Professional Documents
Culture Documents
The report on the following pages is the outcome of six weeks training at the
industry.
The report is the outcome of the practical knowledge that we acquire during our
training. This report presents the brief summary of our industrial training.
LIMITED ,LUCKNOW.
this training
And last but not the least, I would like pay my sincere gratitude to all the
employees of the HAL , LUCKNOW, for there valuable help and technical
In the six decades, HAL has spread its wing to cover various activities in
the areas of Design, Development, Manufacture and Maintenance. Today HAL
has 16 production divisions spread over at Bangalore, Nasik, Koraput, Kanpur,
Lucknow, Korwa, Hyderabad and Barrackpore. These divisions are fully
backed by nine Design Centres, which are co-located with the production
divisions. These centres are engaged in the Design and Development of combat
aircraft, helicopter, Aeroengine, Engine Test Beds, Aircraft communication and
Navigation systems and Accessories of mechanical and fuel systems and
instruments. Its product track record consists of 12 types of aircraft from in
house R &D and 13 types by license production. HAL has so far produced over
3300 aircraft, 3400 Aeroengines and overhauled over 7700 aircraft and 26000
engines.
The current programme are series production of ALH and delivery to our
defence and civil customers, production of Jaguar, the deep penetration strike
aircraft, Dornier Do-228, Multi Mission Aircraft and LANCER the Light Attack
Helicopter and upgrades of MiG-21 BiS, MiG-27 M and Jaguar. With the
signing of Inter Governmental Agreement and General Contract the license
manufacture of SU MkI has been launched.
HAL is the major design partner for aircraft and system / equipment as
well as for system integration of Light Combat Aircraft (LCA) which
successfully completed the first block of flights.The new initiative in R & D
will include an Intermediate Jet Trainer ( IJT ), a trainer for the 21st century,
Light Observation Helicopter, replacement for Cheetah and Chetak Helicopter
and a Light Attack Helicopter, a follow- on project for ALH.Partnership for co-
production of ATR-42, an invitation from Airbus to participate in A-380 project,
and the new project to design and develop a Multirole Transport Aircraft (100
seater) are signs of growth for the largely military aircraft manufacturing
company in the commercially competitive aerospace industry.Design
capabilities, modern facilities and skills combined with competitive pricing and
prompt deliveries, make HAL a valuable partner for challenging programmes in
Aerospace and related fields.
Main Customers
The Division has also made steady progress in the area of Exports. The
range of products and services available for exports include:
H.A.L. accessory division , Luknow is divided into three main factories namely
1. Mechanical Factory
2. Instrument Factory
3. Fuel Factory
INSTRUMENT FACTROY
This factory deals with the testing and assembly of electronics instruments
used in aircraft e.g. Altimeter,RMI, Gyro-magnetics compass , black box etc.
This INSTRUMENT FACTORY is further divided into four units which are as
follows:
• CLEAN ROOMS
• ASSEMBLY AND TEST SHOP 2 & 3
• ELECTRO ROTATING MACHINES
• GROUND LAND NAVIGATION SYSTEM SHOP (G.L.N.S Shop)
» Clean room
In Clean room those subunits are assembled and tested that are sensitive to
dust, temperature and humidity. All these parameters are kept under control
because these can have adverse effect on their functional efficiency.
The required specification for the instruments assembled and tested are
different .so Clean room is further subdivided into three units. The following
chart is given for the classification of clean room.
STANDARD CLEAN ROOM CONDITIONS:
Instrument Systems
Just as in a car, there are instruments that monitor the engine, and
instruments that monitor the "flight" or drive. So in aircraft the same way we
can separate the gizmos, dials and whirligigs into two groups by function in any
aircraft. So these two group are as fowllows:
1. Engine Instruments
2. Flight Instruments
» Engine Instruments
Every car has an indicator to let you know when you need petrol. A red
light comes on if oil pressure drops, or oil temperature is increasing. There is a
gauge to tell you if the battery is charging. The general condition of the running
motor is available to the driver at all times. The same is true in an airplane.
Airplanes have added redundancy increasing the options if one system fails,
since you cannot pull over and call road-side service. Engine instruments in the
simple single-engine airplanes are:
• Fuel gauges
• Oil pressure
• Oil temperature
• Cylinder Head temperature
• Exhaust gas temperature
• Nainfold temperature
• RPM
• Altimetere/genrator
The more complex the aircraft systems, the more instruments needed to
monitor the health of those systems. Aircraft with hydraulic systems have to
allow for redundancy and often have dual hydraulics with mechanical back up
capabilities all as individual indicators.
