamshi, Shri. Sahadev, Shri. Anil Bhaskar Kurup,
Shri. Manohar, Shri. Yashwanth, Shri. Suresh for giving me the system specific in-depth
knowledge and going out of their way to help me.

I express my enormous gratitude to Shri. Raghavendra, CM (Quality) for referring us.

Last but not the least, I also express my special thanks to whole LCA group of HAL for their
support.

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Fig 1: General system of fighter aircraft

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CONTENTS
1. Introduction

2. Facilities

3. Technologies

4. Performance and special features

5. Fuselage assembly

6. Coupling

7. Drop tank

8. Wing assembly

9. Systems of LCA Tejas

10. Landing gear

11. Testing

12. Conclusion

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INTRODUCTION
LIGHT COMBAT AIRCRAFT – TEJAS
The HAL TEJAS (lit. "Brilliance") is an Indian single engine, delta wing, light multirole fighter
designed by the Aeronautical Development Agency (ADA) in collaboration with Aircraft
Research and Design Centre (ARDC) of Hindustan Aeronautics Limited (HAL) for the Indian
Air Force and Indian Navy. It was developed from the Light Combat Aircraft (LCA) program,
which began in the 1980s to replace India's ageing MiG-21 fighters but later became part of a
general fleet modernization program. In 2003, the LCA was officially named "TEJAS". It is the
smallest and lightest in its class of contemporary supersonic combat aircraft.

Fig 2: LCA Tejas in flight

The TEJAS has quadruplex electrical duplex hydraulics fly-by-wire system with redundant
relative static stability. It basically means that there are two hydraulic systems (system 1 and
system 2) and 4 channels of input in the TEJAS. If one channel fails then, there are 3 other
channels working perfectly to re-distribute the load that was earlier carried by 4 channels and so
on. Hence it is a failure proof.
Indigenous Products:
Over the years, HAL has built and created many platforms, including the HF-24 Marut, the Dhruv,
the LUH, and the LCH. In collaboration with Bharat Electronics for its avionics and Indian
Ordnance Factories for its on-board weaponry and ammunition, HAL also produces native goods
using DRDO-transferred technology. HAL provides the integrated L-40 stages for the GSLV Mk
II, as well as satellite structures, fuel tanks, and feed lines for the PSLV, GSLV, MKII, and GSLV
MK III launch vehicles.

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FACILITIES

 Fuselage Assembly

 Aircraft Refitting and Maintenance

 Machining and Milling

 Wing Assembly

 Drop Tank Assembly

 Assembly

 Paint shop

 Flight Shelters

 Seat Assembly

 Quality Testing

 NDT (Non-Destructive Testing) facility

 Storage Facility

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TECHNOLOGIES
The HAL has High Tech facilities under the following major heads:

1. CAD/CAM
 Tool Design- CATIA and UNIGRAPHICS
 CNC 5 and 3 -Axis Twin spindle Aluminum Profiler
 Precision Jig & Turn Mill Centers
 CNC 5 Axis Honeycomb Carving Machine
 CNC 3-Axis Jig Boring Machine
 CNC 5-axis Machining Center
 CNC Hard Turning Center
 CNC 5-axis Laser Scriber

2. Measuring & Test instruments:

 Co-ordinate Measuring Machines
 `C' Scan Ultrasonic System
 In-Motion X-Ray Fluoroscopy
 Portable X-Ray Unit
 LASER Trackers

3. Sheet Metal, Pipe Bending & Welding:

 CNC Stretch Forming (Sheet and Extrusions)
 Fluid Cell Forming Machine
 CNC Press Brake
 CNC Router
 Creep / Age Forming of Wing and Tail Plane Skins
 Shot Peen Forming
 CNC Pipe Bending
 Fusion Welding (TIG) Facilities
 Resistance Welding

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4. Honeycomb:
 Autoclaves
 Glass Fiber Reinforced Plastics (GRP)
 Honey Comb Machining and Bonding
 Honey Comb Bonded Panel Testing

