VISVESVARAYA TECHNOLOGICAL UNIVERSITY

“Jnana Sangama”, Belgavi-590 014

An Internship Report
On

“FINAL ASSEMBLY OF HELICOPTERS”

Submitted in partial fulfilment for the award of the degree of

BACHELOR OF ENGINEERING
In
ELECTRONICS AND COMMUNICATION ENGINEERING
Submitted by
N PRATHIKSHA [1VK16EC024]
Under the guidance of
Dr. BHAGYALAKSHMI.N B.E, MTech, Ph.D.
Professor and HOD, Dept. of ECE

Department of Electronics and Communication Engineering

VIVEKANANDA INSTITUTE OF TECHNOLOGY
GUDIMAVU, KENGERI HOBLI, KUMBALGODU, BENGALURU-74
 VIVEKANANDA INSTITUTE OF TECHNOLOGY
GUDIMAVU, KENGERI HOBLI, KUMBALAGODU POST, BENGALURU-74
Department of Electronics and Communication Engineering

CERTIFICATE
This is to certify that the Internship entitled “FINAL ASSEMBLY OF HELICOPTERS” is
a bonafide work carried by N PRATHIKSHA, bearing USN: 1VK16EC024 in partial
fulfilment for the award of the degree Bachelor of Engineering in Electronics and
Communication of the Visvesvaraya Technological University, Belgaum, Karnataka during
the academic year 2019-20. The Internship report has been approved as it satisfies the
academic requirement in respect to Internship prescribed for the said degree.

Signature of the Guide Signature of the HOD Signature of the Principal

Dr. Bhagyalakshmi N Dr. Bhagyalakshmi N Dr. Kumar Kenche Gowda

Name of the examiners Signature of the examiners

1. 1.

2. 2.
 ACKNOWLEDGEMENT

I would like to take this opportunity to thank a lot of eminent personalities, without whose constant
encouragement, this endeavour of us would not have become a reality. Firstly, I would like to thank the
Visvesvaraya Technological University, Belgaum, for having this internship as a part of its
curriculum, which gave me a wonderful opportunity to work on research and presentation abilities and
Vivekananda Institute of Technology for providing with such excellent facilities, without which, this
report could not have acquired the shape it has now done.

My heartfelt gratitude to our honourable Principal, Dr. KUMAR KENCHE GOWDA Vivekananda
Institute of Technology, for his constant support.

At the outset, I wish to express deep felt gratitude to beloved Dr. BHAGYALAKSHMI.N Professor
& HOD, Department of Electronics and Communication Engineering, for providing with all the
facilities necessary for making this end over a great success.

I also acknowledge this with a deep sense of obligation, the help and encouragement given by my guide
Dr. BHAGYALAKSHMI.N, Professor and HOD, Department of Electronics and Communication
Engineering. I thank her for her valuable suggestions, support and constructive criticism that this
internship as well as report for better than it could have been without her.

I would like to thank, internship coordinator Mr. G S HARISH Assistant Professor, Department of
ECE for continuous support, advice and guidance.

I Am forever grateful to my parents and well-wishers for their contribution on a personal level, last but
not the least my profound thanks to the Teaching staff and Non-Teaching staff of the department of
Electronics and Communication Engineering for their help and patience until the last.

N Prathiksha
1VK16EC024

I
 ABSTRACT

Hindustan Aeronautics Limited (HAL) is an Indian-state owned aerospace and defence company
headquartered in Bengaluru, India. It is governed under the management of the Indian Ministry of
Defence. The government-owned corporation is primarily involved in the operations of the aerospace
and is currently involved in the design, fabrication and assembly of aircrafts, jet engines, helicopters and
their spare parts. The HAL HF-24 Marut fighter-bomber was the first fighter aircraft made in India.

Learning in HAL was a great experience overall. The report includes all the knowledge that was gained
during the period of industrial training. Out of many kinds of helicopters manufactured in this branch,
main focus was on the Advanced Light Helicopters shortly known as ALH. Various sensors which are
presently being used in various systems of helicopters, few including GPS/Navigation system, Radio
system, Fire Extinguishing Systems etc.

This industrial training opened interests towards applications of electronic devices in aeronautical
automobiles and thus, this training might also be helpful for the project along with the theoretical
knowledge gained from the college. The short stay at HAL HELICOPTER DIVISION will be of utmost
help for the future and will always remembered.

