VISVESVARAYA TECHNOLOGICAL UNIVERSITY

Jnana Sangama,Belagavi-590018

INTERNSHIP REPORT
Submitted in partial fulfilment of the requirement for the award of
the degree for
BACHELOR OF ENGINEERING IN
ELECTRONICS AND COMMUNICATION ENGINEERING
Internship undergone at

MCSRDC DIVISION
Submitted by
ASHWINI DEVAIAH M.D
(1GD16EC008)
Under the guidance of
External Guide Internal Guide
Mr.Vijay Kumar Mrs. Kavitha M V
CM(D)-AFSC,HAL Assoc.Prof of ECE

Department of Electronics and Communication Engineering

GOPALAN COLLEGE OF ENGINEERING AND MANAGEMENT
181/1,182/1,Hoodi village,sonnenahalli,K. R.Puram,Whitefield,
Bangalore-560048,Karnataka
GOPALAN COLLEGE OF ENGINEERING AND MANAGEMENT
[ IS0 Certified 9001:2015, Affiliated to VTU, Belagavi, Approved by AICTE,
New Delhi]
181/1,182/1,Hoodi village,sonnenahalli,K. R.Puram,Bangalore-560048

Department of Electronics and Communication Engineering

CERTIFICATE
This is to certify that the internship report is a bonafide work carried out by
ASHWINI DEVAIAH M.D (1GD16EC008), in partial fulfilment for the award of
the degree of Bachelor of Engineering in Electronics and Communication Engineering
affiliated to Visvesvaraya Technological University,Belgaum during the year, 2019-
2020. The internship report has been approved as it satisfies the academic requirement
with respect to internship work prescribed for the Bachelor of Engineering degree.

Signature of HOD Signature of Principle Signature of Guide

Dr.S.Anantha Padmanabhan Dr.N Sengottaiyan Mrs.Kavitha M.V

Prof and HOD, Dept of ECE Principle,GCEM Assoc.Prof of ECE

EXTERNAL VIVA
Name of the Examinar: Signature with Date:
1.

2.
 DECLARATION

I, ASHWINI DEVAIAH M.D (1GD16EC008) student of VIII semester, Electronics

and Communication Engineering, GOPALAN COLLEGE OF ENGINEERING
AND MANAGEMENT, BANGALORE hereby declare that the internship project
has been successfully completed. This dissertation work is submitted to Visvesvaraya
Technological University in partial fulfilment of the requirements for the award of
Degree of Bachelor of Engineering in Electronics and communication Engineering
during the academic year 2019-2020. This work is submitted towards the academic
requirement of internship.

Date:
Place:

ASHWINI DEVAIAH M.D

1GD16EC008
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AND MANAGEME , BANGALORE - 560 048 ha compl d
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Comp l x, , 1 1AL , B n alore from 09.07.2019 to 09.08.2019 on no-ap- v no- ee-'
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Ms. ASHW INI DEVAIAH MO (1GD16EC008)

Th punctua lity, conduct and behaviour of the student, as EXCEL EN IT

during the training, The overall progress during the training was E, XCELLENT .

(
Senior Manager (
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CIN: L3530 1KA1963GOI001622
 ACKNOWLEGEMENT

I consider it as a great privilege to express my heartfelt gratitude to many respected

personalities who guided, inspired and helped me in successful completion of this
internship.
First and foremost, I wish to express profound gratitude to our respected Principal
Dr.N.Sengottaiya, Gopalan College of Engineering and Management, for hid
continuous support and encouragement.
I would like to express my sincere thanks to Dr.S.Anantha Padmanabhan, Professor
and HOD of Electronics and Communication Engineering Department, Gopalan
College of Engineering and Management, for his continuous support and
encouragement.
I also extend my gratitude to Dr. KRISHNA KUMAR, Professor of
Electronics and Communication Engineering, GCEM for his constant support and
guidance.
I express my gratitude to Mrs KAVITHA M.V, Assoc.Prof. of Electronics
and Communication Engineering, GCEM for her constant support and guidance ..
Finally, I would like to extend our thanks to Almighty, friends and family who
supported me to complete the internship.

