ACKNOWLEDGEMENT

With deep sense of gratitude, I first and foremost express my profound thanks to Shri Saravanan M, Manager(Q-TH), Adour Assembly for giving me this opportunity to do my summer training in Quality department, Engine Division of Hindustan Aeronautics Limited, Bangalore during the summer session 2013. Being renowned company of India & abroad, it gave me the opportunity to learn the work carried out here, got a glimpse of new environment & hard work of industrial unit. I was posted under Mr. Thomass(Trainee, Adour Division)guidance. He was very helpful during my training. I also wish to acknowledge my indebtedness to the staff of HAL without whose cooperation, this training would not have been successful.

SHIVAM IIIrd Year, Manipal Institute of Technology

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PREFACE

Training has been misinterpreted by most of us as a platform for project performing. Industrial training in true sense has been included in curriculum to make the student well versed with the technical procedure of various industries, the basic criteria for management of various resources in a company or industry. The educational institution sole aim by industrial training is to improve the technical knowledge and to have a hand on experienced to make them realistic in thinking, to understand the procedure for manufacturing, keeping in mind every minute details which will benefit the customer as no learning is proper without implementation. Doctors, Lawyers, hotel management students surely hold a upper hand. Its because right from the second year of their graduation they are made to face the world and their problems with a tender mind. In due course of time slowly but steadily, they develop a competitive attitude and have a definite plan and aim as they complete their graduation, unlike the engineers like us who are completely isolated from industry. Therefore there should be industry institutions made compulsory for every engineering institutes.

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CONTENTS

Sl. No.

Topic

Page No.

1. 2. 3. 4. 5. 6. 7. 8. 9. 10. 11. 12. 13. 14. 15. 16.

Introduction Classification of Engines Adour Mk. 811 Compression Blade Testing Assembly of Adour Mk. 811 Turbine Blade Cooling Testing of Adour Mk. 811 Defect Investigaton Dart Mk.533-2 Engine Balancing of Engine Shakti Engine Adour Mk. 871 Hardness Test Non Destructive Testing Conclusion Bibliography

4 5-7 8-11 12 13 14-15 16-18 19-20 21-24 25-26 27-29 30 31-32 33-38 39 40

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1.

INTRODUCTION

Hindustan Aeronautics Limited has blossomed into a major player in the global aviation arena, and today is among the elite Navratna companies. The history of Indian aircraft industry can be traced to the foundation of Hindustan Aircraft Limited at Bangalore in December 1940 in association with the erstwhile princely state of Mysore and late Shri Seth Walchand Hirachand, an industrialist of extra-ordinary vision. Govt. of India became one of its shareholders in March 1941 and took over the management in 1942. Hindustan Aircraft Limited was merged with Aeronautics India Limited and Aircraft Manufacturing Department Kanpur to form HAL on 1october-1964. Today HAL has got 18 production divisions & 9 research & design centers spread out in 7 different locations in India. 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 about 3352 aircraft (which include 11 type of indigenous design), 3583 engines & overhauled over 8141aircraft & 27267 engines. HAL has engaged & succeeded in number of R & D programs for both the military and civil aviation sectors. Substantial progress has been made in the current project like Dhruv Advanced Light Helicopter (ALH), Tejas-Light Combat Aircraft (LCA), Intermediate Jet Trainer (IJT) & various military and civil upgrades. The deliveries of Dhruv were affected to Indian Army, Navy, Air force & Cost Guards in March 2002, in its first year of production which is a unique achievement. The Engine Division of HAL-Bangalore focuses on the assembly, overhaul, testing of the engines and production of some components. The Engines that I studied during my training period were Adour Mk. 811 ( used in Jaguar Aircraft), Adour Mk. 871 (used in trainer aircraft), Dart Engine, and Shakti Engine (used in Dhruv Helicopter). The manufacturing of blades, different hardness tests, Assembly and Testing of Engines were studied during this process.

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2.

CLASSIFICATION OF ENGINES

Historically, engines have evolved from simple conceptions to very complex designs. Yet, several different types of engines continue to be used. For a given application, one particular type may be significantly better than another. The Engines used in an Aircraft are basically classified as:1. RAMJET- The "simplest" jet engine is the ramjet. This engine is only used in very high speed applications and is not capable of self-propelled takeoff. The ramjet is simple because it has no moving parts. Basically, the engine moves relative to the air with a velocity U. Air enters the diffuser, where the air pressure is significantly increased owing to the high air speed. Air enters the combustor next and mixes with the fuel and burns, thus increasing the temperature. Finally, the hot and expanded gases are accelerated and leave the engine through the nozzle, producing thrust.

