SUBMITTED BY:

Subhadeepta Sahoo
Asit Acharya
Biswajeet Mishra
Sudeep Kumar Mishra

HINDUSTAN AERONAUTICS LIMITED

ENGINE DIVISION - KORAPUT
SUNABEDA – 763 002.

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 CERTIFICATE
This is to certify that above mentioned students have successfully
undergone one-month vocational training at HAL, ENGINE DIVISION,
KORAPUT from 1st JUNE, 2016 to 30th JUNE,2016.

They have taken keen interest in studying the aerospace

technologies and completing the project report on “STUDY OF AERO
ENGINES” during their training period at HAL. During their training
period they have been familiarized with and application of various
machining and manufacturing processes used in production of different
MIG variant engines.

We found them sincere, hardworking and their performances

were excellent during the training period. Their character and conduct
was also found very good. We wish them good luck in their future
endeavor.

MR. PRADEEP TOPPO MR. S.D. SATISH CHANDRA

MANAGER MANAGER
(TURBINE SHOPS), ED (HR-TRG)
PROJECT GUIDE

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 ACKNOWLEDGEMENT
We wish to express our heartfelt gratitude to all the people who
have played a crucial role in the research for this project, without their
active cooperation the preparation of this project could not have
been completed within the specified time limit.

We are thankful to Mr. P. Nataraj (Deputy Manager, HR-TRG)

and Mr. S. D. Satish Chandra (Manager, HR-TRG) for giving us the
opportunity to carry out our internship at Hindustan Aeronautics
Limited, Koraput. We are thankful to our Project Guide Mr. Pradeep
Toppo, Manager (Turbine Shops) MS(T)-10, for motivating us to
complete this project with complete focus and attention. We are also
thankful to HAL Employees, our Team Members and friends who
supported us throughout this project and without whose co-operation and
patience we wouldn’t have been able to accomplish this project.

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 CONTENTS

1. HISTORY OF HAL
2. OBJECTIVES OF HAL
3. DIVISONS OF HAL IN INDIA
4. HAL ENGINE DIVISION, KORAPUT
5. INDIGENOUS NAMES OF HAL PRODUCTS
6. INTRODUCTIONS TO AERO ENGINE
7. DESCRIPTION OF AERO ENGINE
8. TYPES OF AERO ENGINE
9. MAJOR PARTS AND THEIR FUNCTIONS OF AERO GAS TURBINE
ENGINE
10. PRINCIPLE OF FLIGHT
11. PRINCIPLE OF JET ENGINE/GAS TURBINE ENGINE
12. WORKING OF JET ENGINE/GAS TURBINE ENGINE
13. COMPARISON OF VARIOUS ENGINES MANUFACTURED AND
OVERHAULED AT HAL KORAPUT
14. CONCLUSION
15. REFERENCES

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 (1)
Hindustan Aeronautics Limited
(HAL):
HINDUSTAN AERONAUTICS LIMITED (HAL) is India’s largest Defence Public
Sector Undertaking and “Nava Ratna”, Category-1 Company under the administrative
control of the Ministry of Defence Production and Supplies. The origin of HAL could be
traced to the ingenuity and the farsightedness SRI WALCHAND
HIRACHAND in the year 1940. And was set-up in association with
the Government of the Princely State of Mysore. The company was
registered on 23rd December, 1940 as Private Limited Company by
the register of joint stock companies of Mysore State with an
authorized capital of R s. 4 crores. The company is concentrated in
the repair and overhaul of military aircraft, engines etc. Since its
inception, HAL has grown progressively into a vertically integrated
Aeronautical Production Organization and is the largest in Asia,
with a noticeable presence in the international aviation arena. It is
placed at the 48th position in the rating of World’s top 100
Aerospace Companies.