ASHWINI DEVAIAH MD
(1GD16EC008)
 CONTENT

CHAPTER 1 HISTORY
 HAL Divison

CHAPTER 2 BASIC FLIGHT THEORY

CHAPTER 3 ABOUT MCSRDC

 Jaguar DARIN 2
 Jaguar DARIN 3
 Mirage 2000 aircraft
 Hawk MK-132
 IADS

CHAPTER 4 DEPARTMENT IN MCSRDC

CHAPTER 5 AIRCRAFT DIVISION HAL

 Hanger visited
 Hawk
 Mirage

CHAPTER 6 AIR TRAFFIC CONTROL

CHAPTER 7 CONCLUSION
 reference
 CHAPTER 1

HISTORY
HAL was established as Hindustan Aircraft
Limited in Bangalore on 23 December 1940 by
Walchand Hirachand who became Chairman
of the company. The company office was
opened at a bungalow called “Eventide” on
Domlur Road. The organization and
equipment for the factory at Bangalore was set
up by William D. Pawley of the
Intercontinental Aircraft Corporation of New
York, who had already established Central
Aircraft Manufacturing Company (CAMCO)
in partnership with Chinese Nationalist
government. Pawley obtained a large number
of
machine-tools and equipment from the United States.
The Indian Government bought one-third stake in the company and by April 1941
by investing 25 lakhs as it believed this to be a strategic imperative. The decision
by the government was primarily motivated to boost British military hardware
supplies in Asia to counter the increasing threat posed by Imperial Japan during
Second World War. The Kingdom of Mysore supplied two directors, Air Marshal
and John Higgins. The first aircraft built was a Harlow PC-5 on 2 April 1942, the
government announced that the company had been nationalized when it had
bought out the stakes of Seth Walchand Hirachand and other promoters so that it
could act freely. The Mysore Kingdom refused to sell its stake in the company but
yielded the management control over to the IndianGovernment.

In 1943 the Bangalore factory was handed over to the United States Army Air Forces
but still using Hindustan Aircraft management. The factory expanded rapidly and
became the centre for major overhaul and repairs of American aircraft and was known
as the 84th Air Depot. The first aircraft to be overhauled was a Consolidated PBY
Catalina followed by every type of aircraft operated in India and Burma. When
returned
1
to Indian control two years later the factory had become one of the largest overhaul
and repair organizations in the East.

In the post war reorganization, the company built railway carriages as an interim
activity. After India gained independence in 1947, the management of the company
was passed over to the Government of India.
Hindustan Aeronautics Limited (HAL) was formed on 1 October 1964 when
Hindustan Aircraft Limited joined the consortium formed in June by the IAF
Aircraft Manufacturing Depot, Kanpur (at the time manufacturing HS748 under
license) and thegrouprecently set up to manufacture MiG-21 under license, with
its new factories planned in Koraput, Nasik and Hyderabad. Though HAL was
not used actively for developing newer models of fighter jets, except for the HF-
24 Marut, the company has played a crucial role in modernization of the Indian
Air Force. In 1957 company started manufacturing Bristol Siddeley Orpheus jet
engines under license at new factory located in Bangalore.
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 Mikoyan-Gurevich MiG-21, known
as MiG-21 Bison, which increased its life-span by more than 20 years. HAL has also
obtained several multimillion-dollar contracts from leading international aerospace
firms such as Airbus, Boeing and Honeywell to manufacture aircraft spare parts and
engines. By 2012, HAL was reportedly bogged down in the details of production and
has been slipping on its ’chedules. On 1 April 2015, HAL reconstituted its Board with
Mr. TS Raju as CMD, Mr. S Subrahmanyan as Director (Operations), Mr. VM
Chamola as Director (HR), CA Ramana Rao as Director (Finance) and Mr. D K
Venkatesh as Director (Engineering & R&D). There are two Govt. nominees in the
Board and six independent Directors.
In March 2017, HAL Chairman and Managing Director T Suvarna Raju
announced that the company had finalized plans for an indigenization drive. The
company plans to produce nearly 1,000 military helicopters, including Kamov
226, LCH (Light Combat Helicopter) ALH(Advanced Light Helicopter), andover
100 planesover the next10years. HAL willmanufacture the Kamov 226T
helicopter under a jointventure agreement with Russian defense
manufacturers.The Kamov 226T will replace .
Overthenext5years,HALwillcarryoutmajorupgrade ofalmosttheentirefighterfleet
of Indian Air Force including Su-30MKI, Jaguars, Mirage and Hawk jets to make
them “more lethal”. The company will also deliver 123 Tejas Light Combat
Aircraft to the IAF from 2018–19, at a rate of 16 jets per year.