2. TURBOJET- The turbojet represents the next level of engine complexity. The turbojet also has a diffuser, which decreases the fluid velocity and increases the incoming air pressure. Air enters the compressor next, where the fluid is worked on and the density is increased, and this process is accompanied by an elevation in pressure and a moderate increase in temperature. The air then enters the combustor, where the injected fuel burns with the air. The temperature and specific volume ofthe gas increase significantly. The turbine is used to extract some of the energy from the air, and this energy is used to drive the compressor; the turbine and compressor are on the same shaft. Finally, the hot and expanded air, which is still at moderate pressure, flows through the nozzle and is accelerated to a high velocity to produce thrust.

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TWIN-SPOOL TURBOJET

3. TURBOFAN- The turbofan is at one level of complexity above a turbojet engine. It is a heavier power plant but has better fuel economy than a turbojet. Two fundamental types of turbofans are used. Each will be described separately. Turbofans are always multispool engines. In the front of the engine, the air is first diffused. The air enters the fan, which compresses the air and increases the pressure somewhat. The air is then split at the "splitter," and a portion of it enters the low-pressure compressor and continues down the "core" of the engine. Eventually this "core" air exhausts through the primary exhaust nozzle and produces thrust. The second stream of air is called the "bypass" air. In this engine type, the "bypass" air is accelerated in the fan nozzle, producing a second or additional thrust. The fan and usually the first few stages of the low-pressure compressor are driven by the low-pressure turbine. The high-pressure compressor extracts its energy from the high-pressure turbine. In a few cases, three shafts are used.

4. TURBOPROP- Another engine type is the turboprop. For this type, the core of the engine is similar to a turbojet -namely, a diffuser, compressor, and turbine are used. The core airflow is accelerated through the exhaust nozzle, which produces one component of
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thrust. A second component of thrust, and usually the largest, is obtained from the propeller. The power for the propeller is extracted from the turbo shaft in the core -that is a part of the turbine work drives the propeller. A gearbox reduces the speed so that the propeller spins at a lower speed than the compressor.

5. TURBOSHAFT- The last aircraft engine type is the turboshaft. It is basically the same as the turboprop except that thrust is not derived from the exhaust. The gas from the core exhausts at a low velocity, and consequently additional thrust is not obtained. These engines are used largely for helicopter applications, although it is noteworthy that turboshaft engines are used to drive tanks and other ground vehicles with a transmission attached to the shaft in lieu of the rotating blades.

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3.

ADOUR Mk. 811 ENGINE

Adour Engine is a bypass Jet Engine of modular construction. The Adour has two-stage low pressure and five-stage high pressure axial flow Compressors which are driven by separate, single stage high pressure and low pressure Turbines connected through co-axial shafts, with low pressure shaft passing through high pressure shaft. Main Characteristics: Intake- 0.564 Length (m) - 2.90 Weight (Kg) 794 Thrust 2500 N (dry) Wet Thrust- 3700 N ( including the afterburner System) SFC- 0.80 Bypass Ratio 0.74:1 HP speed-104 0.75 LP speed- 104 % TGC - 640C TEC 1212C Oil Consumption 0.57/hour

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This engine has been divided into 12 modules.

These are1. LP COMPRESSOR- The fluid first enters the fan and then the low-pressure (LP) compressor, which is usually on the same shaft as the fan. The Low Pressure compressor consists of one stage titanium rotor blades(27 blades) then one stage aluminium stator blades then one stage aluminium rotor blades(32 blades). Here the compressor ratio is 1:25 2. LP STATIC COMPRESSOR- This Module only has stator blades which are made of Aluminium. The stator has a very aggressive blade design that almost completely reverses the direction of the fluid. Because of this arrangement, the stator cannot spin with the fluid -- it can spin only in the opposite direction, forcing the fluid to change direction as it hits the stator blades.

3. INTERNAL GEAR BOX- The design of the internal gearbox is complicated by the heat and small space available in which to connect the driveshaft. Module 3 is where bypass of air starts and the twin spool concept also starts here .It is a low bypass type of engine 4. HP COMPRESSOR- The High pressure compressor has 5 stage rotor and 4 stage stator. The rotor blades are titanium while the stator blades are made up of aluminium. Here the compressor ratio is 1:45. The no. of blades in the Rotors are:

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1st stage - 41 blades 2nd stage 45 blades 3rd stage - 49 blades 4th stage 47 blades 5th stages 49 blades 5. HP NOZZZLE GUIDE VANES Nozzle Guide Vanes are placed just after the Combustion Chamber. It is made of Steel to withstand high temperatures. They are the stator blades of turbine. They are convex and shaped like airfoils. They direct the airflow onto the turbine blades while at the same time converting pressure energy into kinetic energy. Gases coming from the combustion chamber pass through the nozzle guide vanes, where because of their convergent shape they accelerate. On passing through the NVGs, gases are given a spin or a swirl in the direction of the rotation of the turbine rotor blades. The latter absorb this energy, causing the turbine to rotate at a high speed. 6. HP TURBINE- It consists only of one stage. It has 78 nemonic rotor blades.