In the six decades, HAL has grown into an integrated Aerospace industry with its head
office at Bangalore, the Aeronautical capital of India having three production complexes
with 14 production Divisions/units located at Bangalore, Nasik, Koraput, Kanpur,
Lucknow, Korwa, Hyderabad & Barrack pore. HAL’s R&D programme is focused at
making the Company as one of the world leader in aviation technology and to ensure
continuous growth in business, both in the domestic and international sectors. The Design
Complex consisting of the Aircraft Research and Design Center & Rotary Wing Research
and Design Centre is located at Bangalore. Also the Divisions/units are fully backed by
nine Design Centers, which are co-located with the production Divisions. HAL, a
professionally managed Company, has a vision led Top Management Team consisting of
17 Board Members with renowned experts from various fields.
HAL, an MOU Company, is one of the top 10 Public Sector Companies in the sustained
excellent performance category. It has bagged the Prime Minister MOU Award for
“Excellent Performance” for 1997-98. The Company has been consistently receiving
Regional Top Exporters shield from Engineering Export Promotion Council (EEPC)
every year from 1994 onwards. HAL has been awarded the coveted GOLD TROPHY for
the year 1998-99 by SCOPE for “Excellence and Outstanding Contribution” to the Public
Sector Management. In recognition of the significant contribution of the Defense
Research and Development Organization (DRDO), HAL has own the Technology
Absorption Award. In addition, HAL was conferred with the IIIE Award as the “Excellent
Performing Public Sector Enterprise” for 1998-99. HAL has been achieving all round
growth in terms of Technology Absorption, Production, Sales and Profit. The Company
5
achieved a record turnover of Rs. 2774.81 crores during 2001-02 with Profit Before Tax
of Rs. 373.48 crores. HAL, having an authorized capital of Rs. 160/crores and paid up
capital of
Rs. 120.50 crores have declared the highest ever dividend of 57.23 percent on paid up
share capital during 2001-02. HAL enjoys the highest Credit Rating viz: “A1+” and
“LAAA” by ICRA and “P1+” and “AAA” by CRISIL for short and long debt programme
respectively.
HAL has envisaged a steady growth in both the physical and the financial performance of
the company and to bring about paradigm shift from license production to joint
production and R&D based production with planned diversification to non-military
application and space activities while at the same time maintaining optimum level of
manpower through HRD measures, technology up gradation and enhanced outsourcing.
The Company has put in place a perspective Plan, which provides a road map for the
future growth of the Company in attaining commanding heights in the field of aviation
not only to meet all the requirements of our Defense Services but also to establish a
position of prestige in the international arena.

 HAL has been successful in numerous R & D programs developed for both
Defense and Civil Aviation sectors. HAL has made substantial progress in
its current projects:
 Dhruv, which is Advanced Light Helicopter (ALH)
 Tejas - Light Combat Aircraft (LCA)
 Intermediate Jet Trainer (IJT)
 Various military and civil upgrades.

Dhruv was delivered to the Indian Army, Navy, Air Force and the Coast Guard in March
2002, in the very first year of its production, a unique achievement.

HAL has played a significant role for India's space programs by participating in the
manufacture of structures for Satellite Launch Vehicles like:

 PSLV (Polar Satellite Launch Vehicle)

 GSLV (Geo Stationary Launch Vehicle)

 IRS (Indian Remote Satellite)

 INSAT (Indian National Satellite)

ACCOLADES & ACHIEVEMENTS

HAL has won several International & National Awards for achievements in R&D,
Technology, Managerial Performance, Exports, Energy Conservation, Quality and
Fulfillment of Social Responsibilities.

 HAL was awarded the “INTERNATIONAL GOLD MEDAL AWARD” for Corporate
Achievement in Quality and Efficiency at the International Summit (Global Rating
Leaders 2003), London, UK by M/s Global Rating, UK in conjunction with the
International Information and Marketing Centre (IIMC).

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 HAL was presented the International - “ARCH OF EUROPE” Award in Gold
Category in recognition for its commitment to Quality, Leadership, Technology and
Innovation.

 At the National level, HAL won the "GOLD TROPHY" for excellence in Public
Sector Management, instituted by the Standing Conference of Public Enterprises
(SCOPE).

 On 17th of July ‘2006 HAL was declared ranking 45th among the 100 defense
companies of the world as released by US-based defense news.

The Company scaled new heights in the financial year 2004-2005 with a turnover of Rs.
4534 Cores and export over Rs. 150.05 Crores.

MISSION OF HAL :-

To become a globally competitive aerospace industry while working as an instrument for

achieving self-reliance in design, manufacture and maintenance of aerospace defense
equipment and diversifying to related areas, managing the business on commercial lines
in a climate of growing professional competence.

VISION OF HAL:-

To make HAL a dynamic, vibrant, value-based learning organization with human

resources exceptionally skilled, highly motivated and committed to meet the current and
future challenges. This will be driven by core values of the Company fully embedded in
the culture of the Organization.

VALUES:-

 CUSTOMER SATISFACTION
 COMMITMENT TO TOTAL QUALITY
 COST AND TIME CONSCIOUSNESS
 INNOVATION AND CREATIVITY
 TRUST AND TEAM SPIRIT
 RESPECT FOR THE INDIVIDUAL
 INTEGRITY

7
 (2)
OBJECTIVES OF HAL
.

CORPORATE OBJECTIVES:

The objectives for which the company is established are out in the memorandum
of association of HAL. There are clauses which interlaid provide for design,
development, manufacture, repair and overhaul of aircraft, engines related materials,
components and equipment. The objects wide ranging and include provisions for
establishing, maintaining and operating air services and training institutions for pilot
engineers.

Manufacture of Missiles and Weapons, to take or otherwise acquire and hold shares in
other company having objective altogether or in part similar to those of HAL etc.

In April 1971, the board of directors of HAL appointed committee known as

review committee of HAL to review the functioning of the company and make its
recommendations. Committee formulated a statement of basic objective adoption by
HAL, as detailed below:

BASIC OBJECTIVES:
 To serve as an instrument of the national policy to achieve self-reliance in the
design, development and production aircraft and aeronautical equipment to meet
the counter changing and growing needs, with special emphasis on millet
requirement.

