PROJECT ON

CONSTRUCTION AND MECHANISM

OF AL31FP ENGINE

HINDUSTAN AERONAUTICS LIMITED,

KORAPUT DIVISION, ODISHA

SUBMITTED BY:
SUBHASIS NAYAK
V.T. NO: 8377
 Acknowledgement
We take immense pleasure in thanking MR. P.NATARAJ, Dy.
Manager (HR-TRG), Training and Development Institute, HAL for
having permitted us to carry out the vocational training at
Hindustan Aeronautics Limited, Engine Division, Koraput. We
wish to express our deep sense of gratitude to our internal
guide, MR. S.K.BISHOYI (MANAGER, GEARBOX CASING SHOP)
for his able guidance and useful suggestions, which helped us in
completing the project work in time.
Words are inadequate in the offering thanks to the project
assistants, HAL for their encouragement and cooperation in
carrying out the project work.

SUBHASIS NAYAK

NATIONAL INSTITUTE OF TECHNOLOGY,

ROURKELA
 CERTIFICATE
This is to certify that SUBHASIS NAYAK pursuing B.TECH
(MECHANICAL ENGINEERING) from NATIONAL INSTITUTE OF
TECHNOLOGY,ROURKELA has successfully undergone one month
vocational training at HAL, ENGINE DIVISION, KORAPUT from 2 MAY
to 01 JUNE 2014.

He has taken keen interest in absorbing the aerospace technologies and

completing the project on “CONSTRUCTION AND MECHANISM OF
AL31FP ENGINE” during his training period at HAL. During their training
period they have been familiarized with assembly and application of various
machining and manufacturing processes used in production of different
SUKHOI variant engines.

We found him sincere, hardworking and his performance was

excellent during the training period. His character and conduct was also found
very good. We wish him good luck in his future endeavour.

MR. S.K.BISHOYI MR. S.D.SATISH CHANDRA

MANAGER MANAGER
(GEARBOX CASING SHOP) (HR-TRG)
PROJECT GUIDE
 CONTENTS

SL NO. SUBJECT
1 HISTORY OF HAL

2 HAL,KORAPUT

3 FACILITIES IN THE DIVISION

4 INTRODUCTION TO JET ENGINE

5 WORKING PRINCIPLE OF JET ENGINE

6 PRINCIPLE OF AL31FP JET ENGINE

7 CONSTRUCTIONAL DETAILS OF
AL31FP ENGINE

8 ENGINE FUEL SYSTEM

9 CONCLUSION
 HISTORY OF HAL
INTRODUCTION TO HAL
Hindustan Aircraft Limited was found by Late Shree Walchand and Hirachand at
Bangalore in Karnataka on 23rd December 1940, in association with the
Government of Mysore which was first started for overhauling of aero-engines that
were handed over by England to the United States Air Force. There after an
overhauling branch opened at Bangalore. In June 1942, Government of India
purchased the interest of the company and took over its management.
HAL was first started for overhauling of aero-engines for HARLOW TRAINER AND
CURTIS HAWK FIGHTER AIRCRAFT LIMITED. The company was started between Second
World War. After 1945, the company came under the administrative control of the
Ministry of Industry and Supply.
Since then, there has been continuous expansion of HAL Company.

Presently there are 19 production divisions and 10 R& D centres of HAL

all over the country:-

• Bangalore (Karnataka) : Head office

• Barrackpore (West Bengal)
• Koraput (Odisha)
• Hyderabad (Andhra Pradesh)
• Korwa (Uttar Pradesh)
• Lucknow (Uttar Pradesh)
• Kanpur (Uttar Pradesh)
• Nasik (Maharashtra)
• Kasargarh (Kerala)
There are 5 main complexes of HAL for the design,manufacturing , and
overhauling of the fighter aircrafts, engines and helicopters and its
accessories :-

• Bangalore complex
• MIG complex
• Accessories complex
• Design complex
• Helicopter complex

MIG COMPLEX
• Air craft division and Overhaul division, Nasik:
Manufacturing and overhaul of MiG series & Su30 MKI air Frames.
 Engine division, and SUKHOI Engine division, Koraput :
Manufacturing and overhaul of MiG series engines and AL31FP
engines for Su 30 MKI aircrafts.

