ACKNOWLEGEMENT

Such a project is been done for the submission in the college as per the UNIVERSITY norms for undergoing a 4-6 weeks industrial training in any manufacturing and production industry to gather and visualize some information about how the work is being done and the methodology taken by any company to complete the whole work. So that to complete the criterion, here I went to HINDUSTAN AERONAUTICS LTD., BANGLORE in HELICOPTER DEPARTMENT to complete my training work. In my training I worked and do some report analysis on the upcoming research and equipment to be placed on some sensitive portions of the helicopters so that to stabilize and to improve the safety of helicopters. The basic tooling and equipping is been done in such parts so as per the best suitability and easy to handle type. In such portions some additional testing and performance checking to be done, which came into my visualization under training. I completed this file as per the guidance of NAVEEN THAKUR sir so that I am submitting this file in college to complete the criterion of the university and the college to help us in completing our training and for their guidance for helping us to complete this report.

CHAPTER 1 INTRODUCTION TO HAL

1.1 GENERAL REVIEW 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 Walchand Hirachand, 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 and Design Centers in 8 locations in India. The Company has an impressive product track record - 15 types of aircrafts/Helicopters manufactured with in-house R & D and 14 types produced under license. HAL has manufactured over 3646 Aircrafts/Helicopters, 4096 engines and over 9447 aircraft and 29886 engines. HAL has been successful in numerous R & D programs developed for both Defense and Civil Aviation sectors. HAL has made substantial progress in its current projects:

overhauled

Dhruv, which is Advanced Light Helicopter (ALH) Tejas - Light Combat Aircraft (LCA) Intermediate Jet Trainer (IJT) 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
2

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)

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

Apart from these seven, other major diversification projects are Industrial Marine Gas Turbine and Airport Services. Several Co-production and Joint Ventures with international participation are under consideration. HAL's supplies / services are mainly to Indian Defense Services, Coast Guards and Border Security Forces. 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 has won several International & National Awards for achievements in R&D, Technology, Managerial Performance, Exports, Energy Conservation, Quality and Fulfillment of Social Responsibilities. 1.2 ACHIEVEMENTS

HAL was awarded the INTERNATIONAL GOLD MEDAL

AWARD for Corporate Achievement in Quality and Efficiency at the International Summit (Global Rating Leaders 2003), London, UK by M/s Global Rating and UK in conjunction with the International Information and Marketing Centre (IIMC).

HAL was presented the International - ARCH OF EUROPE Technology and Innovation.

Award in Gold Category in recognition for its commitment to Quality, Leadership,

At the National level, HAL won the "GOLD TROPHY" for

excellence in Public Sector Management, instituted by the Standing Conference of Public Enterprises (SCOPE) Some of the prestigious Awards received during last 4 years are:

Conferred NAVRATNA status by the Government of India on 22nd

June 2007

Raksha Mantri's Awards for Excellence for the years 2006-07, 2007-

08 and 2008-09, HAL was conferred with the Raksha Mantri's Awards for Excellence as follows: 2006-07: i) Division/Factory Award : Transport Aircraft Division, Kanpur

ii) Group/Individual Awards: Design Effort Awards for TARDC, Kanpur 2007-08:
4

i) Institutional Award 2008-09: i) Institutional Award

: Excellence in Performance

: Best Performance in Exports

HAL was awarded the MoU Excellence Award for the years 2004-

05, 2005-06, 2006-07, 2007-08 and 2008-09.

HAL

was

awarded

Performance

Excellence

Award-2009

(Organization) for the year 2008-09 by Institution of Industrial Engineering.

Foundry & Forge Division, Bangalore was awarded International

Diamond Star Quality Award during 23rd World Quality Commitment Convention 2009 held at Paris on 25th September 2009.

HAL was awarded the Regional Export Award for Export

Performance for the year 2007-08 by EPC India. The Award was presented on 21st February 2010 in Maldives.

Foundry & Forge Division was awarded "Gargi Huttenes-Albertus

Green Foundry Award" of the year 2008-09 by the Institute of Indian Foundry men. The Award was presented in the 58th Indian Foundry Congress held at Ahmadabad between 5-7 Feb 2010.

HAL was awarded the "Supplier of the Year 2009" by Boeing,

USA. The Company scaled new heights in the financial year 2009-10 with a turnover of Rs.11, 457 Crores.

1.3

EVOLUTION

AND

GROWTH

OF

THE

COMPANY

The Company's steady organizational growth over the years with consolidation and enlargement of its operational base by creating sophisticated facilities for manufacture of aircraft /

helicopters, aero engines, accessories and avionics is illustrated below.