 In fulfillment of these objectives, the company shall regard its fundamentally

responsible for design and development, rely however, upon such relevant
facilities as are available in to national institutions, but always holding itself basic
a responsible for the growth and furtherance of the counter aeronautics capability.

 To so conduct its business economically and efficiently it can contribute its due
share to the national effort achieving a self-reliant and self-generating economy.

 Towards this end, to develop and maintain an organization which will readily
respond to and adopt the changing matrix of soc techno-economic relationship and
where in a climate of grow professional competence, self-discipline, mutual
understand deep commitment and a sense of belonging will be fostered each

8
employee will be encouraged to grow in accordance with potential for the furtherance of
the organization.

 The recommendations of the review were subsequently approved by the board of

Directors in September 1972 and forwarded government, who informed the
company in May 1973 that the may adopt these objectives. These objectives
remain essential unchanged to date except that they have been amplified in 1983
through the medium of MD’s dated 14th 1983 emphasizing the following:

That our products are of the highest quality and reliability.

 That our products are fully supported after sale to customer.
 That capacity utilization is optimized, restoring which is necessary to
diversification and export.
 Greater thrust towards indigenization of materials and product to improve
self-reliance.

9
 (3)
DIVISIONS OF HAL: -

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

HAL all over the country: -

• Bangalore (Karnataka): Head office

• Barrackpore (West Bengal)
• Koraput (Odisha)
• Hyderabad (Andhra Pradesh)
• Korwa (Uttar Pradesh)
• Lucknow (Uttar Pradesh)
• Kanpur (Uttar Pradesh)
• Nasik (Maharashtra)
• Kasargarh (Kerala)

HAL has five main complexes in India. Those are:

1. Bangalore complex.
2. MiG complex.
3. Accessories complex.
4. Design complex..
5. Helicopter complex.

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1. BANGALORE COMPLEX

(A) Aircraft Division:

Manufacturing Jaguar Aircrafts.

(B) Engine Division:

Manufacturing Jaguar Engines.

(C) Helicopter Division:

Manufacturing Helicopters.

(D) Forge and Foundry Division:

Manufacturing high precision castings
and forgings.

(E) Overhaul Division:

Overhaul of Jaguar and other engines.

(F) Aerospace Division:

Manufacturing of launching of pads
Common satellites.

(G) Servicing Division:

For common services to all
Divisions.

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2. MiG COMPLEX

(A) Nasik Division:

Manufacturing and overhaul of
airframes.

(B) Koraput Division:

Manufacturing and Overhaul of MiG
engines.

3. ACCESSORIES COMPLEX

(A) Hyderabad Division:

Manufacturing of electronics
and navigational equipment.

(B) Kanpur Division:

Manufacturing of passenger
aircraft and gliders.

Lucknow Division:
Manufacturing of hydraulic pumps,
fuel pumps and stator generator.

(C) Korwa Division:

Manufacturing of advanced
navigational equipment.

4. DESIGN COMPLEX
(A) Bangalore Division:
Modification of any component or

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 (4)

HAL Engine Division, Koraput

Since the early 1970, the Division has been overhauling Aero Engines of Various types
i.e. R11, R25, R29, RD33 and AL-31-FP which power MiG-21FL, MiG-21BIS, MiG-27,
MiG-29 and Su-30 MKI respectively. Over last 4 and half decades Division has
overhauled more than 5000 Aero Engines of various types with an aim to ensure
maximum aircrafts flying.
The Division follows the 'Group Technology' with the Engine parts being
dismantled, viewed and loaded to different work centers for ROH activities. Regular
review of progress through latest IT enabled systems ensures timely completion of
assemblies and sub-assemblies of the engines. The stripped components are subject to
stringent quality checks using modern technology like CMM, NDT and other non-contact
measurements. Repair and refurbishing of worn-out parts and sub-assemblies are
undertaken by skilled workmen. Division is also manufacturing most of the components
in-house, which are required during overhaul. Repairs and Refurbishing Processes
include welding, hard alloy coatings, vibro-tumbling, micro-shot peening, ultrasonic
strain hardening, nickel alloy powder coating and a large number of protective coatings.
Assemblies, sub-assemblies and Engine accessories undergo rigorous functional tests on
various Hydraulic, Fuel and Electrical Rigs. Quality control checks are carried out using
various NDT methods, like X-ray, Magna-flux, Dyepenetrant check and ultrasonic
inspection besides other conventional techniques. Overhaul of accessories is carried out
in environmentally controlled rooms. Every manufactured / overhauled Engine undergoes
rigorous tests on Engine test beds that simulate all flight conditions. The preliminary and
final acceptance test, hot test, endurance test and gas dynamic stability tests are
conducted through computerized controls. Electronically assisted throttle, digital and
analog read-outs help get real-time simultaneous data and engine parameters during
Engine testing.