The indigenous names of the HAL products:-

SL NO. AIRCRAFT ENGINE INDIGENOUS NAME

1. MiG-21FL R11-F20 BADAL

2. MiG-21BIS R-25 VIKRAM

3. MiG-29 RD-33 VAJ

4. GNAT ORPHEUS-701 AJEET

5. HT-2 ORPHEUS-703 MARUT

6. HJT-36 VIPER-11 KIRAN

7. JAGUAR ADOUR MK-803 SAMSHER

8. MIRAGE-2000 M-53 VAJRA

9. AN-32 HS-748(AVRO) SATLUJ

10. LCA KAVERI TEJAS

 HINDUSTAN AERONAUTICS LIMITED,

ENGINE DIVISION, KORAPUT

This division which comes under MiG complex of HAL , specializes in
MiG series engine design and AL 31FP engines. The name MiG was
given after two Russian designers Mikoyan and Gurevich. The floor area
of Koraput division is 109212sq.m. Plant and machinery have been
provisioned for the manufacture of 120 engines of F2 series and
overhaul of 144 engines per annum, on two initially. Subsequently, plant
and machinery for overhaul engines was increased to 160 in the
calendar year 1981-82 and to 256 during 1990-91.This division is
presently engaged in the manufacture of RD33 engines fitted to MiG-29
aircraft. Annual task envisages overhaul of R25, R29B and RD33
engines fitted on MiG-21, Mig 27M and MiG 29 aircrafts respectively.
The new SE division also deals with the overhaul of and the
manufacture of AL31FP engine fitted on Su- 30 MKI aircrafts.

FACILITIES IN THE DIVISION

• FULL FLEDGED QUALITY ASSURANCE DEPARTMENT WITH
• DEDICATED FACILITIES, QUALIFIED, EXPERIENCED AND
TRAINED MANPOWER.
• CENTRAL LABORATORY WITH DEDICATED FACILITIES OF
NDT, MATERIAL TESTING, FATIGUE AND CREEP ANALYSIS.
• GAS TURBINE R&D CENTRE TO CATER TO DESIGN AND
DEVELOPMENT ACTIVITIES AND LIFE EXTENSION STUDIES.
• INDIGENISATION DEPARTMENT TO ESTABLISH ALTERNATE
SOURCES FOR METALLIC / NON-METALLIC MATERIALS AND
COMPONENTS.
• PRODUCTION ENGINEERING DEPARTMENT TO
COORDINATE MATERIAL PROVISIONING, PLANNING AND
CONTROL ACTIVITIES.
• CUSTOMER SUPPORT SERVICES TO PROVIDE TOTAL
INTERACTION WITH CUSTOMER ON LOGISTICS, TECHNICAL
AND TRAINING REQUIREMENTS.
 INTRODUCTION TO JET ENGINES
SOME DEFINATION RELATED TO JET ENGINE

1. Engine: Engine is a machine which converts chemical energy of fuel

into heat energy to do work.

2. Aero engine: Aero engine is a machine which transforms potential

energy contained in the fuel and air into kinetic and / or mechanical
energy.

3. Gas Turbine Engine: A type of engine which transforms energy by

means of a compressor, combustion chamber and turbine.

4. Turbine: Turbine is a wheel which derives its power from the motion
of a fluid.

5. Propulsion: Imparting acceleration to a certain mass.

6. Thrust: A gas jet exhausting at high velocity from a nozzle

generating a force in the opposite direction is termed as thrust.