1.4 Products in Current Manufacturing Range

Su

30

MKI

Twin-seater, Multi-role, Long range Fighter / Bomber / Air Superiority Aircraft

MiG-27

Single- seated Tactical Fighter / Bomber with variable sweep wings MiG-21 VARIANTS

Single-seater Front line Tactical Interceptor / Fighter Aircraft

Jaguar

International

HAL commenced production of Jaguar International - deep penetration strike and battlefield tactical Support Aircraft in 1979 under license from British Aerospace, including the engine, accessories and avionics. Jaguar aircraft is designed with 7 hard points (4 under wing, 2 over wing and 1 under fuselage) capable of carrying a huge load of several weapons in different combinations to meet the Customers needs.

Basic Data Dimensions Length: 16.955 m

Wing Data Area: 24.03 m2

Weight Maximum Take Off: 15700 kg

Fuel Capacity Internal : 4.171 litres With ext.

Power Plant Rolls Royce Adour MK 811 Turbofan Max. thrust at sea level: Dry 2549 3810 kg

Wing Span: 8.691 Height: 4.813 m Aspect Ratio: 3.12 m Sweep: 40o 2'

Pay Load: 4000 kg

tanks (max usable capacity): 7726 litres

Reheat -

Dhruv

(Advanced

Light

Helicopter)

With a proven track record and established technology for manufacture of helicopters and its components, series the Helicopter of Division Dhruv commenced production

(Advanced Light Helicopter) in 2000 - 2001. The ALH is a multi-role, multi-mission helicopter in 5.5 ton class, fully designed and developed by HAL. Built to FAR 29 specifications, Dhruv is designed to meet the requirement of both military and civil operators.

Major Features

Designed to perform both utility and attack roles

Twin engine

configuration which allows continued flight virtually the flight envelope

throughout

Incorporates a number of advanced technologies - Integrated Dynamic

System (IDS) , Anti-resonance Vibration Isolation System (ARIS) , Full Authority Digital Electronic Control (FADEC) , Hingeless Main Rotor, Bearingless Tail Rotor and Automatic Flight Control System

7 Dhruv Helicopters were delivered to Indian Defence Forces in 2000Performance Cruising Speed Max Continuous Speed Never Exceeded Speed Range Endurance Max. Oblique Rate Climb Service Ceiling of 4500 m

2001 Basic Data Length Main Rotor Diameter Height Max. Take-off Weight Useful Load Cabin Volume Fuel Capacity

15.87 meters 13.20 meters 4.98 meters 5500 kg 2600 kg 7.33 m3 1100 kg

250 kmph 270 kmph 300 kph 660 km 3.5 Hrs 620 m/min

10

CHAPTER 2 STUDIES ON HELICOPTERS

2.1 MAIN GEAR BOX Main Gear box is the main and essential part thus connected and installed so that is used to drive the main rotor thus helps to drive/fly/balance the whole helicopter. It consists of 7 gears so that starting from the initial piston starts thus starts the engine and starts the shaft rotating at a speed of 6000 rpm. So that firstly it gets reduced by the main gear outside the box so that one connecting shaft is connected to the inner gear so that it is connected to one driven gear thus connected to the main rotating gear so that after reducing the speed by a ratio 19 app. Reduces the speed of the shaft to 314.6 rpm., at constant speed at any condition while driving it. The same system is connected to the diametrically opposite side where another engine is mounted. Both the engines are usually connected to rotate the main gear hub at the constant speed under any conditions. The main outer body of the gear is made up of magnesium alloy because it is the most heat conducting metal thus releases heat outside the main gear box so that minimum amount of heat will be left inside the box. Free wheels are connected on either sides connecting engine with the main shaft so that while driving any emergency occurs like engine stops working or any other emergency occurs. Just like that one actuator is fitted with the left engine for such any kind of emergency while the

11

helicopter is standing on floor. The actuator is fitted to the left side so that to set free the working of engine with the main rotor. In the gear hub there is a very good process of lubrication is being done so that we can easily reduce the temp. Inside the gear box thus to prevent it from any sort of losses occurring due to heat and friction. The gears are not connected or aligned exactly over each other so that it will create some losses like interference and other fractures in the structures. The gears are made up of carbon steel so that they are resistant to corrosion and other wears.

One most important part is connected over this gear box. It is used to control the motion of the plane, direction to the plane and used to control the main hub so that b... can be done while driving the helicopter. It mainly consists of 4 shafts/strings connected in between the upper and lower jaw of the rotor hub. They are the essential part as they are used to move the blades up and down of the plane. One actuator is fitted with the connecting hub which is connected to the stick so that adequate force it will manage while doing any operation while moving. To give that motion one squash plate is mounted which contains 2 portions one is moving radial and the other one is fixed inside the rotating portion. The rotating portion thus helps us to move the helicopter into hobbling type in the sky. Over the total surface of controlling section one outer shield is fixed made up of titanium to protect from the external extremities while flying.

