Gaganika INTERN FINAL

A
Internship Report
On
“GENERAL STUDY OF DASSAULT MIRAGE 2000 AIRCRAFT”
(Subject Code:18ASI85)
Submitted to
VISVESVARAYA TECHNOLOGICAL UNIVERSITY

Belgaum-590018
In partial fulfillment of the requirement for award
of the degree of
BACHELOR OF ENGINEERING
In
AEROSPACE ENGINEERING
Carried out at
HAL.
(SEPTEMBER-2021)
Submitted By
GAGANIKA H M 1MJ18AS017
Under Guidance of
Internal Guide External Guide
Dr. P Arunagiri B Jeevan Prasad
Associate professor Grade 5 Officer,
Department of Aerospace Mirage Department of
&Aeronautical Engineering Overhaul division
MVJ College of Engineering Hindustan Aeronautics
Bangalore-560067 limited.
Bangalore-560017
AN AUTONOMOUSINSTITUTE
Permanently Affiliated to VTU, Belagavi
Approved by AICTE, New Delhi
Recognized by UGC under 2(f) & 12(B)
Accredited by NBA & NAAC
DEPARTMENT OF AERONAUTICAL ENGINEERING
MVJCE, Bangalore, Karnataka-560067
DEPARTMENT OF AERONAUTICAL ENGINEERING MVJCE I

BANGLORE
DEPARTMENT OF AEROSPACE AND AERONAUTICAL ENGINEERING
CERTIFICATE
This is to certify that the internship work entitled “GENERAL STUDY OF
DASSAULT MIRAGE 2000 AIRCRAFT” is a Bonafide work carried out by,

GAGANIKA H M 1MJ18AS017
In partial fulfillment for the award of degree of Bachelor of Engineering in Aeronautical

Engineering of the Visvesvaraya Technological University, Belgaum, during 2021-2022.It is
certified that all the corrections/ suggestions indicated for internal assessment have been
incorporated in the report & the project report has been approved as it satisfies the academic
requirements.
S C GUPTA Dr.P MAHABALESHWARAPPA

Dr. P ARUNAGIRI
Associate Professor, Air Commodore(retd) PRINCIPAL,
Department of Aerospace & Professor &Head of MVJ College of Engineering.
Aeronautical Engineering, Department, Bangalore
MVJ College of Engineering Department of Aerospace
Bangalore &Aeronautical
1. Engineering,MVJ College
of Engineering Bangalore
Name of Examiners: Signature with date:
1.
2.
DEPARTMENT OF AERONAUTICAL ENGINEERING MVJCE II

BANGLORE
DECLARATION
I, GAGANIKA H M hereby declare that the entire work titled as “GENERAL

STUDY OF DASSAULT MIRAGE 2000 AIRCRAFT” embodied
in this report has been carried out during Internship at HINDUSTAN
AERONAUTICS LIMITED, Bangalore under the esteemed guidance of Mr. B
JEEVAN PRASAD Grade 5 Officer, MIRAGE Department of OVERHAUL
Division ,HINDUSTAN AERONAUTICS LIMITED.
Signature:
Name : GAGANIKA H M
College : MVJ College of Engineering, Bangalore
Date : 30/09/2021
Place : Bangalore
DEPARTMENT OF AERONAUTICAL ENGINEERING MVJCE III

BANGLORE
ACKNOWLEDGEMENT
I am extremely thankful to the officials of this esteemed company for sharing

knowledge and assistance throughout the internship period of 4 weeks at
HINDUSTAN AERONAUTICS LIMITED.
I express my deep sense of gratitude to my guide Mr. B Jeevan Prasad for his
valuable guidance.
I convey my sincere gratitude to my Academic Guide Dr.P Arunagiri.Without his

kind direction and proper guidance this study would have been a little success.
I would like to thank my Head of the Department, S C Gupta for his constructive
advice throughout the internship.
This report certainly would not have been possible without the love and
encouragement extended by my friends and I take the opportunity to thank for their
collective love and support.
DEPARTMENT OF AEROSPACE & AERONAUTICAL ENGINEERING MVJCE IV

BANGLORE
ABSTRACT
Fighter aircraft are fixed-wing military aircraft designed primarily for air-to-air
combat. In military conflict, the role of fighter aircraft is to establish air
superiority of the battle space. MIRAGE 2000 is one such aircraft which is a
single-engined, fourth generation jet fighter manufactured by Dassault Aviation.
It’s advantage lies in its speed which can go up to Mach 2.2(2336kmph) and can
travel 1550km with drop tanks and it can fly as high as59000ft.This report shows
the work carried out by me during the internship period. The purpose of the report
is to understand the efficient working of MIRAGE 2000 aircraft. Furthermore , I
learnt the basics involved and about the various systems such as EFCS, Engine,
Hydraulic system , Air conditioning ,Fuel system and also about Radio system.
The objective of having this internship was to get exposed to the real working life,
and to enable deeper understanding on the course which I successfully achieved.
DEPARTMENT OF AEROSPACE & AERONAUTICAL ENGINEERING MVJCE V

BANGLORE
GENERAL STUDY OF DASSAULT MIRAGE 2000 2021-2022
CONTENT
Page N.O
CERTIFICATE… ................................................................................................... ….I

DECLARATION ......................................................................................................... II
ACKNOWLEDGEMENT… ........................................................................................ III
ABSTRACT…............................................................................................................ IV
1. Introduction………………………………………………………………………..1
2. Aircraft structure…………………………………………………………………...6
3. Electrical Flight Control System…………………………………………………12
4. Hydraulic System………………………………………………………………….16
5. Under Carriage………………………………………………….........................19
6. Fuel System………………………………………………………………………..23
7. Air conditioning and Pressurization System………………………………..……..26
8. Radio system ...................................................................................................... …...29
9. Engine M53-P2……………………………………………………………………..34
Department of Aerospace & Aeronautical Engineering, 1

MVJCE, Bengaluru
LIST OF FIGURES
Figure 1: Mirage 2000 ......................................................................................................... 02
Figure 2: Overview of Design .............................................................................................. 04
Figure 3: Drag Chute............................................................................................................ 22
Figure 4: Rotor......................................................................................................................46