II
 CONTENTS

ACKNOWLEDGEMENT I
ABSTRACT II
LIST OF FIGURES IV
INTERNSHIP OBJECTIVES 1
WEEKLY OVERVIEW 2-3
Chapter 1: INTRODUCTION 4-6
1.1 Introduction…………………………………………………..……………………………. 4
1.2 About the organization ………………………………………………..…………………… 5
1.3 About a helicopter…………………………………………………..…………………..…. 6
Chapter 2: ENGINE 7-10
2.1 Parts of an Engine………………………………………….…………………………...….. 7
2.2 Engine Starter System……………………………………….……………………………... 8
Chapter 3: SENSORS 11-18
3.1 Radio/RADAR sensor systems………………………………………………………….... 11
3.1.1 Introduction…………………………………………………………………………. 11
3.1.2 Weather RADAR…………………………………………………………………… 11
3.2 Global-Positioning Sensor………………………………….............................................. 13
3.2.1 Doppler Velocity Sensor…………………………….................................................14
3.2.2 GPS…………………………………………………………………………………...14
3.3 Magnetic Chip Detecting Sensor…………………………..……………………………….15
3.4 Identification Friend or Foe Sensor System…………….………………………………….16
3.5 Fire Detection Sensor System………………………….…………………………………..17
3.6 Air Conditioning Sensor System…………………………………………………..….…. 18
Chapter 4: CONTROL SYSTEMS 19-23
4.1 Automatic Flight Control System …….………………….………………………………. 19
4.2 Anti-Resonant Isolation Control System…………...….………………………….………..20
4.3 Anti-Vibration Control System…………………………..………………………………...20
4.4 Integrated Aviation Display Suite……...……………….………………………...……… 22
4.5 Multi-Function Display Unit….…………………………..………………………………..22
4.6 Landing Gears…………………………………...…………........…………………………23
4.7 Modes of Communication………………………………………………………………….23
Conclusions 24

III
 LIST OF FIGURES

Fig 1.1 Helicopter division, Design…………………………………………………………………………………………………………… 5

Fig 1.2 HAL Dhruv ……………………………………………………………………………………………………………………………………6
Fig 1.2 HAL Tejas…………………………………………………………………………………………………………………………………….. 6
Fig 2.1 Engine of ALH ………………………………………………………………………………………………………………………………7
Fig 2.2 Starter Generator ……………………………………………………………………………………………………………………………9
Fig 2.3 Ignition System …………………………………………………………………………………………………………………………….10
Fig 2.4 Engine Control Panel ……………………………………………………………………………………………………………………10
Fig 3.1 Magnetic Chip Detector………………………………………………………………………………………………………………. 16
Fig 3.2 Fire Detection Box ……………………………………………………………………………………………………………………….17
Fig 3.3 Fire Detection System ………………………………………………………………………………………………………………….17
Fig 4.1 Automatic Flight Control System …………………………………………………………………………………………………19
Fig 4.2 Anti Vibration Control System ………..…………………………………………………………………………………………..21
Fig 4.3 Positions of AVCS in a Helicopter ……..……………………………………………………………………………………….21
Fig 4.4 Integrated Aviation Display Suite ……..…………………………………………………………………………………………22
Fig 4.5 Multi-Function Display Unit ……………..…………………………………………………………………………………………22
Fig 4.6 SKID Landing …………………….……………………………………………………………………………………………………….23
Fig 4.7 Wheel Landing…………………………………………….……………………………………………………………………………… 23

IV
 INTERNSHIP OBJECTIVES

The base main aim of the training was to know how and in how many stages a helicopter is manufactured. It
was also towards the learning of how complicated a helicopter’s working mechanism can be and what are
the ways our engineers have found to bring it of simplest mechanism.
The main objective of the Internship program which I understand is as follows:
• To gain knowledge about the HAL made fighter planes that are being used in Indian defence currently.
• To understand the communication methods used in the helicopter, to visualize them and gain practical
knowledge.
• To know the current technologies implemented on helicopter.
• To learn the use of electronic devices used in helicopter.
• To analyze the existing training practices and its effectiveness.
• To understand the present practices enforced in respect of training at the personnel department.
• To get an introduction to some state of technologies that are used to manufacture our defence
helicopters and ALH.
• To learn various manufacturing techniques that are used in production.
• To know how materials are treated based on their role and finally how assemblies of helicopter are
done.
• To know the successful steps taken by HAL in numerous R&D programs development for both defence
and civil Aviation sectors

DEPT. OF ECE, VKIT 1

 WEEKLY OVERVIEW

WEEK 1

DATE DAY TOPICS

15-07-2019 MONDAY About
Hindustan
Aeronautics
Limited [HAL]
16-07-2019 TUESDAY About the
Engine
17-07-2019 WEDNESDAY Types of
Engine
18-07-2019 THURSDAY Engine starter
system
19-07-2019 FRIDAY Engine
shutdown