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Facilities in the division

1. Full-fledged quality assurance department with dedicated facilities, qualified,

experienced and trained manpower.
2. Central laboratory with dedicated facilities of NDT, material testing, fatigue
and creep analysis.
3. Gas turbine R&D Centre to cater to design and development activities and life
extension studies.
4. Indigenization department to establish alternate sources for metallic / non-
metallic materials and components.
5. Production engineering department to coordinate material provisioning,
planning and control activities.
6. Customer support services to provide total interaction with customer on
logistics, technical and training requirements.

(5)

INDIGENOUS NAMES OF HAL

PRODUCTS: -
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SL. No. AIRCRAFT ENGINE INDIGENOUS NAME

1
MIG-21FL R11-F2Ó BADAL
2
MIG-21M/MF R11-F2S/F2SK TRISHUL
3
MIG-21BIS R-25 VIKRAM
4
MIG-23MF R-29 RAKSHAK
5
MIG-23BN R-29B VIJAY
6
MIG-25 R-29B GARUD
7
MIG-27M R-29B BAHADUR
8
MIG-29 RD-33 VAJ
9
GNAT ORPHEUS-701 AJEET
10
HF-24 ORPHEUS-703 MARUT
11
HJT-16 VIPER-11 KIRAN
12
JAGUAR ADOUR MK-803 SHAMSHOR
13
MIRAGE-2000 M-53 VAJRA
14
HS-748 (AVRO) DART-531 CHITRA
15 CHE (HELICOPTER)
ALLOUTEE ARTOUSTE-IIIB
CHEETAH
16
AN-32 SUTLUJ
17
MI-8 PRATAP
18
MI AKBAR
19
HPT-32 PISTON ENGINE

20 SU-30 AL31FP SUKHOI

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 (6)

INTRODUCTION TO AERO ENGINES

Some definitions related to jet engine

1. Engine: Engine is a machine which converts chemical energy of fuel into heat energy
to do work.

2. Aero engine: Aero engine is a machine which transforms potential energy contained in
the fuel and air into kinetic and / or mechanical energy.

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

compressor, combustion chamber and turbine.

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

5. Propulsion: Imparting acceleration to a certain mass.

6. Thrust: A gas jet exhausting at high velocity from a nozzle generating a force in the
opposite direction is termed as thrust.

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

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

9. Twin spool bypass Turbo jet: A generator incorporates two independent rotating
assemblies. A low pressure turbine and high pressure turbine shaft runs coaxially e.g. AL-
31FP, RD-33 engine.

10. Turbo prop: A gas turbine engine driving a propeller e.g. AVRO, AN-32 aircraft.

11. Turbo Shaft: A gas turbine engine supplying mechanical energy on a shaft for various
applications, e.g. Helicopter rotors, electric generators.

12. Free turbine turbo shaft: Power turbine is mechanically independent of Gas
Generator, e.g. Turbo starter GTDE 117-1MO.

13. Module: An independent sub assembly which can be easily removed from other
assembly. Modular design permits replacement of a module by user without returning
complete assembly to factory.

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 (7)

DESCRIPTION OF AERO-ENGINE:
The aviation gas turbine engine is categorized as a heat engine. It uses gas as its working
fluid and produces (mechanical) shaft power and thrust. Generating thrust, in particular,
is possible only if the exhaust velocity of gas is higher than the velocity at which air
enters the engine. In order to accelerate the gas, energy must be added to the airflow
within the engine which can then be converted into kinetic energy.

In a gas turbine engine, the increase of energy is accomplished in two consecutive

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

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

(8)
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 Types of aero engines
There are mainly three types of aero gas turbine engines. Those are:

Turbojet:
A turbojet engine is a gas turbine engine that works by compressing airwith an inlet and a
compressor (axial, centrifugal or both), mixing the fuel with compressed air, burning the
mixture in the combustor, and then passing the hot, high pressure air through a turbine,
which extracts energy from the expanding gas passing through it. The engine converts
internal energy in the fuel to kinetic energy in the exhaust, producing thrust.

Turbofan:
A turbofan engine is a gas turbine engine that is very similar to the turbojet. Like a
turbojet it uses the gas generator core (compressor, combustor, turbine) to convert
internal energy in fuel to kinetic energy in the exhaust. Turbofans differ from turbojets in
that they have an additional component, a fan. Like the compressor the fan is powered by
the turbine section of the engine. Unlike the turbojet some of the flow accelerated by fan
bypasses the gas generated core and is exhausted through a nozzle making the thrust
produced by the fan more efficient than that produced by the core.

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Turboprop:
It is a type of gas turbine engine. In turboprop engines, a portion of the engine’s thrust is
produced by spinning a propeller, rather than relying solely on high speed jet exhaust. As
their jet thrust is augmented by a propeller, turboprops are occasionally referred to as a
type of hybrid jet engine.