7. LP NOZZLE GUIDE VANES- After passing through the turbine, the pressure energy has already been converted into Kinetic Energy. So Low Pressure NGVs are used to guide and accelerate the remaining amount of flow. LP NGV has 24 blades. 8. LP TURBINE- It also has only one stage. It consists of 94 rotor blades. Here again, since the flow has been converted into low pressure by NGV, LP turbine is used.

9. EXHAUST CONE- Exhaust Cone are present after the Turbine Stage to guide the air from the nozzle and accelerate it to gain high Thrust. The exhaust cone acts as an aerodynamic cover for the tubine hub/shaft and is part of the convergent duct geometry at the very aft of the exhaust that converts the high pressure gas coming off the last turbine stage into high velocity gas as it exits the engine (creating more thrust).

10. HS GEARBOX- Module 10 consists of gear box and many small accessories like LP pump, HP pump, AC generator, air starter. The accessory drive is usually arranged as a curved casing, so that the various accessories are mounted close to the engine. The casing
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is a pair of light alloy castings. Separate machined mounting pads are provided for each accessory. The drive within the casing is provided by a train of spur gears. Accessories are arranged on both sides of the driveshaft entry, in reducing order of their speed. 11. FUEL TANK AND FILLET- Module 11 consists of oil tank (21 pins cap), fuel control unit, re-heat fuel control unit. Oil control unit has 3 filters oil filter, LP fuel filter, RH fuel filter. Oil System basically has three functionsa) Reduce Vibration b) Cooling of the Engine Parts c) Lubrication of the parts such as bearings. The capacity of this engines Oil Tank is 21 pints ( 1 pint=0.57 litres). The grade of Oil used here is OX27. The rate of Consumption is 1 pints/hour. Although the maximum amount of oil consumed is 8 pints after which it gives warning to the Pilot. Module 10 and 11 together comprises all the accessories and gear box which can be assembled separately and then assembled with the engine. 12. JET PIPE (AFTERBURNER)- This module has catalytic ignitors which are fitted to the afterburner. The afterburner system has a separate combustion System which is done by ignitors fitted in it. The Thrust which we obtain after activating the afterburner is called Wet Thrust. In this engine, the wet Thrust is 37.5 KN. Note: The Combustion Chamber is considered as a NMP (Non Modular Part), So it is not listed under modules.

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4. COMPRESSOR BLADE TESTING

It is a inspection method used for the testing of the Compressor Blades. Scale Off is major enemy to the blades. Scale Off is basically the erosion of the thickness of the Compressor Blades. One Method used for the testing the life of the Blades is Life Marking Codes. These codes are written over the blade and they denote the life of the blade. The codes are as follows: A B C D E F G H J K L M N 1-20 hours 21-40 hours 41-60 hours 61-80 hours 81-100 hours 101-120 hours 121-140 hours 141-160 hours 161-180 hours 181-200 hours 201-220 hours 221-240 hours 241-260 hours O P Q R S T U V W X Y Z 261-280 hours 281-300 hours 301-320 hours 321-340 hours 341-360 hours 361-380 hours 381-400 hours 401-420 hours 421-440 hours 441-460 hours 461-480 hours 481-500 hours

These Markings are put over the blades to tell about their lifetime. For egFor 400 hours life marking will be U, For 600 hours life marking will be ZE

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5. ASSEMBLY OF ADOUR MK. 811 ENGINE

The assembly of an Adour Engine starts with Module 3 i.e the Internal Gear Box. After Module 3 has been put in place, it is followed by Module 4 and other following modules. The reason for not installing Module 1 at first is that if during assembling, some bolts fall inside, it may be very difficult to find them inside the fans and compressor blades. So module 1 is assembled at last.

The HP Compressor Shaft is checked for locking of the bolts. Silicon is used as an adhesive for better fixing of bolts. Spacers are used as a covering over the bolts and for better fixing. The front bypass duct is inserted after Module 3, 4 and 5. After installing the other following modules, the rear bypass duct is installed. HP NGV and HP turbine is checked for concentricity. It makes sure that the shaft has a regular circumference and does not have any irregularities. Balancing is done on the rotating Parts to make the weight lie in the centre of the shaft. The HS Gearbox is installed with all its gears and assembly and is checked for flawless movement of all the gears.

HS Gearbox

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6.