7. Turbo jet: All air flow goes through a gas generator i.e. compressor,
combustion chamber and turbine.

8. Bypass Turbo jet: It admits more air than necessary for Gas
Generator, additional flow by-passing the Gas Generator.

9. Twin spool bypass Turbo jet: A generator incorporates two

independent rotating assemblies. A low pressure turbine and high
pressure turbine shaft runs coaxially e.g. AL-31FP, RD-33 engine.

Aim of jet engine

Aim of jet engine is to generate hot gases at a pressure much higher
than ambient pressure for expansion in a nozzle to produce thrust.
Central element of jet engine is gas generator which comprises of
compressor, combustion chamber and turbine. By adding an inlet and a
nozzle, a turbojet results.
 Working principle of a jet engine / gas turbine engine
The aviation gas turbine engine is categorized as a heat engine. It uses gas as its working fluid and
produces (mechanical) shaft power and thrust. Generating thrust, in particular, is possible only if the
exhaust velocity of gas is higher than the velocity at which air enters the engine. In order to accelerate
the gas, energy must be added to the airflow within the engine which can then be converted into
kinetic energy.

In a gas turbine engine, the increase of energy is accomplished in two consecutive steps, and
by two different, though adjacent, engine components. First, pressure of the airflow is raised by action
of mechanical shaft power. This is done in the compressor section. After its discharge from the
compressor, the pressurized air enters in the combustion chamber, where the fuel and pressurized
air burns, thereby temperature of the gas is steeply raised (due to chemical reaction of air and fuel
mixture).

The gas is now sufficiently processed to provide physical work for the turbine, the first station
within the engine where work extracted from the hot gas is turbine. As the gas expands and
accelerates, it rotates the turbine which in turn rotates the compressor as turbine is directly coupled to
the compressor by a shaft (spool). After discharging from the turbine, the gas is further accelerated in
the exhaust nozzle, where all remaining usable heat energy is converted into kinetic energy which
produces thrust for moving the aircraft forward (Newton Third Law).

Explanation of working principle ( Fig 2.1)

A. The air from atmosphere is taken in through a simple or

complex air intake depending on the flight speed and

geometry ofthe aircraft air intake.

B. Air is compressed in a centrifugal or axial flow

compressor to increase the pressure and temperature of air .

C. Compressed air enters in combustion chamber where fuel

is injected and burned, thus adding more energy to airflow.

Temperature of gas increases where as pressure remains

constant.

D. Part of the energy generated is used to run a turbine

Which provides power for running the compressor and also

Some accessories necessary for engine operation.

E. The remaining energy of gas stream is converted into

Kinetic energy by exhaust nozzle to produce thrust.

High exhaust velocity is prerequisite to generation of thrust.

 PRINCIPLES OF AL 31-FP JET ENGINE OPERATION

The main function of any aero plane propulsion system is to provide a force to
overcome the aircraft drag, this force is called thrust. Both propeller driven
aircraft and jet engines derive their thrust from accelerating a stream of air -
the main difference between the two is the amount of air accelerated. A
propeller accelerates a large volume of air by a small amount, whereas a jet
engine accelerates a small volume of air by a large amount. This can be
understood by Newton's 2nd law of motion which is summarized by the
equation F=ma (force = mass x acceleration). Basically the force or thrust (F) is
created by accelerating the mass of air (m) by the acceleration (a).

A propeller accelerates a large volume A jet engine accelerates a small volume

of air by a small amount of air by a large amount

Given that thrust is proportional to airflow rate and that engines must be
designed to give large thrust per unit engine size, it follows that the jet engine
designer will generally attempt to maximize the airflow per unit size of the
engine. This means maximizing the speed at which the air can enter the
engine, and the fraction of the inlet area that can be devoted to airflow. Gas
turbine engines are generally far superior to piston engines in these respects;
therefore piston-type jet engines have not been developed.
 The gas turbine engine is essentially a
heat engine using air as a working
fluid to provide thrust. To achieve this,
the air passing through the engine has
to be accelerated; this means that the
velocity or kinetic energy of the air
must be increased. First, the pressure
energy is raised, followed by the
The operation cycle of a gas turbine
addition of heat energy, before final
conversion back to kinetic energy in the form of a high velocity jet.