2.2 Working inside Methods

In methods, they usually sees, checks the processes, works, checks whether the process is going accurately or not or if any kind of changes is required usually done here. The whole process is divided into 2 main parts; Planning Designing (visualizing the drawings) In planning we usually done is to plan the whole process how it can be done while doing the same amount of
12

CHAPTER 3 INTRODUCTION TO IRSS

When we have to transport or send any thing then some important factors are responsible for us while performing the operation i.e., the important considerations are as follows as
13

1. 2. 3. 4. 5.

Time taken Amount spend while doing it Measures taken while doing it Safety measures while performing it, To take necessary action to reach it safely.

So that is meanwhile understood that the air transport is one of the fastest transport and safest too while moving. If we ask about the cost it is relatively cheaper while moving a job from one place to the other. But the issue came when we are transporting and some consequences happened and we loose the aircraft and the job didnt get delivered. This will causes a huge loss in money, transportation and most important the purpose gets distracted or delayed for that time. Thus if the accident is happened due to some external measures like attacks, bombing and get traced by opposition groups like terrorists/Naxalites/enemy countries etc. so it is very important to not to be traced by them and complete the mission perfectly. So while doing a job it is most important now a days to not to be influenced in such so we need to equipped our aircraft with such instruments. The devices usually harms the helicopters are RADARS and IR guided missiles where they usually guide/trace it with the help of IR rays coming out of the plane. Generally, they used the tools like IR signature / thermal signature / heat signature of the helicopter used to create some fruitful losses to it. The IR guided missiles like have some nature that they even dont need any reflected ray so that it becomes quite difficult to any aircraft/RADAR crew to get through it and have lesser time to use counter measures to work against the risk. The formation of missiles used under Infrared guide makes it possible to destruct the aircraft while moving in the last forty years. Thus helicopter is most badly affected because it flies on very low attitude so can easily be detected and thus the operation was demolished. One of the effective demonstrations of infrared detection and tracking system was the destruction of several aircraft by IR guided Sidewinder missiles over Chinese offshore islands in 1958 [1]. The susceptibility of helicopters to IR guided missile attacks had highlighted by Soviet

14

experiences in Afghanistan (1985-1989), Indian experiences during the proxy war with Pakistan in Kargil sector (1999). exhibit the effectiveness of these missiles. The recent loss of unmanned Indian spy plane in 2002 to IR guided heat-seeking missile, In 1973 during the YOM Kippur war, Egyptians and Syrians lost more than 300 aircraft to IR guided missiles [2]. The air superiority shown by Americans during the war against Taliban in Afghanistan in 2001 with their stealth aircraft and helicopters reiterates the requirements to incorporate stealth characteristics for survivability. Between 1979 and 1993, 89% of all downed aircraft and helicopters were due to IR guided missiles [3]. The latest IR detector technology enables the missile to differentiate between IR flares and the target helicopter, and making IR flares ineffective in increasing aircraft survivability. The effectiveness of the countermeasures can be increased only by reducing the IR radiation from the helicopter. The reduction in IR radiation reduces the contrast with the background, reducing the lockon/detection range of the detector and hence increasing the helicopter survivability and its capability to complete the mission.

3.1

Background

Infrared guidance has been exploited by Man-Portable Air Defence Systems (MANPADS), which essentially consists of shoulder fired, sophisticated, light weight, IR guided heat seeking Surface to Air Missile

15

(SAM). Because of their low altitude, low Mach number and close air support role, the largest threat to helicopters is from MANPADS. Many of such missiles have found their way even to some of the terrorist groups, posing a threat to military helicopters during peace time operations and civilian helicopters. The passive nature of infrared detectors makes them possible to acquire a target at sufficient ranges and provide sufficient engagement boundaries [4]. The survivability of the helicopter is its ability to withstand man made hostile conditions without aborting its mission in between [5]. Survivability is emphasized for airborne vehicles because of the concern over limited production and the potential for high loss rates against the improved missile technology [6]. During helicopter operations, the difference between the emission of the hot parts of the helicopter and the surrounding atmosphere produces IR signatures, which can be detected by heat-seeking missile. Most of the metals can be approximated as grey bodies, which emit radiation at all wavelengths with the variation of emissivity with wavelength being insignificant. The exhaust plume on the other hand exhibits band emissivity and emits selectively in some discrete bands through out the whole electromagnetic spectrum. Helicopters use turbo shaft engines, and hence the velocity and temperature of the exhaust plume are significantly lower than that of an aircraft engine. The exhaust plume from the helicopter is immediately dissipated into the ambient due to main rotor wake, and hence the contribution of exhaust plume in total IR signature of a helicopter is not significant. The major sources of IR radiation in a helicopter are the hot powerplant parts, exhaust duct and associated helicopter structure that gets heated by the exhaust plume. Hence the IR signature of a helicopter depends mainly on the visibility of hot parts, their area, temperature and emissivity. The objective of the IRSS system is to minimise the visibility of hot parts and reduce the temperature of the visible parts so that the IR radiation in contrast to the background is insignificant.