Aim of jet engine

Aim of jet engine is to generate hot gases at a pressure much higher than ambient
pressure for expansion in a nozzle to produce thrust. Central element of jet engine is gas
generator which comprises of compressor, combustion chamber and turbine. By adding
an inlet and a nozzle, a turbojet results.

(9)

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Major parts and their functions of
Aero gas turbine engine:
AIR IN TAKE SYSTEM

Air intake of any turbojet powered aircraft has to carry out the very
important function of converting type kinetic energy of air flow to pressure energy
by compressing the air to a sufficiently high degree before it reaches the
compressor face. The engine performance i.e. thrust and specific fuel consumption
will depend upon the affiant conversion of this energy. At subsonic flight speeds,
the compression takes place mainly on the compressor. However, with the increase
in flight speeds more and more compression takes place in the air intake duct. At
Mach 2 the degree of compression in the air intake and the compressor is almost
equal.

Operation of air intake is quit complex for a supersonic aircraft due to

the wide range of the operating flight spectrum. As a component in the engine
aircraft system, the intake must satisfy a number of requirements such as:

a. Delivering the correct amount of air to the engine face as correct

speed with minimum loss of total energy contents.
b. Operating with a uniform discharge velocity profile as the
compressor surface.
c. Maintaining surge free steady flow in the air intake.
d. Creating maximum external drag due to airflow.

PRESSURE RECOVERY

In order to obtain high thrust, it is necessary to recover the full energy

of free system with minimum of pressure loss. The pressure losses occur due to
friction, eddy loss and shows. At the supersonic speed pressure loss due to friction
and eddies is less compared to the loss across the shock system. Pressure loss
across the shock system is highest if declaration of flow is achieving by normal
shock and is reduce if it is achieved through series of oblique shocks. A shock
system for minimum pressure loss as a particular Mach no. can always be design.
Reducing the slow speed and channel length reduces the frictional losses. Adequate
lip contouring reduces Eddy losses.

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MASS FLOW

The mass flow coefficient is the ratio of actual mass flow captured by
the intake to the maximum mass flow corresponding to check operation. The
operation of the air intake is said to be subcritical if the ratio is less than one and is
said to be super critical if the ratio is one or more. If the air supply is less than
engine requirement, then auxiliary profile must be provided so that engine does not
flame out. Such condition occurs during takeoff. The air is inducted through the
take of shutter which opens automatically during takeoff due to the difference in
the pressure between the outside air and air inside the channel. If supply is more
this extra air is must bypass to atmosphere before it reaches as the engine speed
increases the air requirement increases. In order to provide the correct amount of
air, it is necessary to contend the lip area.

DRAG OF INTAKE

Drag of intake consists of frictional drag. Low pressure drags additive

drag due to spillage of flow and shock drag. Additive drag is zero if mass flow co-
efficient is unity skin friction drag and pressure drag are generated due to the air
flow over the internal and external surface of the air channel. These drag forces
reduce the net thrust available on the aircraft.

To reduce the drag, it is necessary to reduce the fontal size of air

intake to minimum. The air spillage reduce the shock strength contour the lip
geometry properly avoid sudden turning of flow in the channel and use adequate
boundary air bleed.

ACCESSORY DRIVE

LP compressor shaft provides the drive for following accessories through

suitable gear train and quill shaft.

a) Front scavenging oil pump.

b) Up compressor rotor with techno meter generator.
c) Centrifugal governor of main fuel regulating pumps.

HP turbine shaft provides the drive to the accessory gearbox through a

bevel gear train and coupling shaft from where the drive from the following
accessories is taken through and work of gear train and shafting.

 Starter generator
 Fuel regulating pump
 Hydraulic pump

21
  Fuel booster pump
 Oil unit
 Deaestor
 Breather
 Air craft generator
 HP rotor tachometer generator

COMPRESSOR

Axial flow compressor is used in aero engine because in centrifugal

compressor the compression ratio is fixed. But in axial flow compressor C.R is
very high. There are two types
1. Single spool (Only one shaft is used)
2. Double spool (Two shafts are used)

Compressor has basically –

(i) Rotor blades (ii) Stator blades

Rotor blades add kinetic energy to the suction air, stator blades
converts the kinetic energy into pressure energy.

COMPRESSOR CASING

It consists of a distance ring, front casing, middle casing, split casings

(IVth, Vth, Vith, stage rotor) and rear casing (VIth stage stator).

DISTANCE RING

Distance ring provides smooth entry of air into the compressor and
also helps to couple the engine to the aircraft intake through the air radiator of
intake. The rear flange of the casing is bolted to the front casing.

FRONT CASING

The front casing houses the 1st stage rotor blades, which are in, turn
bolted to the front bearing housing. The IInd stage casing comprises of the outer
and inner rings and IInd stage stator blades spot-welded to the rings.

