Internship Report PIA

Group Members
Haseeb illahi (Quest)
Mithan Kumar (Quest)
Farooque Ahmed (Quest)
 Introduction
PIA (Pakistan International Airlines) This airline was
founded on 29 October 1946 as Orient Airways initially
based in Calcutta in India, before shifting operations to
the newly independent state of Pakistan in 1947. It was
nationalised and merged with another airline in 1955,
and Pakistan International Airlines Corporation came
into existence. The airline commenced international
services in 1955 to London, via Cairo and Rome. PIA was
the first non-communist airline to fly to China and was
the second Asian airline (after Air India) to acquire jet
aircraft by inducting a Boeing 707.In 2004, PIA became
the launch customer of the Boeing 777-200LR.
PIA is Pakistan's largest airline, and operates a fleet of
more than 30 aircraft. The airline operates scheduled
services to 18 domestic destinations and 25
international destinations across Asia, Europe, the
Middle East and North America. It operates nearly 100
flights daily.
The airline employed nearly 13,000+ people in 2018.
On first day the Incharge HR Training briefed us about the
rules and regulation of PIA . Then on the second day we go to
the PPOH (power plant overhaul) shop in this shop firstly we
went to ATR (Avion de-Transport Regional) section In PW127
Engine in this section we learned about the PW127 Engine PIA
has two ATR Aircraft models ATR42-500 and ATR72-212A ATR
has more than 200 operaters in 100 countries there are daily
5000 flights of ATR worldwide it is used for short distance
flights it is the joint venture of Air Bus and Leonardo its final
assembly is done in france it was started in 1981.
Introduction about PW127 Engine:
The Pratt & Whitney Canada PW100 aircraft engine family is a
series of 1,800 to 5,000 shaft horsepower (1,300 to 3,700 kW)
turboprops manufactured by Pratt & Whitney Canada. The
engine first entered service in 1984. Certified in 1992 with a
maximum continuous rating of 2619 eshp (1953 kW). PW127
Engine is a two spool two stage centrifugal compressor. All
rotors integrally bladed, each driven independently by low
pressure and high pressure compressor turbines, easy electric
start – no APU required. It has the thermo ESHP of 3200, Mech
SHP of 2750, Prop max speed is 1200 RPM.
Introduction to APU (Auxiliary Power Unit):
An auxiliary power unit (APU) is a device on a vehicle that
provides energy for functions other than propulsion. They are
commonly found on large aircraft and naval ships as well as
some large land vehicles. Aircraft APUs generally produce 115
V alternating current (AC) at 400 Hz (rather than 50/60 Hz in
mains supply), to run the electrical systems of the aircraft;
others can produce 28 V direct current (DC).APUs can provide
power through single- or three-phase systems It is located in
the tail of an aircraft. It is used for two purposes one to start
the engine and secondly to supply the electric power to the
aircraft.
There are four modules of an APU

 Accessories gear box

 Load compressor
 Power section
 Turbine module
Introduction to the Turbofan Engine:
The turbofan or fanjet is a type of air breathing jet engine
that is widely used in aircraft propulsion. The word
"turbofan" is a combination of "turbine" and "fan": the
turbo portion refers to a gas turbine engine which
achieves mechanical energy from combustion, and the
fan, a ducted fan that uses the mechanical energy from
the gas turbine to accelerate air rearwards. Thus,
whereas all the air taken in by a turbojet passes through
the turbine (through the combustion chamber), in a
turbofan some of that air bypasses the turbine. A
turbofan thus can be thought of as a turbojet being used
to drive a ducted fan, with both of these contributing to
the thrust. The turbofan Engine has a High bypass ratio of
5:1.There are total of 16 stages of compressor of a
TurboFan Engine 9 to 10 stages of rotor and stator in high
pressure compressor and 5 to 6 stages of rotor and stator
in low pressure compressor the 80% thrust from the Fan
and 20% from the core. The thrust produced from
turbofan engine is 23000-33000 pounds
After the shops we visited the base Maintenance in
Isphani Hanger, in base maintenance the aircraft comes
for the heavy maintenance and the plane is checked and
overhauled before going to flight in base maintenance we
learned that how the Airplane fly.
Four forces act on a plane in flight. When the plane flies
horizontally at a steady speed, lift from the wings exactly
balances the plane's weight and the thrust exactly
balances the drag. However, during takeoff, or when the
plane is attempting to climb in the sky (as shown here),
the thrust from the engines pushing the plane forward
exceeds the drag (air resistance) pulling it back. This
creates a lift force, greater than the plane's weight, which
powers the plane higher into the sky.
Aircraft flight controls are the means by which a pilot
controls the direction and attitude of an aircraft in flight.

Flight control systems are subdivided into what are

referred to as primary and secondary flight controls.
Primary flight controls are required to safely control an
aircraft during flight and consist of ailerons, elevators (or,
in some installations, stabilizer) and rudder. Secondary
flight controls are intended to improve the aircraft
performance characteristics or to relieve excessive
control loading, and consist of high lift devices such as
slats and flaps as well as flight spoilers and trim systems.

Movement of any of the primary flight controls causes

the aircraft to rotate around the axis of rotation
associated with the control surface. The ailerons control
motion around the longitudinal axis (roll), the elevator
controls rotation around the lateral axis (pitch) and the
rudder controls movement around the vertical axis (yaw).

The secondary flight controls are: flaps, trimming devices,

spoilers, slats, slots and speed brakes:

Flaps: Flaps are mounted on the trailing edge on the

inboard section of each wing, Flaps raise the maximum
lift coefficient of the aircraft and therefore reduce its
stalling speed. They are used during low speed, high
angle of attack flight including take-off and descent for
landing.

Spoilers: spoilers are used to disrupt airflow over the

wing and greatly reduce lift. This allows a glider pilot to
lose altitude without gaining excessive airspeed. Spoilers
are sometimes called "lift dumpers".
Slats: Slats, also known as leading edge devices, are
extensions to the front of a wing for lift augmentation,
and are intended to reduce the stalling speed by altering
the airflow over the wing. Slats may be fixed or
retractable.

Airbrakes: Air brakes are used to increase drag. Spoilers

might act as air brakes, but are not pure air brakes as
they also function as lift-dumpers or in some cases as roll
control surfaces. Air brakes are usually surfaces that
deflect outwards from the fuselage (in most cases
symmetrically on opposing sides) into the airstream in
order to increase form-drag.

THE END