WEEK 2

DATE DAY TOPICS

22-07-2019 MONDAY Sensors
23-07-2019 TUESDAY RADIO/RADAR
24-07-2019 WEDNESDAY GPS
25-07-2019 THURSDAY NAVIGATION
26-07-2019 FRIDAY Magnetic Chip
Detecting
Sensors

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FINAL ASSEMBLY OF HELICOPTERS 2019-20

WEEK 3

DATE DAY TOPICS

29-07-2019 MONDAY Identification
of Friend or
Foe Sensor
System
30-07-2019 TUESDAY Detection
Sensor
Systems
31-07-2019 WEDNESDAY Display
Modes
01-07-2019 THURSDAY Integrated
Aviation
Display
Operation
02-07-2019 FRIDAY Multi-function
Display
Operations

WEEK 4

DATE DAY TOPICS

05-08-2019 MONDAY Control systems
06-08-2019 TUESDAY Automatic
Flight and Anti-
Resonant
Isolation
Control System
07-08-2019 WEDNESDAY Anti-Vibration
Control System
08-08-2019 THURSDAY LANDING
GEARS

DEPT. OF ECE, VKIT 3

 CHAPTER 1
INTRODUCTION

1.1 INTRODUCTION
This report entails the industrial work experience scheme carried out as the purpose of partial fulfilment
of the requirements given by VIVEKANANDA INSTITUTE OF TECHNOLOGY for obtaining a
B.Tech. degree in ELECTRONICS AND COMMUNICATION ENGINEERING.

The primary objective of the scheme is detailed comprehension of the theoretical approach to learning
in the university and the practical understanding of what is obtained in the industry. The industry here
in particular is the “HAL HELICOPTER DIVISION” and we have been trained under the ALH final
assembly. ALH Final Assembly looks after the assembling and equipping of ALH (Advanced Light
Helicopters).

HAL manufactures indigenous products with technology transferred from the DRDO, in association
with Bharath Electronics Limited (BEL) for its avionics and Indian Ordnance Factories for the on-board
weapon systems and ammunition.

HAL is engaged in design, development, manufacture, repair and overhaul of ALH named “DHRUV”.
DHRUV is a light 5.5 tonne class, multi-role, multi-mission helicopter, fitted with two Turbomeca
TM333 2B2 engines designed for the Indian Armed Forces. It is fitted with stub wings to carry up to 8
anti-armour missiles. They also have a Charged coupled Camera. Some of the advanced technologies
incorporated in the ALH design include

• Integrated Aviation Display Suite(AVDS)

• Automatic Flight Control system (AFCs)
• Anti-Resonance Vibration Isolation System (ARIS)
• Multi-Function Display (MFD)
• Anti-Vibration Control System(AVCS)
• Radio/RADAR System
• Full Authority Digital Electronic Control (FADEC)

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1.2 ABOUT THE ORGANISATION

Hindustan Aeronautics Limited (HAL) established as Hindustan Aircraft in 1940 based in Bangalore,
India, is one of the Asia‘s largest aerospace companies. The primary engineering divisions that this
industry poses are manufacturing, assembling and diagnosis. HAL built the first military aircraft in South
Asia. The primary engineering divisions that HAL currently possess are designing, fabrication and
assembly if aircraft, jet engines and helicopters, as well as their components and spares.

Hindustan Aeronautics Limited (HAL) was formed on 1 October 1964 when it joined the consortium
formed in June by the IAF Aircraft manufacturing depot Kanpur and the group recently set up to
manufacture MIG-12 under license. Though HAL was not used actively for developing newer models
of fighter jets, the company has played a crucial role in modernization if the Indian Air Force. In 1957
company started manufacturing Bristol Siddley Orpheus jet engines under license at new factory located
at Bangalore.

Fig 1.1 HAL, Helicopter division, design complex

During the 1980s, HAL’s operations saw a rapid increase which resulted in the development of new
indigenous aircraft such as the HAL Tejas and HAL Dhruv. HAL also developed an advanced version
of the MiG-21 Bison, which increased its life0-span by more than 20 years. Its first combat jet Su-30
MKI was manufactured by HAL, which is presently being used by our military forces.

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Fig: 1.2 HAL DHRUV Fig 1.3 : HAL TEJAS

1.3 ABOUT A HELICOPTER

A typical helicopter consist of one or two engines, a transmission and gearboxes, which power on or
more two main rotor and smaller tail rotor at the back. The main frame work is called as fuselage and it
is typically made from strong but relatively light weight composite materials.

