RAJALAKSHMI ENGINEERING COLLEGE

DEPARTMENT OF AERONAUTICAL ENGINEERING

INPLANT TRAINING REPORT

IN PLANT INDUSTRIAL TRAINING UNDERTAKEN AT

HINDUSTAN AERONAUTICS LIMITED (BC)

(ENGINE DIVISION)
BANGALORE-93

SUBMITTED BY:

1) DINESH.S – USN NO : 211613101012

2) SIDHARTH KRISHNAN.K – USN NO : 211613101040
3) SUBASHINI.K.S – USN NO : 211613101041
4) ASHWINI.B – USN NO : 211613101008

UNDER THE GUIDENCE OF:

MR.SIVA PRASAD MR.D.RAJAN

CHIEF MANAGER MANAGER
(METHODS ENGG. DEPT.) (METHODS ENGG.
DEPT.)HAL (ENGINE DIVISION) HAL (ENGINE DIVISION)
BANGALORE-93. BANGALORE-93.

1
 INDEX

 INTRODUCTION

 HAL COMPANY PROFILE

 ENGINE DIVISION

 METHODS DEPARTMENT

 MANUFACTURING OPERATIONS

 HEAT TREATEMENT

 PROCESS SHOP

 NON CONVENTIONAL PROCESSES

 INTRODUCTION TO ENGINES

 ENGINES MANUFACTURED IN HAL

 TEST BED

 CONCLUSION

2
 INTRODUCTION

The aim of the training is to observe the various types of

 Process planning

 Manufacturing of detailed parts

 Machining operations

 Heat treatment

 Process shop

 Assembly shop

 Engine Test bed.

3
 HINDUSTAN AERONAUTICS LIMITED

COMPANY PROFILE
The beginning of Hindustan Aeronautics Limited can be traced back to the year 1940 when an
eminent and foresighted industrialist, Late Mr. Walchand Hirachand setup the company called
“HINDUSTAN AERONAUTICS LIMITED” in association with the Mysore Government. The
company was officially registered on December 23, 1941 as a private company. The collaboration
was established with the Intercontinental Aircraft Company, U.S.A. for the maintenance of such
aircraft as the Harlow Trainer Curtis fighter and the Vulture Attack Bomber.

After the flight of the Harlow trainer in 1941, HAL’s pride got a further boost due to the successful
flight of India’s first indigenously effort to ten scatter gliders designed and built under Dr. V.M.
Ghatage from the engineering department. The Second World War saw the aircraft manufacturing
efforts being abandoned in favor of repair and overhaul services and HAL became the principle
overall base for the South-East Command of the Allied Forces. In 1945, Government of India took
over the management and activities which increased manifold after India attained freedom.

After Independence, Hindustan Aeronautics Limited restructured itself for the design, development
and manufacture of a variety of aircrafts
During the 59 year Independence era, HAL has excelled in the research and development of
indigenously designed trainers, helicopters like CHEETAH, CHETAK, ADVANCED LIGHT
HELICOPTERS(ALH) and multirole fighters such as MIG’S, JAGUAR, MIRAGE, DORNIER,
PUSHPAK, KIRAN and LIGHT COMBAT AIRCRAFT(LCA). The company has also expanded
its domain into the Aerospace field.

Today HAL is one of the largest aerospace complexes in Asia and the fourth largest aircraft
manufacturer in the world. It plays a crucial role in the Indian ambition for broad based
industrialization with growth emphasis, to become not only self-reliable in defense production but
also to become an international partner in civil aircraft manufacture and maintenance. HAL has 4
complexes namely:

 RESEARCH AND DEVELOPMENT COMPLEX

 BANGALORE COMPLEX
 HELICOPTER COMPLEX
 ACCESSORY COMPLEX
 MIG COMPLEX

4
The Research and Development Complex and Design Complex including the corporate offices are
situated in Bangalore. The Accessory Complex is situated in Lucknow, Korwa, Hyderabad and
Kanpur. Nasik and Koraput house the MIG Complex. In addition to these, HAL has got liaison
offices in New Delhi, Mumbai, Chennai, Vishakhapatnam, Moscow and London.
Comprising the Bangalore Complex are the following divisions:

 AIRCRAFT DIVISION
 OVERHAUL DIVISION
 FOUNDRY AND FORGE DIVISION
 HELICOPTER DIVISION
 AEROSPACE DIVISION
 LIGHT COMBAT AIRCRAFT(LCA) DIVISION
 ENGINE DIVISION

At the Bangalore Complex, following work is carried out:

 Aircraft manufacture
 Engine manufacture
 Overhauling
 Manufacturing of castings and forgings
 Design, manufacture and overhauling of Helicopters.

5
 THE ENGINE DIVISION BANGALORE
The division was set up in 1957 to manufacture Orpheus turbo jet engines. In 1959, the license
agreement was signed with M/s. Rolls Royce to manufacture Dart engines to power AVRO 748
passenger aircraft manufactured by Kanpur division of HAL.

The overhaul activities commenced in 1960 for AVON Engines fitted on imported Canberra and
Hunter aircraft and since then the division has grown from strength to strength .It has as of now
taken up manufacture of Artouste Engine for Helicopters, Adour Engines for Jaguar Aircraft and
Garrett Engine for Dornier Aircraft.

The division under diversification program commenced its activities for the manufacture of Turbo
Alternators/Turbo Blowers for frigate project and there after concluded an agreement for
manufacture, repair and overhaul of industrial Gas Turbines Engines with M/s.Allison for 501
series engines.

The division has a well-equipped CNC shop comprising modern machine tools, electron beam
welding, vacuum brazing, electro discharge/chemical forming machines .The division has also
setup coating processes to combat high temperature and atmosphere corrosive conditions,
protection against surface diffusion coating, cobalt-chromium carbide ceramics coating, diamond
jet coating etc. The division is poised towards undertaking international repair and overhaul
business of aero engine as well as Industrial gas turbine engines.

HAL is looking forward to become a globally competitive aerospace industry while working as an
instrument for achieving self-reliance in design, manufacture and diversifying to related area,
managing the business on commercial lines in a climate of growing professional competence.

The main customers of Engine divisions are,

 Indian Air Force

 Indian Navy
 Indian Army
 State Governments
 Exports
 Indian Coast Guards
 Public Sectors

The division has manufactured more than 2,100 aero engines and overhauled and repaired 11,000
engines. It is now engaged in the manufacture engines for chetak/cheetah helicopters.

Engine test bed R&D center, which is part of Engine division, has specialized in the
development of small Gas Turbines and Engine test beds. The AER&DC is equipped with
necessary modern infrastructure. The R&D center has developed a gas turbine engine for pilot less
Target Aircraft and jet Fuel starter for starting the engine of Light Combat Aircraft. It has also
6
designed and installed engine test beds for Russian and western origin aero engines on turnkey
basis.
METHODS ENGINEERING

Procedure followed during process planning and updating

Process design or planning may be defined as “a systematic procedure of developing and

determining an economical method or a series of methods by which a product can be successfully
manufactured in a given time”.