16

3.2 Motivation
The risk of IR guided threats was recognised in the early 1970s, and this led to the development of IR countermeasures. Due to the developments in IR sensing technologies, it is virtually impossible to escape detection without proper IRSS and countermeasures. If location of the threat is known, pilot can sometimes take advantage of the view angle dependant nature of the helicopter IR signature. The infrared signature of helicopter is important from the point of detection. Special Forces, anti-terrorism and law enforcement departments have special requirement for helicopter services. The tactical role of the utility helicopter tends to place it in hostile environment of IR guided missiles. New generation IR detectors use multi-spectral thermal imaging system, which are capable of detecting IR radiation in wide spectrum and locking on to the helicopter from all aspects. These systems are immune to IR countermeasures like flares that appear as point source and are discarded by the detector [7]. Due to the above reasons and easy availability of sophisticated IR guided missiles with many terrorist groups, the incorporation of IRSS system on helicopter has become mandatory for increasing its mission effectiveness and survivability.

3.3 Objectives and Scope

To increase the effectiveness of countermeasures, the IR signatures of the helicopter should be much lower than that of the countermeasure used. To bring the IR emission level close to the surroundings, the IR emission from powerplant installation has to be reduced. Engines are operated at the highest permissible temperature when maximum power is required, and the reduction in temperature from the point of IR radiation will reduce the power available to the helicopter. Increase in weight due to the addition of the IR signature suppression system will decrease the helicopter performance. Any modification in the exhaust system configuration may increase the back pressure, thereby reducing the engine power available to the helicopter. Hence an improved IRSS system has been conceptualized for a typical 4-5 ton class Military helicopter aiming at minimum back

17

pressure and maximum blockage of hot parts. Chapter 2 describes the importance of IR radiation and compares the merits and demerits of some IR suppression systems used on helicopters. Chapter 3 describes the concept of the IR suppression system for a typical 4-5 ton class helicopter and thermal model of the conceptualised system. Chapter 4 describes the design philosophy behind the conceptualised IRSS system. Chapter 5 explains the estimated effectiveness of the IRSS system at different helicopter operating conditions.

18

CHAPTER 4 LITERATURE REVIEW

4.1 Infrared Radiation

Infrared radiation is generated by vibration and rotation of atoms and molecules within any material whose temperature is above absolute zero (0 K or -273C) [8]. Infrared radiation is an electromagnetic radiation in the wavelength band of 0.78 m to 1000 m as shown in Fig. 2.1 [9]. Out of this large wavelength range, only small bands ranging between 1-2, 3-5 and 8-12 m, called atmospheric windows are used for practical detection of IR radiation from military vehicles. The rate at which thermal radiant energy is emitted from a surface depends only on the absolute temperature of the body, the material and the nature of its surface [10]. Hence, the emissivity of coated surfaces is the characteristics of the coating rather than underlying surface. For instance polishing of aluminum sheet can halve its emissivity (at 100C the emissivity of polished aluminum plate is 0.05 whereas that for unpolished surface is 0.09) [11].

Fig. 2.1 Electromagnetic radiation spectrum [9]

19

4.1.1 Thermal radiation

The total amount of radiation emitted is dependent on emissivity and the fourth power of absolute temperature as given by the Stefan-Boltzmann Law, e = T 4 , (2.1) where, Stefan Boltzmann constant, = 5.67 x 10-8 W/m2K4. From electromagnetic considerations, Plancks Law gives the monochromatic emissive power of a black surface as

e b =

2 C1 , 5 [ exp(C2 / T) 1]

(2.2)

Where C1 and C2 are constants whose values are 0.596 10-16 W-m2 and 0.014387 m-K respectively. emissive power is given by, = eb, (2.3) For non black surface, monochromatic e

The emissive power within a specified band of wavelengths is obtained by integrating the Plancks law within that wavelength interval. The total radiant emittance increases rapidly with temperature. The wavelength of maximum spectral radial emittance shifts towards shorter wavelengths with the increase in temperature as observed from Fig. 2.2. Individual curves never cross one another and hence higher the temperature, higher will be the radial emittance at all wavelengths.