FIG: Administration of HAL

CHAPTER 2

BASIC FLIGHT THEORY

2.1 How lift is generated?
 Newton’s Laws of Motion and Bernoulli’s Principle are used to explain lift
 Bernoulli-Bernoulli’s Principle states that, as air speeds up, its pressure
goes down
 He focused his studies on the curvature of the wing, and the differing
air pressure over the top and bottom of the wing
 Newton-Newton’s Third Law states that for every action there is an equal and
opposite reaction
  He focused his studies on the deflection of air or fluid on an object and its
reaction (Newton’s Law)
 To explain the lift phenomena, we have to understand the meaning of Airfoil
structure
2.2 Airfoil
As airfoil is the shape of a wing or blade (of a propeller, rotor or turbine) as seen in
cross-section. An aircraft’s wings, horizontal, and vertical stabilizers are built with
airfoil-shaped cross sections. An airfoil is a surface designed to obtain lift from air
through which it moves. Thus, it can be stated that any part of the aircraft that
converts air resistance into lift is an airfoil

As the air flows over the upper surface of an airfoil, its velocity increases and its
pressure decreases, an area of low pressure is formed. There is an area of greater
pressure on the lower surface of the airfoil, and this greater pressure tends to move the
wing upward. The difference in pressure between the upper and lower surfaces of the
wings is called lift. Three-fourths of the total lift of an airfoil is the result of the
decrease in pressure over the upper surface. The impact of air on the under surface of
an airfoil produces the other one-fourth of the total-lift.
2.3 Basic flight theory
An aircraft in flight is acted upon by four forces:
 Gravity or weight: The force that pulls the aircraft towards the earth. Weight is
the force of gravity acting downward upon everything that goes into the
aircraft, such as the aircraft itself, crew, fuel and cargo
 Lift: The force that pushes the aircraft upwards. Lift acts vertically
and counteracts the effects of weight.
 Thrust: The force that moves the aircraft forward. Thrust is the forward force
produces by the power plant that overcomes the force of drag
 Drag: The force that exerts a braking action to hold the aircraft back. Drag is a
backward deterrent force and is caused by the disruption of the airflow by the
wings, fuselage, and protruding objects
These four forces are in perfect balance only when the aircraft is in straight-and-
level un-accelerated flight. The forces of lift and drag are the direct results of the
relationship between the relative wind and the aircraft. The force of lift always
acts perpendicular to the relative wind, and force od drag always acts parallel to
and in same direction as the relative wind. The forces are actually the components
that produce a resultant lift force on the wing.

Fig2.2 Forces in action during flight

CHAPTER 3

ABOUT MCSRDC
Mission Combat Systems Research and Design Centre is the latest R&D centre of
HAL, established in November 2008 to design and develop integrated avionics
system for fixed and rotary wing aircraft.
MCSRDC develops avionics systems from concept to final product and
certification for aircraft and helicopter applications. Design of avionics systems
architecture system software and hardware development, installation, integration
and testing for aircraft and helicopters are its strengths.
The R&D Centre holds design approval from CEMILAC, AFQMS approval from
DGAQA and AS 9100C certification from NVTQC.
Following are some of the core competencies of the centre:
 Design and development of integrated avionics
 Aircraft system software development
 Algorithm development for navigation, weapon guidance and displays
 Design of integration test rigs
 Electrical and structural installation design, analysis and certification
 Flight data assimilation andanalysis
Jaguar DARIN II

Upgrade of Jaguar aircraft for enhanced mission and operational capabilities with
advanced navigation, EW (Electronic Warfare) with attack features and precision
weapon deliveries through integration of contemporary avionics system.