MVJCE, Bengaluru
CHAPTER 1
INTRODUCTION

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INTRODUCTION TO MIRAGE 2000 AIRCRAFT
The Dassault Mirage 2000 is a French multirole, single-engined, fourth-generation jet fighter manufactured
by Dassault Aviation. It was designed in the late 1970s as a lightweight fighter to replace the Mirage III for
the French Air Force. The Mirage 2000 evolved into a multirole aircraft with several variants developed, with
sales to a number of nations. It was later developed into the Mirage 2000N and 2000D strike variants, the
improved Mirage 2000-5, and several export variants. Over 600 aircraft were built and it has been in service with
9 nations.
Mirage 2000 is available as a single-seater or two-seater multirole fighter. The aircraft has hands-on throttle and
stick (HOTAS) control. Mirage 2000 incorporates the Thales VEH 3020 head-up display and five cathode ray tube
multifunction advanced pilot systems interface (APSI) displays. The combined head-up / head-level display is
collimated at infinity and presents data relating to flight control, navigation, target engagement and weapon firing.
Sensor and system management data is presented on two-coloured lateral displays.
Fig 1:Mirage 2000

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Mirage 2000 has nine hard points for carrying weapon system payloads: five on the fuselage and two on each
wing. The single-seat version is armed with two internally mounted, high-firing-rate 30mm guns. Air-to-air
weapons include the MICA multi target air-to-air intercept and combat missiles, and the Magic 2 combat missiles,
both from MBDA.MICA supports a maximum operating range of 60km.
The aircraft can carry four MICA missiles, two Magic missiles and three drop tanks simultaneously. The Mirage
2000 can fire the MBDA Super 530D missile or the MBDA Sky Flash air-to-air missile as an alternative to the
MICA missile. Mirage 2000 is also equipped to carry a range of air-to-surface missiles and weapons, including
laser-guided bombs.
Mirage 2000 has an upgraded digital weapon delivery and navigation system (WDNS). The aircraft is fitted with a
TV/CT CLDP laser designation pod from Thales Optronics, which provides the capability to fire laser-guided
weapons by day and night. A number of French Air Force Mirage 2000D aircraft were fitted with the Damocles
laser designation pod with thermal imaging camera, also from Thales Optronics, under a contract awarded in July
2008.Mirage 2000-5 is equipped with a multi-mode Thales RDY doppler radar which provides multi-targeting
capability in the air defence role and the radar also has look down / shoot down mode of operation. The radar can
simultaneously detect up to 24 targets and carry out track while scan on the eight highest priority threats.
Mirage 2000 is equipped with an SNECMA M53-P2 turbofan engine, which provides 64kN thrust and 98kN with
afterburn. The air intakes are fitted with an adjustable half-cone-shaped centre body, which provides an inclined
shock of air pressure for highly efficient air input.Itcan climb at the rate of 285m/s. The maximum and approach
speeds of the aircraft are 2,530km/h and 259km/h respectively, while the ferry range is 3,335km. The range and
service ceiling are 1,550km and 17,060m respectively.

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OVERVIEW OF THE DESIGN PROCESS
The production of the Mirage 2000 involved three construction sites, all located in Bordeaux that specialized in
different components. The wings were built at Martignas, and the fuselages were fabricated at Argenteuil, with
final assembly taking place at Bordeaux-Merignac. The first prototype, Mirage 2000 No. 01, though, was hand
built at St Cloud, before being moved to Dassault's Istres facility for assembly. At the hands of Jean Coureau,No.
01 made its first flight on 10 March 1978, a mere 27 months after the programme go-ahead. During the 65-minute
flight, Coureau took the aircraft to Mach 1.02 without afterburner, before climbing to more than 12,000 m and
accelerating the aircraft to Mach 1.3. By the end of May, the aircraft had surpassed Mach 2 and an indicated
airspeed of 650 knots. On the other end of the speed spectrum, the Mirage 2000 proved to be a capable low-speed
aircraft, as demonstrated at the Farnborough Air show in September 1978, during which Dassault pilot Guy
Mitaux-Maurourd raised the aircraft's nose to 25° angle of attack (AoA) as the aircraft slowed to 100 knots. Later
tests showed that the aircraft could attain 30° AoA while carrying fuel tanks and weapons.
Fig 2:Overview of Design

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The second prototype, No. 02, made its 50-minute first flight in September 1978 at the controls of Maurourd. The
aircraft was to test some of the avionics systems and the carriage of weapons. Due to a flame-out while on a
landing approach, the aircraft was lost in May 1984. No. 03 made its first flight in April 1979; equipped with a
complete weapons system, it was used for radar and weapons trials. After 400 hours of flight, they were sent
to Centre d'Essaisen Vol, flight tests centre. Although three prototypes were ordered in December 1975, Dassault
constructed an additional fourth single-seat demonstrator for its own purposes, which embodied lessons on the
earlier aircraft, namely the reduction in fin height and an increased fin sweep, redesigned air inlets, and an FBW
system. The only dual-seat Mirage 2000B of the test program first flew on 11 October 1980.
The first production Mirage 2000C flew on 20 November 1982.Deliveries to the ADA began in 1983. The first 37
Mirage 2000Cs delivered were fitted with the Thomson-CSF Radar Doppler Multifunction, and were powered by
the SNECMA M53-5 turbofan engine. The 38th Mirage 2000C had an upgraded SNECMA M53-5 P2 turbofan
engine. The Radar Doppler Impulse built by Thales for the Mirage 2000C entered service in 1987. It has a much
improved range of about 150 km, and is linked to Matra Super 530D missiles, which are much improved
compared to the older Super 530F. Look-down/shoot-down capabilities are much improved, as well, but this radar
is not usually used for air-to-surface roles.

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CHAPTER 2
AIRCRAFT STRUCTURE

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AIRCRAFT STRUCTURE
Fuselage
 Fuselage is of semimonocoque construction.
 The structure is mainly of light alloys,consisting of frames,stringers and skin with a series of internal floors
and webs.
 Dural rivets are used for assembly and blind rivets in areas only accessible from one side.
 In fuel tanks,the standard stringers are spot welded to the skin for high quality sealing.
 Fuselage is madeup of 35 frames either machined from heavy plate stock forged in 2024 or 2214 alloy
metal sheet which is chemically milled with reinforcement for riveting to frame work.
 Fuselage dimensions,
a)Approximate length 11.4m from frame1 to rear end of tail fairing.

b)Maximum height of 1.6m.
c)Maximum width of 2.20m.
d)Wetted surface area of 55m^2.
Nosecone
 The nosecone is a compact assembly comprising of a randome.It is a moulded structure of fibre glass.It is a
resin impregnated glass laminate that is riveted on light alloy ring,which gives strength and shape.An
airspeed probe is screwed into randome nose tip.The nosecone is pressurized and air conditioned and
serves as a protective housing for radar.Maximum diameter of nosecone is 827.7mm and length is
2479mm.
 The nosecone is attached to fuselage frame1 by four fasteners, two located on upper half and two located
on lower half. Two locating studs mounted on the upper part of frame1,enable positioning of cone for
attachment.