Steps in process planning:

 To become acquainted with the service function of the part.

 To study and critically analyses the manufacturing specifications and various standards, e.g.,
accuracy, output, efficiency, etc., that define the service function.
 To become acquainted with annual output of the product.
 To study and critically analyses the working drawings to see whether it is feasible in all
respect to produce the part, and to reveal and correct any mistakes in the drawings.
 To determine what parts to be manufactured and what part to be purchased with their
complete identification and required quantity.
 To prepare a list of raw materials of right quantity and quality to be purchased from outside
giving their shape, size and special property.
 To select the most economical process for obtaining the blanks, and to determine the
quantities to be produced for the purpose of costing.
 To determine the most economical process for manufacturing the parts keeping in view the
current production commitments, delivery date, quantity to be purchased, and the quantity
standard.
 To determine the best sequence of operation to be performed on each part in a particular
process.
 To select the machine tools that will perform the operations with required accuracies.
 To select any other accessories and equipment the jigs, fixtures, dies, gauges, etc., that may
be required to give higher production rate.
 To layout the equipment and work places, calculate machine loads and make necessary
correction in the process.
 To revise the process to correct all mistakes and shortcomings that were discovered when
the process was realized in actual production.

7
  To determine the stages of inspection, inspection procedure and limit gauges required for
different stages of manufacture to inspect accurately and at a faster rate.
 To determine the setup time and standard time for each operation and fix up the rate of
payments.

Updation of process:

The master process sheets / assy. Schedule consisting of

Format-1: Part master
Format-2: Operation master
Format-3: BOM are updated in IFS (INDUSTRIAL FINANCE SYSTEM)
Any changes brought in these formats must be immediately updated to IFS and then released to tool
design, shop, etc.

8
 MANUFACTURING OPERATIONS

Facing: An operation performed on a lathe that feeds a single point tool perpendicular the axis of
rotation of work to create a flat surface.

Turning: A machining operation used to make cylindrical or cone shaped parts.

Drilling: The process of using a multi-point tool to penetrate the surface of a work piece and make
a round hole.

Boring: The process of enlarging and truing a pre-existing hole.

Reaming: The process of finishing and sizing a hole, which has been previously drilled or bored.

Threading: An operation performed on a lathe to produce a helical groove on a cylindrical or

conical surface.

Tapping: The process of cutting internal threads in a work piece with a multi-point tool

Spot facing: It is the operation of smoothening and squaring the surface around a hole for the seat
for a nut or head of a screw

Lapping: It is the operation of sizing and finishing of holes or turned surfaces.

Knurling: These are the patterns embossed onto a part, usually used to improve grip.

Chamfering: An operation performed on a lathe that feeds a tool to create a beveled edge on the
work piece.

Grooving: The process of reducing the diameter of a work piece over a very narrow surface

Trepanning: It is the operation of producing a hole by removing the metal along the circumference
of a hollow cutting tool

Milling: It is the operation of removing metal by feeding the work against a rotating cutter having
multiple cutting edges

Broaching: It is the method of removing metal by pushing or pulling a cutting tool called broach
which cuts in a fixed path

Grinding Process:

Grinding is a process of removal of material in the form of small clips by the mechanical action of
abrasive particles bonded together in a grinding wheel. It is basically a finishing process employed
for proceeding close dimensional and geometrical accuracies and smooth surface finish.

9
 Type of Grinding Machines:

a) Cylindrical Grinding Machine

b) Centre less Grinding Machine
c) Internal Grinding Machine
d) Surface Grinding Machine
e) Tool Cutter Grinding Machine

Cylindrical Grinding Machine:

Cylindrical Grinding is performed to remove material, to produce a precise

geometry, and to obtain the desired surface finish on external surface of round work piece.

Basic Type of Cylindrical Grinding Machine:

1) Center type Cylindrical Grinding Machine

2) Chuck type Cylindrical Grinding Machine

In Center type Cylindrical Grinding Machines are classified as

1) Plain
2) Universal
3) Plunge type

Grinding Wheels

The Grinding Wheel is a multipoint tool made up of abrasive particles and bonding materials with
different proportions.

Grinding Wheel has two elements:

1. The abrasive particles which does the actual cuttings

2. The bond material which holds the abrasive particles together.

Types of Abrasives:

1. Natural abrasives - (stone, energy, corundum, quants and diamond)

2. Artificial abrasive – (Aluminum oxide, silicon carbide, cubic boron nitride and
manufactured diamond)

10
1. Aluminum Oxide: a) The regular Aluminum oxide (Gray color)
b) The white Aluminum oxide (white color)

2. Silicon carbide: a) Silicon carbide black (Black color)

b) Silicon carbide Green (Green color)

3. Cubic boron nitride (CBN):

It is one the recent development in the abrasive field. This man made abrasive has hardness ranges
between silicon carbide and diamond. This is used for grinding higher precision components.

4. Diamond: a) Natural
b) Manufactured Diamond

Grit, Grade and Structure of Wheels :

1. Grit: The Grit of grain means the size of abrasive particles designed by numbers.
The Grit size ranging from 10 to 600 the smallest number is coarse and the highest
number is very fine (coarse, medium, fine & very fine).

2. Grade: Grade is the hardness of the wheels.

3. Structure: It represents how close the abrasive particles are placed in the grinding wheels.

Bonds of Grinding Wheels:

1. Vitrified Bond
2. Silicate Bond
3. Shellac Bond
4. Retinoid Bond
5. Rubber Bond
6. Oxy chloride Bond

11
Wheel Balancing:

Wheel Balancing means, any new Grinding wheel before doing actual work, wheels to be balanced
to remove excess unbalance metal by adjusting the counter weight. After balancing the wheel,
wheel to be dressed.

Work Holding Devices:

1. Magnetic chuck
2. Vice
3. Tilting vice
4. Universal vice
5. Angle plate
6. ‘V’ Blocks
7. Clamps
8. Jigs & Fixtures
9. Soft Jaws
10. Collet

Turning and Dressing a grinding Wheel :

Wheel Turning is to ensure that it will be concentric with the spindle. This operation is done
after mounting the grinding wheel for remaining any high spots on the face of the wheel with a
diamond dresser.

Dressing is the operation of removing dull grains and metal particles from the cutting
surface of a grinding wheel. This operation exposes sharp cuttings edges of the abrasive grains to
make the wheel cut better.

12
 HEAT TREATMENT

Heat Treatment means heating, soaking and cooling the component to achieve improved
mechanical properties. In the heating process component will be heated to certain temperature to
achieve the critical temperature In the soaking stage the component is holder for some time to
improve the properties. In the cooling stage the component is cooled.