Jaguar DARIN III

Upgrade with Fire Control Radar near Glass Cockpit, EFIS (Electronic Flight
Instrument System) integrated with indigenous Open System Architecture Mission
Computer for mission & operational capability, lethality and survivability.
Mirage 2000 aircraft

Avionics upgrade to augment mission and combat capabilities through integration of

contemporary avionics systems viz., HMDS (Head Mounted Display System), ACMI
(Aircraft Crew Maintenance and Insurance), LDP (Laser Designator Pod) and CMDS
(Counter Measures Dispensing System), Advance weapons around an indigenous
mission computer.

Hawk Mk-132

A technology demonstrator project to integrate contemporary systems viz. Indigenous

mission computer with embedded virtual training system, soft net radio, cockpit
human machine interface, integration of new weapons for operational capabilities,
modern training needs, technological improvement and growth potential aspects in
addition to obsolescence management.
HAWK AVIONICS INTEGRATION RIG
MSCRDC basically deals with doing modification to the existing aircrafts to increase
their life time. Many modifications including some changes in the display was done.
Now to test these modifications, we cannot take the risk of trying the modification in
an aircraft. So, we try to simulate this virtually in the integration rig. Software used
here is PATS++, for which database is provided. This database is Present in Microsoft
Access file. This software is present in a computer and this Computer is connected to
the main bus through1553 protocol.
Actually, in an aircraft remote terminal devices provide various essential data such as
lift, pitch, altitude, speed. So these data can be fed through the computer to virtually
provide aircraft data. Mission computer takes data. So, in Hawk aviation integration
rig, modification / up gradation of current aircraft systems is done.

Integrated Avionics Display Suite (IADS)

IADS is an integrated mission control and display system interfaced with various
navigation and mission sensors, communication systems and airframe sensors on the
Light Combat helicopter.
Automatic Flight Control System

In-house design and development of AFCS for LCH is currently undergoing

integration testing on the helicopter.

Mission Computers

Mission Computers based on Open System Architecture, with multiple processing

modules interfaced through high speed back plane providing features like high speed
processing, various data bus interface, graphics generation and video format
conversion and switching, have been developed by MCSRDC. Primary attributes are
availability, modularity and flexibility of design.
Software
A range of Avionics software and algorithms for navigation and weapon guidance
with Multi Sensor Data Fusion, 3D Digital Map Generation, Enhanced Ground
Proximity Warning, On-board Virtual Training System, High Speed Data Transfer
Protocol, etc. have been developed by the centre.
An ARINC 653 compliant indigenous Real Time Operating System for use in
Avionics sub-systems is another achievement.

Simulators

The division has competence in design, development and upgrade of variety of Flight
simulators. The centre has upgraded Air Combat Simulator as well as designed,
developed & commissioned Avionics Mission Training simulator at different IAF
(Indian Air Force) Stations.
CHAPTER 4

DEPARTMENTS IN MCSRDC
4.1 IADS: Integrated Avionics Display System

In earlier days, the cockpit had all devices in analog dials. Later it was changed to
glass cockpit wherein the monitor displays values in digital. In DARIN II, the analog
were kept redundant.
Now at present DARIN III has all digital displays. This department evolved as they
wanted to digitalize the cockpit. It is a display system where analog input is taken and
the digital output is displayed in cockpit. IADS department receives requirements
from the client. These are realized and software is developed based on specifications,
these are called as system specifications.
IADS computes the machine computer that can be integrated with all the various
systems as mentioned below:
Communication system: INCOM is a technique used in aircrafts for communication
between the pilot and ground stations also between pilots.
IFF: It is used for identifying whether the opposite aircraft is friend or enemy aircraft.
Encryption and Decryption is used here to find out the identity of opposite aircraft.
Here the code is given to each other. If the opposite pilot can decrypt the code then it
is considered as friend otherwise enemy.
Weather Radar: It is a type of radar used to provide an indication to pilots on the
intensity of convective weather. Modern weather radars are mostly Doppler radars
capable of detecting the motion of rain droplets in addition to intensity of the
precipitation.
Emergency locator: It is an emergency position-indicating radio beacon, a tracking
transmitter that is triggered during in accident. These systems are monitored by an
international consortium of rescue services, COSPAS-SARSAT.
Helmet Mounted Display (HMD):

