ACS COLLEGE OF ENGINEERING

DEPARTMENT OF ELECTRONICS AND COMMUNICATION ENGINEERING

Mysore road, Bangalore-560074

An Industrial Project and Training Report On

Project :- RFID Based Locking And Tracking System

“ADVANCED LIGHT HELICOPTER (ALH) FINAL ASSEMBLY “

Submitted in partial fulfillment for the award of degree of

BACHELOR OF ENGINEERING
In
ECE ENGINEERING
BY
ANKITHA C
NEERAJ PRAJWAL M J
(1AH22EC002) (1AH21EC035)
Internship is carried out at
HINDUSTAN AERONAUTICS LIMITED
Helicopter Division, Old Airport Road, Bengaluru-560017
Under the Guidance of
Mr.S Madhu Keswara Rao
[ Chief MANAGER (ALH) ]

HAL Bengaluru-560017

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 ACKNOWLEDGEMENT
With deep devotion we think all mighty God for blessing me with desire. Intention,
Inclination, Will, ability, guidance hope and achievements of required goals

The present dissertation entitled “ADVANCED LIGHT HELICOPTER (ALH) FINAL

ASSEMBLY” In fulfillment of industrial training at Hindustan Aeronautics Limited.

We would like to express my gratitude to all those who gave me the possibility to
complete this training, we want to Thank Hindustan Aeronautics Limited. For
giving us the permission to commence this training in the first instance, to do the
necessary research work and use technical departmental data, we would take this
opportunity as a proud privilege to express my deep felt of gratitude to Mr. S
Madhu Keswara Rao

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 CONTENTS
 INTRODUCTION OF ALH
 STRUCTURE OF ALH
 VIBRATION IN ALH
 ALH ROTOR SYSTEM
 FLIGHT CONTROL SYSTEM IN ALH
 POWER TRANSMISSION IN ALH
 HYDRAULICS IN ALH
 CONCLUSION
 PROJECT : RFID LOCK SYSTEM

ACSCE DEPT OF ECE 3

 INTRODUCTION
Hindustan Aeronautics Limited (HAL) is an Indian public sector aerospace and
defence company, headquartered in Bangalore. Established on 23 December
1940, HAL is one of the oldest and largest aerospace and defence manufacturers
in the world.[7] HAL began aircraft manufacturing as early as 1942 with licensed
production of Harlow PC-5, Curtiss P-36 Hawk and Vultee A-31 Vengeance for the
Indian Air Force.[7] HAL currently has 11 dedicated Research and development
(R&D) centres and 21 manufacturing divisions under 4 production units spread
across India.[7] HAL is managed by a board of directors appointed by the President
of India through the Ministry of Defence, Government of India.[8] HAL is currently
involved in designing and manufacturing of fighter jets, helicopters, jet engine and
marine gas turbine engine, avionics, software development, spares supply,
overhauling and upgrading of Indian military

Type State-owned Enterprise

Industry Aerospace and Defence

1940;78 years ago (As Hindustan

Founded Aircraft) 1964;54 years ago
(Renamed Hindustan Aeronautics)

Headquarters Bangalore, Karnataka, India

Key peoples Shri Mihir Kanti Mishra

Transport aircraft, Fighter aircraft,

Products Helicopters

Revenue US$3.2 billion (2022)

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 HISTORY

HAL was established as Hindustan Aircraft Limited in Bangalore on 23 December

1940 by Walchand Hirachand in association with the then Kingdom of Mysore.[10]
Walchand Hirachand became chairman of the company. The company's office was
opened at a bungalow called "Eventide" on Domlur Road.

The organisation and equipment for the factory at Bangalore was set up by
William D. Pawley of the Intercontinental Aircraft Corporation of New York.
Pawley obtained a large number of machine-tools and equipment from the United
States.

The Indian Government bought a one-third stake in the company and by April
1941 by investing ₹25 lakh 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 John Higgins was resident director. The first aircraft built was a Harlow
PC-5[11] On 2 April 1942, the government announced that the company

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 had been nationalised 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 British Indian Government.