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Tailcone
The tailcone is rear most part of fuselage which acts as a shroud for engine nozzle,upto cold flaps.
 The tailcone has external dural skin and an internal titanium skin both riveted to form sheet frame
work.The cone has cut out on top of overhang support and at rear,an elastic titanium fairing that seals off
the engine compartment.The cone is attached to frame 35 by six locating pins and four self
lockingbolts.The bolts are accessible through quick opening doors.
Wings
The overall objectives of Wing design is to achieve:
 Light weight structure
 To meet aerodynamic structure
 To accommodate parts and equipments.
Lightness of structure
The structure of wings is light due to the following:
 Choice of low wings, avoidance of longer and heavier fuselage which would have been a requirement if
undercarriage was installed on fuselage. It also keeps undercarriage link is simple.
 Choice of Delta wing simplifies and lightens the airframe, avoiding a tailplane.
 The main box structure of the wing is made to share the overall bending moment of the wing. The Load is
spread over the two spars and the skin and the load over the fuselage wing attachments point is reduced, it
keeps the link pin to reasonable size.
 The flaring of Fuselage contours at the wing roots facilitates wing to fuselage tail in keeping CP as close as
possible to the aircraft planes of symmetry, thus Reducing bending moment to be transmitted. It also
provides an increased available volume for easy accessibility of attachment links and maintenance point.
 Use of composite materials for Elevons and main wheel Floating planes weight considerably around 20%.

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Aerodynamic objectives
These are as follows: –
 The goal of optimum aircraft handling requires a very large Wing surface.
 Leading edge Camber is reduced to improve supersonic drag.
 At subsonic speed advantages are gained by installing mobile slats on Delta Wing.
(¡) enhanced operating margin at max C2, 15% at Mach 0.7.

(¡¡) considerable decrease in drag at given lift, 25% at Mach 0.7.
Dimensions:-The dimensions are as follows –

 Reference surface – 41 m²
 Surface actually built – 26.4 m²
 Leading edge sweep angle – 58°
 Trailing edge sweep angle – -345°
 Dihedral- -1°
 Incident setting – 0°
Control surface movements

The control surface movements are as follows –
 In board ELEVON – +16° -25°
 Outboard elevon – +16° -25°
 Airbrakes – +55° -68°
 Leading edge slats – 17.5° in board, 30° outboard.

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Distance from aircraft plane of symmetry

The distances are –
 Wingtip – 4.565M
 Station 1 – 2.3 M
 Station 2- 3.3 2M

Weight
The weight of the structure is
 Wing structure–2×565 kgs
 Wing assembly – 2×710 kgs
Composition of Wing
Each wing comprises of the following –
 A fixed structure assembly including mean box structure a deflector box structure and a fix leading edge
box structure.
 Two leading edge mobiles slats.
 Airbrakes, consisting of top and bottom panel linked mechanically.
 Two elevons covering entire trailing edge.
 A fairing door.
Main box structure

The main box structure comprises of three spars, 10 ribs and two skin panels.The boundary is formed by: –
 Main spar-1
 Front spar
 Rear spar
 Wing root rib-1

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Wing- fuselage attachment link

There are six attachment points for follows
 Link Rod one between frame number 17 and 18, which balances the forces acting on the wing leading
edge.
 Vertical link Rod at frame number 22, which takes up torsion load forward of the undercarriage
attachment.
 A wing at frame 19.
 Two main attachment fittings at main spar 122.
 A hinge at wing deflector false spar.
Windscreen
The windscreen is the curved, removable, single piece transparency that is clipped onto The front and rear Canopy
arches, Secured by retaining strips and bottled to the side support brackets.
The windscreen consists of inner laminate of ordinary acrylic, A film of Polyvinyl butyral of 1mm thickness and
outer laminate of drawn acrylic. The overall nominal thickness is 23mm.The windscreen is sealed by an inflatable
seal operated by pilots cockpit handle.
Canopy construction
Canopy is a one piecebubble having a thickness of 9mm and fitted with frigilization system.
The bubble is mounted on the frame assembly. The machine frame consists of three vertical electrical stops and
one locking roller on each side. The latches are guided by the three roller on the cabin frame. The canopy opens
upwards providing about its upper rare part by means of hooks each engaging between two rollers which are
mounted on the cabin arch.A hoisting point is located on the rear of the canopy. The canopy is held in open
position by a balancing Jack.

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Shock cone
The air intake shock cone is 1.4mm long and is formed by a front 15° cone, A second 25° truncated cone and a
semi cylindrical section of varying diameter. It is supported on circular titanium tracks that slide on roller
assemblies in the fixed structure. A screw jack controlled by a motor driven reduction gear displaces the shock
cone. A screw on door gives access to the jack universal joint pin on the cone.
Elevons
Trailing edge of each wing is fitted with and in board elevon hinged on three bearings, and Outer board elevon
hinged on four bearings. Each ELEVON consists of box structure in composite material including of false spar,
which supports hinged bearings and Drive fittings.
The box structure comprises of :-
 Two skins top and bottom , cross woven high strength Carbon fiber. Thickness of skin varies from 3.6mm
at false spar to 9mm at trailing edge.
 A AG 5 honeycomb core with different densities at different areas. The honeycomb is machined on both
the sides because of changes in shape at Wing root ribs.
 A front false spar in several sections and one end rib made of high-strength carbon and other ribs are of
titanium.
 One light alloy leading edge consisting of two flanges supported by small ribs applied after curing.
 At trailing edge a staple applied after curing links the end ribs. With the exception of leading edge and
trailing edge staple all these parts are assembled by pressurized hot bonding. The structure is sealed by
internal fitting of corners and trailing edges before curing and by external sealant beads after curing.
Bonding is by continuity of metal structure all way around the box.
 On the outboard elevon, a removable metal shroud has glass fiber containing on bottom surface for
continuity of contours with the direction finder unit fairing.

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Vertical Stabilizer
 The vertical stabilizer is the fourth Main structural assembly of an aircraft and it consist of the following –
 Leading edge
 The main box structure
 Fin tip fairing
 A composite materials rudder
 Fin route fill it and fairing assembly blending with fuselage.
Slats
1. Purpose
The slats are installed on the aircraft for the purpose of reducing induced drag at an increaded angle of
attack and enhance lateral stability.
2. Description:
There are two slats on each wing. Each slat in activated by two screw jacks. Each wing has 4 jacks which
are driven by a single geared motor powered by the ancillary equipment branch of hydraulic circuit number
1 through an electric selector valve.
3. Modes of operation:
There are 3 modes of operation,
a. Auto-pilot’s control in central position.
b. Retracted-pilot’s control to rear.
c. Extended-pilot’s control forward.