TURBINE BLADE COOLING

Mainly aircraft turbine blade cooling is classified into two categories. They are: 1. Air cooling 2. Liquid cooling

Internal Air Cooling- The main merit which we obtain with internal air cooling is high temperature withstand capacity even though it reduces the strength. It works by passing cooling air through passages internal to the blade. Heat is transferred by conduction through the blade, and then by convection into the air flowing inside of the blade.

General Internal Airflow

Sectional Display of Turbine Blade

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Liquid Cooling- Liquid cooling seems to be more attractive because of high specific heat capacity and chances of evaporative cooling but there can be problem of leakage ,corrosion, choking,etc. which works against this method.

A gas turbine blade is shown having channels subjacent the surface for a coolant to flow there through from a radially inner inlet to a discharge port adjacent the blade tip. The channels include intermediate enlarged chambers wherein a portion of the coolant is permitted to vaporize, so that the smaller diameter coolant distributing channels remain substantially liquid full. The vapor from the chambers is exhausted at a position radially inwardly of the blade tip and preferably below the blade platform.
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7. TESTING OF ADOUR MK. 811 ENGINE

Characteristic Engine Parameter Base Engine Weight: 794 kg Base Engine Length: 2.90 m Base Engine Diameter: 22.2 inches Thrust(dry): 25 KN Thrust(wet): 37.5 KN

Support Hardware: Engine Stand/ Structure: The engine stand consisted of a lower riser stand, mid riser stand, thrust stand, engine cradle,containment shield, and an Inlet Control Device (ICD) mobile stand.

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The Parameters recorded during the test were: 1. Pressure: a.) Airmeter Static and Total Pressure b.) L.P Compressor Delivery Pressure c.) H.P Compressor Delivery Pressure d.) Jet Pipe Static Pressure e.) Fuel Inlet Pressure f.) Fuel Burner Pressure g.) Fuel Vapour Gutter Pressure h.) Main Oil Pressure 2. Temperature: a.) Air Intake Temperature b.) L.P Compressor Delivery Temperature c.) H.P Compressor Delivery Temperature d.) Turbine Gas Temperature e.) Engine Oil Temperature and Fuel Temperature 3. Others: a.) HP Shaft Speed b.) LP Shaft Speed c.) Thrust d.) Fuel Flow Rate e.) Vibration

The Thrust is measured using Strain Gauge. Two load cells are connected to the engine and there is little movement of the engine due to Newtons Third Law (due to exhaust Velocity). This deflection corresponds to the Thrust produced.
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The Tests Conducted to the Engine during this period were: 1.) L.P Compressor Working Line Setting 2.) Performance Rating R/H unit 3.) L.P Compressor Working Line to R/H lit. 4.) Part Throttle Reheat (PTR) Rating 5.) Boost Ratio Setting and R/H Performance 6.) Ballast Resistor Check 7.) Handling Check and Pass off Setting

Note: RDT is called the RunDown Time. It gives us the total no. of hours taken to take down the test. This time is generally 6 hours including the mounting and dismounting

An Engine being tested. A source is used to provide airflow to the engine

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8. DEFECT INVESTIGATION (DI)

Defect Investigation invlolves checking the engine for any errors that may have caused its malfunctioning. Generally, It is started with checking the Turbine Blades for any deformation because the most common cause of failure is TGT shootup.

Broken Parts of the Blades

In Adour Mk. 811, MCD (Magnetic Chip Detectors) were first checked. There are three MCDs available in an Oil Pump system. So if there is any damage to the blades, the magnets attract the particles of the blade ensuring the damage of blades. After this, an Borescopy Test was done on the Engine. Borescopes are used for inspection work where the area to be inspected is inaccessible by other means. . Borescopes are mostly used in non destructive testing techniques for recognizing defects or imperfections. Borescopes are used to perform a type of visual inspection.

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Videoscopy Test When visually inspecting critical engine components these tools assist in providing a closer look at the engine environment which would not be accessible without a full engine tear down. Corrosion occurs on almost all metals, borescopes and videoscopes allow you to look in the areas that would usually be inaccessible. Magnifying glasses, comparators and mirrors allow you to inspect areas which are easily accessible. To check the HP Turbine Blades, we rotated the blades of the Turbine using the GearBox. Now, Using the Videoscopes, we saw each blades and found out that one of the turbine Blades was eroded.

Erosion in Turbine Blades

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9. DART Mk. 533-2 ENGINE

The Dart series of Engines were manufactured since 1966 under licence from Rolls Royce, UK. At present, these Engines are being repaired and overhauled. Two Dart Engines power HS-748 aircraft. This engine has two-stage Centrifugal Compressors, three- stage Turbine and utilises water methanol injection to increase the shaft Horse Power.