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 repair 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 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.
IJT prototype in its hangar
After India gained independence in 1947, the management of the company was
passed over to the Government of India.

The total number of broad- gauge coaches manufactured by the Hindustan

Aircraft Limited during the year 1954 is 158. [12]

Hindustan Aeronautics Limited (HAL) was formed on 1 October 1964 (the

Registrar of Companies has a registration date of 16 August 1963)[13] when
Hindustan Aircraft Limited joined the consortium formed in June by the IAF
Aircraft Manufacturing Depot, Kanpur (at the time manufacturing HS748 under
licence) and the group recently set up to manufacture MiG-21 under licence, with
its new factories planned in Koraput, Nasik and Hyderabad.[14] 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 modernisation of the Indian
Air Force. In 1957 company started manufacturing Bristol Siddeley Orpheus jet
engines under licence at new factory located in Bangalore.

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 Production line of the HAL Dhruv at 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.

DIVISION OF HAL

There are several divisions under Hindustan Aeronautical Limited.

Bangalore Complex
 Aircraft Division Bangalore
 Overhaul Division Bangalore
 Aerospace Division Bangalore
 IGMT Division Bangalore
 Aircraft Services Bangalore
 Foundry And Forge Division Bangalore
 Facilities Management Division Bangalore
 Engine Division Bangalore

MIG Complex
 Aircraft Division Nasik
 Engine Division Koraput
 Aircraft Overhaul Division Nasik
 Sukhoi Engine Division Korap

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  Accessories Division Lucknow
 Avionics Division Hyderabad
 Avionics Division Korwa

Helicopter Complex
 Helicopter Division Bangalore
 Helicopter MRO Division Bangalore
 Barrack pore Division
 CMD Division Bangalore

PRODUCTS OF HAL

Fighter Aircraft
 HAL TejasHF-24 Marut
 HF-24 Marut — (retired) Mk.1 and Mk.1T (200+ built)
 Tejas — (in production) Mk.1, Mk.1A, NLCA Mk.1 and NLCA Mk.2 (40+
built)
 Tejas Mk.2 (MWF)[39] — Medium weight fighter (under development)
2023 first flight expected.
 AMCA — Fifth generation stealth fighter (under development).
 TEDBF — Twin Engine Deck Based Fighter is 4.5 generation fighter for
Indian Navy’s aircraft carrier. (under development)[40]

Helicopters
 Dhruv — (in production) Advanced Light Helicopter (350+ built)
 Rudra — (in production) Attack helicopter (70+ built)
 Light Combat Helicopter — (in production) Attack helicopter (10+ built)
 Light Utility Helicopter (under trial)
 Indian Multi-role Helicopter (under development)

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 Engines
 GTX-35VS Kaveri prototype testing
 GTX-35VS Kaveri — co-developed with GTRE (DRDO) (under development;
developed into following programmes)
 PTAE-7 — For indigenously designed Lakshya PTA
 GTSU-110 — for starting main engine GE404 or Kaveri of LCA Tejas
 Shakti — co-developed with Safran Helicopter Engines for HAL Dhruv
Helicopter to be used in light utility helicopter
 HTFE-25[41]
 HTSE-1200 (under development)[42]

Trainer Aircraft
 HT-2 — First company design to enter production.
 HPT-32 Deepak — Basic trainer in service for more than three decades.
 HJT-16 Kiran — Mk1, Mk1A and Mk2 – Turbojet trainers scheduled to be
replaced with HJT-36 Sitara.[43]
 HTT-34 — Turboprop version of HPT-32 Deepak
 HTT-35 — Proposed replacement for HPT-32 basic trainer in the early
1990s; not pursued
 HJT-36 Sitara — Intermediate jet trainer (under development)
 HTT-40 Basic trainer (in production) first prototype flew its first flight on
31 May 2016.[45] (106 ordered)
 HJT 39 / CAT Advanced jet trainer (proposal)

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 ALH DHRUVA

The HAL Dhruv (meaning firm or strong)[5][6] is a utility helicopter designed and
developed by Hindustan Aeronautics Limited (HAL) in November 1984. The
helicopter first flew in 1992; its development was prolonged due to multiple
factors including the Indian Army's requirement for design changes, budget
restrictions, and sanctions placed on India following the 1998 Pokhran-II nuclear
tests.

