INTRODUCTION ABOUT TAAL

Part of the Pune based Indian Seamless group. TAAL was established in 1994 as the first
private sector company in the country to manufacture general aviation i.e. non-military
aircraft. The company's vision at the time was to create a nucleus facility for the
development of an aeronautical industry in India and in particular to promote affordable
general aviation in the country. To kick-off this process, TAAL entered into collaboration
with Partenavia of Italy to manufacture the six-seat twin piston-engine P68C aircraft and the
eleven-seal twin turbo-prop Viator aircraft. While manufacture of Light Transport and
Trainer Aircraft continues to be in TAAL's capability, the company has since diversified its
activities and has established a significant presence in many segments of the aviation and
aeronautical industries in India. TAAL is into all Aviation related business activities
namely. Aircraft Manufacturing & Maintenance Centre and Aviation Infrastructure -
Airfield & MRO.
GROUP OVERVIEW
TAAL is a part of the Pune based Indian Seamless Group. Apart from TAAL the other
companies in the Group are ISMT Ltd and TAAL Technologies Pvt. Ltd. ISMT is the
leading producer of precision Seamless tubes and carbon and alloy steels, in India. ISMT's
Tube Division supplies tubes to the bearing, automotive and energy industries and exports
approximately 30% of its production to the U.S. and Europe. ISMTs Steel Division is one of
the largest manufacturers of premium grade alloy steel in India and is also a supplier to
ISMT. Both companies are TS16949 and AS 9100 B approved. Both companies ISMT and
TAAL are independently listed on the Bombay Stock exchange and have combined annual
sales in the region of USD 566 Million. TAAL is headquartered at Bangalore, which is the
hub of the Indian Aviation Industry (Bangalore is also internationally famous as a software
development and engineering design centre).TAAL-Technologies (www.taaltech.com) is a
specialized Engineering Design and Development Solutions Company based in Bangalore,
India TAAL Tech supports global corporations in their drive to develop winning products /
solutions with quicker time-to-market and optimum budget.
The team of talented engineers with high skills in contemporarily CAD / CAM / CAE tools
and good domain expertise provide innovative solutions to varied Industry needs. The
industry Moments to which solutions are offered include Aerospace & Defence. Industrial,
Energy and Transportation. TAAL.-Tech has extensive expertise in the area of Concept
Design, Detailed Design. Finite Element Analysis. Computation Fluid Dynamics. Motion
Analysis / Kinematics, Value Engineering. Cost Optimization. Design and Development of
Production Tooling and Jigs & Fixtures. Engineering Change Management Embedded
Electronics etc. With the support of TAAL, TAAL.-Tech is uniquely positioned to provide
Design-to-Build Solutions.
ENVIRONMENT
TAAL believes strongly in the need to maintain and improve the quality of the environment.
The company shall therefore strive to ensure that its operations comply with all applicable
laws and standards, have no adverse impact on the environment and where possible make a
positive contribution to improving the quality of the environment.
HEALTH AND SAFETY
The Company will comply with all applicable Laws and relevant industry standards of
practice concerning protection of health and safely of its employees in the work place and
other persons effected by its business activities. Protection of health and safety is of vital
importance to the Company and the management of the Company shall take such actions as
arc reasonable and necessary to achieve such goal and carry out this policy.
ORGANIZATION



TAAL PROJECTS
1. Manufacturer of the P68C, a six scat twin piston-engine aircraft. All detailed parts and
assemblies including seats, electrical looming, cable assemblies etc. were
manufactured at TAAL's facilities.
2. TAAL was involved in building up the first three prototypes of the 14 seat. SARAs
aircraft for the National Aerospace Laboratories (NAL). TAAL has manufactured the
entire air frame of the aircraft (excluding the wings which are manufactured by HAL)
including tooling, parts and assembly. The first prototype is now under flight-testing.
3. TAAL was associated with the National Aerospace Laboratories (NAL) for the
production of the two-seat all composite (glass fibre) trainer aircraft called the
"HANS A".
4. TAAL is manufacturing the airframes for the full composite (carbon and glass -wet
lay-up and room temperature cured) NISHANT, Remote Pilotless Vehicle developed
by the Aeronautical Defence Establishment (ADE).
5. TAAL is manufacturing all the composite components (Tail cone. Nose cone and air-
intake) for the LAKSHYA, Pilotless Target Aircraft (PTA). This aircraft is now in
series production.
6. TAAL is manufacturing the Elevator and Stabilizer for the Intermediate Jet Trainer
(LIT) manufactured by HAL.
7. TAAL is manufacturing a variety of aircraft tooling (Bakelite). Sheet Metal Parts etc.,
for the Advanced Light Helicopters (ALII); Light Combat Aircraft (LCA) Light
Combat Helicopter (LCH); Suk hoi (SU-30) & MIG Series projects of Hindustan
Aeronautics Limited (HAL).
8. TAAL is manufacturing Auxiliary Fuel tank, stretcher, Armour Panel and interiors for
Advanced Light Helicopters of HAL and also interiors for Defence Service
Helicopter.
9. Parts for Jaguar Drop tanks and Incendiary Containers.
10. TAAL is doing space structures for PSLV and C.SLV of Indian Space Research
Organization (ISRO).
11. Manufacturer of THORP T211 Two Seater aircraft for Domestic and Export Markets.
12. In the past TAAL has undertaken certain sub-contract work for the Israel Aircraft
Industries (ISI) in India.
13. Number of Modification and Installations on Indian Navy Helicopters and Aircraft.
14. Interiors for Indian Air force Aircraft.