20

Fig. 4.2 Spectral radiant emittance of a blackbody at various temperatures [11]

4.1.2 IR transmission through the atmosphere Most of the infrared systems have to view their targets through the atmosphere. Before the IR radiation reaches the sensor, the radiant flux from the target is selectively absorbed by several of the atmospheric gases, is scattered away from the line of sight by small particles suspended in the atmosphere and, at times, is modulated by rapid variations in some atmospheric properties. The attenuation of IR radiation while passing through the atmosphere is given by,
= a +,

(2.4)

Where,

is called the extinction coefficient, a is the absorption

coefficient which accounts for absorption by the gaseous molecules of the atmosphere, and is the scattering coefficient, which accounts for scattering by gaseous molecules. In IR spectrum, the absorption process is more dominant than scattering. Fig. 2.3 explains the transmittance of IR radiation up to 15 through the atmosphere [12]. As observed from Fig. 2.3, the attenuation of IR radiation is minimum between 1 to 2.5, 3 to 5 and 8 to 12 bands and these bands called atmospheric windows are used in detection and tracking by IR guided missiles.
21

Fig. 4.3 Transmittance of the atmosphere for a 6000 ft horizontal path at sea level [12]

Some of the branded IR guided SAMs as of 1996 [3, 13] are given in Tab. 2.1. As noticed from the Tab. 2.1, majority of the missiles are in the range of 3 to 6 km which is the normal operating altitude of the helicopters. Hence, helicopter is more prone to the destruction by IR guided missiles. Designatio n Chapparal Mistral (Matra) RAM SA-7 (Grail) SA-13 (Gopher) Stinger US France US Russia Russia US
22

Manufacturer

Max. Range (km) 3.0 + 6.0 9.0 3.6 5.0 5.0

Mach No. 2.0 2.6 2.0 1.5 2.0 2.0+

Tan-Sam

Japan

7.0

2.4

Table 2.1 Surface to air IR guided missiles [3, 13]

Figure 2.2 compares the predicted seeker lock on ranges versus contrast radiant intensity for a number of IR SAMs [3].

Fig. 4.4 IR seeker lock on range versus contrast intensity [3]

4.2

Countermeasures to Avoid IR Seeking Missiles

The passive detection capability of IR system makes it possible to track the helicopter without giving any prior warning to the target aircraft like RADAR. If it is known that IR tracking is being used, then countermeasures have to be applied. The countermeasures used to avoid IR seeking missiles are Infrared jammers and Infrared flares or decoys. Infrared jamming systems are active, continuous operating devices producing high intensity radiations in all directions so that the detector gets confused. Infrared flares are usually expendable devices that are strong IR sources. When ejected these decoys confuse and shift the missiles away from the helicopter. Some of the advance missile employs techniques to counter decoys. A flare which comes into the field of view of the seeker may be rejected while the seeker continues to aim at the target. Thus, flares capable of deceiving one missile may be ineffective against more
23

advanced missile [19]. These IR countermeasures are effective when IR radiation from the helicopter is low. The IR radiation from the helicopter can be reduced only with suitable IRSS system. The IRSS system involves in reduction of IR radiation by eliminating the high radiant sources on which IR missiles can lock on.

4.3 Decrease in Susceptibility due to IR Countermeasures

The inability of a helicopter to avoid being detected and targeted by a destructive missile due to its inherent characteristics is termed as its susceptibility, and is calculated as per Eqn. 2.4 [20]. The susceptibility depends upon a. the probability that the helicopter is flying in the area that is being tacked by IR system [PA], b. the probability of it being detected , identified and tracked [PDIT], c. the probability of missile being launched, guided and reaching the target, and exploding close enough to cause the damage to the helicopter [PLGD], Given by (4.4) The survivability of the helicopter depends on its detection range. Figure 2.6 qualitatively describes the decrease in survivability of aircraft with the increase in detection range [21]. The detection range of the helicopter can be reduced only proper reduction in IR signatures through efficient IR suppressors.
PH = PA PDIT PLGD

24

Fig. 4.6 Probability of survival of aircraft versus detection range of missile [21]

4.4

Infrared Signature Suppression System of Helicopter

The passive IR sensors detect energy emitted by the helicopter. Since radiation from helicopter cannot be avoided, the signatures must be reduced or modified to match with the background in order to increase the probability of mission success [22]. Infrared signature suppression system is a device used to reduce the detectability of the helicopter by the enemy IR detectors and to increase the effectiveness of the countermeasures. Hence, literature giving full details of the IRSS systems is classified and not accessible. However the available conceptual details of IRSS systems used on different helicopter are discussed in the subsequent paragraphs. 4.4.1 Black Hole Ocarina (BHO) IR signature suppression system Bill Barlow and Alex Petach have explained about the BHO system used on YAH-64 Apache helicopter for suppressing the IR radiations [23]. The Black Hole System is a finned nozzle with internal bends to prevent the direct view of hot internal exhaust surfaces as shown in Fig. 2.7 [23]. The bending of the nozzle avoids direct line of sight of hot engine parts. Ocarina is a system of multiple exhausts as shown in Fig. 2.5 [23] and is devised to dissipate the exhaust plume and reduce the plume radiation.