Fig: HMD
A Helmet Mounted Display is a more complex device. That presents dynamic
symbology or imagery. A Helmet Mounted Display is a device used in aircraft tp
project information to the pilot’s eyes. Its scope is similar to that of head-up displays
(HUD) on an aircrew’s visor or reticle. An HMD provides the pilot with situation
awareness, an enhanced image of the scene, and in military applications cue weapons
system, to direction their head is pointing. Applications which allow cuing of weapon
systems are referred to as helmet-mounted sight and display (HMSD).

4.2 AFCS: Aircraft Flight Control System

This system is used in automated flight control. It is used mainly for rotary wings.
The helicopter has poor control due to:
 Inadequate stability
 Poor control ability
 unacceptable gust response
Role of AFCS:
 Reduce the pilot workload and improve handling qualities
 AFCS is designed to provide control and stability of helicopter throughout its
flight
PID controllers used for computing based on integral command and gives a final
command to the actuators. It is a closed loop system.
There are two operating modes
1. SAS (Stability Augmentation System) –AFCS is on – auto pilot mode
2. CAS (Control Augmentation System) –AFCS is off – manual mode.
When the pilot has fixed destination he operates on SAS. When he wants to deviate
from the fixed path in order to launch a weapon or survey any location, then he
switches to CAS mode and operates the aircraft manually.

4.3 Software Unit:

In this division, the software of machine compute is developed
primarily. The various stages of software division are:
 System Requirement Description: All function requirements, external
interfaces, resource allotment, memory, safety requirements, and the basic
needs of clients in the aircraft is captured here. They are listed down and
tabulated in sequence based on priorities of the functions.
 Technical Specification: The software architecture, functionality of systems,
sub-systems are captured in detail here. This is prepared by MCSRDC with
reference to the system requirements, it is called software requirement
specification (SRS).
 The floor planning is done here including Data latency and exception handling.
 Software design document: After all the above process the whole system
information is documented for the reference as well as to record how it was
designed.

Three types of integration are

Software –Software: Integration of various modules using LDRA tool.
Software –Hardware: Complete software is loaded into hardware & checked.
System Integration: Interaction of the hardware and software with other LRU's in the
aircraft is checked.
4.4 SDU: Structural Design Upgrade
Responsible for design, development, planning, co-ordination, support and repair of
aircraft to facilitate integration of different upgraded LRU’s and other supported
items. Feasibility study is also done here.
Detail design
 Take the dimension of each component
 Preparation of preliminary layout
 Preparation of 3D CAD model using CATIA
 Preparation of parts and sub-assembly drawings using CATIA and auto CAD
 Preparation of assembly drawings along with BOM using CATIA and auto CAD
Design co-ordination
 Drawings check and release
 Aerodynamic structure
 Vibration stress clearance
 Design approval

4.5 Electrical Unit:

This department make sure how the electrical connections should be so that the
system gives maximum efficiency with less power. The aircraft operates with 115V
400Hz.
Aircraft electrical components operate on the many different voltages both AC and
DC. However, most of the aircraft systems use 115 volts AC at 400Hz or 28 volts DC.
AC power normally at a phase voltage of 115V, is generated by an alternator
generally in a 3 phase system and at a frequency of 400 Hz.
Running at 115 V 400Hz allows the use of smaller transformers. Less energy has to
be stored in the transformer core per cycle, so the core can be smaller. A smaller core
means lighter transformer, and reducing weight is a good thing in an aircraft. The
more is the frequency, the more is the speed and relatively lesser structures of
electrical equipment and lesser the weight
The advantage of high-frequency alternators is that they require fewer copper coils in
order to generator the necessary electrical current. This reduction in material allows
the alternator to become much smaller such that it takes up less space and weighs
much less than it would otherwise.
4.6 Hardware Lab:
The hardware lab receives the system requirement specification approved from the
software group. Based on the components used in the design, the hardware
connections and wiring are worked out and the final model of the unit / LRU is made.
The hardware lab works along with the SDU finalizes the size, weight and other
physical parameters of the final product based on its position or location in the
aircraft. The product is sent to the System Vibration where it is tested for
durability. All the parameters are compared and corrected with respect to the
standards (military standards) in order to universalize the product.
Vibration shake system (vibration testing): Ground test group/System test
The first five tests described in the documents include
1. Temperature and altitude
2. Temperature variation
3. Humidity
4. Opertional shocks and crash safety
5. Vibration
In the temperature and altitude test, equipment may be subject to reduced pressures
equivalent to an altitude of 70,000 ft and ambient operating temperatures from -55°C
(
-67°F) to +85°C (+185°F) depending on the type of aircraft and where the equipment
will be mounted. For the vibration tests, a series of spectra are given for various
combination of aircraft and propulsion modes