MIDDLE CASING

Middle casing houses IIIrd stage stator blades, which are welded as
the outer radius. At the inner radius, a flange ring is welded to the stator blades. Air
is tapper from inter space between the inner ring of the middle casing and IVth
stage rotor assembly for various purposes such as pressurization of HP compressor

22
lubricating oil seals, cooling and seal pressurization for the turbine assembled and
thrust balancing of the HPCR.

SPLIT CASING

Split casings accommodate IVth and Vth stage stator blades, which
are welded to them. The casings are bolted to the middle casing at one end to the
load ring of the rear casing at the other end.

REAR CASING

The rear compressor casing houses the VIth stage stator blades, which
are bolted to the outer casing which at the inner radius. They are bolted to the rear
casing diaphragm flange.

COMPRESSOR ROTOR

The rotor assembly consists of individual discs with each set of HP

and LP spools forming ad room type construction except the 1st stage compressor
disc. The 1st stage disc is mounted as a cantilever on the LP compressor shaft with
the help of involute splined joint. The disc is located on the shaft by a splined lock
bolt. The nose bullet is of double construction and is given hydro phobic enamel
coating to prevent ice formation and erosion.

The rotor blades of 1st, 2nd and 3rd stages are secured in the
respective discs by dove tailed locks. The axial movement is restricted either by
retaining dowels or by blades retaining rings or by both. HP compressor assembly
is built as an integral unit with the journal. The journal in the main torque
transmitting member and is fitted in the center bearing housing in two radial thrust
half bearings.

COMBUSTION CHAMBER

The combustion chamber is can annular type with ten straight flame
tubes, which are arranged between the combustion chamber outer casing and the
surround of the rear casing. Each flame tube consists of a conical section followed
by five cylindrical liners followed by one rear transition liner which are seem
welded to each other. The conical section has a vanned swirler and a deflector and
is spot-welded to the liner.

The combustion liners are provided with 12 slots in welded zone to

reduce thermal stresses and for a closer fit of the welded surfaces. The outer wall
23
of conical section has holes for providing air for cooling the deflector. The
deflector itself has two rows of holes. Holes on 3rd, 4th, 5th liners are suitably at
the shoulders of the liners (near welded section) for cooling liner walls. The air
form these holes are made to flow along the circumference by the extension of

liners. Flame tubes are inter connected by the inter connector tubes located in the
conical section. The inter connectors between flame tubes I, II, IX and X are
provided with fuel connection to receive the two ignitor connections. Flame
propulsion and pressure equalization among the flame tube is effected by the inter
connectors. The ignition assembly is mounted on the compressor chamber outer
casing and has three connections, one for supply of starting fuel to the inner cavity
of ignitors another for location of spare plug and the other for oxygen supply
required for flight relighting. The extended steam of ignitor has four holes to
provided P2 air supply to inner cavity. A deflector provides in the cavity gives P2 air
and upward motion.

The front end of flame tube rest on burners to spherical to incorporate

in the swirlers and at the rear end the flange of the flame tube is redidity secured to
the common ring. Combustion chamber outer casing is fabricated from the sheet
metal sections and is provided with three flanges, front flange for securing the
C.C.O.C to the stator none of six stage compressor, middle and front flanges serve
for mounting the bracket of accessory drive gearbox assembly and rear flange is
connected to turbine nozzle diaphragm assembly. For inflight relighting oxygen at
7-9 kg/cm2 at the rate of 0.95 to 1.2 gm/sec/ignitor, which is taken from oxygen
bottles in aircraft. Flame tubes are made up of Ni base alloy and coated with
spherical enamel to improve heat and corrosion properties. The C.C.O.C and
C.C.I.C are made up of S.S

TURBINE

The function of the turbine is to drive the compressor and accessories

by extracting pressure and kinetic energy from high temperature gases coming
from C.C. Based on the flow of gases on the gas turbine it is classified into

1. Axial flow turbines

2. Radial flow turbines

In axial flow turbine gas enters and leaves axially where in radial flow
turbine gas enters radially and leaves axially and vice-versa. The axial flow turbine
consists of two main elements consisting of a set of stationary vanes and one or
more turbine rotors. In stationary vanes the pressure energy is converted to K.E
and the same is converted into mechanical energy with rotary blades. Nozzle vanes
either cast or forged. Some vanes are made hollow to allow cooling using pump,
bleed air. The blades of turbine are two basic types.

24
 1. Impulse turbine
2. Reaction turbine

The turbine is of axial flow reaction type T 3 maximum is limited to 936°c.

Turbine needed cool to avoid over heating of components. A rotor assembly are
supported by radial thrust ball bearings and cylindrical roller bearing as the
compressor and turbine and respectively. Fixed vanes are arranged radially
between concentric rings.
1st stage NGVS are made of hollow for cooling air in investment
casting. These are sliding fit over the spokes arrange radially between the internal
and external rings.