» Flight Instruments
As pilot flew there aircraft with only "needle, ball and airspeed". This is
refered to the compass, a level, and a speedometer or airspeed indicator. Now
these are still in use, but added with a few things to keep up with technological
advances and flight research. What does a pilot want to know? Airspeed,
altitude, heading, rate of turn, feet per minute in climb or descent, and the
attitude of the airplane as compared to the horizon.
These are the basic six instruments. Here's a review of the Basic Six
instruments found in the cockpit of any plane. Their position varies, but these
six are always there
Vertical
Speed
Airspeed Altimeter Indicator
Directiona Turn
Attitude
l
Indicator Indicator
Gyro
» GENERAL
The gyro instruments include the heading indicator, attitude indicator and
turn coordinator (or turn-and-slip indicator). Each contains a gyro rotor driven
by air or electricity and each makes use of the gyroscopic principles to display
the attitude of the aircraft. It is important that instrument pilots understand the
gyro instruments and the principles governing their operation.
» PRINCIPLES
1. RIGIDITY IN SPACE:
2. PRECESSION:
Fig.5.
Fig.6. Fig.7.
Here it is explained that how much the axis will rotate around a gimbaled
axis. That is to say, how fast it rotates in the direction of a tilting force.
In figure 8, the precession plane in the gimbaled example functions
differently than in the above example of figures 1-3, and I have renamed it
"stop the tilting force plane". The point masses at the rim are the only mass of
the gyro system that is considered. The mass and gyroscope effect of the axis is
ignored.
At first consider only ½ of the rim, the left half. The point masses inside
the "stop the tilting force plane" share half their mass on either side of the
plane, and add their combined, 1/4kg, mass to point mass A of 1/2kg. So then
the total mass on the left side is ½ the total mass of all 4 point masses, or 1kg.
The tilting force will change the position of point mass B and D very little and
change the position of point mass A the most. So we must use the average
distance from the axis of all the mass on the left-hand side.
Fig.9.
The mass on the left side is 1kg. The average distance the mass is from
the "stop the tilting force" plane is 1/2 meter. Figure 9 shows a profile of the
average mass in the tilting plane and the average distance from the axis that the
mass is situated. We are concerned at how far the mass at the average distance
will rotate within the tilting plane when a given force is applied to the axis in
the direction indicated.
Point mass A is rotating at 5 revolutions per second. This means that it is
exposed to the tilting force for only .1 seconds. The tilting force of 1 newton, if
applied for .1 second, will cause the mass at the average distance to move .005
meter in an arc, in the tilting force plane. Since the length of the axis is twice as
long as the average distance of the rim’s mass, the axis will move .01 meter in
an arc. At the end of .1 second the point mass will be in the "stop the tilting
force plane" and all the energy transferred to point mass A is lost in the physical
restraint of the gimbal bearings.
The same thing happens when point mass A is on the right side of figure
4. Only now, the tilting force will move point mass A down, and the axis will
advance another .01meter. .01 meter every .1 second is not the whole story
because the mass on the right side of the gyro hasn’t been considered. The right
side has the same mass as the left and has the same effect on the axis as the left
side does. So the axis will advance half as much, half of .01 meter, or
.005meters. Both halves of the rim mass will pass through the stop the tilting
force plane 10 times in one second. Each time a half of the rim passes though
the "stop the tilting force plane", it losses all its momentum that was added by
the tilting force. The mass has to undergo acceleration again so we continually
calculate the effect that 1 newton has for .1 second on the rim mass at the
average distance, 10 times a second. So then; at the point that the 1 newton
force is applied, the axis will move 5cm per second along an arc. The gyro will
rotate at .48 RPM within the tilting force plane.
What considerations does the rim speed have on the distance that the axis
will rotate along an arc in the tilting force plane?
The gyro will rotate in the tilting force plane, half as fast if the rim speed is
doubled.
How does the rim diameter effect rotation in the tilting force plane?
The gyro will rotate in the tilting force plane, half as fast if the rim diameter is
doubled
If left undisturbed, a gyro on the surface of the Earth would turn 360
degrees once every 24 hours. The top of the gyro would normally go westward.