5. Transparencies:
 Forming of Stretched and Cast Acrylic
 Miniature Detonator Chord Assembly for Canopies
 Optical Tooling- Multi Optical Projection Systems

6. Heat Treatment:
 Heat Treatment Furnaces – Ferrous & Non-Ferrous
 Process & Plating Facilities

7. Process Shop:
 NADCAP Approved Plating
 Advanced Protective Treatments
 Chemical Milling
 Ion Chromatography
 Electro Static Spray Equipment
 Clean room Spray Painting facilities

8. Wire Harness & Testing:

 Semi-Automated Loom Tester
 LASER Wire Marking Machine
 Metal and Nomex Braiding of Looms
 Automatic Cable Testing (DITMCO TEST)
 DIT-MCO Test Executive

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PERFORMANCE AND SPECIAL FEATURES
Performance:
Maximum Speed Mach 1.8; Mach 1.6 for IOC version
Range 1850 m
Combat Range 500 km with internal tanks
Ferry Range 3200 km with 2x external drop tanks
Service Ceiling 16000m
g limits +9/-3.5
Wing Loading 255.2 kg/m*2
Thrust/weight 0.94
Dry Thrust 53.9 kN
Thrust with Afterburner 80 kN

Special Features:
 Compound delta wing
 Relaxed Static Stability
 Digital quadruplex fly-by-wire system (FBW)
 Full glass cockpit
 Multimode RADAR (MMR)
 Helmet mounted display system (HMDS)
 Advanced RADAR warning system (RWR)
 Power plant has FADEC.
 Electronic counter control measure (ECCM)
 Hands-on-throttle-and-stick (HOTAS)
 Composite Structure
 Computer based monitor and control of electro-mechanical system

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FUSELAGES ASSEMBLY
The fuselage of LCA - Tejas is a semi-monocoque type structure consisting off rames, floors,
rudders, walls, longerons and stringers covered with skins. It houses nose and main undercarriage
(U/C), all the avionic equipment including radar, general systems components, guns and
ammunition. It also houses power plant and integral fuel tanks. The manufacturing and assembly
of the fuselage of Tejas is divided into three sections: Front fuselage, Centre fuselage and Rear
fuselage. For the sake of convenience and simplicity, fuselage assembly is divided into number of
stations.

 Station #1 to station #20 Front Fuselage.

 Station #21 to Station #30 correspond to Centre Fuselage.
 Station #31 to station #38 correspond to Rear Fuselage.

Front fuselage:

Fig 3: Front fuselage

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 Assembly comprises of Cockpit equipment bay, Fuel tank, Nose landing gear, Mountings for:
1. Radar
2. Nose cone
3. Canopy
4. Wind screen
5. Air data probes
6. Avionics
7. Ejection Seats
8. Air Intakes

Center fuselage:

Fig 4: Center fuselage

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In this region, the gun, ammo box, hydraulic reservoir, secondary power systemand air duct
form part of the primary structure. Fuel tanks are formed by the enclosure of skin, air duct and
floors. In this section, NC milled frames take up wing attachments.
Assembly comprises of:
1. Fuel tank
2. Air intakes
3. Landing gear bay
4. Wing mounting
5. Structural Integrity
6. Avionics and Systems
7. Weapons Bay
8. Fuel Storage
9. Environmental Control Systems
10. Cockpit Support
11. Access Panels
12. Integration of Components
13. Aerodynamic Considerations

Rear fuselage:
The rear fuselage of a fighter jet is another integral component of the aircraft's structure, playing
a significant role in its overall design, performance, and functionality. It is located behind the
center fuselage and is positioned before the tail section of the aircraft. Here's some information
about the rear fuselage of a fighter jet.
Assembly comprises of:

1. Engine bay

2. Fin, Rudder, Airbrake and Titanium engine mounts

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 Fig 5: Rear fuselage

3. Engine Installation

4. Thrust Management

5. Exhaust Nozzles

6. Aerodynamic Design

7. Afterburners.

8. Vertical and Horizontal Stabilizers

9. Structural Support

10. Avionics and Systems.

11. Fuel Storage

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COUPLING

Fig 6: Coupling

The coupling means joing of two or more components or systems. In the aircraft, the coupling is
to join the front, centre and rear fuselage of the fighter or trainer jet aircraft. This connection can
be rigid or flexible and is designed to transmit motion, power, or signals from one
component to another. The process of integrating and sharing various data and sensor inputs to
enhance the aircraft's situational awareness, decision-making, and overall performance. In the
coupling, the effective information coupling in fighter jets enhances the pilot's ability to make
informed decisions, respond to threats, and achieve mission objectives in dynamic and high-
stakes environments.