25

Fig. 4.7 Black Hole system of optical block and nozzle cooling [23]

Fig. 4.8 Ocarina system of multiple exhausts [23]

Both, Black Hole system and Ocarina system have been merged to make the Black Hole Ocarina, which has the advantages of bent nozzle of black hole system and the multiple outlets of the ocarina system. As shown in Fig. 2.6 the nozzle acts as an optical block for the direct view of the hot engine parts, and the multiple exhausts with ejector system cools the plume as well as dissipates plume so that plume radiation is reduced [23]. The hot exhaust air sucks in cold air from engine compartment and reduces plume temperature. The external air passing over the finned nozzle cools it. Figure 2.7 shows the nozzle cooling with the rotor down

26

wash velocity with respect different area ratios. The nozzle temperature decreases with increase in external cooling air velocity and introduction of ejector and fins on the nozzle. As the nozzle length is increased, it moves away from the rotor centre and hence high velocity wake increases the heat transfer and cools the nozzle. The introduction of fins has increased the heat transfer area and hence reduction in nozzle temperature.

Fig. 4.9 Black Hole Ocarina [23]

The BHO is a low cost IR suppressor without any moving parts like blower which was used prior to this on YAH-64 Apache helicopter [23]. Due to the suction of air through heat exchanger, the blower required for the oil cooler was removed, thus reducing the weight. The BHO installed on YAH-64 Apache helicopter has been reported to have met the requirements of IR signature reduction [23]. Considering IR emission from hot metal from rear view without BHO as 100%, a reduction of 99% on metal parts from the rear view, 95% on plume in the rear view 93% in

27

side view and 95% in front view have been reported. An increase of 0.2% from metal emission from side view due to the visibility of the bent nozzle is reported [23].

Fig. 4.10 Nozzle cooling vs. air velocity [23]

Perfect matching of 3 rectangular exhaust outlets to the nozzles is difficult. The sharp bending of the nozzles introduces more losses. Some maneuvers or unequal gaps in the ejector or sharp bending of the nozzle may lead to the impingement of high temperature exhaust gases on to the bent nozzle. If hot gases impinge on the nozzle surface, surface temperature will increase and makes it a strong source of IR radiation. The increase in drag due to finned exhaust is not discussed. Pressure loss due to suction through the restrictor (heat exchanger) is not discussed. The power loss reported is less than 3% of the maximum engine output power.

28

At low altitudes, engine is not limited by its thermodynamic power but is limited by the mechanical limitations of helicopter transmission system. Hence, at low altitudes, the engine will be capable of delivering higher power to compensate for IRSS system requirements. Due to this higher power than the normal, the engine exhaust temperature will be higher leading to higher IR emissions, and this part is not addressed.

29

CHAPTER 5

SUMMARY CONCLUSION AND FUTURE SCOPE

Improvement in IR detection technology has increased the threat to The IRSS systems are incorporated to decrease

survivability of helicopters, and has hence forced improvements in IR countermeasures. susceptibility of helicopter, and also to increase effectiveness of active countermeasures like IR flares. The IR radiation from the low velocity and low temperature exhaust

plume of the helicopter is not as significant as the IR radiation from the hot powerplant parts and structural parts heated by the exhaust plume. Hence, in the case of helicopter, IR signature suppression of the hot engine casing is more crucial than that of the engine exhaust plume. The Black Hole Ocarina IRSS has the advantage of optical blocking However,

hot engine parts, and cooling exhaust duct and plume.

effectiveness of cooling finned nozzle at all operating conditions and resulting increase in drag due to external fins have not been specified. The FCT installated on Bell CH-146 has not completely shielded the

engine hot parts from the rear aspect. Also, effectiveness of film-cooling of periphery of FCT due to eduction, is not certain. Further, tailboom heating still exists, reducing the effectiveness of IRSS system. The CBT provides plume cooling as well as optical blocking of hot

engine parts. But the weight of IRSS system and increase in back pressure reduces engine power output. The effectiveness of centre body cooling by secondary air during continuous operation is uncertain, especially because improper cooling of the centre body will result in additional IR radiation. The reported IRSS systems are relatively heavy, and increase the

back pressure on engine. Hence, to obtain the mission demanded power, the engine must operate at a higher temperature, thereby partly defeating the intended purpose of IRSS system. Hence, the need to design a lightweight IRSS system that has an insignificant back pressure penalty.
30

The conceptualised IRSS system is aimed at substantial reduction in

visibility of hot powerplant parts and reduction in temperatures of the visible surfaces to an acceptable value with insignificant back pressure penalty. The conceptualised IRSS system consists of two modules, IRSS1

and IRSS2. The objective of IRSS1 is to block the visibility of hot exhaust duct outer surface to a large extent and to maintain the temperature of its own outer surface at a level where contrast of IR radiation with the background is not significant. The drag penalty due to addition of IRSS1 is anticipated to be very small. The objective of IRSS2 is to completely block the visibility of

exhaust duct outer surface, and to reduce visibility of inner surfaces of the exhaust duct and IRSS1 to a large extent. The IRSS1 has been configured to have sandwich construction with