AIRCRAFT MANUFACTURING & MAINTENANCE CENTRE
This business has evolved from the initial business of the company, which was to
manufacture the Partenavia P68C, six seat, and twin-engine aircraft in India (We are the
first and only private sector company in India to have built and certified an aircraft).
We currently manufacture aero structures for Hindustan Aeronautics Limited (HAL). Indian
Space Research Organization (ISRO). National Aerospace Laboratories (NAL) Aeronautical
Development Establishment (ADE). And Number of modifications on Indian Navy and Air
force Helicopters and Aircraft. Of these, the largest structures that we manufacture are for
ISRO where we build most of the structural assemblies for the Booster rockets of the GSLV
program. We have also built major structures of 14 seat Saras aircraft developed by NAL.
Once again, we would regard ourselves as the largest dedicated private sector aero structure
manufacturer in India.
Taal
Airfield Maintenance Manufacturing
Our core competence in this area is in the manufacture of sheet metal details, machining,
composites and assemblies. Facilities are augmented and upgraded to address the domestic
and Global Technological requirements on a continuous basis.
MAINTENANCE SUPPORT
TAAL offers comprehensive Maintenance support for all types of general aviation (business
& recreation) aircraft.
TAAL has the most modern aircraft maintenance facility in the country located at our own
private airfield at Hosur near Bangalore. The airfield can accommodate Airbus A 320 and
Boeing 737 type of aircraft. The maintenance facility is located in a brand new 50m x 45m
Hangar and has modern amenities for customer services
Aviation Infrastructure - Airfield & MRO
TAAL has entered into an Aviation Infrastructure - Airfield & MRO facility agreement with
Air Works India (Engg) for establishment of commercial Aircraft Maintenance and
Operating Aviation Infrastructure - Airfield & MRO Division services at TAAL's private
airfield (Licensed) at Hosur near Bangalore. The runway at this airfield is capable of
accepting Airbus A 320 and Boeing 737 Series class of aircraft and the hanger is capable of
accommodating Narrow Body aircraft.
TAAL has DGCA Maintenance approval under CAR 145 for Maintenance of Cessna Jet
and other Light Transport Aircraft.



P68C DESCRIPTION
The P68C is a metal, non-pressurized high wing aircraft of semi-monocoque construction.
Frames, bulkheads, stringers and stiffeners on which the skin is riveted form the main
fuselage Structure.
Windows include a windshield, one crew side window and ten cabin windows, five on each
side of the fuselage.
An entirely metallic floor fastened to the fuselage bottom structures; is provided with access
panels for the inspection and maintenance of the under laying structure, system and
controls. Easily removable rails are fastened to the floor for passenger seat installation.
Individual passenger seats are provided in a variety of optional seating arrangements.
Access to the crew compartment is provided by two doors conveniently located on the RH
and LH side of the forward fuselage. The cabin is accessible through an entrance door on
the LH side of the centre fuselage.
Another door is provided on the RH side of the aft fuselage area through which it is possible
to gain access to the passenger cabin and the fuselage baggage compartment. This door is
also designated as the emergency exit. A fiberglass radome and tailcone are installed
respectively at sta. 1 and sta. 16.The wing is a full cantilever semi-monocoque type
construction with removable metallic leading edge and fiberglass tips.
LH and RH wing halves are connected at the centre by means of steel splices, bolts and
nuts.
The entire wing assembly is bolted to the fuselage through attach fittings installed on the
front and rear spars.
An aileron, flap and power plant attached to each wing half complete the wing assembly.
The all metal empennage group is a full cantilever design consisting of a vertical stabilizer
(fin), rudder, horizontal stabilizer and elevators. Both the rudder and elevators are provided
with mechanically operated trim tabs. All exterior surfaces are coated with AERODEX
finish or an equivalent, protective finish.
INTRODUCTION
This section explains the removal and installation procedures for die structural pans For the
removal, installation, rigging and adjustment procedures of the control components of the
various structural surfaces is discussed below.
WING GROUP
GENERAL
The wing is a full cantilever, all metal, stressed skin, semi-monocoque box construction
design.
The wings are classified as wet wings, which means that each form an integral fuel tank.
The fuel tank interiors are accessible through gasket sealed doors in the upper skin. The
structure of the wing panels consists of 2 front and rear spar, web and baffle type ribs, and
riveted skin and stringer assemblies.
The front spars are I beam sections built up horn aluminium extruded angle caps, webbing
and stiffeners. The rear spars area combination of U shaped channel and stiffeners.
The ribs are symmetrical about the fuselage centre line. The stringers provide span wise
stiffness to the upper and lower skin panels.
The removable metallic leading edges are attached to the front spar and consist of an
inboard and an outboard section for e-ach wing panel
The wing tips are made of fiberglass and carry the appropriate position lights.
The LH and the RH wing panels arc connected together at the centre, by means of
vertically mounted steel splices bolted to the front and the tear spars.
The entire wing assembly is bolted to the fuselage through four fittings installed, two each
on the front spar and on the rear spar.
Each wing panel carries the hinge fittings for the flap and the aileron section, at the rear
spars.
Flaps and ailerons are similar in construction, a single sheet-metal formed spar, on the rear
on which sheet- metal formed ribs are attached.
The top and bottom skin panels are riveted to this spar- rib combination.
The trailing edge is formed by riveting the two skin panels together with a filler strip
between them.
To the front of the spar sheet-metal formed nose ribs are attached, forming the base to
which the leading edge is riveted.
The leading edge, formed of sheet-metal, consists of five sections for the Claps and of three
sections for the ailerons. Among these sections the hinge brackets are riveted to the ribs and
the spar.
In case of emergency, a geared tab, installed on the RH flap, allow s the opening of the rear
cabin door with flaps down.
The aileron is provided with a trim tab located in the trailing edge near the wing tip.