Its Main Characteristics are: RPM TGT SFC Weight Length Maximum Diameter Power (shp) 15000 780-800C 0.348 kg/shp-hr 628.6 Kg 2.498 m 0.960 m 1835 (dry) 1990 (wet)

Unlike The Adour Engines, Dart Engines are TurboProp Engines and they do not have a bypass. These Engines are not divided into Modules. These have a Propeller, 2 stage Compressor, 3 stage Axial Turbine. Again, It has a Centrifugal type of Compressor unlike Adour which has an Axial Compressor. The life Cycle of this Engine is 3800 hrs.

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The Components of Dart Mk. 533 engine are: 1. Propeller- The Propeller used here is of 4 blades of variable pitch. A Variable pitch propeller is a type of propeller with blades that can be rotated around their long axis to change their pitch. If the pitch can be set to negative values, the reversible propeller can also create reverse thrust for braking or going backwards without the need of changing the direction of shaft revolutions. 2. Compressor- The Compressor used here is of Centrifugal Type. The idealized compressive dynamic turbo-machine achieves a pressure rise by adding kinetic energy/velocity to a continuous flow of fluid through the rotor or impeller. This kinetic energy is then converted to an increase in potential energy/static pressure by slowing the flow through a diffuser. The pressure rise in impeller is in most cases almost equal to the rise in the diffuser section. This engine has a 2 stage Compressor system. 3. Combustor- In this type of Engine, Can type of Combustion Chamber is used. This has 7 cans where 3rd and 7th Can have ignitors while all cans have burners. The numbering is done anticlockwise from top. Can combustors are self-contained cylindrical combustion chambers. Each "can" has its own fuel injector, igniter, liner, and casing. The primary air from the compressor is guided into each individual can, where it is decelerated, mixed with fuel, and then ignited. The secondary air also comes from the compressor, where it is fed outside of the liner (inside of which is where the combustion is taking place). The secondary air is then fed, usually through slits in the liner, into the combustion zone to cool the liner via thin film cooling. During the start cycle, two spark igniters light the fuel-air mixture. The combustion liners are interconnected near their forward ends. Thus, after ignition takes place, the flame will propagate to the remaining liners. An outer combustion casing provides the supporting structure between the diffuser and the turbine section.

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4. Turbine- This engine has a 3-stage axial Turbine System. The first is High Pressure (HP)Turbine followed by Intermediate Pressure (IP) and Low Pressure (LP). A turbine is a rotary mechanical device that extracts energy from a fluid flow and converts it into useful work. A turbine is a turbomachine with at least one moving part called a rotor assembly, which is a shaft or drum with blades attached. Moving fluid acts on the blades so that they move and impart rotational energy to the rotor. The turbine assembly includes six major items: 1. Turbine inlet casing 2. Turbine rear bearing support 3. Turbine rotor 4. Rear turbine scavenge oil pump 5. Turbine vane casing 6. Turbine vane assemblies

5. Accessory drive housing- The accessory drive housing assembly is mounted on the bottom of the compressor air inlet housing. It includes the necessary gear trains for driving all power section driven accessories at their proper RPM in relation to engine RPM. Power for driving the gear trains is taken from the compressor extension shaft by a vertical shaft gear. The following are typical accessories: 1. Speed-sensitive control 2. Speed-sensitive valve 3. Oil pump 4. Fuel control 5. Fuel pump 6. External scavenge oil pump A number of non-driven accessories and components are typically furnished with the engine. These may be broadly classified into fuel, air bleed, ignition, oil, and torquemeter systems. Fuel System: 1. High-pressure fuel filter 2. Low-pressure fuel filter
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3. Enrichment valve 4. Fuel manifold pressure switch 5. Coordinator 6. Relay box (aircraft mounted) 7. Temperature datum control (aircraft mounted) 8. Temperature datum valve 9. Fuel nozzles (6) 10. Manifold drain valve 11. Burner drain valves (2) Air Bleed System: 1. Anti-icing solenoid valve 2. Anti-icing air valves 3. Compressor bleed air valves

Accessories Location

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10. BALANCING OF BLADES

Unbalance: It is caused by asymmetric mass distribution in a rotating body relative to its axis of rotation i.e unbalance occurs whenever the inertia axis of a rotor does not coincide with its axis of rotation. Unbalance= unbalance mass * radius (U=u*r)

Balancing: It means improving the mass distribution in a rotating body in such a way that the rotor rotates on its bearings with only a minimum of rotation forces are applied to the bearings. Therefore, there is no need to completely eliminate the unbalance. Depending on the type and application of the rotor, and also for reasons of economic efficiency, a higher or lower residual unbalance is permitted.