Dhruv entered service in 2002. It is designed to meet the requirement of both

military and civil operators, with military variants of the helicopter being
developed for the Indian Armed Forces, while a variant for civilian/commercial
use has also been developed. Military versions in production include transport,
utility, reconnaissance and medical evacuation variants.

As of January 2022, 335 HAL Dhruv have been produced for domestic and export
markets logging more than 340,000 flying hours.[4]

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 SPECIFICATIONS

General characteristics
Crew: Two pilots
Capacity: 12 passengers (14 passengers in high density seating)
Length: 15.87 m (52 ft 1 in)
Width: 3.15 m (10 ft 4 in)
Height: 4.98 m (16 ft 4 in)
Gross weight: 4,445 kg (9,800 lb) for Mk III with wheels
Max takeoff weight: 5,800 kg (12,787 lb) for Mk III with skids
Fuel capacity: 1,055 kg (2,326 lb)
Payload: 1,500 kg (3,300 lb) underslung (Mk II)
Payload: 1,000 kg (2,200 lb) underslung (Mk III)
Powerplant: 2 × Turbomeca TM 333-2B2 turboshaft, 807 kW (1,082 shp) each
(Mk I and II)
Powerplant: 2 × HAL/Turbomeca Shakti-1H turboshaft, 1,068 kW (1,432 shp)
each (Mk III and IV)
Main rotor diameter: 13.2 m (43 ft 4 in)
Main rotor area: 136.85 m2 (1,473.0 sq ft)

Performance
Cruise speed: 250 km/h (155 mph, 135 kn) for Mk III
Never exceed speed: 291 km/h (181 mph, 157 kn) for Mk III
Range: 630 km (390 mi, 340 nmi) for Mk III
Endurance: 3 hours and 42 minutes for Mk III
Service ceiling: 6,100 m (20,000 ft) [152]
g limits: 3.5
Rate of climb: 10.33 m/s (2,033 ft/min)
Disk loading: 40.19 kg/m2 (8.23 lb/sq ft)

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 ALH RUDRA

The HAL Rudra (Sanskrit - 'Terror'),[2] also known as ALH-WSI, is an armed version
of the HAL Dhruv utility helicopter which is designed and produced by the Indian
aerospace manufacturer Hindustan Aeronautics Limited (HAL).[3]

The Rudra was developed in parallel to the HAL Light Combat Helicopter (LCH), a
more extensive attack helicopter developed from the Dhruv. Extensive changes
from the Dhruv were avoided to produce the Rudra with the express purpose of
providing an indigenous armed helicopter faster than the LCH programme could
do so. The Mark III variant features the sensors and mission equipment, but lacked
weaponry; the Rudra Mark IV is provisioned with various armaments. The Rudra
is equipped with forward looking infrared (FLIR), day-and-night optical cameras,
and a Thermal Imaging Sights Interface; armed models feature a 20 mm turret
gun, 70 mm rocket pods, anti-tank guided missiles and air-to-air missiles.[4] Work
on the programme started in December 1998, and the prototype Rudra conducted
its maiden flight on 16 August 2007.
Between 2011 and 2013, extensive flight testing of the Rudra took place, during
which it was proved to have largely fulfilled or surpassed set requirements.

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 helicopters in February 2013, the same month in which the type attained Initial
Operational Clearance (IOC).[5] In addition to the Indian Army, both the Indian Air
Force and Indian Navy have taken interest in the type.