But if the top axis were held so that it could not rotate from east to west, due to
precession, the gyro will rotate in the north and south direction depending on
the direction the rim is rotating. The gyro would turn due to precession until it
reaches 90 degrees with it's axis pointing north and south. Then it would be in
the same plane as the rotation of the Earth and gyroscopic precession would
stop. To get the gyro out of the Earth's rotational plain a small force could be
applied to the gyro axis and precession would put the axis back in the original
position. The 90 degree precession rotation would be much faster than the once
per 24 hours opposing forces rotation, but some gearing would probably still be
needed to run a generator. The generator would be mechanically linked to the
precession back and forth motion in one direction only so it will turn the same
direction all the time. The amount of energy needed to keep the gyro's rim
spinning and the energy needed to turn the gimbals back 90 degrees would
determine the overall efficiency.
This is NOT a free energy thing. The energy comes from the rotation of the
Earth and therefore the Earth rotational speed is slowed as energy is tapped
from a gyro-generator type machine. If this method of generating energy is used
to a great extent, days and nights would become longer. If this should happen.
let me be the first credited to use the term "rotation pollution" or "motion
pollution".
The air is drawn through a filter, to the instruments and then to the pump
where it is vented to atmosphere. The pilot should consult the aircraft operating
manual for specific information with regard to vacuum system normal operating
values. Low gyro rotation speeds cause slow instrument response or lagging
indications, while fast gyro speeds cause the instruments to overreact in
addition to wearing the gyro bearings faster and decreasing gyro life.
2. ELECTRICAL POWER SYSTEM:
» GYROSCOPIC INSTRUMENTS
1. ATTITUDE INDICATOR
BASIC COMPONENTS AND OPERATION
The purpose of the attitude indicator is to present the pilot with a
continuous picture of the aircraft's attitude in relation to the surface of the earth.
The figure (below) shows the face of a typical attitude indicator. It should be
noted that other attitude indicators differ in details of presentation.
Fig.11.Attitude Indicator
The bank indicator, normally located at the top of the instrument, shows
the degree of bank during turns through the use of index marks. These are
spaced at 10° intervals through 30°, with larger marks; placed at 30°, 60° and
90° bank positions
.
The nose of the aircraft is depicted by a small white dot located between
the fixed set of wings or by the point of the triangle as in the figure (See the
bottom centre of the Attitude Indicator figure, above right). The sky is
represented by a light blue and the earth is shown by black or brown shading.
Converging lines give the instrument a three-dimensional effect.
The small knob near the bottom of the instrument is used for vertical
adjustment of the miniature aircraft. During straight-and-level flight the
miniature aircraft should be adjusted so that it is superimposed on the horizon
bat.
Once the artificial horizon line is aligned with the natural horizon of the
earth during initial erection, the artificial horizon is kept horizontal by the gyro
on which it is mounted. An erection mechanism automatically rights the gyro
when precession occurs clue to manoeuvres or friction. When the older-type
gyro tumbles as a result of extreme attitude changes, the rotor normally
precesses slowly back to the horizontal plane.
TURN ERROR
Therefore, when performing a steep turn, the pilot may use the attitude
indicator for rolling in and out of the turn, but should use other instruments
(VSI and altimeter) during the turn for specific pitch information.
ACCELERATION ERROR
As the aircraft accelerates (e.g., during takeoff), there is another type of
gyro precession which causes the horizon bar to move down, indicating a slight
pitch up attitude. Therefore, takeoffs in low visibility require the use of other
instruments such as the altimeter to confirm that a positive rate of climb is
established immediately after takeoff.
DECELERATION ERROR
Deceleration causes the horizon bar to move up, indicating a false pitch
down attitude.
2. HEADING INDICATOR
The heading indicator, shown in the figure below , formerly called the
directional gyro, uses the principle of gyroscopic rigidity to provide a stable
heading reference. The pilot should remember that real precession, caused by
maneuvers and internal instrument errors, as well as apparent precession caused
by aircraft movement and earth rotation, may cause the heading indicator to
"drift".
In newer heading indicators, the vertical card or dial on the instrument face
appears to revolve as the aircraft turns. The heading is displayed at the top of
the dial by the nose of the miniature aircraft (see the figure to the right).
Another type of direction indicator shows the heading on a ring similar to the
card. in a magnetic compass.
Fig.12.Heading indicator
Because the heading indicator has no direction-seeking qualities of its
own, it must be set to agree with the magnetic compass. This should be done
only on the ground or in straight-and-level, unaccelerated flight when magnetic
compass indications are steady and reliable.
The pilot should set the heading indicator by turning the heading indicator
reset knob at the bottom of the instrument to set the compass card to the correct
magnetic heading. On large aircraft, this function is done using a compass
controller (See the Compass Controller figure, below).
