hindustan aeronautics ltd report 2013

8/22/2019 hindustan aeronautics ltd report 2013

http://slidepdf.com/reader/full/hindustan-aeronautics-ltd-report-2013 1/31

1

HINDUSTAN AERONAUTICS LIMITED

June 25th – July 24th 2013

TRAINING REPORT

Submitted by:-

Shivangi Gupta

1014321047

B.Tech

EN 4th Year

DEPARTMENT

OF

ELECTRICAL & ELECTRONICS

IMS ENGINEERING COLLEGE

NH-24, ADHYATMIK NAGAR, GHAZIABAD -201009



2

TABLE OF CONTENTS

Certificate......................................................................................................................... 3

Acknowledgement.............................................................................................................4

Abstract.............................................................................................................................5

Preface...............................................................................................................................6

Chapter-1

About Hindustan Aeronautics Limited..............................................................................7

Chapter- 2

SU-30...............................................................................................................................11

Chapter-3

Electronic flight instrument system..................................................................................13

Chapter-4

Full Authority Digital Electronics Control (FADEC)......................................................19

Chapter-5

LASAR.............................................................................................................................27

Suggestions......................................................................................................................28

CONCLUSION.................................................................................................................29

References........................................................................................................................30



3



4

MISSION

“ To become a global player in the aerospace industry ‘’

ACKNOWLEDGEMENT

It gives me an immense pleasure to present the report of the Project undertaken by me

during summer training. I owe special debt of gratitude to Mr. P. Pandey , Manager

(Training) at Hindustan Aeronautics Limited, Lucknow for his constant support and

guidance throughout the course of my work. His sincerity, thoroughness and perseverance

have been a constant source of inspiration for me. It is only his cognizant efforts that my

endeavours have seen light of the day.

I also take the opportunity to acknowledge the contribution of all the staff members at

HAL for their full support and assistance during the development of the project.

I am also very thankful to my HOD and faculty members Mr. Anil Naik Sir who have

suggested me to do the training from HAL.



5

ABSTRACT

This project is a study of some of the major electronic control systems that are used in

various aircrafts today. The main topics of concern in this project are:

1. SU-30.

2. Electronic flight instrumentation system

3. Full Authority Digital Electronics Control (FADEC)

4. Limited Authority Spark Advance Regulator

The control systems are used to keep a tab on the working of various parts in the aircraft

depending on either their software or implementations. Engine operating parameters such as

fuel flow, stator vane position, bleed valve position, and others are computed from this data

and applied as appropriate. Engineering processes must be used to design, manufacture,

install and maintain the sensors which measure and report flight and engine parameters to

the control system itself. They have varied usage in different instruments, mechanical

systems and electrical systems as well.



6

Preface

Training has misinterpreted by most of us as a platform for project

performation . Industrial training in true sense has been included in curriculumto make the student well versed with the technical procedure of various

industries, the basic criteria for management of various resources in a company

or industry. The educational institution sole aim by industrial training is to

improve the technical knowledge and to have a hand on experienced to make

them realistic in thinking, to understand the procedure for manufacturing

keeping mind the minute detail which will benefit the customer like nolearning is proper without implementation. Doctors, Lawyers, hotel

management student surely hold a upper hand. It’s because right from the

second year of their graduation they are made to face the world and their

problems with a tender mind. In due course of time slowly but steadily they,

develop a competitive attitude and have a definite plan and aim as they

complete their graduation. Unlike the pitiable engineers like us who are

completely isolated from industry. Therefore there should be industry

institutions made compulsory for every engineering institutes



7

CHAPTER 1

ABOUT HINDUSTAN AERONAUTICS LIMITED

THE FOUNDER OF HAL

Hindustan Aeronautics Limited (HAL) came into existence on 1st October 1964. The

Company was formed by the merger of Hindustan Aircraft Limited with Aeronautics India

Limited and Aircraft Manufacturing Depot, Kanpur. The Company traces its roots to the

pioneering efforts of an industrialist with extraordinary vision, the late Seth WalchandHirachand, who set up Hindustan Aircraft Limited at Bangalore in association with the

erstwhile princely State of Mysore in December 1940. The Government of India became a

shareholder in March 1941 and took over the Management in 1942. Today, HAL has 19