As the air moves over the blade it generate lift by the deflecting the air and by the low pressure on top
of the wing due to Bernoulli’s Principle. Planes make lift with air foils. Helicopters also make air moves
over air foil to generate lift, but instead if having air foil in a single fixed wing they have them built into
their rotor blade, which spin around at high speed (500rpm, revolution per min). With skilful piloting, a
helicopter can take off or land vertically or spin on the spot or drift gently in any direction.

A basic principle of physics called Newton’s Third Law “Every action has equal and opposite reaction”.
As a helicopter rotor spins around, the entire body of the craft tends to rotate more slowly in the opposite
direction left to its own device this toque would make a helicopter completely uncontrollable. So we
have to counteract it in some way with what’s called counter-torque, a turning force in the opposite
direction.

Hovering at greater altitude is one of the difficult tasks to perform. Dhruv is designed such that, hovering
at higher altitudes is made easy by advanced controlling mechanisms present in the aircraft.

DEPT. OF ECE, VKIT 6

 CHAPTER 2
ENGINE

2.1 Parts of an Engine

The engine consists of four gear boxes namely
1. MGB (Main gear Box)
2. ABG (Auxiliary Gear Box)
3. IGB (Intermediate Gear Box)
4. TGB (Tail gear Box)
A helicopter is a symmetric device. Therefore it has Left Hand Side and Right Hand Side. The MGB has
an IDS (Integrated Dynamic System). The gear boxes have two stage torque increasing system. As we
know Speed is inversely proportional to Torque. The engine of a helicopter has a free wheel in its MGB.
The free wheel of the engine provides unidirectional movement of the helicopter. The housings of the
engine are made from Magnesium Alloys. Titanium metal is used near the top housing of the engine
since titanium is the lightest and the strongest metal. The blades of the helicopter are fixed between top
and bottom plates .

Fig 2.1: Engine of ALH

The engine has many number of oil jets which provide lubrication to various gear boxes. The oil is
supplied through various small holes present all across the engine casing. These holes are very small in
size, therefore velocity with which the oil is entered into the gear boxes is very high.

• RPM of the engines:

The rotor speed between the main rotor and the tail rotor is of the ratio 1:5. That is, if the main rotor
speed is 314rpm, the tail rotor speed will be 5x314 which is equal to 1570rpm.

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FINAL ASSEMBLY OF HELICOPTERS 2019-20
Main Rotor : Tail rotor
1:5
314 rpm : 1570 rpm
Torque should be nullified as much as much as possible in order to obtain maximum speed and also
such that the ratio is maintained.

• Motions of the Helicopter:

A helicopter has 6 degrees of freedom. These degrees of freedom can be expressed in the form of four
distinct motions namely
1. Pitch
2. Collective
3. Rolling
4. Yaw
Pitch motion is the motion which helps the helicopter to move either FORWARD or REVERSE.

Collective motion is the motion which helps the helicopter go UP or DOWN.

Rolling motion helps the helicopter Roll to the left or right(Clockwise or Anticlockwise).

Yaw is the motion which helps the helicopter go either LEFT or RIGHT; it helps the helicopter to change
its direction of motion

The Pitch, Collective and Rolling motions are controlled using a stick while the yaw motion is controlled
with the help of two pedals present.

All the above mentioned motions are connected to Sticks and pedals and these motions are detected by
certain actuators which are connected to the engine blades.

2.2 Engine Starter System

Engine starting is performed by electrical starting system. The Engine Starter System mainly consists of
three major parts namely

1. Cranking
2. Fuel Supply
3. Ignition

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1. Cranking
Starter is mounted according to the gear drive of the engine.
It takes an input of 24V and 28V , 900A max.
Limitation is that there is no rest up to five attempts after 15 minutes rest. The motor can either be
powered either by an internal battery or an external power supply.

Fig 2.2: Starter Generator

2. Fuel Supply

The fuel is supplied based on the following operations

a) Closing of the shutdown electro valve which is operated by FADEC.
b) Operating of the starting electro valve which is operated by FADEC.

3. Ignition

Ignition is the part where the fuel in the system is ignited in order to perform. It mainly consists of
two main components
1. High Energy Ignition Generator (HEIG)
2. Ignition Plug

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FINAL ASSEMBLY OF HELICOPTERS 2019-20
High Energy Ignition Generator:
This generator transforms low voltage electric current of mains into high energy chopped current, that
is it outputs two sparks of maximum 6KV of 1J energy each at minimum rate of 150 sparks/min. It is
located at the top front part of the engine.