REMOVAL OF WING
The wing might be removed from the fuselage as one complete unit or dismantled into its
major components i.e. ailerons, flaps, leading edges and wing lips.
However, removal of the engines is suggested to avoid difficulties with raising the wing
from the fuselage.
Note
Do not attempt to separate the two wing halves when the wing is still attached to the
fuselage.
a. Place all switches to OFF position and disconnect the battery.
b. Connect ground wire to the aircraft.
c. Drain and purge the fuel tanks.
d. Remove the following items:
Central seats, rear couch, carpets, rear cold air outlets.
Cabin ceiling lining within the area where the wing is attached to the fuselage.
Front and wing-fuselage fairings C2 and C3
Central panel above the wing joint.
Engines.
Inboard leading edges.
e. Disconnect fresh and warm air hoses at the wing roots.
f. Remove access panel Cll from the cabin floor and disconnect the aileron cables at the
turnbuckles.
g. Disconnect all electrical wiring at the sockets located on the front spar.
Note
To facilitate reinstallation of control cables, power plant controls and fuel lines, identify
cable and line ends in some manner and attach lead lines where applicable to cables and
controls before removing them.
h. Disconnect fuel control cables from both LH and RH shut-off valves and from cross-
feed valve and unthread them at the lubrication flumes.

REMOVAL OF WING TIP
a. Remove the position light, and disconnect wiring.
b. Disconnect the bonding cable at the point near the aileron mass-balance weight.
c. Remove the tip attaching screws.
Note
Due to the tact that after installation the screw heads are covered with body Tiller, it will be
necessary to_remove.it in order to locate the heads of the screws.
INSTALLATION OF WING TIP
a. Hold tip near the wing and conned the front bonding cable.
b. Position the tip on the wing and install the screws.
c. Connect wiring and install position light.
d. Connect the bonding cable at the point near the aileron mass balance weight.
e. Carry out functional test of the position light.
REMOVAL OF WING OUTBOARD LEADING EDGE
a. Open leading edge access panels.
b. Disconnect bonding cables from the front spar
c. Disconnect electrical wiring terminals from the stall warning switch, for the RH wing
only.
d. Remove the engine cowlings.
e. Disconnect the cabin air hoses.
f. Disconnect and cap the fuel lines between fuel valves and fuel filters.
g. Disconnect and cap the de-icer boot hoses, if installed.
h. Remove all screws connecting the leading edge to the wing, top and. bottom.
i. Remove the girder between front spar and fuselage top from the fuselage
j. Disconnect all engine controls at their attaching points on the engine.


Note

In order to prevent contamination and/or damage of fuel, oil and vacuum lines, cap the ends
of all disconnected lines, tubes and hoses.
k. Disconnect vacuum system tubes.
l. Disconnect, if installed, de-icer system tubes.
m. Check that no other connections arc present between wing and fuselage.
n. Place a suitable padded adjustable cradle under each wing at the wing rib just
outboard of the engine nacelle.
Note
Support the fuselage by placing two profile beam trestles under the appropriate frames.

o. Remove the nuts and washers from the four bolts attaching the wing to the fuselage.
p. Raise the cradles until the wing just starts to lift, and then remove the bolts by
tapping lightly with a plastic or wooden hammer. If it is difficult to remove, one or
more bolts adjust the cradles as required.

Caution
Extreme rare has to be taken not to damage the wing or fuselage. Attach fittings during
removal of the bolts.
q. Lift the wing clear from the fuselage and move it forward by means of the cradles.
Note
In case it is preferable to leave, the engines in place, the wing should be lifted not only by
the two cradles, and in addition a hoisting device has to be attached to the lifting lug of each
engine

Caution
When lifting the wing engine assembly, raise carefully the cradles and hoisting devices by
equal amounts. Due to the obvious difficulties which will be encountered by removing the
attachment bolts, it will be necessary to adjust cradle hoisting device combinations for every
single which is difficult to remove.
INSTALLATION OF WING
a. Ascertain that the fuselage is correctly supported.
b. Support the wing as per step n of previous paragraph.
c. Position the wing over the fuselage.
d. Lower it carefully until the wing fittings slide into the fuselage brackets.
e. Align the holes by adjusting the wing cradles a necessary, and insert, with washers
under the heads the two NAS 1108-40 bolts in the front attachment points, and the
two NAS 1108-29 bolts in the reattachment points.
f. Install washers and nuts and torque the four bolt 515 to 570 inch pounds (6.0 to 6.5
Kgm).
g. Install engines.
h. If installed, connect the de-icer plumbing.
i. Connect vacuum system. Note Ascertain that all fuel oil and vacuum lines, tubes and
hoses are free of obstructions and that the protection caps are removed.
j. Install the girder between the front spar and the to of the fuselage.
k. Connect the fuel selector control cables. Carry out a functional lest of the fuel
selector system.
l. Connect the electrical wiring at-the front spar.
m. Route the aileron cables through the fuselage and connect at the turnbuckles, through
access openings ell. Rig aileron control system. Install access panels.
n. Install inboard leading edges.
o. Install panel above the wing joint.
p. Install front and rear wing-fuselage panels.
q. Install all items removed at step d. of previous paragraph.
r. Connect the battery.
s. Check all systems which have been disturbed, for proper operation, leaks etc.
t. Remove the ground wire when convenient.
u. During the functional check flight, following wing installation, check the correct
setting of the station warning detector.
Note
Alter the first 100 flight hours of the aircraft: following wing installation, check the wing
bolts for proper torque.