Position and no. of Correction Blades

1. Single Plane Correction: In case of disc shaped rotor, balance in one plane is sufficient provided that the distance between bearings is sufficiently large and the disc is positioned perpendicular to the axis of rotation with a sufficient degree of accuracy.

2. Two Plane Correction: In the case of cylindrical, rigid body mass correction has to be performed in the planes. The position of the two correction planes on the rotor can be selected at random. Depending on the distance of the correction planes from the centre of the gravity unbalance the unbalance masses to be corrected may vary for a given rotor.

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Balancing is done only on the rotating parts. So it is done on turbine and Compresor rotor blades only. The main aim of Balancing is to balance the disc so that the centre of mass comes to the centre of the disc. If it is deviation from the centre, it causes vibration and can cause engine damage and failure. So, the extra mass is sensed by the sensor which has a material which calculates the mass due to its vibration. So, to balance the disc, the extra mass has to be nullified. This can be done by either removing mass from that place or adding same amount of mass opposite to that place. Or we can arrange the Blades such that the mass is balanced and C.G remains at the centre. In the case of Adour Mk. 811 and Adour Mk. 871 engine, Balancing is done by removing or adding some mass to the shaft. But in the case of Shakti Engine, Balancing is done by arranging the rotor blades in order of their increasing mass and then putting them in a disc such that heavier mass comes on one side, and lower weight blade is on other side. The rest other blades are arranged according to the mass. After arranging the blades, the setup is put on a mandrel and then rotated at some R.P.M. It has a sensor which senses the extra mass and gives the angle and its distance from the centre. So, using that, we can arrange them again such that it comes under the fatigue limit.

The Black Dot shows here the extra mass. We have to balance it in such a way that it comes on/near the centre to avoid vibration.

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11. SHAKTI ENGINE

The Shakti Engine is a free turbine Turboshaft engine and have a radial air intake and a two-stage centrifugal compressor driven by a single stage axial gas generator turbine. These engines are used in Dhruv Helicopter.

Its Properties are: Mass: 205 Kg ( 451 lbs) Length: 1279 mm Breadth: 571 mm Height: 707 mm SFC: 0.323 Kg/KWh Concept: Modular Air-Fuel Ratio: 1:45 Oil Consumption: 0.3 litres/hr Maxm. Takeoff Thrust: 1032 KW Gas Generator Speed (100%): 39958 rpm Power Turbine Speed (100%) : 20889 rpm

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The Shakti Engine is divided into Modular Concept like Adour. It has three modules: 1. Reduction Gear Box- It consists of Reduction Gear Box with helical gear, accessory device and output shaft. It features a dual channel FADEC. It stands for Full Authority Digital Engine Control. FADEC is a system consisting of digital computer, called an electronic engine controller (EEC) or engine control unit (ECU), and its related accessories that control all aspects of aircraft engine performance. It reduces the Complexity of the piping system and reduces the weight considerably. It has a control system software which matches its single engine application on the helicopter. It also comes along with an additional back up channel to provide extra safety margin for single engine operation 2. Gas Generator- This module consists of two stage Centrifugal Compressor, annular reverse flow combustion Chamber and a single stage axial turbine. A reverse flow combustion chamber includes an annular chamber enclosed between flame tube wall sections to which cooling air is so supplied from an outer annular channel acted upon with secondary air opposite the main flow direction in the flame tube in such a manner that the cooling air that it is blown out in the opposite flow direction film-like against an adjoining flame tube wall. So this helps in decreasing the lenth of the engine. 3. Power Turbine- The module 3 consists of two stage axial turbine. A set of static guide vanes or nozzle vanes accelerates and adds swirl to the fluid and directs it to the next row of turbine blades mounted on a turbine rotor.

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The air enters the engine through the inlet which is covered with grids to avoid FOD. After that, the air enters Module 2, compression and combustion takes place and then finally it moves to Module 3 through which it leaves as an exhaust. The exhaust accounts for pretty low thrust, since most of it is used to drive the shaft through Module 1. It does not contain any cambox. The FCU is the brain of the Engine and FP is the heart of the engine. The Compressor Shaft and Turbine shaft rotates in the opposite directions to avoid vibration in the Engine. The use of FADEC reduces the complexity and the weight of the engine thus making it advanced and simple at the same time.

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12. ADOUR MK. 871 ENGINE

The Adour Mk. 871 engine is similar to the Adour Mk. 811 engine except that it misses an afterburner. So, this engine has 11 modules. This has a Jet Pipe 2m long to guide the airflow and increase the Thrust. This engine is used in trainer Aircraft Hawk 132.