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DROP TANKS

Fig 7: Location of drop tanks

Fig 8: Drop tanks

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Drop Tanks are external fuel tanks on aircraft. Usually, fighter jets have drop tanks that give them
extended flight time and more range, which comes in handy while flying long distances. The
TEJAS can carry drop tanks on the inboard, mid board and the under belly of the aircraft.
Fighter jets rarely drop their tanks, unless they are in an emergency, or are heading into direct
combat. Most of the times they are removed and installed by aircraft mechanics during routine
maintenance.
Most fighter jets have the technology to allow the pilot to drop individual tanks or to clear the
whole aircraft of drop tanks with the help of a switch in one action.
External fuel tanks in most fighters feed fuel to the aircraft, by using low air pressure of around
to force the fuel out of the tank and into the engine feed system.

Drop tanks have only two ports on them, one is used to pressurize the tanks and the other is used
for re-fueling purposes. The drop tank consists of 3 parts and the material used to manufacture
drop tanks for the TEJAS are Glass Fiber Composites (GFC).

There are 3 types of drop tanks manufactured depending on the capacity:

 1200L
 800L
 725L (installed only on the underbelly)

WING ASSEMBLY

Fig 9: Wings

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The HAL Tejas delta wings designed by the aeronautical development agency (ADA) in
collaboration with aircraft research and design center (ARDC) of HAL for the Indian air force
and Indian navy. The wing's ribs, spars, top and bottom wing skins, and spars make up the wing.
The entire wing is constructed from carbon fiber composite (CFC). The skeleton of the wing is
collectively referred to as the ribs and spars. The skeleton is fastened in the appropriate jig.
Different jigs have been developed according to the various parts of the wing, enabling simple
and quick serial production.
The various jigs include the following:
 RH wing assembly (Right Wing Assembly)
 LH wing assembly (Left Wing Assembly)
 Nose Box
 Stub Wing
 Elevon assembly
 Slats

Control surfaces

Elevons: The LCA is a tailless aircraft which means that the elevators for pitch up and pitch down
of aircraft are absent. Instead, they are combined with the ailerons; that are responsible for the
rolling motion of the aircraft; and form the elevons (elevators + ailerons). There are 4 elevons
present on the aircraft (2 on each wing) controlled by separate hydraulic actuators for each. The
aircraft rolls and pitches by differential or by combined movement of these elevons. The elevons
are present on the trailing edge of the wings. The maximum deflection is ±25°.
Rudder: The rudder is present on the fin (vertical stabilizer) of the aircraft and is moved by using
a hydraulic actuator. The rudder controls the yawing motion of the aircraft. The maximum
deflection is ±30°.
Slats: The slats are present on the leading edge of the aircraft's wings. They are used for lift
augmentation. There are 3 slats on each wing (Inboard, Mid board and Out board). The slats are
controlled by the FCS; in case the aircraft is flying close to stalling speed, they are deployed.
They are essential during low-speed landings and low-speed maneuvering of aircraft. Maximum
deflection of inboard slats is 17.5°. Maximum deflection of mid-board slats is 27.5°. Maximum
deflection of outboard slats is 30°.

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SYSTEMS OF LCA TEJAS

1. Powerplant and Fuel System: This system encompasses the aircraft's engine and its
associated components, along with the fuel supply and management system. The powerplant
generates the necessary thrust for flight and the fuel system ensures a continuous and efficient
supply of fuel to the engine.

2. Electrical and Avionics Systems: The electrical system includes all the wiring, circuits, and
electrical components that power various avionics and systems onboard. The avionics system
comprises advanced electronics and instruments that facilitate communication, navigation,
and mission systems.