INSTALLATION OF WING OUTBOARD LEADING EDGE
a. Position the leading edge along the wing span and install the connecting screws, top
and bottom.
b. Remove caps and connect the de-icer boot hoses, if installed.
c. Remove caps and connect the fuel lines between the fuel valves and the fuel fillers.
d. Connect the cabin air hoses.
e. Connect the electrical wiring terminals to the stall warning switch. RH wing only.
f. Connect the bonding cables to the wing front spar.
g. Close the leading edge access panels.
h. Install the engine cowlings.
i. Carry out functional tests of all the systems which have been disturbed during
leading edge removal.
REMOVAL OF WING INBOARD LEADING EDGE
a. Remove the wing-fuselage fairings.
b. Remove the engine cowlings.
c. Disconnect the cabin air hose from the hot air valve located outside the leading edge,
near the engine mount.
d. Disconnect the cabin air hose at the fuselage.
e. Disconnect the control cable from the hot air valve.
f. Disconnect the bonding cables from the front spar.
g. Remove all screws, top and bottom, connecting the leading edge to the wing.
h. Remove the leading edge.
INSTALLATION OF WING INBOARD LEADING EDGE
a. Position the leading edge along the wing span and install the connecting screws, top
bottom.
b. Connect the bonding cables to the front spar.
c. Connect the control cable to the hot air valve.
d. Connect the cabin air hose to the fuselage.
e. Connect the cabin air hose to the hot nil valve located outside the leading edge, near
the engine mount.
f. Install the wing-fuselage fairings.
g. Install the engine cowlings:
h. Carry out functional tests for all the systems which have been disturbed during
leading edge removal.
REMOVAL OF AILERON
a. Disconnect the aileron push-pull rod at the centre hinge by removing nut, washer and
bolt.
b. Disconnect the aileron trim push-pull rod by removing cotter pin. Washer and pin.
c. Disconnect the centre hinge by removing nut, washer and bolt. Leave the bonding
cable connected to the assembly.
d. Support the, aileron and remove the inboard and outboard nuts, washers and
disconnect hinge bracket.
e. Remove aileron from wing and place on a suitable cradle
INSTALLATION OF AILERON
Note
Any repair, modification or painting of the aileron needs rebalancing.
a. Check all hinge bearings for damage and freedom of rotation. Replace if necessary.
b. Align the inboard, centre and outboard aileron hinge brackets with the hinge
brackets on the wing. Install the bolts, washers and nut securing the in board and
outboard hinges. Tighten nuts to the required torque value.
c. Install the bolt, bonding cable, washer and nut securing the centre hinge to the wing.
Tighten the nut to the required torque value.
d. Connect the aileron push-pull rod to the aileron centre hinge bracket with bolt,
washer and nut. Tighten the nut to a torque value of 43 inch pounds (0.5 Kgm).
e. Check the aileron for free and full travel.
f. Rig aileron control systems as described in Section 7.





REMOVAL OF FLAPS
a. Fully extend the Haps and disconnect the push-pull rod from the flap bracket by
removing nut, washer and bolt.
b. Disconnect the tab control rod on the RH flap (inboard) by removing nut, washer,
bushing and screw from the wing-flap hinge fitting.
c. Support the flap and remove the four hinge- bolts, complete with nut1', and washers.
d. Remove the flap from the aircraft and place on a suitable cradle.
Note
To preclude rigging problems upon installation of the flaps, do not disturb the adjustment
of the rod end on the push-pull rod.
INSTALLATION OF FLAPS
a. Check all hinge bearings for damage and freedom of rotation. Replace if necessary.
b. Position the flap at the hinge points and align the hinge bolt holes.
c. Install the bolls, washers and nuts securing the hinges to the wing bracket assemblies,
install the terminal of the bonding cable under the head of the inboard hinge boll.
Tighten the nuts to the required torque value.
d. With the flaps fully extended, connect the push-pull rod to the flap bracket with bolt,
washer and nut. Tighten the nut to a torque value of 70 inch pounds (0.X Kgm).
e. Connect the tab control rod on the RH flap (inboard) by installing the screw, bushing
washer and nut.
f. Rig flap control system as described in Section 7