The basic mechanical arrangement of a gas turbine is relatively simple. It

consists of only four parts

1.The compressor, which is used to increase the pressure (and

temperature) of the inlet air.
2. One or a number of combustion chambers in which fuel is injected into the
high-pressure air as a fine spray, and burned, thereby heating the air. The
pressure remains (nearly) constant during combustion, but as the temperature
rises, each kilogram of hot air needs to occupy a larger volume than it did
when cold and therefore expands through the turbine.
3. The turbine which converts some of this temperature rise to rotational
energy. This energy is used to drive the compressor.
4. The exhaust nozzle which accelerates the air using the remainder of the
energy added in the combustor, producing a high velocity jet exhaust.

A schematic of a gas-turbine engine (turbojet)

 AL31-FP ENGINE
1. Sukhoi SU- 30 MKI, ( Russian: Modernizirovannyi Kommercheskiy Indiski;
Modernized Commercial India), is the variant of the Sukhoi SU-30. The SU-
30 MKI a highly specialized aircraf t developed f or the Indian Air Force . It is a
heavy class, long -range, multi-role, air super iorit y f ighter and strike f ighter .
The variant also consists of French, Israeli and Indian subsystems. The MKI
var ia nt is a much more advanced f ighter jet than the basic K and MK variants
and is considered a 4.5 generat ion aircraf t. The MKI variant is considered to
be the most advanced f ighter aircraf t of Russian or igin in ser vice.

2. Aircr af t SU-30MKI is a m ult ipur pose t win seated supersonic f ighter

designed to destroy air t argets in f ree space and against the eart h
background both by day and at night under visual and adverse weather
conditions and to engage ground and surf ace targets within tactical and
operat ional dep ths under heavy noise condit ions as well.

3. To destroy aer ial targets, a provision is made f or employm ent of all angle
medium-range missiles (active, semi - active radar and inf ra -red guided
missiles) and short -range missiles ( inf ra -red guided missiles) ca pable of high
target hit probabilit y.

4. To destroy ground targets, use is made of unguided bombs, guided bombs

and missiles. The aircraf t is also equipped with a rapid f ire gun mount with
caliber of 30 mm.

5. The aircraf t is also intended f or training, acquisit ion (perfection) of skills

in f lying techniques, air navigat ion and combat employment including
participation in group combat act ions.

TECHNICAL INFORMATION
6. The SU-30MKI is power ed by the two AL -31FP t urbof ans (P f or
Povorot noye meaning "Movable"), Each AL -31FP is r ated at 12,500 Kgf
(27,550 lbf ) of f ull af terburning thrust with the capabilit y to vector in 2
planes. The TVC nozzle of the MKI def lects 32 degrees in the hor izontal
plane and 15 degrees in the vert ical plane. This is done by angling them
inwards by 15 degrees, which produces a cork -screw eff ect and thus
enhancing the turning capabilit y of the aircraf t. The TVC nozzle is made of
Titanium to reduce the nozzle's weight. The two nozzles can be vectored
asymmetrically, i.e. each nozzle can point at diff erent directions independent
f rom the other nozzle and thus multiplying the eff ect. Two AL -31FP by-pass
thrust-vectoring turbojet reheated engines (25,000 Kgf full af terburning
thrust) ensure a 2Mach hor izontal f light speed (a 1350 km/h ground -level
speed) and a rate of climb of 230 m/s.