3. Seat and Safety & Armament System: The seat and safety system are critical for the pilot's
safety and comfort during flight. It includes ejection seats and other safety features to protect
the pilot during emergency situations. The armament system involves the integration of
weapons and munitions for offensive capabilities.

4. Flight Control System: The flight control system is responsible for managing the aircraft's
movement and stability. It consists of a combination of mechanical, hydraulic, and electronic
components that control the flight surfaces such as ailerons, elevators, and rudders.

5. Hydraulics System: The hydraulics system is essential for operating various mechanical
components, such as landing gear, brakes, and certain flight control surfaces. It uses hydraulic
fluid to transmit force and motion within the aircraft's systems.

6. Environment Control System: The environment control system is responsible for

maintaining a comfortable and safe environment inside the cockpit and other crew
compartments. It regulates temperature, pressurization, and ventilation, ensuring optimal
conditions for the pilot and avionics

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Power plant and fuel system

There are two types of powerplant systems:

 Main power plant system - Engine
 Secondary power system – AMAGB

Engine:
GE - F404 - IN20
F404GE- IN20 is divided into 6 modules and an accessory gearbox:
 Fan module

 Compressor module

 Combustor module

 HP turbine module

 LP turbine module

 Afterburner module

This engine has an engine accessory gearbox which has six pads for running accessories.

Energy Flow:
 Starting, JFS, AMAGB, PTO Shaft, EGB, Engine JFS
 Accessory Engine, EGB, PTO Shaft, AMAGB Accessories Major

Components which control and assist the core engine in its operation:
 Alternator
 Variable exhaust nozzle (VEN) power unit
 Fuel metering unit (FMU)
 Main fuel pump (MFP)
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 Afterburner fuel pump
 Afterburner fuel control
 Lube and scavenge pump
 N2 core speed transmitter

The engine is provided with 10 Borescope inspection ports to enable easy inspection of engine
modules.

Figure 10: GE 404 IN20 Engine

Figure 11: cross section of the engine

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Locations of engine components:

1. At 3 o'clock DC generator (standby to IDG) aircraft powered.

2. 5 o'clock alternator - power supply for engine components.
3. 6 o'clock flange for attaching PTO shaft.
4. 8 o'clock lubrication oil pump and variable exhaust pump.
5. Backside of gear box 9 o'clock engine driven hydro pump.
6. Downwards 8 o'clock Main Fuel Control Unit (MFCU)
7. Towards right 3 o'clock afterburner fuel pump
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AMAGB:
Aircraft Mounted Accessory Gear Box (AMAGB) is a critical Line Replacement Unit (LRU) and
forms a part of Secondary Power System (SPS) of LCA TEJAS. AMAGB is incorporated with
technical features such as lightweight, compact, high speed, single input and multi-output
gearbox of aeronautical standards and self-contained lubrication system. Indigenous AMAGB
has successfully logged more than 6000 flying hours.

The AMAGB consists of 4 components:

 Left bottom – JFS (Jet Fuel Starter)

 Right bottom – IDG (Integrated Driven Generator)
 Left top – Hydraulic pump
 Right top – Hydraulic pump

Aircraft Mounted Accessories Gearbox (AMAGB) is a heavy duty, light weight, high speed and
compact gearbox which is driven by GE-F404-J2F3/IN20 engine through a power take-off shaft
at speeds up to 16810 rpm and drives the integrated drive generator (IDG) and hydraulic pumps.

Figure 12: AMAGB

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JFS:
 Single stage centrifugal compressor
 Two stage axial flow turbines
 HP-centrifugal compressor connection
 LP-turbine free

The JFS starts with electrical power, this causes the PTO shaft to spin that in turn rotates the HP
turbine of the engine.

JFS Working cycle:

1. The JFS starts using the electrical supply.
2. This spins the PTO shaft.
3. Rotates the HP turbine.
4. The PTO shaft will run from 15% to idle 5. At 50% DC starting pump will stop.
5. The SECU (Starting Engine Control Unit).
6. After this the engine will power on and run on its own power.
7. At 55% to 60% beyond that the flywheel will disengage and the JFS will not power the
engine.