6 mm honey comb core in between 1 mm thick Kevlar prepreg fabrics. The use of composite material has resulted in lower weight penalty due to IRSS1. Air is confined to small pockets in the honeycomb structure of

IRSS1. Since the currents for natural convection are not developed, the heat transfer between the inner and outer surface of IRSS1 is by pure conduction, this also reduces the temperature of IRSS1 outer surface significantly, because air acts as an insulator between the two panels. The typical helicopter operation varies from sea level to 6 km

altitude. A typical condition of ISA+10 and altitude of 4 km has been considered as the design point for the performance requirements of IRSS1 and IRSS2. The IRSS2 faces hot exhaust gases directly and is at a higher

temperature. Thus, IRSS2 is configured to have insulated titanium duct on the inner side and composite duct similar to IRSS1 on the outer side. The BHO IRSS system used on YAH-64 Apache helicopter has a

temperature of 40 to 55C higher to the background, and is considered to provide necessary stealth. The proposed IRSS system is predicted to have an external surface temperature of 25C higher than background. Thus, the
31

proposed system is anticipated to be superior to other existing IRSS systems. The proposed IRSS system has been analysed and predicted suitable

for all helicopter operating conditions.

Future Scope Susceptibility analysis of the helicopter with and without IRSS system. Experimental verification for the predicted secondary flow and the effectiveness of IRSS system. Estimation of IR signature of the exhaust plume Optimisation of IRSS system by varying the outlet diameter of IRSS2 and length of IRSS1 and the exhaust duct.

32

REFERENCES
1. Jamieson, J. A., McFee, R. H., Plass, G. N., Grube, R. H. and

Richards, R. G., Infrared Physics and Engineering McGrawhill publications 1963, pp 1-25. 2. Varney, E., Infrared Signature Measurement Techniques and Simulations Methods for Aircraft Survivability AIAA/SAE/ASME 15th Joint Propulsion Conference June 18-20, 1979 3. Sully, P. R., Vandam, D., Bird, J. and Luisi, D., Development of tactical helicopter infrared signature suppression (IRSS) system AGARDFVP Conference 1996, paper 12. 4. 5. 6. May, J. and Van Zee, M. E., Electro optic and infrared sensors Tein, V. V., Development of Military helicopters, Journal of Aero Throndon, L., Combat survivability in the advanced technology Microwave journal, September 1993. Soc. Of India, Vol. 41, No.3, August, 1989. engine study, AIAA/SAE/ASME 18TH Joint Propulsion Conference, June 21-23, 1982. 7. 8. 9. 1993. 10. 11. 12. 13. Allan, J, C., Fundamentals of heat transfer, McMillan/Collier, Hudson, R. D., Infrared System Engineering, Wiley/Interscience, Gebbie, H. A., Atmospheric Transmission in the 1 to 14 Region Blake, B. H. L., Janes weapons system: 1988-89, 1988, Janes year Macmillan publications, New York, 1987. New York, 1969, pp 1-136 Proceedings of Royal Society, A 206, 1951, pp-87 book, surrey. Lerner, J. E., Tracking missiles with mosaic starers Aerospace Hackforth, H. L., Infrared Radiation, McGraw-Hill publications, Modest, M. F., Radiative heat transfer McGraw-Hill publications, America, Vol. 126, June 1986, pp 52-55. New York, 1960.

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14.

John, P., Overview of Low Observable Technology and its Effects

on Combat Aircraft Survivability Journal of Aircraft, Vol. 36, No.2, March-April 1999.

15.

Thomson, J., Birk, A. M. and Cunningham, M., Design of Infrared

Signature Suppressor for the Bell 205 (1H-UH) Helicopter Part I: Aero thermal Design, 11th CASI Aerodynamic Symposium, 1997. 16. 17. Regelson, E., Impact of IR Devices on Aircraft Design Trends, Francois, T., Internal Aerodynamics of Infrared Suppressors for Astronautics and Aeronautics, August 1967. Helicopter Engines 40th Annual forum of the American Helicopter Society, May, 1984. 18. Birk, A. M. and Davis, W. R., Suppressing the Infrared Signatures of Marine Gas turbines Journal of Engineering and Gas Turbines and Power, Jan, 1989, Vol.III 19. 20. 21. 22. Deyrle, C., Advanced Infrared Missile Counter Countermeasures Ball, R. E., The Fundamentals of Aircraft Combat Survivability Varney, G. E., Infrared signature measurement techniques and Pruyn, R. R. and Windolph, W. G., Survivability Trade-off USAF, Journal of electronic defense, January, 1994. Analysis and Design, AIAA Education Series, 1985. simulation methods for aircraft survivability, 1979, AIAA-79-1186. Considerations for Future Military Observation Helicopters, Journal of American Helicopter Society, April, 1979. 23. Bill, B. and Alex, P., Advanced Design Infrared Suppressor for Turbo shaft Engines 33rd Annual National Forum of the American Helicopter Society, May, 1977, pp 33-1 to 33-9. 24. Basic Howe, D., Introduction to basic technology of stealth aircraft: Part I considerations and aircraft self emitted signals (passive

considerations), Journal of Engineering for Gas turbines and Power, January 1991, Vol. 113.