ROTORS

Discs of L.P.T and H.P.T are presses fitted into the shaft are fastened
together by means of radial pins, which ensures concentricity of disc and shaft.
Blades are fixed in broached fire-tree slots in the disc and are lock by plate locks.
Blades are cropped at the tip in order to eliminate occurrence of cracks due to
unfavorable resonance vibration at the railing edge. LP blades are placed together
at about 2/3 of the blade height to avoid resonance vibration. Where the lace passes
extra material is provided and this locally thickened area blends itself with aerofoil
to minimize aerodynamic losses. No hairline cracks and under cuts is permitted at
this place. Natural frequency limits of H.P.T.R blades are 1130 1190 LPS.
Frequencies of higher order should not be less than 9200 cps.

Delta turbine temperature= 278°c

Turbine efficiency = 0.9
Pressure ratio at turbine = 3.43

AFTER BURNER AND JET NOZZLE

To provide higher thrust for short durations such as during take-off,

acceleration, climb and combat after burner are made use of a higher thrust engine
without thrust augmentation would mean a higher of the basic engine large fontal
area and high A/F ratio in gas turbines. Levels sufficient amount of unburnt oxygen
is made use of for burning consist of introduction and burning of fuel between
turbine and jet nozzle. The engine after burner system comprises of the following.

1. DIFFUSER

A diffuser serves to reduce the velocity of gases from the turbine to a

level suitable the flame. It consists of outer shell and an inner shell or truncated
cone, supported by five aerofoil shaped fairings.

25
 2. REHEAT PILOT COMBUSTION CHAMBER

Installed in the truncated cone of the diffuser, this provided the hot
stream of the pilot flame to light of the after burner fuel. This comprises of an
ignitor head with ignitor plug and ignitor case with nozzle. Electric current is fed to
the ignitor housing is coated with heat resistant enamel. Also cooling is provided
by air at P2.

3. AFTER BURNER MAIN FOLDS

It consists of an outer manifold with 60 burners (40 shaped on ring

and 20 shaped on pipes burning offering) and an inner manifold with 40 burners
(30 on ring and 10 on pipes along with two starting burners). The burners are of
simplex type and all supply atomized fuel against the direction of gas flow except
the starting burners, the starter burners supply fuel into the proposating the pilot
flame.

4. FLAME STABILIZER

Flame stabilizers are of radial type, which serves as flame holder and
are mounted near the out let of the diffuser.

5. VARIABLE AREA JET NOZZLE

It is a convergent nozzle, which increases the velocity of gases leaving
the after burner, thereby increasing thrust. The high mass flow and temperature of
exhaust gases during reheat requires the nozzle to be opened up, which is not done
result in unstable operation of the engine. This explains the need for variable area
jet nozzle. Nozzle flaps 18 in number are provided for this purpose with the flap
control ring being actuated by the cylinders.

SOME MORE TERMS RELATED IN VARIOUS SYSTEMS TO AN

AEROENGINE:

GAS TURBINE ENGINE: An engine in which the working fluid is heated by

internal combustion be expanded through a turbine.

AERO ENGINE: An engine used to provide the main propulsive or lifting power
for aircraft.

CONSUMPTION: The total quantity of fuel consumed per hour.

SPECIFIC CONSUMPTION: - The weight propellant or fuel consumed per Kg of
thrust per hour.

ACCESSORY GEARBOX: - An engine drives the gearbox driving accessories.

26
ENGINE RATING: - A statement of the guaranteed minor alternately the average
performances of the engine, including output r.p.m specific fuel consumption, gas
temp, time limit and other relevant data specified conditions.

HEIGHT POWER FACTOR: - The ratio of power or thrust developed at a

specified attitude to that which would be developed at standard sec level it applied
to maximum power or thrust conditions of fuel throttle.

POWER UNIT: - An engine or two more engines complete with all components
and accessories used as fitted into an aircraft.

DRY WEIGHT: - The weight of an aero engine without liquid but including all
accessories essential to its running and any drives incorporated it for non-essential
accessories.

WEIGHT PER KG THRUST: - The dry weight of an engine divided by the

maximum permissible thrust under standard sec level conditions.

(10)

PRINCIPLE OF FLIGHT
27
Four forces come into action in an aero engine while flying.

1) Lift
2) Gravity
3) Thrust
4) Drag

1) LIFT

It is produced by a lower pressure created on the upper surface of an

airplane’s wings compared to the pressure on the wing’s lower surface, causing the
wing to be lifted upwards. Lift depends upon: -
i) Shape of the airfoil.
ii) The angle of attack.
iii) The area of the surface exposed to airstream.
iv) The square of the air speed.
v) The air density.

2) GRAVITY

It is due to weight of the plane itself that acts vertically downwards

from the center of gravity of the airplane.

3) THRUST
It is the forward direction pushing or pulling force created by the air
passing through the adjustable nozzle. This includes reciprocating engines, turbojet
engines and turboprop engines.

4) DRAG

Drag is the force which opposes the forward motion of airplane. It is a

retarding force acting upon a body in motion through a fluid, parallel to the
direction of motion of a body. It is created by air impact force, skin friction and
displacement of air.