Fig.13.compass System
The pilot of a light aircraft should check the heading indicator against
the magnetic compass at least every 15 minutes to assure accuracy. Because the
magnetic compass is subject to certain errors , the pilot should ensure that these
errors are not transferred to the heading indicator.
3. RATE AND QUALITY OF TURN INDICATORS
There are two types of rate and quality of turn indicators
1. The Turn Coordinator and
Both of these gyroscopic instruments indicate the rate at which the aircraft
is turning. The turn co-ordinator contains a miniature schematic aircraft to
shown when the actual aircraft is turning. The turn-and-slip indicator, on the
other band, has a vertical needle which deflects in the direction the aircraft is
turning.
› TURN-AND-SLIP INDICATOR
The turn-and-slip indicator provides the only information of either
wing's level or bank attitude if the other gyroscopic instruments should fail.
This indicator is sometimes called the "needle and ball". This instrument, along
with the airspeed indicator, magnetic compass and altimeter, can assist the pilot
in flying through instrument weather conditions, even when it is the only gyro
instrument operating.
The turn needle of the turn-and-bank indicator gives an indirect indication
of the bank attitude of the aircraft. When the turn needle is exactly centred, the
aircraft is in straight flight. When the needle is displaced from centre, the
aircraft is turning in the direction of the displacement. Thus, if the ball is centred, a left
displacement of the turn needle means the left wing is low and the aircraft is in a left turn.
Return to straight flight is accomplished by coordinating aileron and rudder pressures.
› TURN CO-ORDINATOR
Most current aircraft have a turn coordinator that replaces the older turn-
and-slip instrument. A small aircraft silhouette rotates to show how the aircraft
is turning (see the figure below). When the aircraft turns left or right, the
aircraft silhouette banks in the direction of the turn. When the wing of the
aircraft silhouette is aligned with one of the lower index marks, the aircraft is in
a standard-rate turn 30°/sec.).
b.The gyro must be oriented manually for heading and then serves as the only
directional reference;
c.Aircraft turning motion about the gyro is still relayed electrically to the
heading indicator; and
d.Some form of latitude correction is necessary to overcome the effects of
apparent precession.
INSTRUMENTS ASSEMBLED IN THE INSTRUMENT FACTROY OF
THE H.A.L.
PURPOSE:
The KC -2 compass system designed for installations in a fighter aircraft,
is employed for determining and indicating the aircraft heading, landing course
and radio station bearings as well as for feeding heading signals to the
consumers.
PURPOSE:
The main purpose of remote controlled gyro horizon A D-1 is to ensure
the pilot of highly perceptible broad scale indication of position of aircraft in
wide range of angles of bank and pitch during retaining correct readings after
any evolution.
Visual indicator of gyro horizon A D-1 is the following system,
reproducing angles of bank and pitch in accordance with electrical signals fed
by distant located gyro horizon (gyro – pick – up). Use of remote transmission
of output signals permits to set some visual indicators from gyro pick-up in
action. Gyro pickup may feed electrical signals proportional to angles of rolling
and pitch not only on visual indicator of A D-1 but also on others available
instruments of these signals (altitude control, avigraph system, radar and so on)
on aircraft.
PURPOSE:
Modified vertical gyro 458 M develops electrical signals proportional to
the aircraft roll and pitch angles within 360° in all modes of operation and
maneuvers of the aircraft.
OPERATING PRINCIPLE:
Operation of the 458M vertical gyro is based on the feature of a free gyro
to retain the direction of the rotor axis unchanged in space and the feature of a
pendulum to align itself with the true geographical vertical of the earth.
In flight, the present position of the true vertical is fixed by a liquid level
pendulum type switch employing the 11XM-9M elements. If the spin axis of
the gyroscope departures from the true vertical, the torque motors (torquers) of
the pendulum erection system develop torques on the axles of the outer gimbals
due to electrical signals proportional to the departure angles. The torques cause
the gyroscope spin axis to process toward the true vertical.
During aircraft maneuvering the axis of the gyroscope rotor retains its
vertical position and the housing of the vertical gyro, rigidly connected to the
aircraft structure, turns with respect to the rotor axis through angles equal to the
aircraft turn angles in roll and pitch. These angles converted into electrical
signals are transmitted through the synchro system either to a miniature aircraft
or to the card of the artificial horizon. The roll and pitch angles are taken off the
artificial horizon scales.