Production Units and 10 Research & Design Centres in 8 locations in India. The Company

has an impressive product track record - 15 types of Aircraft/Helicopters manufactured with

in-house R & D and 14 types produced under license. HAL has manufactured over 3658

Aircraft/Helicopters, 4178 Engines, Upgraded 272 Aircraft and overhauled over 9643



8

Aircraft and 29775 Engines. HAL has been successful in numerous R & D programs

developed for both Defence and Civil Aviation sectors.

HAL has made substantial progress in its current projects:

• Advanced Light Helicopter – Weapon System Integration (ALH-WSI)

• Tejas - Light Combat Aircraft (LCA)

• Intermediate Jet Trainer (IJT)

• Light Combat Helicopter (LCH)

• Various military and civil upgrades.

Dhruv was delivered to the Indian Army, Navy, Air Force and the Coast Guard in March

2002, in the very first year of its production, a unique achievement.

HAL has played a significant role for India's space programs by participating in the

manufacture of structures for Satellite Launch Vehicles like

• PSLV (Polar Satellite Launch Vehicle)

• GSLV (Geo-synchronous Satellite Launch Vehicle)

• IRS (Indian Remote Satellite)

• INSAT (Indian National Satellite)



9

Apart from these, other major diversification projects are manufacture & overhaul of

Industrial Marine Gas Turbine and manufacture of Composites.

HAL has formed the following Joint Ventures (JVs):

• BAeHAL Software Limited

• Indo-Russian Aviation Limited (IRAL)

• Snecma-HAL Aerospace Pvt Ltd

• SAMTEL-HAL Display System Limited

• HALBIT Avionics Pvt Ltd

• HAL-Edgewood Technologies Pvt Ltd

• INFOTECH-HAL Ltd

• TATA-HAL Technologies Ltd

• HATSOFF Helicopter Training Pvt Ltd

• International Aerospace Manufacturing Pvt Ltd

•

Multi Role Transport Aircraft Ltd

Several Co-production and Joint Ventures with international participation are under

consideration. HAL's supplies / services are mainly to Indian Defence Services, Coast

Guard and Border Security Force. Transport Aircraft and Helicopters have also been

supplied to Airlines as well as State Governments of India. The Company has also achieved

a foothold in export in more than 30 countries, having demonstrated its quality and price

competitiveness. HAL was conferred NAVRATNA status by the Government of India on



10

22nd June 2007. The Company scaled new heights in the Financial Year 2010-11 with

Turnover of Rs.13, 116 Crores and PBT of Rs 2,841 Crores.

HAL Services



11

CHAPTER 2

SU-30



12

The Su-30 two-seat fighter-bomber is intended to defeat aerial, ground, sea and surface

targets, including small and moving ones, while conducting autonomous and group combat

actions by day and night, in any weather and in conditions of enemy's jamming, fire and

information opposition, as well as to conduct aerial reconnaissance. The Su-30 multiroleaircraft combines the properties of an air superiority fighter, an air-defence suppression

aircraft, and a strike aircraft. It can equally defeat diverse aerial, ground, and sea targets. All

stages of its flight, including low-altitude nap-of-earth flying, as well as solo and group

combat employment against aerial and ground targets are automated. The Su-30 weapons

complement enables its crew to deliver a preventive attack against any aerial targets,

including stealth ones, effectively fight against air superiority fighters, electronic warfare

and airborne early warning aircraft, and flying command posts, neutralize air-defence

weapon control systems when performing en-route flight to a target, and deliver standoff

attacks against ground and surface targets. The Su-30 is developed from the Su-27 air

superiority fighter with due account for the combat use of the Su-24 front-line bomber and

its modifications, the Su-25 close-support aircraft and its modified versions, as well as

advanced weapons and the most up-to-date technologies. For the first time in the world

practice for aircraft of this class, the cockpit is made as an armored all-welded titanium

capsule. It can be refuelled from the 11-78 (П-78М) flying tanker or other aircraft equipped

with unified fuel dispensing units.