4.7 SPAG:
Here the software and hardware integration and testing is done. The SCADE tool is
used for the designing of the MP (Main processor) & DP (Display Processor)
interface. All requirements and specifications are tabulated for future reference. The
sensor interactions and other user cases are mentioned in the Case Diagram. The case
diagram is broken down and the Class Diagram is formed. Later broken down into
Sequence Diagram. The functions of each are noted in the Function Diagram. The
various function files are out into a single integrated unit called Executables. The
summary of all the above process are documented.
The software requirement specification is compared with the system tool and any
error is noted into the SPR that is a Problem Report and the solution is found. The
testing and verification are done.
The final verification and certification of the Software and Hardware is done from
CEMILAC, DRDO.
Later the client tests and verifies from his end before purchasing the product or the
Aircraft.
The whole process from receiving the requirements to handing over the completed
product involves various other groups such as IT, IMM, Finance.
Bangalore Division also is a home to many OVERHAUL wherein the complete
servicing of various Aircrafts like MIRAGE, JAGUAR, HAWK, LCA, is taken care.
CHAPTER 5
AIRCRAFT DIVISON HAL, Bangalore
Aircraft Division was established in the year 1940.Since the inception, the Division
has manufactured a variety of Aircraft both licensed as well as indigenous designed
and developed.
The Division is equipped with modern infrastructure in Plant and Equipment the
CAD- CAM Manufacturing Engineering Quality Assurance and customer support
system with 2179 highly skilled personnel including more than 511 officers working
in a covered area of 2,25,000sq.m.
The Division has so far manufactured over 2010 aircrafts of various types. With
experience and capabilities built over past seven decades, the Aircraft Division is
bidding substantial share in the International Aeronautical market.
Apart from 1st of Hawk MK 132 Aircraft (66 Nos.), the division has signed contract
with Indian Air Force and Navy to supply additional 57 Hawk Aircraft (40 Hawk for
Indian Navy).
Aircraft Division has carried out
Modifications
 Modifications on Boeing 747/200 Aircraft of Air India at Mumbai
 SB228 Modification on A300 Aircraft of Indian (Previously Indian Airlines)
 Cargo conversion modification on FOKKER F27 Aircraft
 ‘S’ band modification on Boeing 737
 Aircraft Division has successfully complied DARIN II modifications on Jaguar
aircraft.
 After the production of initial MK. 132 Hawk Aircraft, Aircraft Division has
successfully carried out a number of Modes and CSIs as suggested by the OEM
Repairs
Composite Repairs, Structural Repairs, Welding Repairs, Parts Fabrications
Manufacture of
Structural sub-assemblies such as Doors, Pylons, Firings, Drop Tanks, Control
Structures,
Etc.
 Precision sheet metals forming (Cold or Hot Forming) of Aircraft components
out of Light alloys
  Steel and Titanium
 Precision machined components
 Honeycomb Sand with bonded structures, metal-metal bonded components
Composite components in Carbon Kevlar etc.
 Glass Fiber Reinforced Plastic components like Fairings, Ducts and Pipes etc.
 Aircraft Transparencies like Windshields, Helicopter Panel etc.
 Electrical Cable Loom
 Landing Gears
Design and Manufacture of
 Jigs Fixtures and Templates
 Press Tools
 Composite Molding Tools
 Forming Tools for Transparencies
 Acceptance Gauges/Jigs
 Tooling Masters except MTG’S
 Ground Support Equipment for Aircraft
 Weld Jigs
 Pressure Test Fixtures
 Sheet Metal Tools (Stretch Forming Blocks)