Fig 2.3: Ignition system

Ignition Plug :
With the help of the ignitor plug , high energy spark is produced. There are two ignitor plugs present in
the helicopter. These two ignitor plugs are fitted next to two of the four starting fuel injectors.

Fig 2.4: Engine control panel

DEPT. OF ECE, VKIT 10

 CHAPTER 3
SENSORS

3.1 RADIO/RADAR SYSTEMS

3.1.1 Introduction

RADAR is a detection system that used radio waves that are used for determining the range, angle or velocity
of the objects. It can be used to detect aircraft, ships, space craft, guided missiles, motor vehicles, weather
information and terrain. Radar system consists of transmitter producing EMW in the radio or micro waves
domain, a transmitting antenna and receiving antenna and a receiver and processor to determine properties of
objects. Radio waves form the transmitter reflect off the object and return to the receiver, giving information
about the objects location and speed.

Military helicopters use RADAR for detecting objects. Depending on the nature of machine, the helicopter is
designed for the radar which is underneath or top of the rotor. An example is the AN/APG-78 longbow fire
controller radar.

3.1.2 Weather RADAR

Description

It is light weight ‘X’ band RADAR operating at frequency range of 9375±5 MHz and provides peak power of
10KW. The primary purpose of system to detect storms along the flight path and provides a visual indication
in 3 different colours(Red, Yellow and Green) on the basis of signal strength of the echo.

Principal of operation

Very high power microwave signal is generated by transmitted and radiated through the steerable phase array,
antenna as narrow and concentric beam. This beam will be scattered energy returning to the air craft as an
echo which is received and processed by antenna, the receiver converts it to digital data. Depending on
intensity of echo, colour display is suitably indicated on MFD.

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• Primary Modes of operations
As there are several modes of operation of a radar. Some of the typical modes are listed below.
1. NAVIGATION

Terrain avoidance: A mode in which radar is fixed in a particular depression angle and short range to
continuously sweep the ground area directly in front of the aircraft in order to avoid mountains. This is
particularly useful during flight into unfamiliar territory when cloud, haziness and darkness obscure
visibility.

Ground mapping - A mode in which the radar uses a variety of techniques to enhance ground features,
such as rivers, mountains and roads. The mode is unlike air-to-air modes where ground return is rejected
from the display.

Precision velocity update / Doppler navigation - A mode in which the radar again tracks ground
features, using Doppler techniques, in order to precisely predict aircraft ground speed and direction of
motion. Wind influences are taken into account, such that the radar can also be used to update the aircraft
inertial navigation system.

2. FIGHTER MISSIONS

Pulse search - Traditional pulse techniques are used to accurately determine range, angle, and speed of
the target. Limitations are easy deception by enemy jamming, and less range when compared to other
modes.

Velocity search - A high PRF Pulse Doppler waveform is used for long range detection primarily against
nose aspect targets, giving velocity and azimuth information. Although velocity search can work against
tail-on targets, the Doppler return is weaker, consequently the maximum detection range is also much
less. When the target is in the beam (flying perpendicular to the fighter), the closure (Doppler) is the
same as ground return and target return is almost zero.

Track While Scan (TWS) - A system that maintains an actual track on several aircraft while still
searching for others. Since the radar is sharing it's computing time between targets, the accuracy is less
precise than for a single target track (STT) mode of operation.

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Raid assessment - A mode in which the radar has an STT on a single target, but is routinely driven off
by a small amount in order to determine if multiple aircraft exists in the immediate vicinity of the target
aircraft.

Single-Target-Track (STT) (including air combat manoeuvring modes) - Highly precise STT modes
are used to provide the most accurate information to the fire control computer so that accurate missile
or gun firing can be accomplished. The fire control radar continuously directs energy at the target so that
the fired missile locates and tracks on the reflected energy from the target.

Air combat manoeuvring modes are automatic modes in which the radar has several sweep patterns fixed
about the aircraft axis, such that little or no work is required of the pilot in order to lock up a target.

3. AIR-TO-GROUND MISSIONS

Weapons delivery - A mode in which ground features are tracked, and particular emphasis is placed on
determining range to the ground target, angle of dive, weapons ballistic tables, and aircraft speed.

Surveillance/tracking of ground forces/targets - Similar to the above with emphasis on multiple

ground features and less on weapons delivery data.

Reconnaissance - A specific navigational mode to aid in identifying specific targets.

4. AIR-TO-SURFACE MISSIONS ASW - Navigational techniques specializing in specific

search patterns to aid in detection of enemy submarines.