The powerful multimode enhanced-definition phased-array radar enables it to detect small-

size ground targets and simultaneously track while scan several aerial targets. The radar

features a ground-mapping mode and ensures nap-of-earth flying. The weapon control

system ensures automatic missile launch with preset intervals and in assigned sequence. The

Su-30 is equipped with a navigation complex incorporating a laser gyro-based inertial

navigation system combined with a satellite navigation system receiver, and radio

navigation facilities. The automatic flight control system makes it possible to perform a

planned-route flight and return to a preprogrammed airfield in the manual, automatic or

director flight modes, including a prelanding maneuver, landing approach down to an

altitude of 50 m and repeated approach for landing. The aircraft is equipped with a powerful

automated ECM system with provision for its further upgrading. The multifunctional control

consoles are a core of the avionics control system intended to detect launch of missiles by an

attacker by referring to their thermal radiation, and a chaff/hot decoy dispenser intended toset up passive jamming. Its high flight performance, advanced avionics, powerful ECM



13

system, and diverse weapon options make the Su-30 the world's most powerful new-

generation fighter-bomber. Owing to multihour flights with air refueling, the Su-30 is

capable of loitering over wide areas and executing deterrence missions, quickly ferrying to

areas, which pose a threat. Engineering solutions invested in the design configuration of theSu-30 open up wide potentialities for developing the entire family of advanced

modifications of this aircraft at customer's request.

CHAPTER 3

ELECTRONIC FLIGHT INSTRUMENT SYSTEM

An electronic flight instrument system (EFIS) is a flight deck instrument display system in

which the display technology used is electronic rather than electromechanical. EFIS

normally consists of a primary flight display (PFD), multi-function display (MFD) and

engine indicating and crew alerting system (EICAS) display. Although cathode ray

tube (CRT) displays were used at first, liquid crystal displays (LCD) are now more

common.

The complex electromechanical attitude director indicator (ADI) and horizontal situation

indicator (HSI) were the first candidates for replacement by EFIS. However, there are now

few flight deck instruments for which no electronic display is available.

OVERVIEW

EFIS installations vary greatly. A light aircraft might be equipped with one display unit, on

which are displayed flight and navigation data. A wide-body aircraft is likely to have six or

more display units. Typical EFIS displays and controls can be seen at this B737 technical

information web site. An EFIS installation will have the following components:

Displays



14

Controls

Data processors

DISPLAY UNITS

PRIMARY FLIGHT DISPLAY:

On the flight deck, the display units are the most obvious parts of an EFIS system, and

are the features which give rise to the name "glass cockpit". The display unit taking the

place of the ADI is called the primary flight display (PFD). If a separate display replaces

the HSI, it is called the navigation display. The PFD displays all information critical to

flight, including calibrated airspeed, altitude, heading, attitude, vertical speed and yaw.

The PFD is designed to improve a pilot's situational awareness by integrating this

information into a single display instead of six different analog instruments, reducing the

amount of time necessary to monitor the instruments. PFDs also increase situational

awareness by alerting the aircrew to unusual or potentially hazardous conditions — for

example, low airspeed and high rate of descent— by changing the color or shape of the

display or by providing audio alerts.

1. The names Electronic Attitude Director Indicator and Electronic Horizontal

Situation Indicator are used by some manufacturers. However, a simulated ADI is

only the centerpiece of the PFD. Additional information is both superimposed on

and arranged around this graphic.

2. Multi-function displays can render a separate navigation display unnecessary.

Another option is to use one large screen to show both the PFD and navigation

display.



15

3. The PFD and navigation display (and multi-function display, where fitted) are often

physically identical. The information displayed is determined by the system

interfaces where the display units are fitted. Thus, spares holding is simplified: the

one display unit can be fitted in any position.

4. LCD units generate less heat than CRTs; an advantage in a congested instrument

panel. They are also lighter, and occupy a lower volume.