5.1 HANGERS VISITED

5.1.1 TEJAS

Role: Multirole light fighter

National Origin: INDIA
Manufacturer: Hindustan Aeronautics Limited
Design group: Aeronautics Development Agency
First flight: 4 Jan 2001
Introduction: 17 Jan 2015
Crew: 1
Length: 13.2m
Height: 4.4m
Max takeoff weight: 13,000 kg
Max speed: Mach 1.8
Range: 850 km
Combat range: 300
km
The HAL Tejas is an Indian single-engine, delta wing, multi-role light fighter
designed by the Aeronautical Development Agency (ADA) and Hindustan
Aeronautics Limited (HAL) for the Indian Air Force and Indian Navy.
It came from the Light Combat Aircraft (LCA) program, which began in 1980 store
place India's ageing MiG-21fighters.In2003, the LCA was officially named "Tejas".
Tejas has a tail-less compound delta-wing configuration with a single dorsal fin. This
provides better high-alpha performance characteristics than conventional wing
designs. Its wing root leading edge has a sweep of 50 degrees, the outer wing leading
edge has a sweep of 62.5 degrees, and trailing edge has a forward sweep of four
degrees. It integrates technologies such as relaxed static ability, fly-by-wire flight
control system, multi-mode radar, integrated digital avionics system and composite
material structures. It is the smallest and light stints class of contemporary supersonic
combat aircraft.
5.1.2 HAWK
Role: Advanced trainer aircraft
National origin: United Kingdom
Manufacturer: Hawker Siddeley (1974-1977) BAE Systems MAI division
First flight: 21 Aug 1974
Introduction: 1976
Crew: 2: student, instructor
Length: 12.43m
Height: 3.98m
Max takeoff weight: 9,100kg
Max speed: Mach 0.84
Range: 2,520km
The Hawk is a tandem seat Aircraft for ground attack, flying training and weapon
training. It has a low wing and an all-metal structure and is powered by an Adour MK
871 turbofan engine. The Aircraft has an integrated navigation/attack system, radio
and inertia navigation systems (INGPS). The Aircraft is cleared for instrument (IFR)
flying and for solo instrument flying from the front cockpit only.
Flying Characteristics:
The aircraft has excellent flying characteristics with good stability and response to
controls about all three axes.
The aircraft is cleared for a wider angle of aerobatic maneuvers and exhibits very
good resistance to departure even outside the normal flight envelope at incidences up
to the aircraft is stable about all axes for all flap.
Configurations Recovery from any stall is immediate on moving the control column
forward.
The hawk MK 132 wing has a mode rate amount of fixed droop to the leading edge to
aid sustained turn performance in the speed range 0.4M TO 0.7M.
The aircraft is spin resistant, but is cleared for deliberate up right spinning in the basic
aircraft configuration with or without the gun pod.
The aircraft is currently cleared for takeoff and landing with a cross wind component
of 30knots (55km/ hr). For solo flying the front cockpit is used. The aircraft has an
inverted flight (negative) capability of 30secs.
The aircraft may be flown at night, either dual or solo, without any additional flight
limitations.
5.1.3 MIRAGE

Role: Multirole fighter

National origin; France
Manufacturer: Dassault Aviation
First flight: 10 March 1978
Introduction: July 1984
Crew: 1
Length: 14.36 m
Height: 5.2 m
Max takeoff weight: 17,000 kg
Max speed: 2,336 km/h
Range: 1,550 km
The aircraft uses retractable tricycle type landing gear by Messier-Dowty, with twin
nosewheels and a single wheel on each main gear. A runway tailhook or fairing for a
brake parachute can be fitted under the tail, which can operate in conjunction with the
landing gear's carbon brakes to shorten landing distances.
A removable refueling probe can be attached in front of the cockpit, offset slightly to
the right of centre. Aircraft flight control system is fly-by-wire.
The Mirage 2000 is available as a single-seat or two-seat multi-role fighter. The pilot
flies the aircraft by means of a centre stick and left hand throttles, with both
incorporating hands-on-throttle-and-stick (HOTAS) controls. The pilot sits on a zero-
zero ejection seat.
The instrument panel (in the Mirage 2000 C) is dominated by a Sextant VE-130
head- up display which presents data relating to flight control, navigation, target
engagement and weapon firing, and a radar screen located centrally below it.