7. The mean t ime between overhaul f or the AL -31FP is given at 1,000 hours
with a f ull- lif e span of 2,000 hours. The Titanium nozzle (TVC) has a mean
time bet ween overhaul of 500 hours. The pilot controls the aircraf t wit h help
of a standard control stick. On the pilot's lef t, there is a switch which is
turned on f or perf orming diff icult maneuvers. Af ter the switch -over, the
computer determ ines the level of use of aerodynamic surf aces and swiveling
nozzles and their required def lect ion angles

Full form of AL-31FP

A- Arxip (Name of designer)

L Lyolka (Name of designer)
31- Series
F- Farsa (Reheat/After Burner)
P- Povorotnoye (Movable/TVC)

Special features of the engine: -

(a) It is a by-pass engine with a by-pass ratio of 0.57: 1. Mass flow of

exhaust gases is increased by addition of by-pass air at the exit, thereby
increasing propulsive efficiency.

(b) Inlet guide vanes of LP compressor, inlet guide vanes of HP

compressor and 1st & 2nd stage stator blades of HP compressor are
variable. They regulate the airflow to LP compressor and HP compressor
depending on engine rating.

(c) The engine has convergent–divergent swivelling exhaust nozzle,

which enables efficient expansion of exhaust gases for improved engine
performance and high manoeuvrability for tactical advantage in combat
operation.

(d) The engine parameters are automatically controlled by Electronic

Engine Controller (KRD – 99B).

(e) The engine has a “Special” mode of operation with certain

limitations (BP Mode) to have additional thrust in combat operations. In
this mode, the thrust increases by 6 to 8% (750 – 1000 kgs) above max.
Reheat thrust.

(f) Anti-surge system incorporated in this engine ensures suitable

corrective action in case of surge.

(g) Effective and efficient cooling of engine turbine.

(h) A very high thrust to weight ratio i.e. 8: 1.

 PARAMETERS AL31FP

Dry Weight (Kg) 1570

Length (mm) 4950

inlet Dia. (mm) 910

External Dia(mm) 1280

LP Rotor RPM N1 (100%) 10,200

HP Rotor RPM N2 (100%) 13,300

LP Compression Stage 4

HP Compressor Stage 9

LPC Compression Ratio 3.5:1

HPC Compression Ratio 6.6:1

Total Compression Ratio 23:1

Combustion Chamber Annular

TET (T3) Deg. C Max. 1392

 JPT (T4) Deg. C Max. 765

Thrust at Max. Dry(Kgf) 7670

Thrust at Max. AB(Kgf) 12500

S.F.C (Kg/Kg/Hr) 0.67-1.96

Air Mass Flow (Kg/Sec) 112

By Pass Ratio 0.571

TBO/TTL (Hrs.) 1000/2000

CONSTRUCTIONAL DETAILS OF AL-31FP

AERO ENGINE

1. The AL – 31 FP engine consists of the following main assemblies

(a) Inlet guide vane assembly.

(b) LP compressor assembly.

(c) Intermediate Casing.

(d) High Pressure Compressor.

(e) Main combustion chamber.

(f) Turbine and Nozzle Guide Vanes Assembly.

(g) After Burner Assembly.

(h) Thrust Vectoring Nozzle Assembly

(i) External Housing

(j) Accessory Drives Gear Box.

Engine Internal view

1. Inlet Guide Vane Assembly ; The purpose of IGV assembly is
to vary the inlet cross-section area of LP compressor. It is made of
Titanium alloy. It is a load-carrying member of the engine. It consists of
external and internal rings connected by 23 movable inlet guide vanes.
The circular cavity on the external ring forms a channel to convey hot air
tapped from HP compressor seventh stage for engine anti- icing system.
The IGVs are hollow and they are in two sections. Their leading edge is
stationery and trailing edge is movable, having a deflection from -30 to
0° and controlled by LP IGV control system by arms through drive ring
with ten retainers located around its circumference. The stationary vanes
are attached to the external ring with the help of threaded studs and
nuts, end faces which are smooth and flushed with skin.