3.2 GPS/NAVIGATION

• Introduction
Main purpose of GPS is to provide steering info, distance to go to selected way points and velocity.
Three axis of helicopter has

1. Doppler velocity sensor (DVS)

2. Global Positioning Sensor (GPS)

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4.2.1 Doppler Velocity Sensor
This sensor is based on Doppler effect. This is used to observe the change in frequency when source and
destination are in relative motion to each other.

fd = 2v(f/c)
which says that doppler effect is directly proportional to relative velocity of aircraft.
In the formula,
v -> velocity of aircraft in m/s
f -> frequency of radiation in Hz
c -> speed of electromagnetic waves
f ->doppler effect

3.2.1 Global Positioning System (GPS)

It is a navigation system provided and developed by department of defence. It provides accurate 3D

positioning anywhere in the world anytime. It functions virtually free of all environmental limitations
and provides a worldwide common grid reference system.

By exact location, it is expected to provide the longitude, latitude and altitude co-ordinates within range
of 20m to approximately 1mm. Precise time would be provided according world time, Universal Time
Coordinated (UTC) which would be accurate within range of 60ns to approximately 1ns.

• Basic principle and operation

Basic principle of GPS includes three segments, namely

a. Spare segment
b. Control segment
c. User segment

Spare segment: The GPS is spare based system consisting of a group of 24 satellites on 6 different
orbital planes evenly spared around world and orbiting at an altitude of 2080km above the earth and
inclined at 55o to the equator. Each satellite continuously broadcasts two signals namely coarse
acquisition and precision. A minimum of 4 satellite is required for a 3D position fix ( longitude, latitude,
altitude and time).

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Control segment : it consists a system of tracking statistics located at Colorado, springs and other
monitoring stations are located at various places in the world, which monitors and controls the satellite
function.

User segment: it consists of a GPS receiver. A gps receiver receives GPS signal from three or four
satellite at a time. Three satellites are required for 2 dimensional positioning and 4 satellites are required
for 4 dimensional positioning (longitude, latitude and altitude).

Errors in GPS

1. Reflections through troposphere.

2. Orbital error of satellites.
3. Clock bias of satellites and receiver.

• Navigation system description

The system provides navigator and steering. Navigation system in IADS version comprises of

1. Doppler velocity sensor (DVS)

2. GPS antenna
3. Navigation computed embedded in both DMCs
4. Inbuilt GPS receiver in both CDVs

3.3 MAGNETIC CHIP DETECTING SENSOR

A magnetic chip detector is an electronic instrument that attracts ferromagnetic particles (mostly iron
chips). It is mainly used in aircraft engine oil chip detection systems. Chip detectors can provide an early
warning of an impending engine failure and thus greatly reduce the cost of an engine overhaul.

Chip Detectors consist of small plugs which can be installed in an engine oil filter oil sump or aircraft
drivetrain gear boxes. Over a period of time, engine wear and tear causes small metal chips to break
loose from engine parts and circulate in the engine oil. The detector houses magnets incorporated into
an electric circuit. Magnetic lines of force attract ferrous particles.

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Collection of these particles continues until the insulated air gap between the magnets (two magnet
configuration) or between the magnet and housing (one magnet configuration) is bridged, effectively
closing the circuit. The result is an electronic signal for remote indication.

Fig 3.1 : Magnet Chip

Thus, warning light on the instrument panel illuminates, indicating the presence of metal chips. Chip
detectors may be positioned in the application with a self-closing valve/adapter through either a bayonet
or threaded interface. As the chip detector is disengaged from the valve, the valve closes minimizing
any fluid loss from the system.

The chip detectors used on aircraft are inspected in every 'A check' and higher. They may also be
specified intervals such as every 30–40 hours for an engine unit and 100 hours for an APU unit.

3.4 Identification of Friend or Foe Sensing System

Every helicopter has its own computer system which consists basic information about the helicopter. It
works on radar based identification system designed for command and control. It uses a transponder that
listens for a interrogation signal and then sends a response which has a unique signal that identifies the
broadcaster. It enables the military and Air Traffic Control(ATC) interrogation systems to identify the
helicopter as either it is a friend or a foe.

IFF was first developed during the WORLD WAR II with the arrival of radar and several friendly fire
incidents. The main drawback of IFF that it can positively identify friendly targets but not hostile ones.
The Indian Defence gives three warnings before it takes down the helicopter. The CID (Combat
Identification Department) is responsible for attaining an accurate characterization of detected objects
in the operational environment sufficient to support an engagement decision.