Due to the Earth rotation, friction of the axle of the outer gimbal,
unbalancing and other factors, the spin axis of the gyroscope departures from its
vertical. The errors caused by the above factors are eliminated by means of the
pendulum erection system. Besides, the vertical gyro is equipped with a special
follow up system which protects the gyroscope from tumbling at any
maneuvers of the aircraft.
To increase the accuracy of the roll and pitch during the aircraft
maneuvers, acceleration and decelerations; and to prevent action of the noon
gravitational forces tending to align the pendulum and the gyroscope spin axis
connected with it through the erection system with so called apparent vertical,
provision is made to cut out the gyroscope during turns by means of the bar
type erection switch connected in series with the contacts of erection cutout
switch as well as to cutout pitch erection system by means of the liquid switch
when longitudinal acceleration are imparted.
PURPOSE:
The Vertical Speed Indicators are sensitive to the rate of change of pressure
in the aircraft static air system and indicate by means of a pointer moving over
an integrally lit dial, the vertical component of aircraft speed. The scale, for
both climb and descent is linear over its first part and logarithmic over the
remainder and is calibrated in ft/min for group A indicators and m/s for group B
indicators. The other main difference between the indicators is in the type of
electrical connector fitted.
OPERATING PRINCIPLE:
The purpose in an aircraft static system is proportional to the height of the
aircraft; therefore the rate of change of static pressure is proportional to he
vertical component of aircraft speed. The static system is connected directly to
the inside of the capsule, and via a calibrated is zero, but when the static
pressure changes the pressure difference cited is proportional to the rate at
which the static pressure changes. A pressure differential across the capsule
causes the capsule to expand or contract. Movement of the capsule is
transmitted via the rocking shaft assembly, sector gear and pinion to drive the
indicator pointer. Thus the position of the pointer represents the rate of change
of static pressure and the vertical component of aircraft speed.The ranging
spring block increasingly restricts the movement of the capsule as the pressure
differential across the capsule increases, to provide a non – linear response. The
response is chosen to retain readability at low rates of climb and descent.
PURPOSE:
Indicating accelerometers provide a visual indication of the acceleration
experienced in the vertical axis of an aircraft. The scale is calibrated in unit of
‘g’ the unit of normal gravitational acceleration. The accelerometers are housed
in a 2 ½ inch diameter case with detachable bezel. On KAE-0504/3, one corner
of the bezel is removed. The presentation comprises three concentric pointers
moving over a linearly divided scale. The front pointer registers the
instantaneous acceleration, and the middle and rear pointers register the
maximum positive (upward) and negative (downward) acceleration
respectively.
OPERATING PRINCIPLE:
An acceleration force acting upon a weight tends to cause the shafts to
rotate against the control spring. Symmetrical duplication of the shaft and
weights, ensure that rotation of the shafts is due to the vertical component of
acceleration only.
When the unit is stationary in its normal operating position, the front point
indicates the force due to the gravity as + 1 ‘g’ and the middle and rear pointer
indicates the maximum positive and negative acceleration experienced since
the reset button was last depressed. The eddy currents drag – cup provides
damping to ensure that higher frequency acceleration, due to vibration , are not
included.
D.) MACHMETER
GENRAL:
It indicates Mach number within the range of 0.4 to 0.85 Mach, at altitudes
between zero and +50,000 feet. The instrument mechanism is contained within
a square section metal case which is sealed at the front end by a flange and
glass assembly. At the rear the case is sealed by a gasket sandwiched between a
clamping plate and the rear cover. The rear cover carrier a 3 pin electrical
receptacle together with the pitot and static pressure inlet. The instrument is
fitted with a rotating lubber mark which can be adjusted by a setting screw
located in the case back plate. Four internal lamps with red filters, situated
behind the top corners of the flange provide illumination at the dial, lubber
mark and pointer. Each lamp is energized by a low voltage ac or dc supply
connected through the 3 pin receptacle at the rear of the instrument.
PURPOSE:
The gyro magnetic is a part of heading system. It is a bay mounted
equipment item which, in normal operation, provides gyro magnetic heading
from magnetic heading information supplied another unit in the system. It can
also, should the latter become defective, supply a directional heading. If the
gyro is defective it retransmits in the emergency mode the magnetic heading it
receives from the system.
DESCRIPTION :
The gyro magnetic compass is in the form of a combined cylindrical and
rectangular case. This case is attached to the aircraft at 3 points by shock
mounts. Two of these are secured to the lugs screwed to the bosses on the upper
half of the cylindrical section. The third is secured to the boss under the
rectangular section of the case.