Fuel system:
The LCA TEJAS fighter has a total fuel capacity of 2400 kg internal fuel capacity. The trainer
version has a capacity of 2100 kg internal fuel.
The fuel system has a total four internal fuel tanks:
 FIA
 F1/F2
 LH Wing
 RH Wing

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 FIA-The F1A is located in between the stations from 18th to the 20th station. It has a total
capacity of 436 kg of fuel. It sits below the avionics rack.
 F1-It is located in between the 22nd to the 24th station. F2- It is located in between the 24th
to the 30th station. They are known as the main feeder tank. It is L. shaped.
 Wing tanks - they store the fuel inside the wings on each side, they have a total internal
capacity of 580 kgs of fuel. There are also external fuel tanks, they are called drop tanks. The
inboard tank stores 1200L of fuel and the mid board drop tanks hold a capacity of 800L.

Fuel Refueling and Transfer System:

The aircraft has two ways through which it can be refueled on the ground and one way through
which it can be refueled in air. On ground, fuel can be either filled in all the tanks (internal &
external) using their respective filler caps or, all the tanks can be filled using a single point
refueling cap. The ECFMU (Environment Control Fuel Monitoring Unit) is the brain of the fuel
system. In the single point refueling method, all the tanks are being filled simultaneously. Each
tank has an ERV (electrical refueling valve) attached within the refueling pipe to detect the
amount of fuel filled in the respective tank. Internal Tanks Capacity F1/F2 Tank 892kgs, F1A
Tank 430 kgs, Wing Tank (Combined) 1224 kgs, Total 2546 kgs. Once the tank is filled the ERV
shuts down further fuel inlet in that tank and sends voltage signals to the ECFMU which is further
related to the pilot in the cockpit and to the GRP (Ground Refuelling Panel) which is present
beneath the wing in the fuselage. Depending on the weather conditions where refueling is taking
place the total amount of time taken to refuel the aircraft from the single point refueling system
will range from 9-12 minutes. The fuel transfer to the engine takes place from the F1/F2 tank by
using an electrically operated Booster Pump. Therefore, all the drop tanks are connected to the
F1/F2 tank by using a pressure-based system to ensure there is uninterrupted fuel supply to the
main tank, thereby avoiding engine starvation.
The sequence of emptying tanks when fuel transfer takes place is as follows:
 Wing Drop Tanks
 Center Drop Tanks
 Wing
 F1A
 F1/F2

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All fuel tanks have fuel gauging probes installed within them. Each wing tank has a total of 4
fuel gauging probes. Whenever the fuel quantity drops below a certain me probe electrical
signals to the ECFMU which will intimate the pilot about the fuel condition of that
respective tank.

ELECTRICAL AND AVIONICS SYSTEM

Main power sources are 115V, 400Hz AC System rated 30/40 kV capacity Standby sources are
5kW DC Generator and 5kVA, 115/200V AC Hydraulic driven generator.

Main power sources cater entire electrical load requirements. DC loads fed by two 250A TRU
(transformer rectifier units) working in parallel Batteries are float charges on DC emergency bus
bar.

Power Generation System:

1. AC Generating system:
Basic power is generated by one 30/40kVA (main power source) with standby sources of
hydraulic driven generator and 5kW DC generator mounted on engine gear box

Main features are:-

 Generator Control Units (GCU) provided for control, regulation and protection of respective
generators.
 GCU controls generator line contractors which in turn controls all generators to respective bus
bars.
 Power transfer and load shedding are carried out by connecting or disconnecting bus tie
contactors.
 Emergency AC power is provided by a static inverted of 250VA capacity

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AC distribution has two parts:
i) One single phase AC emergency bus bar
ii) Three phase AC bus bars. Three phase AC bus bars divided into
- AC main bus bar
- AC essential bus bar and
- AC alert bus bar

2. DC Generating System:
DC is derived through two TRU of 250A in parallel (for normal condition) and standby 5KW DC
generator (for failure condition) with battery connected across a buffer.