MANUFACTURING PROCESS OF WING
HEAT TREATMENT
Heat treating is a group of industrial and metalworking processes used in alter the physical,
and sometimes chemical, properties of a material. Properties of metals such as hardness,
brittleness, ductility, etc. can be modified to the required values. Heal treatment involves the
use of heating or chilling, normally to extreme temperatures, to achieve a desired result such
as hardening or softening of a material.
Aluminium and its alloys used in the Aeronautical industry are hard and brittle in its Natural
state this hard condition of the metal is not suitable tor sheet metal operations as its
brittleness would lead to cracks during bending and forming operations. Hence, to be able to
use the metal for sheet metal operations, we must soften it and improve its ductility. This is
done by a process called 'Annealing'. The metal is placed in a furnace and healed to 410 C
for a period of I hour. After heating, the metal is cooled in the furnace itself. The cooling of
the metal in the hot furnace allows it to cool at a very slow rate, allowing the metallic
crystals to form and align themselves properly, which gives the metal maximum ductility
the metal, in this state, is optimum for sheet metal operation.
After the metal has been formed as required in the sheet metal shop, it is still in the soft,
ductile state. This slate, though optimum for the funning operations, is not suitable for direct
application in aeronautical components. The metal must have high hardness to be used in
these applications. This is achieved by a process called 'Solutionizing'. In this process, the
metal is heated in the furnace to the required temperature and held for a fixed amount of
time, similar to annealing. However, after heating, the metal is quenched (cooled at a very
rapid rate) by dropping it into a quenching solution of Mucon polymer, the rapid cooling
causes the crystals 10 be imperfectly (formed and crossed and interlinked with each other.
Tins interlinked structure gives the metal its hardness the quenching time must be less than
10 seconds to achieve the required hardness.
After Solutionizing, the metal must undergo another process called Aging. When n
precipitation hardening alloy is quenched, its alloying elements will be trapped in solution,
resulting in a soft metal. Aging a solutionized metal will allow the alloying elements to
diffuse through the micro-structure and form inter-metallic particles. These inter- metallic
particles will nucleate and fall out of solution and act as a reinforcing phase, thereby
increasing the strength of the alloy. Alloys may age naturally" meaning that the precipitate
form at room temperature, or they may age "artificially" when precipitates only form at
elevated temperatures. In aerospace applications, naturally aping alloys arc stored in a cold
chamber W prevent hardening until after further operations - assembly of rivets, for
example, may be easier with a softer part.
Three furnaces are used in the plant:
A muffle furnace (1000 x 500 x 500 mm), used for steel components. The furnace
has a temperature range of 0 - 1000 C.
A convection-type air circulation oven (2000 x 1000 s 1000 mm), used for
aluminium and its alloys. This furnace has a temperature range 0 600
o
C.
A drop-bottom furnace, which is a type of air circulation oven. This furnace is places
directly above the quenching solution and its bottom can be opened For the
Solutionizing application, the bottom is opened after heating is completed and she
metal pans are dropped directly into the quenching solution.
SHEET METAL
Sheet metal operations are earned out on pans made of aluminium and aluminium alloys,
whose thickness is generally less than 4mm. Sheet metal components are only used when
the component has to only transfer the stresses from the one component to the other.
Whenever, a component has to bear high stresses, machined components are used.
Aluminium sheet metal component preferred in most aeronautical applications due to their
low specific weight.
The aluminium sheets are first cur into the desired shapes using a vertical milling machine
(drill) by a process called 'Routing'. A route card and engineering drawing of the part is
provided to the machinist. The routing may be done manually or by a CNC machine.
For manual routing, a drill routing template (DRT) is first prepared out of steel, in the
shape of the required pan. The Template is then placed over to a wooden block,
which is attached to the work-table. The block has a guide cylinder directly under the
drill of the machine. The work-piece is then fastened to the DRT using screws. The
machine is started and the template is moved around the guide cylinder, causing the
work-piece to be cut as required.
For CNC routing, a 3-D model of the pan is first create using a geometric modelling
software like CATIA or SolidWorks. The model is exported as an ICS file, which is
then converted into a CNC program.
After the sheet is cut to the desired shape, it is sent to the heat treatment shop for annealing.
The annealed metal is sent back to the sheet metal shop, where the following machines are
present to perform the required operations:
Rolling Machine
Two multi-roller type rolling machines are present in the shop. The small-scale machine is
more regularly used. It is used for roiling for thinner pans { 5mm). The larger machine is
used for thicker parts. (> 5mm).
Hydraulic Press
To manufacture open 3-D shapes from 2 metal sheet, presses are used. To manufacture a
part in the press, first a loot must be made. The tool is shaped in the form of the required
part arid generally made of phylum wood, though metal tools can also be used, if required.
The tool is used to give the required shape to the metal.
Two hydraulic presses are present in the shop:
The rubber press has a capacity of 350 tonnes. The work-piece is placed between two plates
the form plate (tool) and the top plate. The form plate is in the shape of the required part
while the top plate is flat. When the jaws of the press are closed, the metal is bent and
formed into the required shape.
The metal press has a much larger capacity of 6500 tonnes. It is an extrusion type*, male-
female press. The metal to be formed (work-piece) is placed in/on the female section, and
the tool is attached to the male section. The jaws are closed and the metal is drawn out in the
required shape

CNC Shearing Machine
This machine is used to cut of parts of the sheet by shearing operation. The work-piece is
placed on the work table and fed into the machine by the amount required to be cut. The
jaws of the machine move downwards and shear of the excess part of the sheet. The
machine is operated by feeding it with a CNC program.
CNC Bending Machine
The CNC bending machine is an automated machine which is used to bend the sheet in the
required shape. The machine requires the certain input data such as the co-ordinate 2D
drawing of the required part, radius of curvature, length of metal work-piece, material used,
thickness of sheet, etc. The machine automatically calculates the required position and
movement of the press, the strength required, etc. and produces the part.
Stretch-forming Machine
The stretch-forming machine is a very important pan of any aeronautical plant. Circular
parts having only a single radius of curvature can be manufactured on the rolling machine.
But a variety of aeronautical components like aerofoils, fuselages, etc. have multiple radii.
To manufacture these components, a stretch-forming machine is used.
To manufacture a part with this machine, first a contour tool is created containing the
necessary shape of the component. The contour tool may be made of wood or metal. The
contour tool is placed on the bed of the machine. The annealed metal sheet is first slightly
rolled and then held between the jaws of the machine. One jaw is fixed, while the other is
movable. The jaws stretch the metal sheet over the entire contour and hold it there for a
fixed period of time, thus giving the sheet its desired shape.