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4. Characteristics:
a. Angular travel of inboard slats: 17°30’
b. Angular travel of outboard slats: 30°
c. Travel time from RN to SN at minimum speed: 2 seconds
d. Emergency retraction travel time for SN to RS : 3.2s
e. Auto or SN mode travel time: 2.7s
5. Slat Warning :
The occasions for Slat warning lights are :
a. Disengagement of slat control mode resulting in loss of automatic function.
b. Double EFCS failure. In this case flight envelope light comes ‘on’ at the same time as the slat light.
c. Selection of extended mode.
d.
Airbrakes
An airbrake consist of a top and bottompanel mechanically linked and is mounted on each wing.
A carriage mounted on rilson-coated skids moves along rails riveted to machined ribs.
Forward movement of carriage open a caliper link consisting of two turn buckle type rods,
each of which drives one of the panels. In the closed position each of the panels rests on two adjustable
snubber stops which determines its position in the wing contour.
 Components:
Airbrake jack
Airbrake control switch 3C
Airbrake control Relay 4c
Airbrake selector valve 5c
Airbrake micro switches 6c & 7c
Ground safety switch 9G

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 Airbrake priority switch:

On the left hand console in the rear cockpit, the cockpit has an Airbrake priority switch protected by a
guard. This switch can be used if necessary to disable the air brake control in the front cockpit.
The priority switch has two positions:-
Guard down : Both airbrake controls – front cockpit 3C and rear cockpit 203C are effective.
Guard raised and switch set to AFT only: Only the rear cockpit and brake control is effective.
Shock cones:
The shock and provides the air supply required by the engine in supersonic flight. The shockconeposition is
controlled by the mach number and increases in mach number extends the shockcone. Shockconecan be
controlled in the following two modes:
a) An “AUTO” Control
b) An “ EMERGENCY” retraction control: “R”.
Scoops:
The purpose of scoops is to increase our supply to the engines in a given area of light envelop.
The scoops are controlled by means of two hydraulic jacks. The jacks are supplied by the ancillary branch of
hydraulic circuit number one and it is controlled by an identical electro distributor. The scoops extend when the
jacks are supplied with hydraulics fluids and retract when the supply is cut off. The electro distributor is supplied
from the load shed bus bar. The control modes are the following:
a) AUTO
b) R(retracted)

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CHAPTER 3
ELECTRICAL FLIGHT CONTROL SYSTEM

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ELECTRICAL FLIGHT CONTROL SYSYTEM
In this system the linkage between the pilots control stick and pedals and the driving devices servo actuators are
electric and not a mechanical system of connecting rods and cables like conventional aircraft. This system is
known as all electric because no mechanical backup linkage is provided
The role of EFCS is not merely limited to provided a linkage between the pilots input and the units driving the
control surface. It includes sensors for detecting the aircraft motion and its aerodynamic environment and the
computing devices necessary for generating the control surface commands.
The most important advantage of the system is that it is able to stabilize an aircraft that is basically unstable for
reasons related to aerodynamics or centre of gravity.
Salient features of EFCS:-
Control of a longitudinally unstable aircraft

Stabilization is the key factor affecting the aircraft specifications. To maintain a satisfactory flight and piloting
characteristics and aircraft with conventional controls must be inherently stable about all its axis throughout the
flight envelope and under any combination of external stores.
This stability requirement will have the following effects –

A. Decrease aircraft performance.
B. Reduce the number of aerodynamic solutions.
C. Restrict the external store carriage capability.
These effects could be overcome by electric flight control system.

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The advantages of EFCS are :-
1)Adoption of rear centre of gravity

a)Compared to an aircraft with the conventional flying control there is a rearward CG shift by over 4%. Due to
this the clean aircraft is just stable or unstable with external stores or slat down.
b) To balance a stable aircraft, Nose up altitude of elevon is required the elevon lift is therefore negative and
decreases the wing lift. To balance and unstable aircraft stabilized by flight controls, note down altitude of elevon
is required.
c) In an unstable aircraft the aerodynamic force balance is much more favourable with an increase lift for a given
angle of attack and a reduced drag for a given lift.
2)Adoption of Delta wing

a) This results in structural gains in terms of weight and simplicity as well as aerodynamic benefits, specially at
supersonic speeds. The main disadvantage of it is, difficult to fit efficient high lift devices.
b) In an AC fitted with conventional flight controls and consequently with a higher longitudinal stability, this
drawback results in higher approach speeds and reduced maneuverability.
c)On Mirage 2000s this is compensated by the fact that the elevons generate lift.
3)Adoption of aerodynamic enhancement devices

a)It reduces induced drag at higher angle of attack, and drag for a given lift. It also gives and increase maneuver
margin for a given power setting.
b) Strake: It gives improved high angle of attack flight with corresponding improvement to the AC behaviour,
particularly in roll and enlarged angle of attack envelope and consequent increase in maximum lift coefficient.
c) The use of these devices on an AC with the conventional flight control should be very difficult due to the
significant effects they have on overall stability of AC.
d) The use of leading edge slats on an AC with conventional flight controls requires more forward CG locations.
4)Multiple external stores carriage requirements:-

These requirements are reduced to a simple problem of structural compatibility.

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CHAPTER 4
HYDRAULIC SYSTEM

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HYDRAULIC SYSTEM
1) Mirage 2000 consists of two independent circuits of hydraulic power generation. These circuits operate:
a) Certain systems independently without any standby.
b) Certain system using the same components but as redundant.
c) Certain other systems using different components but standby to each other.
The services operated are classified as essential services and ancillary services.
2) Services operated by circuit number 1:
a) Essential services:
(i) One barrel of each of the 4 elevons servoactuators and rubber servoactuators.
(ii) EFCS channel 1 motor driven alternator
b) Ancillary services
(i) normal undercarriage and door system
(ii) normal and engine run up breaking
(iii) shock cones
(iv) slats
(v) AIRBRAKES
(vi) Scoops deflector.
3)Services operated by circuit number 2:

They are as follows:
a)Essential services:
(i)One barrel of each of 4 elevons servo actuators and rudder servo actuators.
(ii)EFCS channel 2 motor driven alternator.
(iii)Emergency and parking brake.