Main features are: -

 GCU is provided for control, regulation and protection of 5KW DC generator.
 Emergency DC power is provided by two 45AH batteries in parallel and kept on float charge.

DC distribution system consists of:

- DC Main bus bar
- DC essential bus bar
- DC alert bus bar
- Battery bus bar

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AVIONICS SYSTEM

Avionics (a blend of aviation and electronics) are the electronic systems used on aircraft.
Avionic systems include communications, navigation, the display and management of
multiple systems, and the hundreds of systems that are fitted to aircraft to perform individual
functions.

Five generations are now commonly recognized, with the fifth representing the latest
generation in service (as of 2012). Future types at an early stage of development are expected
to have even further enhanced capabilities and have come to be known as a sixth generation.

Fig 13: Avionics system

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 Fig 14: Avionics system

HYDRAULIC SYSTEM

The Tejas aircraft is provided with a reliable hydraulic power system for maximum combat
survivability and for operational readiness. The hydraulic power system consists of two
independent systems namely 1 (RH) and system 2 (LH). In addition to this an emergency system
provides hydraulic power in the event of system1 and system 2 failure. The hydraulic fuel pipe
lines are routed sufficiently apart to enhance operational reliability.
System 1 and system 2 simultaneously supply power to primary flight control system. Two more
power sources namely engine driven pump (EMDP) and electric motor driven pump (EMDP)
provide emergency hydraulic power. The system 2 is coupled with ADP which is mounted on
systems gear box and supplies hydraulic power in pump failures. The EMDP provides the
emergency power when system1 and system 2 fail. The hydraulic power system consists of main
hydraulic pump (RH& LH),engine driven pump, electric motor driven pump, boot strap reservoir
(RH & LH), accumulator (RH& LH), accumulator (wheel brake), high pressure filters, low
pressure filters and case drain filters.

The different systems operated by hydraulic power are:

 Primary flight control actuators of in-board elevons, outboard elevons and rudder

 Two Hydraulic Motor Driven Generators (HMDG 1 and 2) supply independent electrical
power to Flight Control System (FCS).

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Secondary controls namely leading-edge stats and airbrakes Undercarriage system, wheel brake
system (Brake Management System) and nose wheel steering system. Hydraulic Motor Driven
Generator (HMDG 5KVA) for emergency electrical power generation and Hydraulic Motor
Driven Fuel Pump (HMDFP) for emergency fuel supply Parking brake. When engine of the
aircraft is ‘ON', a power Take-Off (PTO) shaft drives an Aircraft Mounted Accessory Gear Box
(AMAGB), which in turn drives two independent hydraulic pumps. During normal operation,
these pumps deliver hydraulic power to hydraulic System1 and System 2. The EDP supplies
hydraulic power to System 2 when system pressure drops below 260 bars. The Electric Motor
Driven Pump is provided for emergency hydraulic power at a rated pressure of 210 bars. These
pumps are named as Pump 1, Pump 2, Pump 3 and EMDP. Pump1 of System 1 supplies power
to ‘Piston end’ of tandem actuators of elevons, Rudder and to hydraulic Motor Driven Generator
(HMDG-1). The Pump also supplies fluid through an isolation valve to undercarriage (normal
operation), Wheel Brakes (normal operation) Leading Edge Stats. Nose Wheel Steering.
Hydraulic Motor Driven Generator (HMDG5KVA) and to Hydraulic Motor Driven Fuel Pump
(HMDFP). Pump 2 of System 2 supplies power to the Mounting end of tandem actuators of
Elevons, Rudder and to the Hydraulic Motor Driven Fuel Pump (HMDFP). Electric Motor Driven
Pump (EMDP) supplies fluid only to primary flight control actuators in the event of failure of
Pump 1, Pump 2 and Pump 3 or engine failure. The EMDP is located between stations
30 and 31 LH side

Fig 15: Hydraulic systems of general fighter aircraft

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 Fig 16: Hydraulic system architecture

Seat and safety sysytem:

MK16A EJECTION SEAT FOR EUROFIGHTER TYPHOON
The development of the Mk16A ejection seat for the Eurofighter Typhoon was carried out at
Martin-Baker’s facilities at Denham, Hillgrove and Langford Lodge. Due to the capabilities and
wide operating envelope of the aircraft, Martin- Baker was presented with a series of challenges
which have had to be overcome during the development of the seat, such as the accommodation
of a wider range of pilot models covering height and weight requirement, as well as achieving
compatibility with equipment such as the Head Mounted Display (HMD), Chemical and
Biological protection units (CB) and general aircrew equipment.