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3.5 FIRE DETECTION AND EXTINGUISHING SYSTEM

The main function of this system is to detect hot spots on outside of the engine by means of fire detection
installed in fire zones of the engine. Each engine has fire detection units which has the following parts
1. Three fire detection systems
2. Fire detection box
3. Fire control panel

Fire Detector
Each engine has three high temperature fire detection
• 1 front fire detector at 200+40o is mounted on a support next to the fuel inlet union
• 2 rare fire detectors set at 400+50 located at rare part of the engine

The also detect overheating in the engine bay even if there is no fire. In this case, the temperature rises
more gradually when compared to a disastrous fire. When the temperature raises to certain temperature,
a signal is given the fire detection box.

Fig 3.2: Fire detection box

Fig 3.3 Fire detection system

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FINAL ASSEMBLY OF HELICOPTERS 2019-20

Fire extinguishing system controls

The system has two fire extinguishing bottles located at the tail end of the helicopter encased in a box
made of composite material. These fire extinguishers are in the form of 2 balls called as bottles. Pipes
run through these bottles which is connected to both the engines. The chemical present in these bottles
are “Bromo-Tri-Fluro-Methane”. This extinguishing agent is stored under dry nitrogen with a pressure
of 600PSI. These bottles consists of a tiny explosive which explodes and breaks the seal. Once the seal
is broken, the chemicals in the bottles run through their respective pipes and extinguished the fire if
found any.

3.6 Air Conditioning Sensor System

It is necessary to maintain an optimal temperature inside a helicopter irrespective of the external

temperature. It is controlled automatically with the help of an AC system that is present near the engine.
It consists of a coolant which is circulated using pipes.
A computer present in the helicopter sends a signal to the AC system that helps the system to cool down
to the optimal temperature.
It can either be done automatically or manually.

DEPT. OF ECE, VKIT 18

 CHAPTER 4

CONTROL SYSTEMS

4.1 Automatic Flight Control System

An AFC system is a system which augments the stability, improves handling and provides automatic
flying thus relieving the pilot’s workload and also freeing him for other mission related activity by
providing auto pilot functions such as velocity hold, altitude hold, heading hold etc. Control system
comprises of:
1. Collective control (using collective stick)
2. Cyclic longitudinal control (using cyclic stick)
3. Cyclic lateral control (using cyclic stick)
4. Directional controls or Tail Rotor Control (using rudder pedals)
5. Control rod Vibration Isolation System
6. Force Feel and Trim System (FFS)
7. Push Pull rods and Bell cranks

Fig 4.1 Automatic Flight Control System

• Need for AFCS

1. Achieve adequate stability. (Stability augmentation)
2. Achieve required level of controllability and manoeuvrability. (Control augmentation)
3. Provide good gust response.
4. Provide auto pilot modes.
5. Reduce pilot workload

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FINAL ASSEMBLY OF HELICOPTERS 2019-20

4.2 Anti-Resonance Isolation Control System

The Anti-Resonance Isolation System (ARIS) is a six-degree of freedom vibration isolation system.
ARIS isolates the fuselage from the rotor-induced vibrations. Four units of ARIS are installed between
the main gearbox (MGB) and fuselage. It is placed at ± 45°position to the fuselage centreline. This
results in each unit being subjected to reaction forces generated by main rotor forces. An ARIS unit
consists of a spring mass system and it transmits low frequency loads due to flight conditions and absorbs
high frequency loads due to vibration caused by rotation of the main rotor. The ARIS units, each of 2
degree of freedom, which are interposed between rotor and fuselage system, isolate vibratory loads
pertaining to 3 forces and 3 moments arising from the rotor and hence ARIS is effective in all 6 degree
of freedom.

• Function and capabilities of ARIS:

1. It reduces the transmissibility of 4/rev contents of all rotor hub forces and moments from the
rotor/gearbox unit to the fuselage.
2. In case of the total failure of the spring of ARIS the system ensures transfer of static loads to the
fuselage.
3. It is functional in manoeuvres at typical load factors.
4. It significantly reduces the vibration in the continuous power-on at an rpm range of 98-102%,
Where 100% is 32.88 rad / sec.

• Components of ARIS
The hardware of ARIS, mainly consists of casing ring, support tube, R glass spring,
Composite diaphragm, composite pendulum and the elastomeric bearings.