There are 2 types of heat treatment :

 Conventional heat treatment

 Vacuum heat treatment

The different stages of heat treatment are :

 Hardening
 Tempering
 Normalizing
 Annealing
 Stress relieving
 Decarburization

Three types of furnaces are used :

 Muffle furnace
 Air circulating furnace
 Neutral solution bath

HARDENING: The heating and quenching of certain iron-base alloys from a temperature above
the critical temperature range for the purpose of producing a hardness superior to that obtained
when the alloy is not quenched. This term is usually restricted to the formation of marten site.

TEMPERING: Reheating hardened, usually quenched, steel to some temperature (300” to

1100”F) below the lower critical temperature followed by any desired rate of cooling after the steel
has been thoroughly soaked at a temperature is known as tempering.

NORMALISING: Heating steels to approximately 100F above critical temperature range followed
by cooling to below that range in still air at ordinary temperatures. This heat treat operation is used
to erase previous heat-treating results in carbon steels to 40% carbon, low alloy steels, and to
produce and uniform grain structure in forged and cold worked steel parts.

13
ANNEALING: This applies to softening by changing the microstructure and is a term used to
describe the heating and cooling cycle of metals in the solid state. The term annealing usually
implies relatively slow cooling in carbon and alloy steels.

STRESS RELIEVING: This is also a process for making material softer. However stress relieving
does not change the material properties as does annealing and normalizing. A material can be stress
relieved by heating it to a specific temperature that is lower than that of annealing or normalizing
and letting it cool to room temperature inside or outside oven.

DECARBURIZATION: When steel is subjected to high temperatures, such as are used in hot
rolling, forging, and heat-treating in a media containing air, oxygen, or hydrogen there is a loss of
carbon at a surface, which is known as decarburization.

CASE HARDENING PROCESS

The concept of case hardening is applied to component when the surfaces of the components are in
contact with each other due to high temperature and prolonged hours of operation the surface layer
of the components gets eroded there by leading to the failure of the component.

These components thus require high wear resistance at the surface and a core that is ductile and
shock resistant other than these properties the component should have fatigue strength and
corrosion resistance.

In such cases, only the surfaces of the component are hardened by various methods :

 Carburizing
 Nitriding
 Cyaniding
 Flame hardening
 Induction hardening

14
 PROCESS SHOP

PROTECTIVE TREATMENT

OBJECTIVES :

1) To protect against corrosion.

2) To protect against wear and abrasion.
3) To make pieces easy to solder.
4) To rework worn- out parts by increasing its size.
5) To stop-off (avoid) unwanted areas on steel parts from being carburized during heat treatment.
6) For decorative purpose.

METHODS

i) Mechanical method : Similar to painting.

ii) Thermal method : This employ elevation of temperature to bring the desired chemical change.
iii) Chemical method : (plating) In this the metal is immersed in chemical solution.
iv) Electrolytic method : In this the metal is made anode and then oxidized.

OXIDATION :
Oxide films obtained on metal surfaces to preserve them from corrosion. Sulphide films are
also obtained in the following ways,

Materials to be pro-treated

i) aluminum anodized
ii) steel cadmium plated & Phosphated
iii) magnesium chromated
iv) rubber french chalk
v) chemicals and other things cold store in controlled temp of 12ºc - 15º
vi) acids and petroleum products, oils etc in inflammable stores
vii) steel from corrosion greasing with rust ban compound
viii) packing it is done to components to protect from
external damages

15
1. ANODIZING :

The alluminium alloys are to be anodized by the electrolytic process of oxidation

In this there are two kinds
a) sulphuric acid process
b) chromic acid process

(1) anodizing (2) hard anodizing

These processes are selected according to the percentage of copper in the alluminium alloy

(a) Sulphuric acid process: (H2So4)

Percentage of copper is more than 5 %.

Component is used as anode, H2So4 acid is itself cathode, strength of acid is 30 %,
current 15 volts, constant flow, duration 30 min. hot air or oil sealing to avoid cracks –
Dipped in potassium dicromate solution, Final condition –“yellow colour”
There is no increase in size. Hence there will be a possibility for danger if the process is
defective.
OBJECT : To resist against corrosion.

(b) Chromic acid process :

(1) Anodizing :

Percentage of copper is less than 5 %.

OBJECTIVE : To protect against corrosion.
Part to be anodized is used as anode, the tank containing chromic acid itself cathode.
strength of acid is 3-5 % , temperature of bath is 40 ºc, current 300 amps, 0-50 volts,
gradual increasing in 45 mins. Duration 1 hour, hot air sealing. Parts take up “gray
colour”, after anodizing dipped in hot water.

(2) Hard anodizing :

OBJECTIVE :

1) To protect against corrosion.

2) To resist wear and abrasion.
3) To increase the size of wear out parts.
Percentage of copper is less than 5 %.

16
 This process is carried out in 4ºc. To reduce the temperature of bath Friona gas is
circulated through the coil of tubes. This process is same as chromic acid process. Built
up thickness on size is 0.003” per 2 ¾ hour. Parts take up “olive green” colour.

Checking for de-electric

An electric bulb is connected in the circuit and should not burn at average of 70 volts to indicate
the anodized part is de-electric, i.e.; a test for insulation. Hence alluminium anodized strips for
electrical bonding should not be used. Because of this insulation the alluminium parts for
electrical bonding should not be anodized. Any cracks or porosity on the parts could be seen
visually.

CHEMICAL METHOD

Electro plating & colouring

Chemical equivalent = Atomic weight

Valency
Quantity liberated by ‘A’ amps of current in ‘t’ seconds will be equal to electro chemical
equivalent x A x t grams of metal.
For steady current and low voltage, shunt wound generators are generally used. Silver and
copper require low resistance solutions, while nickel and brass require high resistance solutions.

Tanks for plating

Usually wooden tanks lined with asphalt, pitch or lead is used. For alkaline solutions, wooden
tanks are not used, as they are acted upon by solutions. Hence steel tanks lined with antimonial
lead are used for such purposes.

Precautions in plating

The articles to be plated are cleaned first by potash solution and brush oils and greasy parts.
Oxides should be completely removed. For this purpose caustic potash or soda ( ½ lb) solution
with water ( 2 gals ) or dilute H2So4 ( 1 gal ) potassium nitrate ( 12oz ) & then heated to 150ºf.
if the jobs to be plated are of iron, steel or zinc, then they should be copper plated first. For
giving brighter coating of mercury for brass, copper and German silver , a quickening solution
is used – ( Hglo 3 + Hno 3 dilute to 3 times )

PROCESS :
+ve 1) plating tank
2) D.C. source ( current )
2
3) Article -ve
-ve 4) Solution
5) Plating metal ( Bus bar ) +ve
1
3
5

17
 The articles to be plated are connected to cathode (-ve) and plating metal to anode (+ve ). The
current leaves the anode, which is a bar of plating, metal and migrates through the electrolyte to
the cathode or part to be plated, as the ions get deposited on the cathode.
Some times for regulating the deposits additional agents like gum, sugar, olive oil, naphthalene,
H2So4 resorcinol glycerin etc are used.
Common plating metals are,
Chromium, cadmium, copper, zinc, tin, nickel, silver, gold, platinum, radium etc …..
To obtain good deposits, the articles after plating should be cleaned in running cold water and
finally in hot water.