Multi-function display (MFD) / navigation display (ND):

The MFD (multi-function display) displays navigational and weather information from

multiple systems. MFDs are most frequently designed as "chart-centric", where the

aircrew can overlay different information over a map or chart. Examples of MFD

overlay information include the aircraft's current route plan, weather information from

either on-board radar or lightning detection sensors or ground-based sensors, e.g.,

NEXRAD, restricted airspace and aircraft traffic. The MFD can also be used to view

other non-overlay type of data (e.g., current route plan) and calculated overlay-type

data, e.g., the glide radius of the aircraft, given current location over terrain, winds, and

aircraft speed and altitude.

MFDs can also display information about aircraft systems, such as fuel and electrical

systems (see EICAS, below). As with the PFD, the MFD can change the color or shape

of the data to alert the aircrew to hazardous situations.

Engine indications and crew alerting system (EICAS) / electronic

centralized aircraft monitoring (ECAM):

EICAS (Engine Indications and Crew Alerting System) displays information about the

aircraft's systems, including its fuel, electrical and propulsion systems (engines). EICAS

displays are often designed to mimic traditional round gauges while also supplying



16

digital readouts of the parameters. EICAS improves situational awareness by allowing

the aircrew to view complex information in a graphical format and also by alerting the

crew to unusual or hazardous situations. For example, if an engine begins to lose oil

pressure, the EICAS might sound an alert, switch the display to the page with the oilsystem information and outline the low oil pressure data with a red box. Unlike

traditional round gauges, many levels of warnings and alarms can be set. Proper care

must be taken when designing EICAS to ensure that the aircrew are always provided

with the most important information and not overloaded with warnings or alarms.

ECAM is a similar system used by Airbus, which in addition to providing EICAS

functions also recommend remedial action.

CONTROL PANEL:

The pilots are provided with controls, with which they select display range and mode

(for example, map or compass rose) and enter data (such as selected heading).

Where inputs by the pilot are used by other equipment, data buses broadcast the pilot's

selections so that the pilot only needs to enter the selection once. For example, the pilot

selects the desired level-off altitude on a control unit. The EFIS repeats this selected

altitude on the PFD and by comparing it with the actual altitude (from the air data

computer) generates an altitude error display. This same altitude selection is used by the

automatic flight control system to level off, and by the altitude alerting system to

provide appropriate warnings.

DATA PROCESSORS:

The EFIS visual display is produced by the symbol generator. This receives data inputs

from the pilot, signals from sensors, and EFIS format selections made by the pilot. The

symbol generator can go by other names, such as display processing computer, display

electronics unit, etc.

The symbol generator does more than generate symbols. It has (at the least) monitoring

facilities, a graphics generator and a display driver. Inputs from sensors and controls



17

arrive via data buses, and are checked for validity. The required computations are

performed, and the graphics generator and display driver produce the inputs to the

display units.

MONITORING:

Like personal computers, flight instrument systems need power-on-self-test facilities

and continuous self-monitoring. Flight instrument systems, however, need additional

monitoring capabilities:

Input validation — verify that each sensor is providing valid data

Data comparison — cross check inputs from duplicated sensors

Display monitoring — detect failures within the instrument system

COMPARATOR MONITORING:

With EFIS, the comparator function is as simple as ever. Is the roll data (bank angle) from

sensor 1 the same as the roll data from sensor 2? If not, put a warning caption (such as

CHECK ROLL) on both PFDs. Comparison monitors will give warnings for airspeeds,

pitch, roll and altitude indications. The more advanced EFIS systems, more comparator

monitors will be enabled.

DISPLAY MONITORING:



18

An EFIS display allows no easy re-transmission of what is shown on the display. What is

required is a new approach to display monitoring that provides safety equivalent to that of

the traditional system. One solution is to keep the display unit as simple as possible, so that

it is unable to introduce errors. The display unit either works or does not work. A failure is

always obvious, never insidious. Now the monitoring function can be shifted upstream to

the output of the symbol generator.

In this technique, each symbol generator contains two display monitoring channels. One

channel, the internal, samples the output from its own symbol generator to the display unit

and computes, for example, what roll attitude should produce that indication. This computed

roll attitude is then compared with the roll attitude input to the symbol generator from

the INS or AHRS. Any difference has probably been introduced by faulty processing, and

triggers a warning on the relevant display.