The SNECMA M53 afterburning turbofan was developed for the ACF, and was
available for the Mirage 2000 project. It is a single-shaft engine of modular
construction that is relatively light and simple compared to those of the British or
American designs. The M53 consists of three low-pressure compressor stages, five
high-pressure stages and two turbine stages. With the development program
consisting of 20 engines, the M53 sans suffix was first bench tested in February 1970
and became airborne on a Caravelle testbed in July 1973. Dassault conducted flight
tests of the M53-2 version using its Mirage F1E testbeds starting in December 1974;
this version produced 84 kilonewtons (19,000 lbf) in afterburner. The Mirage 2000
itself was powered by two versions of the M53 – the M53-5, which equipped initial
operational aircraft, was rated at 88 kN (20,000 lbf) of thrust with afterburner. The
definitive version of the engine, the M53-P2, which equipped the majority of the type,
is rated at 65 kN (15,000 lbf) in dry thrust and 95 kN (21,000 lbf) in afterburner. Tyh
The Mirage 2000 is equipped with built-in twin DEFA 554 autocannon (now GIAT
30–550 F4) 30 mm revolver- type cannons with 125 rounds each. The cannons
have selectable fire rates of 1,200 or 1,800 rounds per minute.

CHAPTER 6

AIR TRAFFIC CONTROL

Air traffic control (ATC) is a service provided by ground-based air traffic controller
who direct aircraft on the ground and through controlled airspace, and can provide
advisory services to aircraft in non-controlled airspace. The primary purpose of ATC
worldwide is to prevent collisions, organize and expedite the flow of air traffic, and
provide information and other support for pilots. In some countries, ATC plays a
security or defensive role, or is operated by the military.
Air traffic controllers monitor the location of aircraft in their assigned airspace
by radar and communicate with the pilots by radio. To prevent collisions, ATC
enforces traffic separation rules, which ensure each aircraft maintains a minimum
amount of empty space around it at all times. In many countries, ATC provides
services to all private, military, and commercial aircraft operating within its airspace.
Depending on the type of flight and the class of airspace, ATC may issue instructions
that pilots are required to obey, or advisories known as flight information, that pilots
may, at their discretion, disregard. The pilot in command is the final authority for the
safe operation of the aircraft and may, in an emergency, deviate from ATC
instructions to the extent required to maintain safe operation of their aircraft.
CHAPTER 7

CONCLUSION
 Since its inception in 1940, the company has grown into a giant aviation complex
spread all over India and employing a versatile work force of trained, highly
skilled and experienced persons.
 I am grateful to have been able to get the opportunity to pursue my industrial
training at Hindustan Aeronautics Limited. This internship enabled me to
acquire practical skills and links theoretical knowledge to practice in the real
world.
 The activities I learnt during the internship helps me to face the work environment
in the future. Some of the important qualities I learnt throughout the internships
were:
Time management, Co-ordination, Questioning abilities and Critical observation
 I express my gratitude to everyone at HAL who gave us their valuable time
and help us during the course of internship program
 REFERENCES

1. www.hal-india.com for HAL history

2. https://en.wikipedia.org/wiki/Hindustan_Aeronautics_Limited about HAL
3. https://hal-india.co.in/Mission%20%20Combat%20System/M_153
aboutMCSRCD Division
4. http://www.aviation-history.com/theory/airfoil.htm for Basic flight theory
5. https://www.nasa.gov/audience/foreducators/k-
4/features/F_Four_Forces_of_Flight.html for forces acting of flight
6. https://en.wikipedia.org/wiki/Bernoulli%27s_principle for Basic flight theory
7. https://en.wikipedia.org/wiki/Head-mounted_display for Head mounted display