2. Low Pressure Compressor: The purpose of low-pressure

compressor is to compress the air and supply to engine by-pass duct
and main duct. It consists of rotor and stator assembly.
(a) LP Compressor Rotor: It is of cylinder type construction. It
has two supports- Front roller bearing and Rear ball bearing. Main
elements of rotor are Blades and Discs. There are slots between the
rotors for accommodating the stator rings and thus separating rotor from
stator. The rotor comprises of three sections:
(i) The first section cannot be dismantled. It consists of front journal,
first stage disc and second stage disc, which are connected to each
other by electron beam welding.
(ii) Second section includes the disc of 3rd stage and the inclined back
journal.
(iii) The third section includes the disc of 4th stage and is also
interconnected with second section by flange, nut and bolt.

(b) LP Compressor Stator Blade Assembly : The casings of

stator blades 1, 2, 3 stages are connected to the flanges with the help of
special bolts (self locking nuts). It has outer and inner shrouds. The
outer shrouds have grooves in casings. The semicircular rings of inner
shrouds are fixed geometrically with root of blade. Special soft cover is
placed on inner surface of semicircular ring. The design of 4th stage is
similar to 2nd and 3rd stage, but they are in two rows. The blades are
welded to the inner and outer ring. Space ‘Γ’ above the blades
communicates with compressor air flow duct through slots ‘Б’ and form
slot type blow off to expand the range of the compressor stable
operation modes. The casings are provided with inspection holes ‘E’ for
visual inspection by endoscope. The front flange connected to IGV
assembly, rear flange connected with intermediate casing.

3. Compressor Intermediate Casing: It is the primary load-

carrying member of the engine. The air delivered from LP compressor is
divided into by-pass and main duct airflows. Thrust from the engine is
transferred to aircraft through this casing. It consists of outer ring, inner
ring and splitter nose ring. 12 hollow struts connect all three rings with
each other. The struts are numbered clock wise viewed from rear. It is a
welded construction.
The following assemblies are mounted in the intermediate casing: -
(a) LP compressor outlet guide vane assembly (4th stage stator
casing of LPC).
(b) LP compressor rotor rear bearing support.
(c) HP compressor rotor front bearing support.
(d) Central bevel gear assembly.

4. High Pressure Compressor: The purpose of High-pressure

compressor is to compress the air delivered to the engine main duct. It
consists of stator and rotor assembly.
. (a) HPC Stator Assembly : It comprises of: -
(i) First casing which accommodate IGV and first stage stator
blades.
(ii) Second casing which accommodates second and third stage
stator blades.
(iii) Rear casing accommodate fourth to eighth stage stator
blades.
(iv) Ninth stage stator blades are installed on combustion
chamber casing.

5. HP Compressor Rotor Assembly ; It is drum disc type

construction consisting of:-
(a) Section I: It cannot be dismantled. All the discs are electron
beam welded. This section includes the disc of 1, 2, 3 stages rotor
blades.
(b) Section II : The second section comprises of the discs of 4, 5 and
6 stages of rotor blades. It has cone type flanges for load bearing. 1st
and 2nd sections are attached to each other by means of bolts at the
 specified place of flange. The front trunion is also fixed to these
sections with same bolts.
(c) Section III: It includes the discs of 7, 8 and 9 stages of rotor blades
and another disc with labyrinth sealing. These discs are connected to
cone type rear flange of section by bolts. There are three spacer rings
installed between the casings to maintain the requisite clearance. The
special bolt passes through these rings, discs and is finally attached
to the turbine shaft. It transmits torque from HP turbine rotor

6. Combustion Chamber: The combustion chamber is of annular

type, consisting of outer casing, inner casing and flame tube. The fuel
manifold supplies fuel to the combustion chamber through 28 dual orifice
burners. Fuel is ignited by two igniters (3 & 9’O clock position)

7. Turbines and Nozzle Guide Vane Assembly; The turbine

section incorporates HP and LP single stage axial turbines arranged in
series and the bearing support as well.