4.3 Active Vibration Control System (AVCS)

Dhruv (ALH) helicopter incorporates a highly advanced hinge less main rotor. This rotor configuration
induces high dynamic loads on the airframe, particularly at the blade passing frequency 4/rev (21 Hz),
which is equal to the number of blades 4 multiplied by the rotor speed of 314 rpm. The 4/rev main rotor
vibration is a cause of discomfort for passengers and crew, reduces fatigue life, cause damage to on-
board sensitive equipment and increase maintenance cost. Active Vibration Control System (Frahm
Damper system) developed by M/s Lord Corporation, USA have been employed on the helicopter to
augment the existing ARIS system for further reduction in vibration level over the flight envelope for
different helicopter configurations. The AVCS along with ARIS will enhance the crew and passenger
comfort and attenuate the 4/rev main rotor vibration to acceptable levels.

DEPT. OF ECE, VKIT 20

FINAL ASSEMBLY OF HELICOPTERS 2019-20

Fig 4.2: Anti-Vibration Control System

Active Vibration Control Systems (AVCS) reduce vibration in the helicopter fuselage generated by the
main rotor. Our AVCS provides state-of-the-art, patented algorithms that control steady state and
transient vibration, even during start up. In the system, accelerometers measure aircraft vibration levels
and signals are sent to a centralized computer. The computer interprets the signals and sends commands
to force generators located throughout the aircraft. These force generators create "anti-vibration" that
stops the progression of vibration due to the main rotor.

Fig 4.3: Positions where anti vibration

systems are attached in helicopter

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FINAL ASSEMBLY OF HELICOPTERS 2019-20

4.4 Integrated Aviation Display Suite

Integrated Aviation Display Suite shortly known as IADS is an integrated mission control and display
system, interfaced with various navigation and machine sensors, communication system and Airframe
sensors on the Light Combat Helicopters(LCH).

Fig 4.4 : Display Suite

4.5 Multi-function Display Unit

Multifunction displays shortly known as MFDs will be used in concert with the primary flight display
and forms a component of glass cockpit. MFDs are part of digital era of modern planes or helicopter.
The first MFDs were introduced by air forces in the late 1960s and early 1970s; an early example is F-
111D.
MFDs allow pilots to display their navigation route, moving map, weather RADAR, NEXRAD, ground
proximity warning system, traffic collision avoidance system and airport information all on the same
screen.

Fig 4.5: Multi-Function Display

DEPT. OF ECE, VKIT 22

FINAL ASSEMBLY OF HELICOPTERS 2019-20

4.6 LANDING GEARS

There are two ways to land a helicopter. One of them being skid and the other one being wheels.
While landing using a skid, there are two rods attached to the bottom part of the helicopter, which
skids on the ground while landing.

Fig: 4.6: Skid Landing Gear

While using the wheels, there are total 3 wheels aligned as two wheels in the each side of the
helicopter and one in the front.

4.7: Wheel Landing Gear

4.7 Modes of Communication

There can two modes of communication for a pilot flying a helicopter.
1. Intercom mode
2. Intracom mode
In intracom mode of communication, one pilot communicates with the other pilot present in the
helicopter.
In intercom mode of communication, pilots in helicopter communicate with the ATC (Air Traffic
Control) or Defence base.

DEPT. OF ECE, VKIT 23

 CONCLUSIONS

On the whole, this internship was very informative and useful experience. I was imparted with education
about numerous things in this internship. To name a few, parts of an engine as well as its engine’s control
system, various sensors used in a helicopters, so on and so forth.

This one month internship provided an opportunity to learn about the various communication devices
used in the control systems of a helicopter. Some of them include Automatic Flight Control System,
which tells about the flight controlling modes without being dependent on the pilot, Anti-Vibration
Control System minimises the vibrations caused due to the rotor blade structural integrity experienced
by the helicopter during flight, along with Anti Resonance-Vibration Isolation system thus, providing
the passengers and pilots a comfortable environment.

I was also lucky enough to learn about the different modes of communication namely, Inter-com and
intra-com communication modes. I correspondingly learnt about tracking of a helicopter from the base
stations using various systems for instance, Global Positioning Sensor and Doppler Velocity Sensor
which, basically works on the principle of Doppler effect, which is used to observe the change in
frequency when source and destination are in relative motion.

Furthermore, I have experienced that education is objective and that I have to be conscious about the
industrial aspects of the topics that comes under the electronics field. The internship programme was not
one sided, but it was interactive by which we shared knowledge, philosophies, outlooks and opinions.

The internship was not only effective but, it also facilitated to outline my interests as well as my
knowledge that would be a guideline for me to improve upon in the coming future. I can confidently
assert that the knowledge gained through this internship was sufficient enough to contribute towards
my future endeavours. Nevertheless, this internship has driven with new insights and inspired to pursue
a career in electronics field.

DEPT. OF ECE, VKIT 24