28
 (11)
PRINCIPLE OF JET ENGINE/GAS
TURBINE ENGINE
Modern gas turbine engines follow the Brayton Cycle. An engine cycle is named after
George Brayton (1830-1892), the American Engineer who developed it originally for use
in piston engines, although it was originally proposed and patented by Englishman John
Barber in 1791.

The ideal Brayton cycle in gas turbine engine consists of three components:
1. A gas compressor
2. A burner (or combustion chamber)
3. An expansion turbine
The processes involved in Ideal Brayton cycle are:
Isentropic process- ambient air is drawn into the compressor where it is pressurized.

Isobaric process- the compressed air then runs through a combustion chamber, where
fuel is burned, heating the air- a constant pressure process, since the chamber is open to
flow in and out.

Isentropic process- the heated, pressurized air then gives up energy, expanding through a
turbine. Some of the work extracted by the turbine is used to drive the compressor

Isobaric process- heat rejection (in the atmosphere).

The processes involved in Actual Brayton cycle are:

Adiabatic process- compression

Isobaric process-heat addition

Adiabatic process-expansion

Isobaric process-heat rejection

Brayton Cycle

29
 (12)
Working of a jet engine / gas
turbine engine
The aviation gas turbine engine is categorized as a heat engine. It uses gas as its
working fluid and produces (mechanical) shaft power and thrust. Generating thrust, in
particular, is possible only if the exhaust velocity of gas is higher than the velocity at
which air enters the engine. In order to accelerate the gas, energy must be added to the
airflow within the engine which can then be converted into kinetic energy.

In a gas turbine engine, the increase of energy is accomplished in two consecutive

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

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

Explanation of working principle.

A. The air from atmosphere is

taken in through a simple or
complex air intake depending on
the flight speed and geometry of
the aircraft air intake.

B. Air is compressed in a centrifugal

or axial flow compressor to increase
the pressure and temperature of air.

C. Compressed air enters in

combustion chamber where fuel
is injected and burned, thus adding
more energy to airflow. Temperature of gas
increases where as pressure remains
constant.

30
D. Part of the energy generated
is used to run a turbine which
provides power for running the
compressor and also some
accessories necessary for engine
operation.

E. The remaining energy of gas

stream is converted into kinetic
energy by exhaust nozzle to produce
thrust. High exhaust velocity is
prerequisite to generation of thrust.

31
 (13)
Comparison of various engines
manufactured and overhauled at
HAL-Koraput

Name of R-25 R-29B RD-33 Al-31FP

Engines (MIG-21BIS) (MIG-27) (MIG-29) (SU-30)

TYPE Turbojet Turbojet Turbofan Turbojet

LPCR Stages 3 5 4 4

HPCR Stages 5 6 9 9

Compression ratio 9.2-9.5 12.2 20-22 23

Air mass flow 68.5 105 76-77.5 112

(kg/sec)
Max thrust(dry) 4100 8000 5040 7670
(kgf)
Max thrust(reheat) 6850 9700 5600 12500
(kgf)
Length 4615 4991.5 4106 4950
(mm)
Max diameter 907 986 1000 1280
(mm)
Weight(dry) 1210+2% 1777+2% 1055 1570
(kg)
Weight(delivery) 1289+2% 1943+2% 1217.4 1672
(kg)

32
 (14)

CONCLUSION
HAL i.e. HINDUSTAN AERONAUTICS LIMITED has the unique
distinction of being one amongst the few aero engine manufactures in the world.
HAL’s spectrum of manufacturing facilities extends literally from the production of
nuts and bolts to discs, shafts blades forging and castings all that is required to
make an aero engine right from row materials.

The product manufactured are R-25 engine, R-29B engine, R-11 engine
precession components, RD-33 engines, etc. Other new projects on hand/
envisaged are production of SU-30 MKI Aircraft, partnership for co-production of
ATR-42, IJT design and development of multi role Transport Aircraft (100 seater)
etc.

The company has been achieving all round growth in terms of Technology
Absorption, Production, Sales and Profit. The year 2001-2002 has been of great
significance in many ways. Successful handing over of DHRUV (Advanced Light
Helicopter) to all three defense services and coast guard, first line up gradation of
MIG –21 BIS and AVRO Aircraft in shortest possible time are some of the
remarkable achievements made in all divisions of HAL.

HAL has signed a Heads of agreement with Russian Organizations for joint
design, developments and co-production of a Multi-role Transport Aircraft to meet
the civil as well as military requirements. HAL has also bagged a multi-million-
dollar export order Israel Aircraft Industries Limited. All these achievements
reflect its impeccable commitment for the growth of the company.

33
 (15)

REFERENCES

1. www.wikipedia.org
2. www.google.com
3. www.enginehistory.org
4. www.hal-india.com
5. “Thermodynamics” by P.K.Nag