The Mk16A ejection seat utilizes a second-generation digital seat sequencer which incorporates
a strategy of continuous sensing of external environmental parameters. Under certain speed and
altitude conditions, the recovery timings at which the parachute is deployed are varied in order to
optimize the terrain clearance.

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Specifications:
 Operating Ceiling: 55,013ft (16,768m)
 Minimum height/Speed: Zero/zero in near level attitude Crew boarding mass range: 61.0 to
133.5 kg
 Crew size range: Eurofighter-specific crew size range Maximum Speed for ejection: 600
KIAS

Functions:

Seat firing handle pulled; Command firing initiated; Harness retraction unit operated;
Emergency oxygen supplied to aircrew; Electrical/crypto-erase connector disconnected; Canopy
jettison initiated; Thermal batteries activated; electronic sequencer powered up; Ejection gun
time delays-initiated; Ejection guns initiated after delay Bottom latches engage; top latches
disengage seat rises rails; Aircraft services disconnect; Leg and arm restraints operate;
Secondary cartridges fire as seat rises; Multi-purpose initiators fire; End of ejection gun stroke
reached Under seat rocket motor fires; Leg restraint lines become taut and rivets shear, freeing
lines from floor brackets; Lower aerodynamic surfaces deploy; Pilots deploy Biostatics back-up
unit initialized; Start switches open to begin sequencer operation.
LOW SPEED, LOW/MEDIUM ALTITUDE
 Sequencer senses low speed and low altitude
 Sequencer selects immediate mode
 Headbox deployment unit operates
MEDIUM/HIGH SPEED, LOW/MEDIUM ALTITUDE
 Sequencer senses low speed and low altitude Sequencer selects drogue mode
 Drogue deployment unit operates
 Sequencer restarts environmental sensing after delay
 Headbox deployment unit operates when speed sufficiently reduced

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 Fig 17: Ejection seat

Fig 18: After ejection of seat

Brake Parachute System:

The aircraft system is equipped with a brake parachute system at the tail end, to retard the aircraft
during the landing roll deployment of break parachute increases the drag and aborted/rejected
take-off and during the landing roll. Deployment of brake parachute increases the decelerates the
aircraft in addition to that achieved by the wheel brake, A 'CHUTE' switch provided on LH main
instrument panel in the cockpit facilitates the streaming jettisoning operations of the brake
parachute.
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The system comprises of the following main components:
 Brake Parachute
 Container
 End caps
 Release mechanism
 Shear pin (Fuel safe automatic jettison device)

Fig 19: Brake parachute system

Flight control system:

Flight control system (FCS) is a system which controls airborne flight activity. LCA Tejas has
integrated flight control system, i.e., the basic FCS includes hydraulics as well as electrical and
avionics system in it.
Integrated flight control system can be classified into three systems, namely:
 Flight control surfaces
 Air data systems
 Feedback/Monitoring systems

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FLIGHT CONTROL SURFACES:
There are two types of flight control surfaces on this aircraft, or any aircraft for that matter,
namely:
 Primary Flight Control Surfaces (PFCS)
In this aircraft, there are two primary control surfaces- elevons and rudder. These are operated by
electrically operated hydro servo actuators. Collectively, these PFCS perform pitching, rolling,
and yawing.
 Secondary Flight Control Surfaces (SFCS)
The two secondary control surfaces in this aircraft are- leading edge slats and air brakes Slats aid
in lift augmentation by increasing camber and resulting in extra lift. While air brakes, as the name
suggests help to create extra drag in order to reduce the speed whenever required.