I. Copper plating :

OBJECTIVES :

1) For steel and iron used as pre-coating for plating of other metals like nickel, chromium etc
2) To make pieces easy to solder.
3) To stop of unwanted areas on steel parts from being carburised during heat-treatment.
Solution:

CuSo4 + Potash alum + H2So4

Pure copper is anode - part is cathode , electrolyte complete the circuit – current 25 –30 amps

II. Cadmium plating :

OBJECTIVES :

1) To protect against corrosion

2) For good appearance purpose

Cadmium is anode (+) – part is cathode (-). Electrolyte is cad- cyanide solution (CucN + Nacl)
Remove H2 ions to avoid cracks or breaking of part due to hardness – baking in oven at 150ºc.
After plating dipped in sodium dichromate solution ( Na2C2 O7 ) parts take up “pale yellow”
colour.
Cadmium is more electro positive than iron. Hence mild steel is cad plated. Copper density 0.5
amps per sq.in. Voltage 3-4volts. Time 8-10min. plating will have a thickness of 0.0003”. The
plating should not be porous which is indicated by the presence of bubbles. When immersed in 1 %
Hcl for 10 min. The aircraft parts(steel)are to be magnetically inspected for cracks after cad –
plated.

II. Chromium plating (or) chrome plating :

This is adopted both for decorative and to build up thickness on size.

Build up thickness is hard chrome plating which should be ground to required thickness after
plating. Thickness of plating deposit is approximately 0.00075” per hour. HRC – C scale – 50-60,
UPHN=600-800.
Solution -- chromic acid + H2So4
18
Bake in oven to remove H2 ions.

OBJECTIVES :

(a) For corrosion resistance.

(b) For wear and abrasion resistance.
(c) To increase the size of wear-out parts and restore dimensional tolerance.
(d) For decoration purpose.

IV. Nickel plating :

For mild steel, stainless steel and heat resisting alloy components.

OBJECTIVES :

(a) corrosion resistance ( above the top limit for cad 250ºc )
(b) wear resistance
(c) restore worn-out parts to correct size.
(d) For good lubricating ( characteristic ) quality.
(e) Protection against oxidation.

V. Silver plating :

Silver coating are provided to bolt and nuts, which are used in hot ends of engines to prevent
coerce. We can otherwise say this as a dry lubricant, since the bolts and nuts can be easily
removed without damaging the component. (OR) Silver plating may be done on all steel
& nimonic type alloys. The objects of silver plating are; (a) To reduce fretting and
fatigue failures arising out of fretting.
(b) To counter act the tendency to bind on threaded components in stainless steel and heat
resisting alloys.
(c) To provide a bearing surface.
Stress relieving is to be done on component before plating. To stress relieve the component is
heated on oven of oil bath for one hour at 140ºc to 160ºc and cooled in air. Then the
components are checked for cracks.

VI. Hot dipping : or Galvanizing

A protective coating may be applied on metal pieces by dipping them into certain molten
metals namely- zinc, tin or an alloy of lead and tin. Dipping is an economical way of putting
on a heavy and enduring coating. It can be obtained an even coating on small objects such as
nuts, bolts, washers etc. The objects are centrifuged after being taken from the molten bath
until the coating is hard.
Zinc dipping or hot galvanizing is used on steel as an effective protection against corrosion.
The parts are cleaned and fixed in a solution of zinc chloride and hydrochloride acid.
19
VII. Metal spraying :

It is basically intended to confirm some physical property on a surface. The appearance of

poor surfaces can be improved by metal spraying. Sprayed metal can be decorative like
alluminium or bronze on steel or cast iron. Some can even coloured.
The parts are to be sand blasted to provide a good surface before spraying. Melting a metal in
an oxy-gas flame and blowing it from the nozzle of a spray gun do metal spraying. The metal
in the form of wire is fed by powered rollers to the flame. But some guns use powder or
granulated metal. The process uses compressed air to atomize fully the molten metal or oxide
and project them against a prepared surface, where they are embedded, assuring good
mechanical adhesions. May be applied on glass, wood, asbestos, certain plastics etc.

VIII. Metallization :

Application of the oxy-acetylene flame. This technique essentially consists in laying deposits,
which vary both in nature and in thickness on the widest variety of parts. The material to be
deposited is melted i a flame and subsequently pulverized and sprayed in a fine droplets on to
the part to be coated. Any product can be sprayed, i.e., metal, ceramics, plastics on to any
metal and under certain conditions on to many non-metallic supports, woods, plaster, plastic
etc. Metalized surfaces laid in a thin layer of from 40-200μm ( zinc & alluminium ) provide a
much stronger and longer lasting protection against corrosion than any other more or less
composite film.

IX. Passivation treatment :

The treatment given to stainless steel after welding is called the passivation treatment.
Stainless steel parts looses corrosion resistance property when it is subjected to welding, if left
blank and dirty. After welding , the stainless steel parts are kept in a solution of 10 % H2So4
for 10-15 min and then in Nacl for 10-15 min. this enables the scales on the welded area to get
detached and removed by brush.

Chrome anodising : This is the treatment for alluminium alloys. Parts are to be degreased
and 5 % chromic acid is applied for 10 min, washed and painted into HF 23 ( zinc chromate
primer ).

X. Protection of magnesium by chromating treatment :

Objectives :

1) protection against corrosion.

2) The alloy should not contain entrapped flux and should have low content of impurities.
3) Direct contact of magnesium with other materials should be avoided.
It is a protection given to magnesium components against corrosion. Parts are to be immersed
in chromating solution (ammonium sulphate and dichromate solution) at boiling temp (80-
90ºc) for ½ an hour till the component gets blackish depositing thin film of magnesium
dichromate. Another method of protecting magnesium components is by depositing thin film
of selenium. After chromating, clean in hot water.

20
XI. Black oxide treatment :

This treatment given to chrome molybdenum steel (CMS) to have good oil retaining property.
The parts are kept in K2Cr2O7 , NaOH & NaNO3 solution at 140ºc for ½ an hour.

XII. Pickling :

Pickling refers to the removal of surface oxides and scales from metals by acid solutions. The
solution contains H2So4 & Hcl and water and some times inhibitor. Perfectly cleaned part to
be immersed in acid solution. After this, parts must be rinsed and completely neutralised by an
alkaline rinse, otherwise any trace of acid will corrode the material and harm paint or other
coating. It is commonly done on rolled shape wires, sheets, heat-treated steel parts, wrought
and cast alluminium parts. Pickling on alluminium is called “oxidising” OR
Pickling is done to remove rust and nice scales thereby leaving a clean bright surface and to
facilitate to next operation which is a pre-requisite for phosphating.