The external monitoring channel carries out the same check on the symbol generator on the

other side of the flight deck: the Captain's symbol generator checks the First Officer's, the

First Officer's checks the Captain's. Whichever symbol generator detects a fault puts up a

warning on its own display.

The external monitoring channel also checks sensor inputs (to the symbol generator) for

reasonableness. A spurious input, such as a radio height greater than the radio altimeter's

maximum, results in a warning.



19

CHAPTER 4

Full Authority Digital Electronics Control (FADEC)



20

Full Authority Digital Engine (or Electronics) Control (FADEC) is a system consisting

of a digital computer, called an electronic engine controller (EEC) or engine control

unit (ECU), and its related accessories that control all aspects of aircraft engine performance.

FADECs have been produced for both piston engines and jet engines.

FUNCTION:



21

True full authority digital engine controls have no form of manual override available,

placing full authority over the operating parameters of the engine in the hands of the

computer. If a total FADEC failure occurs, the engine fails. If the engine is controlled

digitally and electronically but allows for manual override, it is considered solely an EECor ECU. An EEC, though a component of a FADEC, is not by itself FADEC. When

standing alone, the EEC makes all of the decisions until the pilot wishes to intervene.

FADEC works by receiving multiple input variables of the current flight condition

including air density, throttle lever position, engine temperatures, engine pressures, and

many other parameters. The inputs are received by the EEC and analyzed up to 70 times per

second. Engine operating parameters such as fuel flow, stator vane position, bleed valve

position, and others are computed from this data and applied as appropriate. FADEC also

controls engine starting and restarting. The FADEC's basic purpose is to provide optimum

engine efficiency for a given flight condition.

FADEC not only provides for efficient engine operation, it also allows the manufacturer to

program engine limitations and receive engine health and maintenance reports. For example,

to avoid exceeding a certain engine temperature, the FADEC can be programmed to

automatically take the necessary measures without pilot intervention.



22

SAFETY:



23

With the operation of the engines so heavily relying on automation, safety is a great

concern. Redundancy is provided in the form of two or more, separate identical digital

channels. Each channel may provide all engine functions without restriction. FADEC also

monitors a variety of analog, digital and discrete data coming from the engine subsystemsand related aircraft systems, providing for fault tolerant engine control.



24

APPLICATIONS:

A typical civilian transport aircraft flight may illustrate the function of a FADEC. The flight

crew first enters flight data such as wind conditions, runway length, or cruise altitude, into

the flight management system (FMS). The FMS uses this data to calculate power settings

for different phases of the flight. At takeoff, the flight crew advances the throttle to a

predetermined setting, or opts for an auto-throttle takeoff if available. The FADECs now

apply the calculated takeoff thrust setting by sending an electronic signal to the engines;

there is no direct linkage to open fuel flow. This procedure can be repeated for any other

phase of flight. In flight, small changes in operation are constantly made to maintain

efficiency. Maximum thrust is available for emergency situations if the throttle is advanced

to full, but limitations can’t be exceeded; the flight crew has no means of manually

overriding the FADEC.



25



26

ADVANTAGES:

Better fuel efficiency

Automatic engine protection against out-of-tolerance operations

Safer as the multiple channel FADEC computer provides redundancy in case of

failure

Care-free engine handling, with guaranteed thrust settings

Ability to use single engine type for wide thrust requirements by just reprogramming

the FADECs

Provides semi-automatic engine starting

Better systems integration with engine and aircraft systems

Can provide engine long-term health monitoring and diagnostics

Number of external and internal parameters used in the control processes increases

by one order of magnitude

Reduces the number of parameters to be monitored by flight crews

Due to the high number of parameters monitored, the FADEC makes possible "Fault

Tolerant Systems" (where a system can operate within required reliability and safety

limitation with certain fault configurations)

Can support automatic aircraft and engine emergency responses (e.g. in case of

aircraft stall, engines increase thrust automatically).