SPECIFICATION

General Characteristics
Crew: Two pilots
Capacity: 12 passengers (14 passengers in high density seating)
Length: 15.87 m (52 ft 1 in)
Width: 3.15 m (10 ft 4 in)
Height: 4.98 m (16 ft 4 in)
Gross weight: 4,445 kg (9,800 lb)
Max takeoff weight: 5,800 kg (12,787 lb)
Fuel capacity: 1,055 kg (2,326 lb)
Powerplant: 2 × HAL/Turbomeca Shakti-1H turboshaft, 1,068 kW (1,432 shp)
each
Main rotor diameter: 13.2 m (43 ft 4 in)
Main rotor area: 136.85 m2 (1,473.0 sq ft)

Performance
Maximum speed: 280 km/h (175 mph, 151 kn)
Cruise speed: 245 km/h (153 mph, 132 kn)
Never exceed speed: 292 km/h (182 mph, 157 kn)
Range: 590 km (368 mi, 318 nmi)
Ferry range: 630 km (394 mi, 340 nmi)
Endurance: 3.8 hours
Service ceiling: 6,100 m (20,000 ft) [31]
Rate of climb: 10.33 m/s (2,033 ft/min)
Disk loading: 40.19 kg/m2 (8.23 lb/sq ft)

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 STRUCTURE OF ALH

Components of Helicopter

1. Main rotor blade

The main rotor blade performs the same function as an airplane’s wings, providing
lift as the blades rotate — lift being one of the critical aerodynamic forces that
keeps aircraft aloft. A pilot can affect lift by changing the rotor’s revolutions per
minute (rpm) or its angle of attack, which refers to the angle of the rotary wing in
relation to the oncoming wind.

2. Stabilizer

The stabilizer bar sits above and across the main rotor blade. Its weight and
rotation dampen unwanted vibrations in the main rotor, helping to stabilize the

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 craft in all flight conditions. Arthur Young, the gent who designed the Bell 47
helicopter, is credited with inventing the stabilizer bar.

3. Rotor mast

Also known as the rotor shaft, the mast connects the transmission to the rotor
assembly. The mast rotates the upper swash plate and the blades.

4. Transmission

Just as it does in a motor vehicle, a helicopter’s transmission transmits power from

the engine to the main and tail rotors. The transmission’s main gearbox steps
down the speed of the main rotor so it doesn’t rotate as rapidly as the engine
shaft. A second gearbox does the same for the tail rotor, although the tail rotor,
being much smaller, can rotate faster than the main rotor.

5. Engine
The engine generates power for the aircraft. Early helicopters relied on
reciprocating gasoline engines, but modern helicopters use gas turbine engines
like those found in commercial airliners.

Main Rotor System

1. Root: The inner end of the blade where the rotors connect to the blade grips.
2. Blade Grips: Large attaching points where the rotor blade connects to the hub.
3. Hub: Sits atop the mast, and connects the rotor blades to the control tubes.

4. Mast: Rotating shaft from the transmission,to the helicopter.

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 5. Control Tubes: Push \ Pull tubes that change the pitch of the rotor blades.

6. Pitch Change Horn: The armature that converts control tube movement to
blade pitch.

7. Pitch: Increased or decreased angle of the rotor blades to raise, lower, or

change the direction of the rotors thrust force.

8. Jesus Nut: Is the singular nut that holds the hub onto the mast. (If it fails, the
next person you

POWER TRANSMISSION SYSTEM

ASSEMBLY OF A TRANSMISSION SYSTEM:

 Main Gearbox
 Auxiliary Gearbox
 Intermediate Gearbox
 Tail Gearbox
 Tail Drive shaft

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 MAIN GEARBOX
In helicopters, power transfer function from the engine to Main Rotor, Tail Rotor
and other necessary accessories is performed by the Main Gearbox, typically
known as Transmission as well. The main purpose of a helicopter main gearbox or
transmission is to reduce output rpm of the engine to most suitable level for
driving the main rotors and tail rotors of a helicopter. For example, a helicopter
having an engine output rpm of 6000 but operates a rotor at 300 rpm. This
reduction function would be provided by specially designed Main Gearbox of the
helicopter.