XIII. Phosphating :

A phosphate layer is deposited on the metallic surface, which acts as a good base for paints.
The part which is to be phosphated is immersed in granodise solution at boiling temp (axial
compressor casing & inner casing)

XIV. Stripping :

Removing of metal by reverse polarity method.

XV. Painting :

It is an external protection given to the components, which resists against corrosion petrol,
temperature & salt.

XVI. Lacquers and dops :

1) Cellulose nitrate 2) Cellulose acetate.

Lacquers are sprayed on metals and dops on fabric.

XVI I. Packing :

Oiling, greasing, crocelling, covering in oil papers polyethylene covers etc for
protection against corrosion.
Packing in wooden cases, cardboard boxes, containers etc for protecting from external
damages.

21
PLATING SOLUTIONS :

1) Gold plating

AV-10 parts +KCN –27 parts + distilled water – 1000 parts.

2) Silver plating

( 6 amps ) AgcN – 2 oz + distilled water - 1 gal

3) Copper plating

Current 25-30 amps , CuSo4 - 2 ⅛

Potash alum – 2 oz +H2SO4 (pure) –5 oz

4) Nickel plating

N1SO4 – 3 lbs + Nacl – ½ oz + Boric acid 1 oz + Distilled water – 1 gal

5) Chromium plating

Current 100 – 200 amps, 40º- 50º c temp + Chromic acid – 40 oz + H2SO4 – 0.4 oz +
distilled water

COLOURING

1) Copper colouring

Liver of sulphur – 2 oz + NH4 cl – 2 lbs + water 1 gal, cold solution is used

2) Steel bronze

Arsenious oxide – 10 oz + CuSo4 - 10 oz + NH4 cl- 2 oz + Hcl – 1gal. This solution is

heated upto 120ºF.

3) Colour of brass

Sodium tri sulphate – 12 oz + lead acetate – 8 oz + water – 1 gal. This solution is heated upto
180ºF

4) Black on brass

CuSo4 – 4 0z + ammonia solution of sp.gravity 0.88 + water – 1 gal.

22
 NON-CONVENTIONAL PROCESS

ELECTRIC DISCHARGE MACHINING (EDM): It is a machining process in which electrical

energy is directly employed for cutting of conducting materials. In recent years it has become one
of the most widely used methods in industry for machining very hard materials.

Capacity of wire cut EDM:

Table size : 450X110mm

Max. work piece size : 400X500X200mm
Wire electrode dia. : 0.25(std)
Max. Permissible : +/-0.010mm for 300mm length
Error in position :

ADVANTAGES:

 Complicated three dimensional shapes can be machined.

 It is possible to drill burr-free deep holes with a diameter of 0.2mm to 20mm depth can be
made relatively easily.
 Holes of any shape can be extremely thin sheets as thin say, 0.1mm.

ELECTRO CHEMICAL MACHINING (ECM): It is a process based on that “the chemical

reaction between an electrode and electrolyte leads to electrons being added or removed from the
electrode metal”. As a result of this reaction the material is eroded to the desired shape.

ADVANTAGES:

 It is used to manufacture of turbine blades from high tensile heat resistant material.
 It is easy to deburr by this process
 This process permits drilling of non-round holes and even curved axis.

ELECTROLYTIC GRINDING: The principle of this process is the wheel acts as a cathode and
the work piece acts as a cathode, usually diamonds are impregnated in the surface layers. These also
remove the inhibiting by-products of electrolysis, assist the flow of electrolyte and can be used for
mechanical removal of the component material.

ADVANTAGES:

 It is economical process.
 Good surface finishing can be achieved.
 It is easy to achieve dimensional tolerance.

23
WELDING PROCESSES

Welding is process of joining two or more metals. The types of welding are,

 Titanium welding
 Orbital welding
 Resistance welding
 Resistance spot welding (RSW).
 Resistance seam welding (RSEW).
 Resistance projection welding (PW).

TITANIUM WELDING:

Titanium is handled much like other high performance engineering materials, provided titanium’s
unique properties are taken in to consideration. Titanium and most titanium alloys are readily
weldable, using several welding processes.
Prior to making production welds on titanium, procedures and techniques should be closely
evaluated. Titanium and its alloys are most often welded with the gas tungsten-arc (TIG) and gas
metal arc (MIG) welding processes.

ADVANTAGES:

 It minimizes burn through and controls under bead contour.

 The joint surfaces are completely free of contamination.
 The material can be prevented by corrosion.

ORBITAL WELDING:

Orbital welding is used for welding of circular tubes ranging in size from dia. 5mm to 50mm. In
this method of welding the work is clamped in place and an orbital weld head rotates an electrode
positioned exactly at a middle of the lip to be welded to create the desired weld.

ADVANTAGES:

 In this type of welding weld defects is less.

 Circular tubes can be welded easily

RESISTANCE WELDING:

Resistance welding is a process to join metallic parts with electric current and mechanical pressure
to create a weld between two pieces of metal. The point where the two metals meet creates
resistance to the flow of current. This resistance causes heat, which melts the metal and two pieces
of metal are forged together.

24
APPLICATIONS:

 High speed welding.

 Easily automated.
 Suitable for high rate production.
 It is economical.

25
 CLASSIFICATION OF AIRCRAFT ENGINES

AIRCRAFT ENGINES

RECIPROCATING ENGINES GAS TURBINE ENGINES

PISTON ENGINES

SHAFT POWER JET PROPULSION

TURBO SHAFT

TURBO JET TURBO PROP TURBO FAN RAM JET PULSE JET

Jet Engine Basics

26
Basic Engine Theory :

Newton’s third law of motion states that for every action there is an equal and opposite reaction. If
you have ever fired a shotgun and felt the recoil, you have experienced an example of action-
reaction (fig. 2.1). This law of motion is demonstrated in a gas turbine by hot and expanding gases
striking the turbine wheel (action) and causing the wheel to rotate (reaction).

Fig. 2.1 Newton’s Third Law of Motion

Operating Principles

Figure 2-2 demonstrates the basic principles of gas turbine operation. A blown-up balloon (fig. 2-2,
view A) does nothing until the trapped air is released. The air escaping rearward (fig. 2-2, view B)
causes the balloon to move forward (Newton’s third law). If we could keep the balloon full of air
(fig. 2-2, view C), the balloon would continue to move forward. If a fan or pinwheel is placed in the
air stream (fig. 2-2, view D), the pressure energy and velocity energy will rotate the fan and it can
then be used to do work.