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ABSTRACT

While flying a aircraft it is very important to take some measures so that we will be defended and take a flight in a better way.there is also a measure that while flying or driving it, it is also important that to control and maintain according to the conditions in a better way. For sush type of measures to be taken there is always a better system so that gives appropiate way of direction and guidance to the pilot while flying it. On such part there is 1 actuator placed over the helicopter which takes the whole direction control while driving it and the speed to be taken at that place. After the control section while considering about the mass ,it is essential to be a plane of minimum mass so that we can be able to use it very effeciently and in a proper way. For that a structure of helicopter is made up of composites so that it will reduces its weight to about 24%.. the other parts are made up of aluminiumto give the proper finish and strength to be imparted to the plane. After taking all such things into visiblity there is also a fact to be used is safety. Due helicopter is been used as a crucial usage and for expensive utilizations there is also a safety factor used inside helicopters so that while using it there we will make a minimal of risk to any of aircraft and the mission to be affected. For such a effect there we will use a device placed over the duct so that any thermal radiations can not be easily be seen from the ground devices such as radar etc. so that to have a better safety we modifies it to permit less of heat and radiation so that very low chances of failures will be there. After attaching such devices the temp. to be shown from ground surfaces will be reduced from 350 to 50 degree cent. This will gives time to pilot to take some counter measures to be save them from such type of attacks and give them a better comfortable and safe type of drives.

35

1.

Information flow chart of the numerical code to estimate surface temperatures of IRSS1 START INPUT Call input D1, D2I, T1, T2, T3, T4, N, H, Del_T, M1, T1ID, V, K1, K2, K3, K4, EL1ID, EL2ID, EL1I (K), EL1O (K), EL2I (K), EL2O (K)

Calculate T , M2 , V 1 , V 2

INITIALISATION Q convection to and from the wall = 0 Q radiation to and from the wall=0 Q conduction through the wall=0 TW1 = T1ID-100 T2ID = T+10 TW2I = T2ID + 100 TW2O = T + 5

Calculate convective heat transfer coefficients h1I , h1O , h2I , h2O and Shape factors F1I-1ID, F1I-1I, F1I-1OD, F10-2ID, F1O-2OD , F10-2I , F2I-2ID, F2I-2OD, F2IF2I-2I, 1, O

36

A
Calculate heat transfer across the walls QC1I , QR1I , QC1O , QR1O , QC2I , QR2I , QCOND2 , QC2O, and QR2O

Evaluate surface temperatures TW1, TW2I, TW2O and Fluid temperatures TF1 and TF2 at each element

Is the difference in TW2O of last 2 successive iterations is >0.0001

YES

NO

Is the difference in TW2I of last 2 successive iterations is >0.0001

YES

NO

B
37

B
Calculate inlet enthalpy and outlet enthalpy Output 1

Calculate the percentage difference in enthalpy

Write TF1, TW1, TF2, TW2I, TW2O and % Diff in Enthalpy

Output 2 Write output Write TF1, TF2, ,D2I, H, T, Stop

38

2.

Information flow chart of the numerical code to estimate surface temperatures of IRSS2 START INPUT 1 Call input 1 and input 2 D3I, D3O, T5, T6, T7, N, K5, K6, EL3ID, EL3I (K), EL3O (K),

Calculate Tf3i ,, M3

INITIALISATION Q convection to and from the wall = 0 Q radiation to and from the wall=0 Q conduction through the wall=0 TW3I = TF3-20 TW3O = T+10

INPUT 2

TF1, TF2, ,D2I, H, T,

Calculate convective heat transfer coefficients h3I , h3O , and shape factors F3I-3ID, F3I-3I, F3I-3OD

39

A
Calculate heat transfer across the walls QC3I , QR3I , QC3O , QR3O , and QCOND3 Evaluate surface temperatures TW3I, TW3O and Fluid temperature TF3 at each element

Is the difference in TW3O of last 2 successive iterations is >0.0001 NO

YES

Is the difference in TW3I of last 2 successive iterations is >0.0001

YES

NO Write TF3, TW3I, TW3O

Stop

40