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b)Ancillary services:
(i)Emergency extensions of u/c.
(ii)Nose wheel steering.
4)Service operated by both circuit number 1 & 2:

The following services are operated by both systems using same components:
a)Braking system using same components.
b)Servo actuators and u/c extension system.
Emergency hydraulic power:
General: In case of a failure of circuit number 2 an emergency system will be activated for supplying of hydraulic
power to the following services.
a)5 servo actuators.
b)EFCS channel motor driven alternators.
c)Emergency and parking brake alternators.
Description: The emergency system consist of an electric pump mounted on the bypass of circuit number to power
supply, the rating of pump with power supply is:
a)18V DC: 220 bars-7.6 ltrs/min.
b)28V DC: 195 bars- 12 ltrs/min.
Self pressurized reservoir:

The purpose of the reservoir is to store the hydraulic fluid required for operation of various services and to
provide fluid to the pump with a positive feed. It also provides various indications and controls regarding the
hydraulic fluid content.

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Self regulatingpump:The purpose of self regulating pump is

a) It delivers pressurized hydraulic fluid required for operation of various system and components.
b) It’s starts or stops delivery automatically as the function of the system requirements.
Bypass valve:
The purpose of the bypass valve is to shut the system number one hydraulic pump load from the accessory
gearbox during engine starting. It is done by interconnecting the pressure and return lines of the system, till the
pressure reaches a certain value.
Ancillary isolation valve:

The purpose of 12 M is to cut off the hydraulic fluid supply when it is electrically energized.
HP connecting block:
The HP connecting block distributes HP hydraulic fluids, delivered from the self-regulating pump or from the HP
aircraft ground connection, two ancillary system in each hydraulic circuit. The pump is isolated by the integrated
nonreturn valve. The connecting block features of filtering element, pressure switch pick off and a clogging
indicator.
Flexible drive shaft:

The flexible drive shaft is used to transmit a rotary element from the engine power take of two accessory gearbox.
Each shaft end is fitted with a pair of flexible flanges. A ball joint is also provided at it soft and in the plane of the
flexible flanges.

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CHAPTER 5
UNDER CARRIAGE

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UNDERCARRIAGE
1. The AC has a retractable tricycle undercarriage consisting of the following:

a) Two symmetrical main undercarriage units each fitted with a wheel and hydraulically control disc
brakes.
b) A nose undercarriage fitted with a twin wheel which is steered by electro hydraulic system.
2. The main characteristics are as follows:

1. undercarriage track 3.5 m
2. Wheel bare 5mtr
3. The nose wheel steering control is effective over a range of 45° on either side of the
AC centerline.
4. The steering lock during touring is 45°.
3. Retraction and extension of the undercarriage is controlled by an electro hydraulic system. Hydro
mechanical system permits emergency extension of the undercarriage. Each undercarriage is locked in the
down position by a brace stick jack, and in the up position of an up lock.
Brake assembly:
The brake assembly basically consists of:
a) A structure.
b) A heat sink or functional block.
Nose undercarriage:
 Nose Undercarriage is of direct type with and also pneumatic shock absorber incorporated in the cylinder.
It is hinged at the lower section of the fuselage and retracts rearwards. Twoself aligning bearings screwed
to the front of the fuselage accommodate u/c trunnions.

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 It features an electro hydraulically driven steering control which also serves as an shimmy damper. The leg
has a mechanical nose wheel Centre in device which operates when the shock absorber is in extended
position. U/c actuation and down locking are achieved by a break strut, Jack. The nose UC is fitted with
two wheels mounted in the twin wheel arrangement on a drawn axel.
Brake System
The aircraft has two independent brake systems:
a. A normal braking system which is supplied with hydraulic power through circuit number one. This
system is operated through the brake pedals and provides:
i. Progressive differential breaking which is normally controlled by an antiskid system.
ii. (ii)Non-differential braking which is used during engine run up and is obtained when
breakpedals are fully depressed the throttle is set to fully power and the nose u/c shock
absorber is compressed.
b. An emergency braking system which is supplied with hydraulic power through out two and
provides:
i. Progressive differential braking obtained through brake pedals.
ii. (ii)Non-differentialbreaking obtained through the parking brake lever, used to hold ac
station.

MVJCE, Bengaluru
Antiskid system:
 The antiskid system Box 84G controls breaking so as to keep adhesion of wheel to which brakes are
applied as close as possible to its maximum valve. As adhesion varies with slip gauge, regulation Box 84G
adjust the rotation speed of wheel to which brakes are applied around a speed reference value. This value
corresponds to a given slippage value which provides a maximum adhesion coefficient according to
velocity of aircraft landing role speed.
 The anti skid system function as a braking regulators. It comprises a detection system which measures the
rotational speed of the wheel and delivers this data to regulation box. A computing system parameter
determines this slip gauge which gives maximum tire adhesion. A regulation system makes the wheel to
which brakes are applied to rotate at the speed giving the required tire adhesions to ensure optimum
breaking through servo valves
Nose wheel steering system:

 The directional control of aircraft on ground is achieved by nose wheel steering system. This is a electro
hydraulic system which uses the pressure supplied by hydraulic circuit 2.The driving component is a
double action Jack five which is mounted on nose undercarriage. It causes the torque tube to rotate via a
rack mechanism. When the nose u/c is compressed nose wheel steering system electrical circuit
isenergised by energising relay which grounds electric selector valve. When engagement push button on
control stick is depressed, bistable relay 51G is energised through relay 49G. 51G bistable relay energise
the relay of electronic amplifier 43G causing energisation of electric selector valve.
 Rotary selector valve is supplied with hydraulic power and allows free fluid flow through filter. Pressure
switch 21G which is supplied through same branch causing the light on 9G to come on when the pressure
reaches between 20-28 bar.

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Drag Chute:
The aircraft is equipped with drag chute which is stored in the lower section of rear fuselage. The various
mechanisms are electrically powered from an integral circuit in the drug Chute arrestor hook register box.
 Hook fitting:
This fitting is mounted in lower section of rear fuselage and is protected by removable fairing which
consist of linear actuator 76G, A telescopic rod and drag chute . The fitting consist off after hoisting point
off the AC.
 Drag Chute hook:
It consist of two joints which support the load of drug shoot when it is streamed. The locking position
which is actuated by spring moves stand which locks jaws. On the ground setting ring allows hook to be
locked.
 Container: the container is mounted in fuselage box structure and hinges about hook fitting of drag chute
Mechanism. And dejection flap is automatically opened by to spring when container is fully fitted. A
safety pin which holds ejection flap is in position while container is closed. The container can be extracted
after manual unlocking of latch 77G.
Fig 3:Drag chute