27
 Figure 2.2 - Turbine operating theory.

By replacing the balloon with a stationary tube or container and filling the tube with air from a fan
or series of fans, we can use the discharge air to do work by turning a fan at the rear of the tube (fig.
2-3, view A). If fuel is added and combustion occurs, we greatly increase both the volume of air
and the velocity that propels it over the fan. This increases the horsepower the fan will produce (fig.
2-3, view B). The continuous pressure created by the inlet fan, or compressor, prevents the hot
gases from going forward. Next, if we attach a shaft to the compressor and extend it back to a
turbine wheel, we have a simple gas turbine. It can supply power to run its own compressor and still
provide enough power to do useful work, such as to drive a generator or propel a ship (fig. 2-4,
view A). By comparing view A with view B in figure 2-4, you can see that a gas turbine is very
similar to our balloon turbine.

28
 Figure 2.3 - Turbine operating theory.

Figure 2.4 - Practical demonstration of turbine operating theory.

29
2.2 GAS TURBINE ENGINE TYPES AND CONSTRUCTION
There are two primary means of classifying gas turbine engines: (1) by the type of compressor used
and (2) by how the power is used.

CENTRIFUGAL COMPRESSOR
The centrifugal compressor draws in air at the center or eye of the impeller and accelerates it around
and outward.

Figure 2.5 - Centrifugal compressor.

It consists of an impeller, a diffuser, and a compressor manifold. The diffuser is bolted to the
manifold, and often the entire assembly is referred to as the diffuser. For ease of understanding, we
will treat each unit separately. The impeller may be either single entry or dual entry (fig. 2.5). The
principal differences between the single entry and dual entry are the size of the impeller and the
ducting arrangement. The single-entry impeller (fig. 2.5, view A) permits ducting directly to the
inducer vanes, as opposed to the more complicated ducting needed to reach the rear side of the
dual-entry type. Although slightly more efficient in receiving air, single-entry impellers must be of

30
greater diameter to provide sufficient air. Dual-entry impellers (fig. 2.5, view B) are smaller in
diameter and rotate at higher speeds to ensure sufficient airflow. Most gas turbines of modern
design use the dual-entry compressor to reduce engine diameter. A plenum (an enclosure in which
air is at a pressure greater than that outside the enclosure) chamber is also required for dual-entry
compressors, since the air must enter the engine at almost right angles to the engine axis. The air
must surround the compressor at positive pressure to give positive flow.

The compressor draws in air at the hub of the impeller and accelerates it radially outward by
centrifugal force through the impeller. It leaves the impeller at high speed and low pressure and
flows through the diffuser (fig. 2.5, view A). The diffuser converts the high-speed, low-pressure air
to low-speed, high-pressure air. The compressor manifold diverts the low-speed, high-pressure air
from the diffuser into the combustion chambers.

In this design, the manifold has one outlet port for each combustion chamber. The outlet ports are
bolted to an outlet elbow on the manifold. The outlet ports ensure that the same amount of air is
delivered to each combustion chamber. The outlet elbows (known by a variety of names) change
the airflow from radial to axial flow. The diffusion process is completed after the turn. Each elbow
contains from two to four turning vanes that perform the turning process and reduce air pressure
losses by providing a smooth turning surface.

AXIAL-FLOW COMPRESSOR

In the axial-flow engine, the air is compressed while continuing its original direction of flow
parallel to the axis of the compressor rotor. The compressor is located at the very front of the
engine. The purpose of the axial compressor is to take in ambient air, increase the speed and
pressure, and discharge the air through the diffuser into the combustion chamber. The two main
elements of an axial-flow compressor are the rotor and stator (fig. 2.6). The rotor is the rotating
element of the compressor. The stator is the fixed element of the compressor. The rotor and stator
are enclosed in the compressor case. The rotor has fixed blades that force the air rearward much like
an aircraft propeller. In front of the first rotor stage are the inlet guide vanes (IGVs). These vanes
direct the intake air toward the first set of rotor blades. Directly behind each rotor stage is a stator.
The stat or directs the air rearward to the next rotor stage (fig. 2.7). Each consecutive pair of rotor
and stator blades constitutes a pressure stage.

31
Figure 2.6 - Stator and rotor components of an axial-flow compressor.

Figure 2.7 - Operating principle of an axial-flow compressor.

32
The action of the rotor increases air compression at each stage and accelerates the air rearward. By
virtue of this increased velocity, energy is transferred from the compressor to the air in the form of
velocity energy. The number of stages required is determined by the amount of air and total
pressure rise required. The greater the number of stages, the higher the compression ratio. Most
present-day engines have 8 to 16 stages.

CLASSIFICATION BY POWER USAGE

Figure 2.8 - Single-shaft gas turbine.

Figure 2.9 - Split-shaft gas turbine.

There are basically three types of gas turbines in use. They are the single shaft, split shaft, and twin
spool. Of these, the single shaft and split shaft are the most common in naval vessels. We mention
the twin-spool type because the U.S. Coast Guard Hamilton class cutters use the twin-spool gas
turbine. In current U.S. Navy service, the single-shaft engine is used primarily for driving ship’s

33
service generators. The split-shaft engine is used for main propulsion. Figure 6-13 is a block
diagram of a single-shaft gas turbine. The power output shaft is connected directly to the same
turbine rotor that drives the compressor. In most cases, there is a speed decreaser or reduction gear
between the rotor and the power output shaft. However, there is still a mechanical connection
throughout the entire engine.

The arrangement shown is typical for the gas turbine generator sets aboard DD-963 and CG-47
class ships. In the split-shaft gas turbine (fig. 6-14), there is no mechanical connection between the
gas-generator turbine and the power turbine. The power turbine is the component that does the
usable work.

The gas-generator turbine provides the power to drive the compressor and accessories. With this
type of engine, the output speed can be varied by varying the gas generator speed. Also, under
certain conditions, the gas generator can run at a reduced rpm and still provide maximum power
turbine rpm. This greatly improves fuel economy and also extends the life of the gas-generator
turbine. The arrangement shown in figure 6-15 is typical for propulsion gas turbines aboard the DD-
963, FFG-7, CG-47, and PHM-1 class ships.

34
 INTRODUCTION TO ENGINES

GAS TURBINE ENGINES:

Mechanical power is most satisfactorily generated in a gas turbine which has the advantage of
reliability, reduced vibration and the ability to produce large power output from units of smaller
size and weight. The basic components of every gas turbine engine are:

 COMPRESSOR
 COMBUSTION CHAMBER (BURNER)
 TURBINE ASSEMBLY

Fig 1 Sectional View of a Gas Turbine Engine

A Gas Turbine Engine is essentially a heat engine using air as the working medium to provide the
required thrust. To achieve this, the air passing through the engine has to be accelerated. First, the
Pressure Energy is raised by passing through the compressor followed by addition of Heat Energy
by the combustion of fuel and then the final conversion to Kinetic Energy in the form of high jet
velocity.