PROCESS ENGINEERING
Process Engineering is used to modify the surface of metal components using chemicals to
improve various chemical properties of the metal.
Various chemical processes for aluminium and steel components are carried out in the shop.
Between two processes, the components are immersed in still water baths to wash off the
chemicals of the previous process. Some of the processes for aluminium and steel are
similar; however, they are carried out in separate baths.
The processes used for aluminium components are as follows:
Chemical Alkaline Degreasing
This process is used to remove any oil, grease, wax or other non-water soluble particles
stuck on the surface of the parts during the machining or sheet metal operations. The
process cleans and prepares pan surfaces for various finishing processes like painting,
welding, etc.
The components are immersed in a solution of Trisodium Phosphate (20-30 gm/lit) and
Sodium
Carbonate (20-30 gm/lit) at 50-70 C for 2-3 minutes.
Alkaline Pickling
This process is used to remove dust and other similar impurities from the surface of the
components.
The components are immersed in a solution of Sodium Hydroxide (20-30 gm/lit) and
Sodium Carbonate (20-30 gm/lit) at room temperature.
De-oxidation
This process is used to remove metal oxides that may have formed or deposited on the
surface of the components.
The components are immersed in a solution of Nitric Acid (20% v/v) at room temperature
for 3-5 minutes.
Anodizing
Anodizing is an electrolytic passivation process used to increase the thickness of the natural
oxide layer on the surface of metal parts. The part to be treated forms the anode electrode of
an electrical circuit. Anodizing increases corrosion resistance and wear resistance, and
provides belter adhesion for paint primers and glues than does bare metal.
Anodizing can be done using two different acids.
Chromic Acid
This is more commonly used as it is more economical but is of lower quality.
The components are first immersed in a solution of Chromic Acid (30-50 gm/lit) at 38-4z
C. This forms the anodized plating over the surface of the component.
The plating is then fixed onto the surface by a process called ' Hot Water Sealing'. The
components are immersed in a hot water bath (5.5<pH<6) at 96-100 C for 20-30 minutes.
Sulphuric Acid
Anodizing with Sulphuric acid gives a better quality plating, but is also more costly. Hence,
it is only used when high quality is desired. The process is similar to that of Chromic Acid
Anodizing.
The processes used for steel components are as follows:
Electrolytic Alkaline Degreasing
This process is used to remove any oil, grease, wax or other non-water soluble particles
stuck on the surface of the parts during the machining or sheet metal operations. The
process cleans and prepares part surfaces for various finishing processes like painting,
welding, etc.
The components are immersed in a solution of Sodium Hydroxide (5-15 gm/lit), Trisodium
Phosphate (30-70 gm/lit) and Sodium Silicate ((0-20 gm/lit) at 50-70 CC for 2-3 minutes.
De-oxidation
This process is used to remove metal oxides that may have formed or deposited on the
surface of the components.
The components are immersed in B solution of nitric Acid (20% v/v) M room temperature
for 3-5 minutes.
Acid Pickling
This process is used to remove dust find other similar impurities from the surface of the
components.
The components are immersed in a solution of Hydrochloric Acid (50-100 gm/lit) and
Hexamine (40-60 gm/lit) at room temperature for 2-3 minutes.
Neutralizing
This process is used to remove and acidic substance which may have deposited on the
surface of the components due to the previous chemical processes. To acidic substances
react with the alkaline solution to form salts which are then washed off.
The components are immersed in a solution of Sodium Carbonate (40-60 gm/lit) and
Hexamine (40-60 gm/lit) at room temperature for 2-3 minutes.
Acid Cadmium Plating
Electroplating is a process in which metal ions in a solution are moved by an electric field to
coat an electrode. The process uses electrical current to reduce cations of a desired material
from a solution and coat a conductive object with a thin layer of the metal. Electroplating is
primarily used for depositing a layer of material to bestow a desired property to a surface
that otherwise lacks that property.
Acid Cadmium Plating is used to provide a plating of Cadmium on the surface of the
components. Cadmium electroplating is widely used in the aircraft industry due to the
ability to resist corrosion when applied to steel components. This coating is passivated by
the usage of chromate salts.
Passivation
Passivation is used to make a material "passive" in relation to being less affected by
environmental factors such as air or water. It means a shielding outer layer of corrosion
which can be demonstrated with a micro- coating or found occurring spontaneously in the
components are immersed in B solution of nitric Acid (20% v/v) M room temperature for 3-
5 minutes.
Acid Pickling
This process is used to remove dust find other similar impurities from the surface of the
components.
The components are immersed in a solution of Hydrochloric Acid (50-100 gm/lit) and
Hexamine (40-60 gm/lit) at room temperature for 2-3 minutes.
Neutralizing
This process is used to remove and acidic substance which may have deposited on the
surface of the components due to the previous chemical processes. To acidic substances
react with the alkaline solution to form salts which are then washed off.
The components are immersed in a solution of Sodium Carbonate (40-60 gm/lit) and
Hexamine (40-60 gm/lit) at room temperature for 2-3 minutes.
Acid Cadmium Plating
Electroplating is a process in which metal ions in a solution are moved by an electric field to
coat an electrode. The process uses electrical current to reduce cations of a desired material
from a solution and coat a conductive object with a thin layer of the metal. Electroplating is
primarily used for depositing a layer of material to bestow a desired property to a surface
that otherwise lacks that property.
Acid Cadmium Plating is used to provide a plating of Cadmium on the surface of the
components. Cadmium electroplating is widely used in the aircraft industry due to the
ability to resist corrosion when applied to steel components. This coating is passivated by
the usage of chromate salts.
Passivation
Passivation is used to make a material "passive" in relation to being less affected by
environmental factors such as air or water. It means a shielding outer layer of corrosion
which can be demonstrated with a micro- coating or found occurring spontaneously in
nature. Passivation is useful in strengthening, and preserving the appearance of metallic. As
a technique, passivating is using a light coat of material such as metal oxide to create n shell
against corrosion. Passivation is used to make the components resistant to corrosion.
Chrome Passivation is used in the plant.
The components are immersed in a solution of Chromic Acid.
Some other unique processes used in the plant are:
Vapour Decreasing
Vapour degreasing is a surface finishing process it involves solvents in vapour form to
cleanse the work-piece in preparation for further finishing operations. The acting principle
behind the vapour degreaser process is that the solvents will dissolve the contaminants on
the work-piece and remove them by dripping off the pail. A basin of solvent is set up with a
heating coil to bring the solvent to boil. As the solvent evaporates it rises to the fill-line in
the chamber, above which is air with a much lower density than the solvent. This contains
the vaporized solvent in a closed space where the work-piece is placed. The solvent
condenses on the more frigid work-piece and the now liquid solvent dissolves the greases on
the pan. With the impurities contained in the liquid beads, the solvent runs off the part. This
process is used to remove oil, grease, wax and any other non-water soluble particles stuck
on the surface of the parts during the machining or sheet metal operations.
The components are immersed in a solution of Trichloroethylene at 75-81 C for 2-3
minutes.
Chemical Milling
Chemical Milling, also known as Etching, is a unique process and the only process in the
process shop which removes material by using chemicals to dissolve the unwanted metal.
This process can be used on a wide variety of metals with depths of metal removal as large
as 12mm. Selective attack by the chemical reagent on different areas of the work-piece,
surfaces is controlled by removable layers of material called masking. It is widely used in
the aerospace industry to remove shallow layers of material from large aircraft components,
missile skin panels, and extruded parts for airframes. Chemical milling is used when
conventional milling processes are not feasible (e.g. to reduce the thickness of certain
portions of the components).
The component is first sent to the paint shop and the portion of the component which is not
to be milled is given a coating of rubber paint (masking). The coated component is sent
back to the process shop, where it is immersed in a solution of Sodium Hydroxide (120-190
gm/lit), Sodium Sulphide (120-190 gm/lit), Trietanolamine (30-50 gin/lit) and dissolved
Aluminium (60-75 gm/lit). The chemical solution attacks the metal and erodes it, but the
rubber masking and the metal below it is not affected. Hence, only the uncoated portion of
the component is milled. The time required for the process is dependent on the amount of
material to be removed. After the process is complete, the component is washed and the
rubber paint is removed. The milling rate is approximately 1mm/hour.
WELDING
Welding is a fabrication or sculptural process that joins materials, usually metals, by
causing coalescence. This is often done by melting the work-pieces and adding a filler
material to form a pool of molten material (the weld pool) that cools -.o become a strong
joint. Welding is used when two components are to be joined permanently. Many different
energy sources can be used for welding, including a gas flame, an electric arc, a laser, an
electron beam, friction, and ultrasound.
The following three types of welding operations are carried out at the plant:
TIG Welding
TIG welding, i.e. Tungsten Inert Gas welding, is a type of electric arc welding. This type is
used to join low thickness parts of aluminium and its alloys (like Duraluminuim) with high
quality. The electrode used is made of tungsten and an inert gar, (e.g. Argon) is used as a
shield to protect the molten metal surface from corrosion and impurities. A separate filler
rod is used to provide the filler metal. The filler rod is generally of carbon steel and may
have a copper coating. The welding gun is provided with 3 input wires, to provide the
electric power to strike the arc, the inert gas to shield the weld surface and water to cool the
apparatus and the electrode. The electrode is removable and is not consumed (docs not melt)
during the process. Different sizes of electrodes are available and are chosen as per the
requirement.