The High Pressure Turbine rotates the HP compressor and the

units installed on the aircraft accessory gearbox (AAGB) and on engine
accessory gearbox (EAGB).The Low Pressure Turbine rotates the LP
compressor.Each turbine consists of a rotor and nozzle guide vane
assembly.
The bearing support of the turbine section is a load-carrying
member of the engine. The radial loads are transmitted from the HP and
LP turbine rotors to the bearing support via the inter rotor bearing. LP
turbine shaft and LP turbine rotor bearing located in the bearing support.
The turbine section comprises the bearing support casing and bearing
casing.
8. After burner Assembly ; After burner consists of the following:

(a) Exhaust Mixer. It is intended to mix main duct gas stream

with by-pass air flow before transition section.

(b) Transition Section. It is designed to provide for the steady

burning of fuel in the A/B.
 (c) After burner casing. It consists of casing and shield. Some
portion of the by-pass air is supplied into the space which is
formed by shields and walls of transition section casing and after
burner casing to cool the jet nozzle and casings.

(d) Exhaust Fairing. It is designed to decrease the exhaust gas

energy losses. The exhaust fairing perforations are intended to
decrease the after burner intermittent burning.

(10) Thrust Vectoring Control Nozzle Assembly

The thrust vectoring variable area jet nozzle is an all mode

super sonic convergent and divergent nozzle. It comprises of:-
(a) Tilting Device: The tilting device consists of fixed casing
and movable casing. Fixed casing is hinged to movable casing by
means of two pivots. The movable casing is turned with respect to
the fixed casing by a maximum angle of ±14° by means of two
pairs of hydraulic cylinders located on both sides of the horizontal
axis of the tilting device. The hinge pin of the tilting device is turned
relative to the horizontal plane by an angle of 32° counter clock
wise for LH engine and clockwise for RH engine viewed from rear.

(b) Sub-sonic jet nozzle It is convergent nozzle (Subsonic section)

with synchronization drive and control mechanism to control the nozzle
throat area 16 convergent nozzle shutters with 16 sealing spacers forms
the convergent sub sonic jet nozzle. The shutters are controlled by 16
hydraulic cylinders. The hydraulic cylinders are fuel operated to actuate
the jacks. A high pressure pump (NP-160D) delivers fuel under pressure
to the jacks. The control is carried out by Engine Nozzle and After burner
Controller (RSF 31BTI).

(c) Supersonic Jet nozzle. It is a divergent nozzle (Supersonic

section) with synchronization drives and control mechanism to control
the jet nozzle exit area by outer shutters. 16 divergent nozzle shutters
with 16 sealing spacers forms the divergent supersonic section of jet
nozzle. These shutters are controlled by the hydraulic cylinders. There
are 16 Pneumatic cylinders to limit the maximum exit area within the
operating limits.

Engine Main Bearings (Total No. 6)

(A) LP ROTOR RESTS ON FOUR BEARING SUPPORTS.

(i) Front support bearing (roller), located in IGVcasing.

(ii) Rear support bearing (ball bearing), located in the intermediate casing.

(iii)LP turbine rotor front support bearing (roller bearing)located in the intermediate
casing (arranged in the drive gear shaft of central bevel gear).

(iv) Tail support bearing (roller bearing) located in the turbine bearing housing.

(B) HP ROTOR RESTS ON TWO BEARING SUPPORTS.

(i) Front bearing support (ball bearing), located in the intermediate casing.

(ii) Rear bearing support (roller bearing), located on the LP turbine shaft.
Intermediate casing is the primary load carrying member.

1. Roller bearing of LP compressor rotor front bearing support.

2. LP rotor.

3. Ball bearing of LP Compressor rotor rear bearing support.

4. Roller bearing of LP turbine rotor front bearing support.

5. Ball bearing of HP rotor front bearing support.

6. HP rotor.

7. Roller bearing of HP rotor rear bearing support.

8. Roller bearing of LP turbine rotor tail bearing support.

 ACCESSORY DRIVES
AIRCRAFT ACCESSORY GEAR BOX (AAGB)

1. Purpose. The purpose of aircraft accessory gear box (AAGB) is

to transmit rotary motion from the engine accessory gear box (EAGB) to
the aircraft accessories, when the engine is running. During engine
starting, the drive is transmitted from the Turbo Starter to the high
pressure rotor (HPR) via AAGB, flexible drive shaft, EAGB and vertical
torsion shaft. After engine start up the drive load is taken up by HPR.
There are two AAGB on the aircraft.