The 11 modules are: 1. LP Compressor 2. LP Static Compressor 3. Intermediate Gear Box 4. HP Compressor 5. HP NGV 6. HP Turbine 7. LP NGV 8. LP Turbine 9. Exhaust Cone 10. HS Gearbox 11. Fuel Tank and fillet Unlike Adour Mk. 811, the materials used in this engine is mostly titanium. The LP turbine is made up of Nickeloy (Nickel + Cobalt) alloy. The HP Compressor has a Sermetel Coating to avoid Corrosion.

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13.

HARDNESS TEST

The machines used for hardness test in this division were: 1. Vickers Hardness Testing- The Vickers test is often easier to use than other hardness tests since the required calculations are independent of the size of the indenter, and the indenter can be used for all materials irrespective of hardness. The Vickers test can be used for all metals and has one of the widest scales among hardness tests. The unit of hardness given by the test is known as the Vickers Pyramid Number (HV) or Diamond Pyramid Hardness (DPH).

Vickers Hardness Testing Machine 2. Micro Hardness Testing- The microhardness testing has been widely employed for the hardness testing of materials with low applied loads. In micro hardness testing, a diamond indenter of specific geometry is impressed into the surface of the test specimen using a known applied force (commonly called a "load" or "test load") of 1 to 1000 gf. Micro hardness tests typically have forces of 2 N and produce indentations of about 50 m. Due to their specificity, microhardness testing can be used to observe changes in hardness on the microscopic scale.

Micro Hardness Testing Machine

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3. Brinell Hardness Testing- The Brinell test is frequently used to determine the hardness of forgings and castings that have a grain structure too course for Rockwell or Vickers testing. Therefore, Brinell tests are frequently done on large parts. By varying the test force and ball size, nearly all metals can be tested using a Brinell test. Brinell values are considered test force independent as long as the ball size/test force relationship is the same.

Brinell Test Formula 4. Rockwell Hardness Testing- The Rockwell test determines the hardness by measuring the depth of penetration of an indenter under a large load compared to the penetration made by a preload.There are different scales, denoted by a single letter, that use different loads or indenters. When testing metals, indentation hardness correlates linearly with tensile strength.This important relation permits economically important nondestructive testing of bulk metal deliveries with lightweight, even portable equipment, such as hand-held Rockwell hardness testers.

RockWell Hardness Tester

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14. NON DESTRUCTIVE TESTING

In aircraft maintenance programme , it is important to inspect the mechanical damage and assess the extent of the repair work. But in schedule maintenance it is a difficult to finding the defects rapidly, as the maintenance of aircraft must be accomplished within scheduled time and same to be released in time for commercial operation. During aircraft maintenance 'NON DESTRUCTIVE TESTING' (NDT) is the most economical way of performing inspection and the only way of discovering defects. In simple we can say, NDT can detect cracks or any other irregularities in the engine components which are obviously not visible to the naked eye. The Engine Parts are made of Aluminium Alloy, Titanium, Magnesium, Steel. So these parts are checked using various NDT methods. At HAL Engine Division, the methods of NDT used are: 1. Liquid-Penetrant Test- Liquid penetrant testing is one of the oldest of modern nondestructive testing methods & widely used in aircraft maintenance. Liquid penetrant testing can be defined as a physical & chemical nondestructive procedure designed to detect & expose surface connected discontinuities in 'nonporous' engineering materials. The fundamental purpose of penetrant testing is to increase the visible contrast between a discontinuity & its background. This is achieved by treating the area with Trichloroethylene, and then encouraging the liquid to emerge from the developer, to reveal the flaw pattern under ultraviolet light. The process involved during this process is: 1. Pre Cleaning: 2. Penetrant Application 3. Removal of Excess Penetrant ( Air and Water Pressure <= 25 psi) 4. Drying ( Hot Air Circulating Oven. Max Temp.=70C) 5. Developing (Dry Powder) 6. Inspection 7. Part Cleaning

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The Dye-Penetrant Test is generally used in parts such as NGV, shaft bearings, Turbine blades. The Test object is viewed under UV light. Through a process of fluorescence, we can see the greenish yellow marks on cracks because the penetrant only allows GY range of VIBGYOR since it strains the eyes least.

The Bolts are being tested for penetrant Test. The greenish yellow spot shows the cracks.