A bonding strip is installed between a securing lug and a boss of the case
provides electrical connection between the case ground and the aircraft
structure on which it is mounted.
The cylindrical section forms a sealed compartment filled with a mixture
of helium – nitrogen gas and in which the directional gyro is installed. Its lower
surface is closed bya cover secured by 4 screws including two lead sealed
screws. The latter ensure that the gyro compartment will not be opened by
unauthorized personnel.
This compartment is filled with helium through a plug. The rectangular
section contains the electronic unit which groups all the electronic circuits of
the equipment. This unit is integral with the cover which is secured to the case
by six screws. To remove the electronic unit from its housing, it is
recommended to screw the special tool into 2 holes, tapped in the cover. On the
cover are the following components:
OPERTING PRINCIPLE:
It uses a conventional directional gyro. The synchronous rotor motor is of the
hystersis type. Its speed is 24,000 rpm. The rotor is mounted in an elevation
gimbal slaved in such a way that it remains in the horizontal plane.
The operating mode of the gyro magnetic compass can be selected externally so
as to give the following heading information:
• Gyro magnetic
• Directional
• Magnetic
PURPOSE:
The Horizon is a gyroscopic flight instrument which provides a permanent
visual indication of the aircraft attitude, in the roll and pitch planes, with regard
to the local vertical. It thus makes up for the absence of fixed references
external to the aircraft.
OPERATING PRINCIPLE:
The horizon is composed of a gyroscope the axis of rotation of which is
slaved to a position close to the local vertical, by means of a pneumatic system
with pendulum type erecting devices. This system is used to compensate the
apparent precession of the gyroscope, due to the rotation of the Earth, as well as
the spurious precessions caused by the various friction loads on the suspension
axis.
The instrument case, secured to the airframe, moves with regard to the
gyroscopic system which indicates the vertical. The aircraft attitude is indicated
to the pilot, by the relative position of the pointer linked to the gyroscope, and
of the model secured to the case.
When the aircraft dives the pointer indicates a displacement of the horizon
in the upward direction and inversely.
Similarly when the aircraft banks to the right, the horizon line rotates to
the left, and inversely. The amount of banking is indicated on the roll dial, by
the roll index.
GENERAL:
The turn and slip indicators provide indication of the rate at which an
aircraft is turning about its normal axis, and an indication of slip arising from an
incorrectly banked turn. Rate of turn indicator is given by a pointer, actuated by
an electrically driven rate gyroscope, reading against a scale calibrated to
indicate three rates of turn (1, 2 and 3), in each direction.
OPERATION:
Slip occurs when an aircraft’s vertical axis deviates from the direction of
gravity in straight flight, or apparent gravity, i.e. the resultant of actual gravity
and centrifugal force, during a turn. The aircraft’s longitudinal altitude here is
disregarded.
The ball in the slip indicator constantly gravitates to the ‘lowest’ point of
the curved tube so that the direction of gravity, actual or apparent, is indicated
by a line passing through the centre of radius of the tube and the centre of the
ball. The vertical axis of the aircraft is parallel to a line drawn through the
centre of radius and a centre datum on the dial.
PURPOSE:
It indicates the volume of fuel whatever available in the fuel tank of
helicopter and also alerts the pilot by giving him a visual warning, when the
fuel level falls below a certain limit. This system is designed by HAL, Lucknow
division and has been under production 1978.
OPERATING PRINCIP[LE:
The function of F.C.G is based upon the principle that the capacitance of
two concentric tubes (cylindrical in shape) is different when there is air in
between and when there i.e. aviation fuel, acting as dielectric in between the
gap. The capacitance increase or decrease as the level of fuel changes in the
gap. This change in capacitance is measured by meter.
Operation
(i) The unit consists essentially of a 3-phase step down transformer (T1) and
a rectifier circuit which produces a nominal 28 V dc output from a 200 V,
400 Hz 3-phase ac input.
(ii) The transformer has two 3-phase secondary windings one in delta
connected and other star connected to produce a 6-phase output. Each
secondary output is full-wave rectified by a 3-phase silicon diode rectifier
bridge. The interphase reactor (T2) balances the bridge rectifier outputs.
(iii) The 3-phase motor driven fan unit draws cooling air through the fin unit
and case. The contacts of the thermostats situated on the upper
fin are open under normal operating temperatures but should the fan unit
fail, the contacts close when a fin temperature of approximately 200.C is
reached thus providing an output signal on fan unit failure.