DISADVANTAGES:

Full authority digital engine controls have no form of manual override available,

placing full authority over the operating parameters of the engine in the hands of the

computer. If a total FADEC failure occurs, the engine fails. In the event of a total

FADEC failure, pilots have no way of manually controlling the engines for a restart, or



27

to otherwise control the engine. As with any single point of failure, the risk can be

mitigated with redundant FADECs.

High system complexity compared to hydro-mechanical, analogue or manual control

systems

High system development and validation effort due to the complexity.

REQUIREMENTS:

Engineering processes must be used to design, manufacture, install and maintain the

sensors which measure and report flight and engine parameters to the control system

itself.

Software engineering processes must be used in the design, implementation and

testing of the software used in these safety-critical control systems. This requirement led

to the development and use of specialized software such as SCADA.



28

CHAPTER 5

Limited Authority Spark Advance Regulator

LASAR, which stands for Limited Authority Spark Advance Regulator, is the first

microprocessor based engine control system approved by the FAA for general aviation

piston aircraft. With the system operating in its automatic mode, cylinder head temperature,

manifold pressure, and engine speed (RPM) are monitored by the LASAR controller to

establish and command the optimum ignition timing and spark energy to produce maximum

torque from the engine. LASAR has an inherent mechanical magneto backup system that

automatically assumes control if electrical power is interrupted or if the microprocessor

detects a system fault. STC approval has been granted for most 320, 360 and 540 engines.

Installation requires replacement of standard magnetos with LASAR magnetos, a LASAR

Control Box, which is mounted to the firewall, a low-voltage control harness that carries the

electronic signals between the system components. Specify exact aircraft and Engine

Models for quotation or LASAR systems.



29

SUGGESTIONS

It is matter of great prestige to be a part of well& highly organized Navaratna organization,

HINDUSTAN AERONAUTICS LIMITED. After being a part of such organization one has

the chance to learn a lot about a successful organization. Besides this it also imparts the

opportunities to strengthen the particular’s professional skills. Atmosphere of organization

teaches one the characters of Focusing, Planning, Decision making, Co-ordination etc.

These golden experiences help the student to sharpen his/her professional as well personal

skills. After being the training student of HAL a particular department is assigned to study.

This department helps in all possible ways to guide the functions, working process, units

prepared of the organization. One can learn a lot if he takes the proper interest



30

CONCLUSION

The FADEC, LASAR & ELECTRONIC FLIGHT INSTRUMENT SYSTEM are the basic

and very important electronics based control systems used in various aircrafts. Some of their

components restrict their use to experimental aircraft and certain other aircraft categories

depending on local regulations. Uncertified systems are found in Sport Pilot category

aircraft, including factory built, micro light and ultra light aircraft. These systems can be

fitted to certified aircraft in some cases as secondary or backup systems depending on local

aviation authorities’ rules and regulations. The flexibility afforded by software

modifications, minimises costs when new aircraft equipment and new regulations are

introduced.

Thus, these systems have varied and huge use in today’s aircrafts. The joy of flying has

fascinated the human race for centuries. Defence avionics major & Navratana PSU

Hindustan Aeronautics Limited (HAL) is in the business of building a whole range of

aircraft helicopters and jet trainers. Besides, the company manufactures aircraft components,

overhauls fighter planes and trains future pilot’s .its success in the design and development

of light combat aircraft Tejas and advanced light helicopter Dhruv has won admiration.

HAL is the backbone of India’s air defence and continues to occupy the strategic importance

reflecting a new pace of growth. Today the faster growing sector is the aviation sector & is

likely to be a boon for the entire job market. It deals with the manufacture, design &

development of aircrafts. The project is based on the instruments that are used in the

manufacture of the various aircrafts. A deep knowledge of these instruments is crucial in the

perfect design & manufacture of the aircrafts. The project will benefit those who have

interest in the instrument & will provide the reader with the deeper knowledge of the topic.



31

Reference

Magazines of HAL

Manuals of departments

Internet

The end

Thank you!

-Shivangi Gupta

hindustan aeronautics ltd report 2013

Documents

Transcript of hindustan aeronautics ltd report 2013