Environmental control system:

The Environmental Control System (ECS) of TEJAS is a simple and efficient system to provide
automatic temperature and cabin pressurization along with avionics temperature regulation. As
the altitude changes temperature and cabin gas, the pressurization parameters vary accordingly.
This is controlled by the ECFMU. This system taps into the air from the 7th stage of compressor,
which is at 400-600℃ and 18-20 bar. This air then goes to the heat exchanger and from there, it
is used for the following purposes:
 Pressurization & Air condition
 Fuel Tank Pressurization
 De-Misting System
 Cabin Sealing System
 RADAR pressurization System
 Avionics Cooling System
 RADAR Cooling System

Subsystems:

 Bleed Air Control System (BACS)

 Hot Air Leak Detection System (HLDS)
 Air Distribution System (ADS)
 Fuel Tank Pressurization System (FTPS)
 Cabin Ventilation System (CVS)
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 Cabin Pressure Control System (CPCS)
 Wind Screen Demisting System (WSDS)
 Cold Air Generating System (CAGS)
 Cabin Sealing System (CSS)
 Radar Pressurization System (RPS)

LRUs:

 Venturi with gimbal assembly

 PHE Bypass Valve
 Control Unit
 Pre-Cooler (Heat Exchanger -1)
 Primary Heat Exchanger (PHE) (Heat Exchanger -2)
 Secondary Heat Exchanger (SHE) (Heat Exchanger -3)
 Pressure Release Shut Off Valve (PRSOV)
 Re-Heater
 Ejector Shut Off Valve (ESOV)
 Cold Air Unit (CAU)
 Condenser
 High Speed Water Separator
 Diverter Assembly

LANDING GEARS
The fin and rudder together comprise the Tail/Empennage of the aircraft. It has been designed
with the objective of developing a lightweight flight worthy structure using advanced state of the
art technology developed in NAL, using CFC (carbon fiber composites) composites. There is
only 1 Rudder Actuator used to control the Rudder Motion. Undercarriage System: The landing
gear system is hydraulically operated by a retraction mechanism controlled electrically by the
pilot. The following are the characteristics of the undercarriage system:

 To provide a stable support structure for the aircraft on ground.

 To facilitate Take off & Landing.
 To facilitate Directional control during taxiing.
 To facilitate Ground maneuvering & Parking.
 To facilitate deceleration & stopping of the aircraft by means of braking.

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 To provide cushioning effect during landing & taxiing.
 To reduce aerodynamic drag by retraction.

Fig 20: Landing gear

Nose Undercarriage:

 Total Mass of Nose U/C assembly is 87.8 kg.

 U/C Assembly Locked in down position by mechanical down lock provided in the
Retraction Jack.
 U/C Assembly Locked in up position by Single mechanical Up-lock mounted on the Structures
and a locking pin provided Cylinder Assembly.
 Extended and retracted by the Nose U/C retraction Jack

Main Undercarriage:

 Total Mass of single main U/C assembly is 182.2 Kg

 U/C Assembly Locked in down position by mechanical down lock provided in the
Retraction Jack.
 U/C Assembly Locked in up position by Single mechanical Up-lock mounted on the
Structures and a locking pin provided on the Lug.

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 Extended and retracted by the Main U/C retraction Jack.
 Due to such high sink rates experienced by the aircraft accompanied with high-speed landing
and intensive braking, the wear out of tires is exponentially greater than commercial aircrafts.
Thus to avoid situations like tire disintegration, after every 5 flights the tires are replaced.

TESTING

Fighter aircrafts are needed to be all weather aircrafts as they are required to operate from regions
of different climates and weather ranges.
To ensure that they meet the requirements, the plane are tested in various conditions like hot
weather to cold weather to rain and lightning and night flying.
The LCA Tejas has 2 variants:
 Air force variant
 Navy variant
While the air force variant has been deployed to squadrons, the navy variant is under testing.
These two variants also have their trainers which are two seaters.

Fig 21: Test done in LCA

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CONCLUSION

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

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