2. Components and Accessories mounted on AAGB ;

The following components are mounted on AAGB:-

(a) Turbo starter GTDE-117-1.

(b) Two oil scavenge pumps for scavenging oil from AAGB only.

(c) One hydraulic pump (NP-128).

(d) N2 RPM TachoGenerator (D-3M).

(e) N2 RPM transmitter (Dchv-2500).

(f) One centrifugal fuel booster pump (DTsN -80).

(g) AC Generator with constant speed drive (GP-25-2).

3. Coupling of AAGB with EAGB. The AAGB is coupled with

EAGB by means of the flexible shaft (Fig 5.2). The construction of the
flexible shaft makes it possible to compensate for misalignment of axis
of the AAGB and EAGB shafts being coupled.

Flexible Drive Shaft

ENGINE ACCESSORY GEAR BOX(EAGB)

1. Components and Accessories mounted on EAGB : The

following components are mounted on EAGB:-

(a) Centrifugal breather

(b) High pressure fuel pump (NP-160D)

(c) Mechanical fuel booster pump (DTsN-82)

(d) Oil pump block

(e) Main fuel pump (NR-31)

(f) After burner fuel pump (FN-31AT1)

TURBO STARTER (GTDE-117-1MO)

Purpose . The purpose of the GTDE is:

(a) To rotate the engines up to self sustaining RPM (53%) during

engine starting.

(b) To rotate the engines up to cranking RPM (18+3%) during

cold/wet cranking and preservation/ depreservation.

Description. The turbo-starter is essentially a gas turbine engine with a

free turbine, which transmits power through reduction gear to an output
shaft which drives the AAGB. The turbo starter consists of a single stage
centrifugal compressor, combustion chamber, turbine and an accessory
gear box .There is a free turbine, coupled to the output shaft through the
reduction gear.

Operation. Air is drawn into compressor through the air-intake. In the

combustion chamber, compressed air is mixed with the atomized fuel
supplied by fuel nozzle. The resultant fuel-air mixture is ignited by the
igniter. This mixture is assisted with the supply of oxygen into the
primary igniter for reliable light-up. The hot gases are delivered to the
turbine which converts a part of the energy into mechanical energy. The
torque developed by the free turbine is transmitted via reduction gear to
 AAGB. The exhaust gases are expelled into atmosphere through an
exhaust pipe on board.

AAGB Oil System. Oil is supplied to the AAGB and turbo starter from
the engine oil system. AAGB has its own scavenge pumps and
breathing system. A thermal chip detector is installed in the scavenge
line of AAGB to ascertain the mechanical condition of AAGB. In the
event of oil temperature exceeding 210±6°C or presence of metal chips
in the AAGB oil system, “DECELERATE L(R) ENG” caption will appear
on MFWS.

Accessory Gear Box & Torque Transmission

GTDE

FLEX. SHAFT

KDA
BKA

CONCLUSION

LPCR
A detailed study of the Construction and mechanism AL31FP
Engine was completed.
HPCR
It is certainly true that engine is the heart of any aircraft.
HPT LPT
CONCLUSION
It is therefore concluded that in a jet engine like those in AL31FP
caters to the following basic functions at all engine-operating
conditions,
• Quick and trouble-free starting,
• Smooth accelerations,
 • Stable operations.
Further the construction and mechanism of engine system should
incorporate safety features to limit turbine entry temperature,
compressor delivery pressure and engine rotor rpm within permissible
limits. Quite often, the system is also called upon to perform auxiliary
functions.