TYPES OF GAS TURBINE ENGINES

Gas Turbine Engines are broadly classified into 3 types namely:

 TURBO SHAFT ENGINES

 TURBO PROP ENGINES
 TURBO FAN ENGINES
 TURBOJET ENGINES

35
TURBO SHAFT ENGINES

In a Turbo Shaft Engine, the air intake is generally of regular cross section and therefore there is
nearly no transformation for the turbo shaft engines. In these engines the air intake is often provided
with protective guard or a sand filter. The power of the engine is received at the output shaft which
is then coupled to the rotor in the case of helicopters.

TURBO PROP ENGINES

In a Turbo Prop Engine, the air intake is generally located behind the propeller and
therefore the propeller improves the capture of air. The expansion of gases takes place partly in the
turbine and partly in the nozzle. The power developed by the turbine is consumed in running the
compressor and propeller. The propeller motion and jet produced by the nozzle provide the thrust
for the forward motion of the aircraft.

36
TURBO FAN ENGINES

A Turbo Fan Engine has a duct enclosed fan mounted at the front of the engine and driven either
mechanical geared down or at the same speed as the compressor or by an independent turbine
located either at the rear of the compressor or at the rear of the compressor drive turbine. In such
engines the air intake is divergent in order to transform part of the Kinetic Energy of the air into
Pressure Energy. The exhaust gases from the gas turbine which are at a high pressure than the
atmospheric pressure is expanded in a nozzle and a very high velocity jet is produced which
provides the thrust required for the forward motion of the aircraft. Turbo Fan Engines have a high
propulsion efficiency.

Turbo Jet Engine:

The basic idea of the turbojet engine is simple. Air taken in from an opening in the front of the
engine is compressed to 3 to 12 times its original pressure in a compressor. Fuel is added to the air
and burned in a combustion chamber to raise the temperature of the fluid mixture to about 1,100°F
to 1,300° F. The resulting hot air is passed through a turbine, which drives the compressor. If the
turbine and compressor are efficient, the pressure at the turbine discharge will be nearly twice the
atmospheric pressure, and this excess pressure is sent to the nozzle to produce a high-velocity
stream of gas which produces a thrust. Substantial increases in thrust can be obtained by employing
an afterburner. The afterburner increases the temperature of the gas ahead of the nozzle. The result

of this increase in temperature is an increase of about 40 percent in thrust at takeoff and a much r
percentage at high speeds once the plane is in the air.

37
ENGINES MANUFACTURED, OVERHAULED AND REPAIRED IN HAL

Straight Flow Turbojet, 7Stage Axial Compressor driven

ORPHEUS by Single Turbine.
70105 RPM: 9500; Thrust: 18.728 kN (1905 Kgs)
Weight: 409 kg; Compression Ratio: 3.78
DART Propeller Turbine Engine, 2 Stage Centrifugal
536-2T Compressor driven by 3 Stage Turbine.
RPM: 15000; SHP: Dry-1835, Wet-1870
Weight: 627.5 kg; Compression Ratio: 5.62
ARTOUSTE -IIIB Single Shaft Turbine Engine, 2 Stage Compressor (Axial
& Centrifugal) driven by 3 stage turbine
RPM: 33, 500; SHP: 550
Weight: 177 kg; Compression Ratio: 5.2
GNOME A Free Turbine Turbo-Shaft Engine with 10 stage Axial
compressor driven by TWO stage Gas Generator
Turbine. Compressor Ratio: 8.4
RPM: 27,000; Free Power Turbine RPM: 19,100
Weight: 168 Kg; SHP: 1535
AVON A Straight flow Turbojet Engine with 12 Stage axial
Mk-1 / 109 Compressor driven 2 Stage Turbine.
RPM: 7,500; Compressor Ratio: 6.5
Weight: 1180 Kg; Thrust: 3360 Kgs
GARRETT Axial flow Turbo-Prop Engine, 2 Stage Centrifugal
Compressor driven by 3 Stage Turbine.
SHP: 840; Weight: 161 kg; Compression Ratio: 10.5

ADOUR Engine is of MODULAR CONSTRUCTION with 12

Mk-811 Modules.
Low bypass Axial Flow Turbofan, Two Stage LPC & 5
Stage HPC driven by Single stage LP & HP Turbines.
Thrust: Dry-2500 Kgs, Wet-3737 Kgs
Bypass Ratio: 0.7356;
ADOUR Thrust: Dry-2343 Kgs, Wet-3347 Kgs
Mk-804E

LP Engine TWO Engines per Missile;

RPM: 33, 500; Thrust: 3000 Kgs
Fuel: Trimethylamine & Xylimine
Oxidiser: Red Fuming Nitric Acid (RFNA)

38
ADOUR ENGINE:

Adour Engine is a bypass Jet Engine of modular construction. The Adour has two-stage low
pressure and five-stage high pressure axial flow Compressors which are driven by separate, single
stage high pressure and low pressure Turbines connected through co-axial shafts, with low pressure
shaft passing through high pressure shaft. Jaguar Aircraft is powered by two Adour MK 804 / MK
811 Engines. MK 811 Engines are manufactured from 1981 under licence from RR/TM [Rolls
Royce Turbomeca].

Adour MK 804 Engines are also overhauled and repaired under the above licence.

ADOUR MK 811

Jaguar aircraft is powered by two Adour MK 804 / MK 811 engines. Mk 811 engines are
manufactured since 1981 under license from RR/TM [Rolls Royce Turbomeca].
Adour MK 804 engines are also overhauled and repaired under the above license.
Adour engine is a bypass jet engine of modular construction. The Adour has two stage low pressure
and five stage high pressure axial flow compressors which are driven by separate, single stage high
pressure and low pressure turbines connected through co-axial shafts, with low pressure shaft
passing through high pressure shaft.

Main Characteristics :

 Intake Diameter (m): 0.564

 Length (m): 2.90
 Weight (kg): 794
 Thrust: 2500 (dry), 3737 (wet)
 Specific Fuel Consumption(kg / kg-hr.): 0.80
 Adour Mk 804 - Licence-built by HAL for Indian Air Force phase 2 Jaguars
 Adour Mk 811 - Licence-built by HAL for Indian Air Force phase 3 to 6 Jaguars

JAGUAR AIRCRAFT ADOUR Mk-811

39
TURBOMECA SHAKTHI:

The HAL/Turbomeca Shakti (called the Ardiden 1H by Turbomeca) is a turbo

shaft helicopter engine of the late 2000s jointly developed by India and France. The Ardiden 1H
series engines have a radial air intake and a two-stage centrifugal compressor driven by a single
stage axial gas generator turbine. Airflow is directed through a reverse flow annular combustion
chamber, through the gas generator turbine and then through and a two-stage axial free power
turbine. Output power is transmitted to a front-mounted reduction gearbox by a shaft concentrically
mounted within the gas generator rotor assembly. The accessory gearbox, also mounted at the front
end, is driven by the gas generator.