MVJCE, Bengaluru
CHAPTER 6
FUEL SYSTEM

MVJCE, Bengaluru
FUEL SYSTEM:
The fuel is stored in structural tanks and if required in drop tanks. The fuel system has following features:
a) Pressure filling of all the tanks at single filling point, on ground
b) In-flight refueling.
c) Gravity filling of feeder tanks, lateral tanks and drop tanks, on the ground.
d) Automatic fuel transfers to feeder tanks by pressurizing various tanks, the low pressure pumps, Which
supply the engine in parallel through single line, are located in feeder tanks.
e) Pressure drainage of tank at single point .
f) Individual drainage of each tank from separate connections.
Tanks:
The fuselage and wing tanks are divided into left and right group that are usually located in flight and ground. The
tanks are integral with structure.
Fuselage tank:
The front group of tanks, is limited by frame 17 and 20. It includes:
 Two symmetrical lateral tanks :
These tanks around the air intake. Access to each tank is through a lower lateral door between
frames 19 and 20 through a lower lateral screw on skin panel between frame 17 and 20. The vapour
in the lateral tank is relieved through no fuel valves.
 A central tank:
It is bound by side walls of air intake and by two forward sloping floors. Access to tank is through
a door in the lower machined floor between frame 17 and 17. To lower pipes fitted with non-
written flap valves allow fuel to flow from central to lateral tanks. The vapour is relieved through
two upper lines connected to lateral tanks.

MVJCE, Bengaluru
 Two feeder tanks:

 The feeder tanks extend from frame 20 to 31. The tanks are symmetrically except that there is a cutout in
left feeder Tank on the upper panel between frame 28 and 29. At back and bottom of feeder tanks, mini
feeder tanks are located.
Wing tanks:
The main box structure of each wing forms an integral tank delegated buy Main wing spar, The rear spar and ribs
One and nine. The forward wing tank is connected to Main wing tank through a pipe routed along with Main u/c
cylinder.
Drop tanks:
Three external drop tanks, one under each wing at section one and one under the fuselage, can be fitted to aircraft.
Capacity of tanks:
a) Front group tank - 930 kgs.
b) Feeder tank group - 1180 kgs.
c) Mini feeder tanks have - 1050 kgs.
d) Wing tank – 1295 kgs.
e) Wing drop tank (1700 ltrs) -1295 kgs.
f) Ventral drop tank – 980 kgs.

MVJCE, Bengaluru
CHAPTER 7
AIR CONDITIONING AND PRESSURIZATION SYSYTEM

MVJCE, Bengaluru
AIR CONDITIONING AND PRESSURIZATION SYSYTEM

The purpose of air-conditioning and pressurization system is to maintain suitable conditions in the cabin
and equipment bays for satisfactory completion of mission. The system performs the following function:
a) Inflation of the canopy and windscreen seals.
b) Cabin pressurisation.
c) Windscreen Demishing.
d) Cabin Ram air ventilation.
e) Air conditioning system decontamination
f) Cabin and equipment bay temperature regulation.
g) Radar pressurisation.
Description of air-conditioning system:

 The conditioning air is tapped from last stage of engine compressor by means of a Main fold connected to
engine by two intakes. An articulate pipe with three ball joints connects the manifolds to the air-
conditioning system. The ball joints absorb expansion and pressure surges. The temperature at PS4 is
approximately 300°C and pressure and pressure is nine bars. The rigid lines are also attached on tilting
supports for taking up expansions. Almost all the system lines are heat insulated. The air is then directed to
pre-cooler. The pre-cooler is ventilated bye:
a) Air trapped from engine as duct when duct pressure exceeds the outside pressure.
b) Air trapped from outside the AC when the pressure in the engine duct is lower than
the outside static range. In this case the flow of ventilation air is reversed and is
called as reversal range.

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Cabin pressurization:
The cabin is sealed by canopy and windscreen inflatable seal system. The system comprises of the following:
a) A non-return valve 25
b) A seal inflation Conductor 32
c) The seal system pressure measuring connector 33
d) A PR reducing relief valve 26
e) A3-way valve 27
f) A canopy seal deflation lever 29
g) A canopy and windscreen seal 30
The NRV isolates the seal system from the supply system in the event of supply failure and during seal
pressure supply tests. The pressure reducing and relief valve reduces the pressure to 1900+150 M bars and
relieves pressure when it reaches 2250 m bars.
Cabin pressure regulation system:

The cabin is automatically pressurized by controlling the conditioning and venting. The air is vented through
pressure regulator and safety valve. It compresses the cabin pressure with outside static pressure and maintains an
over pressure in the cabin. To avoid poor cabin pressurisation due to insufficient flow in the descents with the
throttle fully back, a differential pressure measures the pressure difference add cabin inlet and downstream of
turbine. As soon as cabin pressure exceeds or equals the turbine outlet pressure, the computer receives a signal
limiting the position of the valve and 12 is kept on the minimum of 33%. The pressurisation function is given
Priority over the temperature regulation range.

MVJCE, Bengaluru
CHAPTER 8
RADIO SYSYTEM

MVJCE, Bengaluru
RADIO SYSTEM
Introduction to radio system:
The radio system on Mirage 2000 aircraft is essentially divided into
a) Inter-communication system
b) Radio communication system
c) Radio navigation system
a) Inter-communication system:
The inter communication system enables the use of radio communication and radio navigation equipment.
It also enables audio reception and ECM, aircraft alarms and missile parts from telephone
communication with the ground crew. In two seater aircraft the inter communication system facilitates
interphone between the two cockpits.
b) Radio communication system:

The radio communication system is intended for two main voice communication between aircraft and
ground system and between two or more aircraft .
the radio consist of to transceivers viz a v/vhf and a vhf with associated control units and are being used by
a common so cute of intercom selector. The system operates in the frequencies ranging from 118.000
MHz 2155.975 MHz in VHF and 2 to 5.00 MHz to 399.975 MHz in VHF.
c) Radio navigation system:

The aircraft radio navigation system are intended to deliver information needed for navigation and piloting
using ground base stations. They are:
a) the TACAN tactical air navigation system
b) the VOR/ILS
c) The ILS marker beacon system.

MVJCE, Bengaluru
AF communication system:
The system enables,
a) Use of radio communications and radio navigation equipments.
b) Audio reception of
(1) Electronic countermeasures and aircraft alarms.
(2) Missile signals.
(3) Telephone communication with the ground crew.
(4) Use of push to talk location for selection of the ILF responder position identification function.
The system consist of,
 an intercom system composed of an intercom selector in cockpit and NICS junction box, this
system has also Filtering function and intercom selector power supplies.
 a ground telephone connector for telephone communication between the pilot and the ground
crew
 a push to top button available to the pilot.

 the pilot headset.
 a tape recorder connector for connection between the intercom system audio so cute and a tape
recorder. This connector is also used for closing the tape recorder power supply circuit.
RF communication system:
 The aircraft radio communication system is mainly intended for two way voice communications
between the aircraft and the ground stations or between the aircraft and other aircraft. The system is
mainly composed of two transceivers equipments:
 The VHF transceiver and a V/VHF transceiver. Both transceivers or controlled from their own
control units and used by the common circuits Of the intercom system.