MIG Welding
MIG welding, i.e. Metal Inert Gas welding, is another type of electric arc welding. This type
is similar to TIG welding, but is has some important differences. In MIG welding, only
similar metals can be joined and the electrode must be made of the same material as the
metals which are to be welded. The electrode melts during the welding process, providing
the filler material. Hence no separate filler material is required. The electrode wire is wound
on a reel and fed to the weld area through the gun. Due to the continuous feed of filler
material and electrode from the reel, this process is very fast with minimal down-time.
Hence, it is preferred for mass production.
Resistance Welding
Resistance welding is based on Joule's Law of Electric Heating. A high potential difference
is applied between the sheets to be welded, and the resistance of the metal causes a high
amount of heat to be generated at the contact surface, which leads to localized melting. As
the metal cools, the tow sheets 3re joined together at that location. Apart from the potential
difference, the electrodes are also required to apply pressure to complete the weld. The
lower electrode is fixed while the upper electrode is movable along a vertical axis. The same
machine can be used for two resistance welding operations, as follows:
Spot Welding
In this type, the two sheets to be joined are placed between to pneumatic copper electrodes.
The electrodes are rod-shaped, a few mm in diameter. The top electrode moves downward
and applies the required pressure onto to the components. The voltage is applied for a short
time (< ls) and the components are welded. Generally, a number of spot welds are applied to
the components similar to rivets.
Scam Welding
Scam Welding, or Lap Welding is used wherever leak-proof joints are required. In this type,
electrodes used are in the form of wheels or rollers. The components to be welded are
placed between the two wheels and the required pressure is applied. The wheels rotate, thus
causing the components to move. The voltage may be applied constantly or in pulses. A
continuous weld is created due to the continuous movement of the components.