C.) Regulator
PURPOSE:
The regulator <12310-31> controls the energizing current of alternator
exciter, eddy current brake and of clutch in a way to obtain a 3-phase voltage
115/200 V + 2% and a frequency of 400 Hz + 1% of output alternator whatever
may be the delivered current by alternator.
OPERATING PRINCIPLE:
The magnetic power supplies (through thyristors) the brake inductors and
alternator exciter; and its supplies are controlled by voltage regulation circuit
and frequency regulation circuit respectively. Voltage detection is carried out at
terminal stud network, while the frequency is detected on magnetic power. The
detected data (proportional to voltage or frequency) is compared to a reference
and the error signal thus obtained is amplified, in order to act on the circuits
controlling the inductor power supplies.The magnetic tachometer furnishes a
signal proportional to the drivng speed of vario-alternator, and this signal acts:-
• In the one part, a clutch circuit that controls the power supply of wound
clutch,
• On the other hand, “accelerator frequency limiting” circuit that has the
purpose to discharge (if necessary) the alternator on frequency limiting
resistors.
At last, the stabilized power supply is provided by magnetic power.
GENRAL:
Radio magnetic indicator is a panel mounted air borne instrument that
provides the pilot with the following information:
PURPOSE:
This switching unit contains a pressure sensitive mechanism, an optical
sensing unit and an electronic unit. It operates integral relays at four pre –
determined indicated air speeds to provide an external information at each of
these airspeeds. The interior of the case is connected to static pressure whilst
the airspeed capsule of the mechanism is connected to pitot pressure.
OPERATING PRINCIPLE:
(a) Air Speed Mechanism:
The air speed capsule is directly connected to pitot (P) pressure and is
surrounded externally with static pressure. It will expand in response to an
increased differential and contract in response to a reduced differential, thus
creating a linear movement of the free side of the capsule.
• Optical Detector: When the diode is fed by the oscillator, it emits an infrared
radiation which is intercepted by the phototransistor. The diaphragm
mounted on top of the phototransistor controls the width of the beam
intercepted by the photo transistor. This arrangement provides accurately
determined triggering speeds.
• The amplifier amplifies the obtained potential difference. The capacitor and
resistance network is used to provide good noise elimination and isolate the
amplifier from any D.C. voltage liable to occur, should the photo transistor
intercept undesired light.
PURPOSE:
The G.C.P.U is a solid state device which can be directly fitted across the
dc generators, to give a regulated/stabilized dc output for all loading and speed
conditions. This unit also has facilities to indicate to the pilot over current and
under voltage conditions. The unit automatically disconnects the generator from
the aircraft dc bus bar and itself in case of over voltage. This unit replaces, the
existing carbon pile regulator and the over voltage protection unit. G.C.P.U
OPEREATING PRINCIPLE:
GCPU is fully solid state unit having 2 circuits one for regulation and the
other for protection. Even though these are encased in one box, their functions
are independent.
DC generator positive and negative voltages are supplied through the
connector to the radio interference suppression filters, which suppress the radio
frequency noise. These filter out the noise developed during ON & OFF of the
transistor switching. Output from filter goes through the over voltage protection
relay to the power transistor, the regulation and protection PCB’s and to the
starting relay. Starting relay is connected across the field and +G terminal. The
relay is operated by a transistorized circuit such that the relay contacts are
normally closed until the generator voltage builds up to a predetermined voltage
of 18 ± 1 volts. Above this voltage the circuit energizes the relay which opens
the circuit and the transistorized regulator takes over to control the generator.
The main power transistor is connected across +G of the generator and the field.
Forced commutation techniques is adopted so that transistor switches ON &
OFF, alternately at a fixed frequency of 500 ± 100 Hz which is totally
independent of individual generator characteristics. Since the field circuit is
highly inductive in nature a re-circulating power rectifier is connected parallel
to the field (between the field and – G terminal). This is done in such a way that
when the power transistor is ON and pumping current from the field, the re-
circulating diode (rectifier) remains off, and when the transistor switches off,
the diode takes over the slowly decaying field current due to the back e.m.f. of
the highly inductive field. The average of the transistor ON time over each
switching cycle determines the field current (Higher the ON time, higher is the
field current). A sensing circuit senses generator voltage and accordingly
controls the power transistor in such a way that if the generator voltage falls
below a preset voltage (nominally 28 V) the ON time increases. This in turn
increases the field current to increases the generator voltage and vice versa until
a balance state is achieved due to negative feedback.Protection circuit senses
generator voltage which if exceeds limit will disconnect the regulator from the
generator and also de – energize differential contactor which will immediately
disconnect the generator from the bus bar.