MVJCE, Bengaluru
 The two radio transceivers enable the pilot to communicate within the VHF and VVHF bands,
either in transmission or in reception mode. Both transceivers are connected to a BIP pushbutton
permitting the Simultaneous transmission from the both sets of 1000 Hz signals intended for the
control tower and confirming that the undercarriage is down and lock. Search double transmission
is independent of the intercom system selection. The VVHF transceiver is provided with a
frequency receptor displaying the manual frequency and channel selected on the control unit.
VHF system:
The VHF system is used for air to ground or air to air A2 & A3 two way Communications in VHF mode.
The system includes
1. VHF transceiver
2. VHF control unit
3. VHF antenna.
VHF push to talk, microphones and audio connections, links the transceiver to the flight crew intercom. It
also receives the transmission command from configuration panel.
V/VHF system:
The V/VHF System used for air to ground or add to add to voice communications in VHF or VHF mode.
It includes a guard receiver whose frequency can be present. This receiver can be switched on by the
setting the control unit function selector to a particular position with the transceiver is in operation. Besides
a particular position of the control unit Mode selector enables immediate two-way communication on the
present high or rapid or fast guard frequency, independently of the frequency or channel selected. The
system includes,
1. V/VHF transceiver
2. V/VHF control unit
3. V/VHF antenna

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Emergency Marker Bacon search and rescue bacon equipment:

 To elevate all forms of distress where human life is in danger, the nearest SAR organization needs to be
alerted to distress and must also be able to locate quickly the exact position. Previously visual aid were
used. Today’s most efficient method is radio. The SARBE – five survival radio can be either man mounted
on the life pressure, a survival vest or a flight suit or it can be showed inside a PSP or in life raft. The
activating pin is provided into alternative forms, one with a webbing strap connected to the pin by a key
ring and the other with a nylon cord to the pin, with a key ring for attachment to the manual release tab to
certain life pressures and survival vests.
 For use in life pressures and life rafts, the antenna is connected to the radio by an extension coaxial cable,
known as flexible sleeve antenna attachment. This enables the Antenna to be clear of the water on the
pressure or as possible on the raft and the design of the attachment provides for increased radiation of
transmission when the antenna is not plugged into the metal case of the radio. The attachment has a special
lock not on the connection to the radio.
 Special pockets are to be provided on life pressures, flight suits, several vests or life rafts to contain the
radio. This should be designed to allow for easy operation, easy access for removal, but proof against blast
effects, especially during ejection sequences.
Radio navigation system:

Some of the different airborne system, which delivers information used for navigation and piloting,
requires the use of ground-based stations. These systems, which are described below constitute the radio
navigation aids. They are,
1. TACAN system
2. Marker Beacon system
3. VOR/ILS system

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1) Tactical air navigation system (TACAN) :
The TACAN system is an airborne navigation app consisting of an interrogator-receiver, which

communicates with a ground radio station or another aero plane system. The combined airborne and
ground equipment constitutes a Polar coordinate radio navigation system, which supplies the aircraft with
continuous combined bearing or distance information, and an intermittent audio identification signal in
Morse code.
The TACAN system is linked to:
a) the intercom system which receives the TACAN audio output.
b) The IFF responder and counter measures compatibility bar further desensitization links.
2) Marker bacon system :
It consist of marker Bacon receiver and antenna . It delivers an aircraft over becomes signal to the symbol
generator unit And the spherical indicator and the marker break and audio tone to the ICS.
3) VOR/ILS System:
It consists of a receiver a control unit and to paired antenna. If the VOR frequency selected, though we
ORILS system delivers the way oh are relative bearing and validity signals, which controls the
movement of the signal pointer and the corresponding flag. If an ILS frequency selected the lateral and
vertical deviation signals and LOC and GS validity signal delivered by the VORILS systems are used
by,
a) the autopilot system.
b) the symbol generator unit for display is the symbolic runway, guidance window and excessive
deviation reticles in the HUD.
c) the spiracle indicator.

MVJCE, Bengaluru
CHAPTER 6
M53-P2 ENGINE

MVJCE, Bengaluru
INTRODUCTION TO M53-P2 ENGINE
1. Engine from two points of view:

a) General structure
b) Modular structure
2.Structure of the M53 P2 engine can be further divided into:

a) Rotor
b) Frames
c) Case
3.Rotor:
a) Definition: The rotor consists of all the moving parts or assemblies which are supported by the bearings
and which rotate when engine is running.
b) Functional Description: The rotor assembly consists of three sub assembles namely,
i. LP compressor rotor1`
ii. HP compressor rotor
iii. Turbine rotor
These three assemblies form a single rotor assembly which is supported by two roller bearings and one ball
bearing. The ball bearing also absorbs the axial loads in addition to the radial load generated by the rotor.
i. LP compressor rotor: The LP compressor rotor consists of –
a) Spinner assembly.
b) LP compressor spool assembly which carries the stage 1,2&3 rotor blades.
c) LP shaft
ii. HP compressor rotor: The HP compressor rotor-
a) Front stub shaft
b) HP compressor spool assembly which carries the stage 4,5,6,7&8 rotor blades.
c) HP compressor rear shaft.

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iii. Turbine rotor: The turbine rotor consists of-

a) Two turbine disks, which carry stage 1and 2 rotor blades.
b) Rear stub shaft
4. Frames:
Frames are three components which support the rotor through bearings and transmit the thrust generated by the
engine to the airframe
5. Functional description:
The two main engine frames-
a) Intermediate case at the front, which carries bearings No.1&2& inlet gear which support the rotor.
b) Turbine frame at the rear, which carries bearing No.3 support the rotor.
6. Details of main engine frames:

a) Intermediate case consists of two concentric cases, connected by eight hallow struts.
b) Outer case carries the main point use to mount the engine in the airframe.
c) Various tubes and the engine accessory drive shaft run through the hallow struts.
d) Inner case carries No.1 & 2 bearing supports.
7. Turbine frame:
a) Turbine frame fan duct, which carries the secondary engine mounting points. This is connected to No.3
bearing three links (Strut 2,5 & 8).
b) Two concentric case connected by nine hallow struts.