PAINT PROCESS
Paint is any liquid, liquefiable, or mastic composition which, after application to a substrate
in a thin layer, is converted to a solid film. It is most commonly used to protect, colour or
provide texture to objects.
The components generally arrive at the paint shop after the process shop.
In the paint shop, the components are coated with Primer (base-paint) and Paint. Painting is
generally the final process carried out on the component before assembly.
The Base Primer is first mixed with the hardener and left standing for ~30 minutes to allow
them to mix with each other. Then, the paint thinner is added in the stipulated amount to
give the paint the required viscosity. After, the mixing, the paint has a pot life of about 4
hours.
Two types of primers are used in the shop, viz. Epoxy Primer and Etch Primer. The Epoxy
Primer has a higher thickness (15-30 UJTI) and lower viscosity (15-20 cps), while the Etch
Primer has a slightly lower thickness (8-30 urn) and higher viscosity (17-25 cps).
The components may be painted in the paint booth for medium size components or on the
paint table for smaller components. After the coat of paint is applied, the component is
allowed to dry for a period of 4 hours, after which a second coat may be applied or the
component may be sent out of the shop, if the component is required urgently, then it can be
placed in an air- circulation oven to bake for 20-30 minutes, followed by drying in an open
oven for a further 20 minutes.
The mixing ratios for each primer mixture is as follows:
Epoxy Etch
Primer 100ml 100 ml
Hardener 100 ml 100 ml
Thinner 10-15 ml 50 -75 ml
Two types of guns are used to spray the paint onto the components:
Air Gun
This type of gun uses pneumatic pressure to carry the paint particles to the components. It is
smaller, easier to operate and suitable for small to medium sized components.
Airless Gun
This gun is larger in size and only used to paint large surface areas. The gun uses a pump to
pour the paint onto the component.
In addition to the above processes, the paint shop is also responsible for coating the
components to be chemically milled with rubber paint (masking). The portion of the
component which is not to be milled is given a coating of rubber paint and sent back to the
process shop.

COMPOSITE SHOP
Composite materials, often shortened to composites, are engineered or naturally occurring
materials made from two or more constituent materials with significantly different physical
or chemical properties which remain separate and distinct within the finished structure.
Composite materials are starting to be widely used in the Aerospace industry due to their
light weight, corrosion-resistance, long life, etc. Composite materials are also not detected
by conventional radars, which make them very useful for military and surveillance
operations.
A composite is generally has two constituents. One is the 'Resin, which is the matrix
material and the base of the composite. In the aerospace industry, epoxy resin is used as a
structural matrix material or as a structural glue. It is almost completely transparent when
cured. The other is the 'Fibre', which acts as the reinforcement material, giving the
composite its strength.
Three types of reinforcement fibres are used in the plant, which can be easily identified by
their colour:
Carbon Fibre (Black)
Glass Fibre (White)
Kevlar (Yellow)
To manufacture a component from composite material, first a tool or pattern of the part is
made using foam. The foam is covered with two layers of wax, to complete the pattern. This
is followed by a layer of gel coal and then the resin. Te gel coat serves to form a layer
between the wax pattern and the resin, making it easier for separation. The last layer to be
added is the fibre. This multi-layered pan is then heated in an autoclave, in a process known
as 'Curing'. Curing refers to the toughening or hardening of a polymer material by cross-
linking of polymer chains, brought about by chemical additives, ultraviolet radiation,
electron beam or heat. The curing process binds the resin and the fibre together by cross-
locking the chains of the polymers, to give the hard structure of the composite.
Autoclave moulding
This is a process using a two-sided mould set that forms both surfaces of the panel. On the
lower side is a rigid mould and on the upper side is a flexible membrane made from silicone
or an extruded polymer film such as nylon. Reinforcement materials can be placed manually
or using robots. They include continuous fibre forms fashioned into textile constructions.
Most often, they are pre-impregnated with the resin in the form of prepared fabrics or
unidirectional tapes. In some instances, a resin film is placed upon the lower mould and dry
reinforcement is placed above. The upper mould is installed and vacuum is applied to the
mould cavity. The assembly is placed into an autoclave. This process is generally performed
at both elevated pressure (10 bar) and elevated temperature. The use of elevated pressure
facilitates a high fibre volume fraction and low void content for maximum structural
efficiency.
The plant has the facilities and the skill level to enable the manufacture of full composite
trainer aircraft and the design, development, fabrication and installation of interiors for
aircraft and helicopters.
Some of the capabilities of the composite shop are as follows:
Wet Layup and Pre-preg Layup
Compression Moulding
Honeycomb cored structures





















CONCLUSION
We would like to thank TANEJA AEROSPACE AND AVIATION LIMITED for providing
us an opportunity to do project in the plant. Working here has been an educational
experience, and that will surely help us in our future in the field of aerospace. The project
period was interesting, instructive and challenging. Through this training, we were able to
gain new insights and a more comprehensive understanding about the real industry working
condition and practices. We have learnt a lot of valuable things while working here,
somethings which we could not have learnt elsewhere. In practical knowledge we gained
during our time spent here would not be found in any book. All this valuable experiences
and knowledge we have gained were not only acquired through the direct involvement in
the task but also through other aspects of the training, such as work observation, interactions
with colleagues, superiors etc. we leave TAAL with a better knowledge about the field of
aerospace and aviation, and the manufacturing and design aspects related to the field. In
addition, we had pleasant experience in terms of self-confidence, real life working situation
and got a chance to interact with people from the field and work with others with different
professional background. The training was also an opportunity for us to increase our human
relation both socially and professionally.
Over all at the end of our project we are assured that the training programme has achieved
its entire primary objective. We are confident to enter the field for our higher education and
build our future carrier