USE:
The unit not only regulates (control) a D.C. generator voltage, but also
protects the generator and the electrical system from any damage due to fault in
a circuitry totally isolated from regulator circuitry.
The G.C.P.U. is designed for fitment in any altitude and in any position with
any type of highly maneuverable military aircraft. It is not designed to be fitted
on the aircraft engine. Combined temperature, humidity and pressure tests,
tropical test, resistance to fungus growth test, radio interference, magnetic
interference tests constant and crash acceleration tests.It also provides
protection of itself as well as utilization equipment.G.C.P.U. is basically not
designed for the starting mode function of the Starter – Generator and is
recommended for functional use only during generation mode.
5. INSTRUMENTS OF THE ASSEMBLY & TEST SHOP – 3
PURPOSE:
It is designed for remote measuring the fuel contents in the fuel tanks of
one engine of the airplane in volume units by means of measuring the fuel
returning from the pipeline behind the PTCT50 transmitter into the service
tank (when the fuel pipelines and the tanks are in good order) and for
transmitting those information data into the K3A system.
OPERATING PRINCIPLE:
The operating principle of the flow meter are based on the conversion,
realized by transmitter, of the fuel volumetric flow rate, Q, into a pulse voltage,
V1 which is in proportion to flow rate Q on the conversion and the power
amplification of the transmitter signal in the Amplifier (V2=KV1) and on the
indication of the fuel contents available in the plane tanks with the aid of the
indicator.
OPERATION:
The operating principles of the flow meter are based on the fact that the
fuel flowing helical impeller whose rotation speed is in proportion to the speed
of the flow and, hence, to the amount of fuel that flows through the fuel flow
transmitter. The impeller drives, through the reduction gear, the core of the
pulse – induction gear. The impeller of the main flow rate type PTCT50
transmitter is calculated in such a manner that a single pulse could correspond
to every 2.51 of the fuel that has passed through the transmitter. The transmitter
signal is fed to the input circuit of amplifier Y -4 located in the Y 2-1
amplifier; then this signal gets converted into rectangular pulses, power
amplified and supplied to the winding of motor P of the indicator.
The indicator P operates and turns, by one tooth, the ratchet – wheel
which is coupled to the pointer through the differential gear and the reduction
gear.
• Altitude
• Engine speed
• Aircraft speed
• Vertical acceleration
• Horizontal acceleration
• Turn Angle of stabilizer
WORKING:
In this, mechanical motion is converted into electrical signals and then it
is converted in to optical signals,. There is a fixed mirror in the vibrator which
moves accordingly to the moving light beam. The light beam is moved under
the effect of a permanent magnetic field and flux and shifts the light beam
accordingly. Now the mirror will move and thus light will move and thus
further the photographic film is printed.
5. INSTRUMENTS OF G.L.N.S SHOP
OVERVIEW:
The Gyro land navigation system is an electronic navigation device used
for guiding any army vehicle to its destination point. The principle objective of
system is not only to ease the in more precise and more quicker manner whether
in plains, hills or sand dunes, where there are no special remarks.
“Approach Blip” indication, when the vehicle reaches within 1.2 km of the
destination point.
“Bearing Rotation” indication, when the vehicle reaches within 200 m (visible
range) of destination point.
Description:
The Ground Land Navigation System comprises four units together with one
Static Inverter as an A.C. supply source, two auxillary units and four optional
associated items.
Directional Gyroscope:
This unit supplies vehicles heading signal. The gyro rotor is spherical in
shape and supported in the inner gimbal ring, which fitted with osing the Gyro
motor. Gyro motor is three – phase induction motor driven at 24000 rpm.
Static Inverter:
It converts 28 V DC in to 115 V A.C., 400 Hz, single – phase output, 28 V
D.C. input coming from JBV is to feed through the RI filter to the control card
via one pole of the protective relay. Control card generates the oscillation with
frequency of 400 Hz. This signal is preamplified at a frequency of 400 Hz. This
signal is preamplified in Base drive card. The output of the power transistor
fixed on the chassis for power amplification. This gives 115 single – phase A.C.
output.
Signal proportional to the output is fed to the protection card. The
protection card senses under voltage (D.C.), over voltage (A.C.) and overload.
If any of the above parameters goes beyond the specified limit it de-energizes
the protective relay cutting off supply to the base drive.