Turbine Blades being checked for Penetrant Test

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2. Magnetic Particle Inspection: Magnetic particle testing is a sensetive method of nondestructive testing for surface breaking and some sub-surface discontinuation in 'ferromagnetic' materials. The testing method is based on the principle that magnetic flux in a magnetised object is locally distorted by the presence of discontinuity. This distortion causes some of the magnetic field to exit & re-enter the test object at the discontinuity. This phenomenon is called magnetic flux leakage. Flux leakage is capable of attracting finely divided particles of magnetic materials that in turn form an 'indication' of the discontinuity. The process involved are:

1. Parawash (Aviation Kerosene) 2. Pre- Cleaning 3. Demagnetize (Tolerance 3 gauss) 4. Cellular Magnetization (Simultaneusly applying Magnetic Ink) 5. Inspect 6. Demagnetize (Tolerance 3 gauss) 7. Longitudinal Magnetization 8. Inspect 9. Demagnetize ( Tolerance 3 gauss) 10. Parawash 11. Temporary Protection (Dewatering Oil) Fluorescent Magnetic Particle Inspections MPI of ferrous material testing integrity verification. Indications found with Magnetic Particle include in service fatigue cracks, corrosion, grinding cracks on rotating parts and machined components, material overloaded fractures. Special precaution must be taken with magnetic particle on aircraft to ensure the part is demagnetized, post magnetic particle inspection and pre return to service.

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Fluorescent magnetic particle testing is used on weldments, forged parts castings, turbine blades, aircraft engines, wheel bolts and door latches. In the process of magnetizing the material, liquid of iron oxide is poured continuously on it to act as a penetrant. The current is then set according to the diameter of the shaft used such that magnetic intensity of 80 gauss is manintained. A current of intensity like 640 A, 3280 A is used. After that iron powder is spilled on the magnetized material and it is viewed under UV light to see any discontinuity in magnetic flux.

Liquid Iron Oxide is being poured on the material as it is being magnetized.

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3. Eddy Current Testing: Eddy current is a nondestructive testing (NDT) method that uses electricity and magnetism or electromagnetic induction to create a magnetic field in the article under inspection. Eddy current testing is widely used in the aerospace industry and in other manufacturing and service environments that require inspection of thin metal for potential safety-related or qualityrelated problems. In addition to crack detection in metal sheets and tubing, eddy current can be used for certain metal thickness measurements such as identifying corrosion under aircraft skin, to measure conductivity and monitor the effects of heat treatment, and to determine the thickness of nonconductive coatings over conductive substrates. Both field portable and fixed system instruments are available to meet a wide variety of test needs. Eddy current NDT can examine large areas very quickly, and it does not require use of coupling liquids. In addition to finding cracks, eddy current can also be used to check metal hardness and conductivity in applications where those properties are of interest, and to measure thin layers of nonconductive coatings like paint on metal parts. At the same time, eddy current testing is limited to materials that conduct electricity and thus cannot be used on plastics. In some cases, eddy current and ultrasonic testing are used together as complementary techniques, with eddy current having an advantage for quick surface testing and ultrasonics having better depth penetration.

Eddy Current Inspection on Turbine Blades

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Eddy current density is highest near the surface of the part, so that is the region of highest test resolution. The standard depth of penetration is defined as the depth at which the eddy current density is 37% of its surface value, which in turn can be calculated from the test frequency and the magnetic permeability and conductivity of the test material. Thus, variations in the conductivity of the test material, its magnetic permeability, the frequency of the AC pulses driving the coil, and coil geometry will all have an effect on test sensitivity, resolution, and penetration.

Eddy Current Test on Compressor Blades

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15. CONCLUSION

The joy of flying has fascinated the human race for centuries. Defense avionics major &Navratana PSU Hindustan Aeronautics Limited (HAL) is in the business of building a whole range of aircraft helicopters and jet trainers. Besides, the company manufactures aircraft components, overhauls fighter planes and trains future pilots. Its success in the design and development of light combat aircraft Tejas and advanced light helicopter Dhruv has won admiration. HAL is the backbone of Indias air defense and continues to occupy the strategic importance reflecting a new pace of growth. Today the faster growing sector is the aviation sector & is likely to be a boon for the entire job market. It deals with the manufacture, design & development of aircrafts. The project is based on the engines used in various aircrafts and helicopters used by Indian Army, Airforce, Navy or any private use. The engines that were studied during this process were Adour Mk. 811, Adour Mk. 871, Dart Mk. 533-2 and Shakti Engines. Also, this training helped in getting an insight of various NDTs, hardness test and other manufacturing process. Overall, this training was a good learning opportunity and to understand the different processes that we have learnt theoretically. This gave a practical insight to how the engine works, how is it assembled and its testing procedure.

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16.

BIBLIOGRAPHY

The references taken while making this report were:

1. Fundamentals of Jet Propulsions with Applications Cambridge Aerospace Series 2. Adour Lab Manual 3. Principle of Turbomachinery in Airbreathing Engines Cambridge Series 4. www.wikipedia.com 5. http://utcaerospacesystems.com 6. http://hal-india.com 7. http://ndtaviation.com 8. www.datwiki.net

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