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Fig 3:Rotor
8.Casing:
Casing are static parts or assemblies whose main function is basically aero dynamic (from the air flow channels
and to separates the two flows).
A. Functional description: Airflow is guided by-
1. Air intake adapter
2. LP compressor case
3. Intermediate case
4. HP compressor case

MVJCE, Bengaluru
5. Fan duct
6. Combustion chamber outer case
7. Turbine case
8. Turbine frame
9. AB duct
10. Exhaust nozzle
HP compressor case includes a flow splitter to divide the total airflow into to separate-
i. Core engine flow

ii. Fan flow
Core engine and fan flow are then recombined downstream of the flow separation wing. The two diffusers
mounted in series in the fan flow make it possible to optimize the bypass ratio over the whole fight envelope.
9. Modular design: This is divided into 12 major modules

a) Module 1: Low pressure (LP) compressor
i. Air intake spinner
ii. LP compressor rotor
iii. LP compressor stator
b) Module 2: Compressor frame assembly
i. Intermediate case
ii. Inlet gear box housing
iii. LP shaft
iv. Front stub shaft
v. Fan duct
vi. Compressor delivery case
vii. Combustion chamber cases

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c) Module 3: High pressure (HP) compressor

i. HP compressor rotor
ii. HP compressor stator assembly
iii. HP compressor case (flow splitter)
d) Module 4: Combustion chamber
i. 12 dual fuel carbureting tubes and chamber dome baffles.
ii. Annular combustion chamber
iii. HP compressor case (flow splitter)
e) Module 5: stage 1 turbine nozzle guide vane assembly.
f) Module 6: Turbine
i. Turbine rotor
ii. Turbine case and stage 2 turbine nozzle guide vane assembly
g) Module 7: Turbine frame
i. Turbine frame fan duct
ii. Turbine frame inner and outer cases
iii. Fixed fan flow diffuser
iv. No. 3 bearing support
v. Exhaust cone
vi. Flow separation ring
vii. DSV flaps
h) Module 8: After burner diffuser
i. AB diffuser
ii. Upstream and core spray burner rings
iii. Fan spray burner ring

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i) Module 9: After burner duct

i. Thermal protection linear
j) Module 10: Exhaust nozzle
i. Nozzle support
ii. Flap actuation and synchronizing system
iii. 15+1 Hydraulic actuators
k) Module 11: Air intake adapter
l) Module12: computer

MVJCE, Bengaluru
CONCLUSION
Overall, I would describe my internship at Mirage Department of Overhaul Division as a

positive and instructive experience. This internship has been an excellent and rewarding one.
When I first started, I did not think that I was going to be able to make myself sit in an office.
Once I realized what I had to do I organized my day and work so that I was not overlapping
or wasting my hours. I learned that I needed to be organized and have questions ready for
when it was the correct time to get feedback. The friendly, welcoming staff and the space
they have created for a trainee/intern allowed me to learn, know and motivate myself. This
experience not only brought out my strengths but also my weaknesses to which I would work
upon and overcome.
It gave me lots of benefit and positive changes that enable me to enter the working
environment. Through this training, I was able to gain new insights and a more
comprehensive understanding of the real industry working condition and practice. The 4
weeks of training has provided me with the opportunities to develop and improve my soft
and functional skills. All of this valuable experience and knowledge that I have gained
were not only acquired through the direct involvement in the task given but also through
other aspects of the training such as work observation, interaction with the staffs and
local people.

MVJCE, Bengaluru
REFERENCE
 Mirage 2000 Tetra School Training Notes
 https://en.wikipedia.org/wiki/Mirage lo.

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A

VISVESVARAYA TECHNOLOGICAL UNIVERSITY

DEPARTMENT OF AERONAUTICAL ENGINEERING MVJCE I

DASSAULT MIRAGE 2000 AIRCRAFT” is a Bonafide work carried out by,

In partial fulfillment for the award of degree of Bachelor of Engineering in Aeronautical

S C GUPTA Dr.P MAHABALESHWARAPPA

Name of Examiners: Signature with date:

DEPARTMENT OF AERONAUTICAL ENGINEERING MVJCE II

I, GAGANIKA H M hereby declare that the entire work titled as “GENERAL

College : MVJ College of Engineering, Bangalore

DEPARTMENT OF AERONAUTICAL ENGINEERING MVJCE III

I am extremely thankful to the officials of this esteemed company for sharing

I convey my sincere gratitude to my Academic Guide Dr.P Arunagiri.Without his

DEPARTMENT OF AEROSPACE & AERONAUTICAL ENGINEERING MVJCE IV

DEPARTMENT OF AEROSPACE & AERONAUTICAL ENGINEERING MVJCE V

CERTIFICATE… ................................................................................................... ….I

3. Electrical Flight Control System…………………………………………………12

7. Air conditioning and Pressurization System………………………………..……..26

8. Radio system ...................................................................................................... …...29

Department of Aerospace & Aeronautical Engineering, 1

Figure 1: Mirage 2000 ......................................................................................................... 02

Figure 2: Overview of Design .............................................................................................. 04

Figure 3: Drag Chute............................................................................................................ 22

Department of Aerospace & Aeronautical Engineering, 2

Department of Aerospace & Aeronautical Engineering, 3

INTRODUCTION TO MIRAGE 2000 AIRCRAFT

Fig 1:Mirage 2000

Department of Aerospace & Aeronautical Engineering, 4

Department of Aerospace & Aeronautical Engineering, 5

OVERVIEW OF THE DESIGN PROCESS

Fig 2:Overview of Design

Department of Aerospace & Aeronautical Engineering, 6

Department of Aerospace & Aeronautical Engineering, 7

Department of Aerospace & Aeronautical Engineering, 8

a)Approximate length 11.4m from frame1 to rear end of tail fairing.

Department of Aerospace & Aeronautical Engineering, 9

Department of Aerospace & Aeronautical Engineering, 10

(¡) enhanced operating margin at max C2, 15% at Mach 0.7.

Dimensions:-The dimensions are as follows –

Control surface movements

Department of Aerospace & Aeronautical Engineering, 11

Distance from aircraft plane of symmetry

Main box structure

Department of Aerospace & Aeronautical Engineering, 12

Wing- fuselage attachment link

Department of Aerospace & Aeronautical Engineering, 13

The box structure comprises of :-

Department of Aerospace & Aeronautical Engineering, 14

Department of Aerospace & Aeronautical Engineering, 15

Department of Aerospace & Aeronautical Engineering, 16

 Airbrake priority switch:

Department of Aerospace & Aeronautical Engineering, 17

ELECTRICAL FLIGHT CONTROL SYSTEM

Department of Aerospace & Aeronautical Engineering, 18

ELECTRICAL FLIGHT CONTROL SYSYTEM

Salient features of EFCS:-

Control of a longitudinally unstable aircraft

This stability requirement will have the following effects –