Variants :
 Ardiden 1H Certified by EASA in December 2007.
 Ardiden 1H1 (Shakti) Certified by EASA in March 2009.
Powering the HAL Dhruv, LCH
 Ardiden 3G powering the Ka-62
General characteristics:
 Type: Turbo shaft
 Length: 1,250 mm (49 in)
 Dry weight: 205 kg (452 lb.)
Components:
 Compressor: Two centrifugal compressor stages, coupled to a single-stage high-pressure
turbine.
Performance:
 Maximum power output: 1,032 kW (1384 shp)

LIGHT COMBAT HELICOPTER DHRUV HELICOPTER

40
GARRETT TPE 331-5:

The Garrett TPE 331-5 Turbo prop Engine is being manufactured, overhauled and repaired for
various Customers under licence from Garrett Engine Division of Honey Well Company [earlier
Allied Signal Aerospace Company, USA] since 1988 and belongs to one of the most popular series
of small Turbo prop Engines powering a large number of Commuter and Corporate Aircraft such as
Dornier

It has a single shaft Centrifugal Compressor Engine rated at 715 shaft horse power at 1591 RPM
output speed. Being a reverse flow Gas Turbine with a small frontal area, it has better dry specifics
and easier airframe integration. Apart from its simplicity of design and superior performance, the
engine features a propeller control system, anti-icing and foreign object damage resistance, reverse
thrust and negative torque sensing facilities. The division is also an authorised service centre for
Garrett TPE 331-5 series engines up to - 12.

Main Characteristics :
 Maximum Diameter (m): 0.7
 Length (m): 1.11
 Weight (kg): 164
 Power: 715
 Specific Fuel Consumption(kg / shp-hr): 0.268

DORNIER AIRCRAFT GARRETT TPE 331-5

41
Artouste III B Engine :

CHEETAH HELICOPTER CHETAK HELICOPTER

Artouste III B Engine powers both Cheetah and Chetak Helicopters. Manufacture of the Engine
commenced in 1962 under licence from Turbomeca, France.

The Engine has side air intake, one axial and one centrifugal compressor connected to a three-stage
Turbine. The power output is 550 SHP at 33500 RPM. The reduction Gearbox in the front transfers
the power to Helicopter. More than 665 Engines have been manufactured and 2950 Engines
overhauled and repaired for various Customers.

Main Characteristics:
 Maximum Diameter (m): 0.50
 Length (m): 1.815
 Weight (kg): 182
 Power: 550
 Specific Fuel Consumption(kg / shp-hr.): 0.346

42
DART 533-2 AND 536-2T:
The Dart series of engines were manufactured since 1966, under license from Rolls Royce, UK but
at present are being repaired and overhauled. Two Dart engines power HS-748 aircraft.
The engine has two stage centrifugal compressors, three stage turbine and utilizes water methanol
injection to increase the shaft horse power.

ORPHEUS 70105:
Orpheus 70105, indigenously modified by HAL, is a derivative of Orpheus 701 at lower rating and
is the power plant for Kiran MK II aircraft indigenously designed by HAL.

KIRAN AIRCRAFT ORPHEUS ENGINE

43
GNOME 1400-IT:
The Gnome 1400-IT engines are being repaired and overhauled under licence from Rolls Royce,
UK and are the power plant for Sea king Helicopter.
It is a turbo shaft single spool with 10 stage axial compressor, two stage turbine and free power
turbine.
Hawk Aircraft is powered by Adour MK 871-07 engine. Adour MK 871-07 will be manufactured
by the Division under licence from M/s. Rolls Royce.
Adour MK 871-07 is a by-pass Turbojet engine of modular construction. The engine has two stage
low pressure and five stage high pressure axial flow compressors which are driven by separate
single stage high pressure and low pressure turbines connected through co-axial shafts with low
pressure shaft passing through high pressure shaft.

44
TM 333 2B2

Main characteristics
 Intake diameter -0.754 m
 Length-1.045 m
 Weight-167 kg
 Power-1105 shp
 Sfc-0.323 kg/kw hr.
The TM 333 2B2 turbo shaft engine powers ALH Helicopter designed and manufactured by HAL.
The engine will be repaired / overhauled under licence from Turbomeca, France.
The engine is of modular construction with annular air take, two stage axial compressor together
with a centrifugal compressor driven by a single stage turbine. The engine has an annular reverse
flow combustion chamber, a single stage free turbine with a through shaft driving a reduction gear
unit located in the front. The engine has a full authority digital engine control. Simple installation
and easy access for maintenance, fast response time and low specific fuel consumption are the
added features of the engine.

SARANG HELICOPTER TM 333 2B2 ENGINE

45
TEST BED

Test bed is a place where the engine performance is being tested. The major parameters that are
used to judge the engine performance are, i) turbine inlet temperature ii) compressor pressures iii)
Specific fuel consumption are being observed and recorded.

TEST BEDS IN HAL:

There are separate test beds to test each engine being manufactured and overhauled in HAL.

 ADOUR ENGINE TEST BED

 GARETT ENGINE TEST BED

 SHAKTHI ENGINE TEST BED

 ARTOUSTE ENGINE TEST BED

 DART ENGINE TEST BED

 ORPHEUS ENGINE TEST BED

 LM-2500 TEST BED

Testing of ADOUR 811 engine :

The engine is attached to a hydraulically operated bed by a trunnion.

There are various probes to measure the parameters at different sections of the engine. The
measured parameters are then received by a coupling plate that in turn directs them to the operating
room where it is displayed digitally.
There is a special unit called the thrust cell, which measures the thrust produced by the engine at
different rpm.
For testing, the engine is initially started by the help of a air starter. At around 40% of the
maximum rpm of the engine, the starter is cut off (within 2-3 minutes). The rpm is slowly increased
and the parameters are being closely observed. At the maximum rpm of about 15,000, the final
readings are taken as follows

 Turbine inlet temperature: 1500°C

 Dry thrust: 25 KN

 Wet thrust: 37 KN

 SFC: 0.80 kj/kg-hr

At the end of the test, the fuel supply is cut off and the time taken for the rotors to stop is noted. For
a healthy engine it should run for a specified time interval. Also at the end, the engine is observed
for any abnormal sound.
46
 CONCLUSION

A unique opportunity to search for the glorious past of the aeronautical science which set standards
and the soaring heights by this infamous company in improving aircrafts of modern science, this
company is responsible for strengthening the aerial defense of our nation and also providing job
opportunities for many a people.

We had the great opportunity to train under the guidance of the HAL staffs at the Engine Division
and we thank the HAL guides and staff members who proved phenomenal in imparting us the
knowledge about aero engines and how they are manufactured.

47