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 Main Gearbox consists of the following :

a. Main Input Quill

The main input quill is located on the aft side of the transmission facing towards
engine normally. The engine transmits power to the transmission through the
main driveshaft and the main input quill. A freewheeling unit or clutch located in
the main input quill operates automatically,

b. Tail Rotor Drive Quill

The tail rotor drive quill is located on the aft side of the transmission. The forward
part of tail rotor driveshaft is attached to a splined coupling which is part of the
tail rotor drive quill.

c. Hydraulic Pump and Tachometer Drive Quill

The hydraulic pump and tachometer drive quill is located on the right side of the
transmission sump case. The quill has pads for two hydraulic pumps and the rotor
tachometer generator.

d. Fan Drive Quill

The fan drive quill is located on the forward side of the transmission. This quill
transmits power from the transmission input bevel gear to drive the air
distribution blower (fan).

e. Alternator Drive Quill

The alternator drive quill is normally located on the left side of the transmission.
The purpose of this quilt is to transfer power from the input bevel gear of the
transmission to drive the alternator.

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 GEAR PARAMETERS IN MGB:

Tail
NO Particulars Units Inputs Collectors power tap
off

1 No of teeth 27/79 17/111 17/111

2 Driving Pinion Pinion Gear

Member

3 Pinion speed RPM 6000 2050.63 2050.63

4 Gear Speed RPM 2050.63 314.06 314.06

5 Design power 280 KW

GEAR ALIGNMENT IN MAIN GEARBOX:

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 MAIN ROTOR ASSEMBLY:
The main rotor mast assembly is a tubular steel shaft fitted with two bearings,
which support it vertically in the transmission. Mast driving spines are engaged
with transmission’s upper stage planetary gear. Splines on the upper portion of
mast provide mounting for main rotor and control assemblies.

AUXILIARY GEARBOX:
The lubricating oil in the MGB gets heated to a temperature of around 100o , in
order to reduce the temperature of oil, so that the lubricating capacity of the oil
is in tact, AGB is provided which is used to cool the MGB oil and re-circulate the
cooled oil to the MGB. It is also used to drive various auxiliary equipments and to
transmit power to IGB. Tail drive shafts are used to transmit the motion from
Auxiliary gearbox to Tail gearbox through Intermediate gearbox. Sliding spline
connection is provided between the IGB and the TGB (i.e. Shaft between the IGB
and TGB). This accommodates mounting tolerances and differential thermal
expansion of tail rotor drive shaft and tail boom structure. Figure 3 shows Auxiliary
Gear Box of Advanced Light Helicopter.

AUXILIARY GAERBOX IN ALH:

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MAIN DRIVE SHAFT:
The main drive shaft is installed between an adapter on engine output shaft and
the freewheel coupling of the transmission input drive quill. The flexibility of
couplings is provided by sliding an inner coupling in splines of an outer coupling
to accommodate movement of transmission on pylon mountings. Similar like
arrangements may be available in transmissions to provide flexibility to the main
drive shaft.

TAIL ROTOR DRIVE SHAFT:

It comprises of various sections which transmit power from the transmission to
the tail rotor through two gearboxes. The shaft sections are identical and are
supported by hanger assemblies on the tail boom and engine deck.The main
purpose of the Tail gearbox is to drive the tail rotor blade by receiving the power
from the IGB by means of a tail drive shaft. The basic purpose of the tail rotor
blade is to give a force in a direction opposite to the force generated by the main
gear box by virtue of friction which tries to rotate the whole of the helicopter with
it , such that the whole of the helicopter is in a stable position during the course
of the flight. Figure 2 shows different locations of all gear boxes in ALH. Figure 5
shows Tail Gear Box of Advanced Light Helicopter.

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 INTERMEDIATE GEARBOX:
The intermediate gearbox is located on the tail boom at the end of the vertical fin.
The gearbox provides any degree of change in direction of tail rotor driveshaft. It
consists of a case with a gearbox quill at each end. The case may be fitted with a
breather-type oil filler cap, an oil level sight gage and a drain plug equipped with
a chip detector which activates warning lights on the pilot and gunner caution
panels and the miscellaneous controls panel when excessive metal particle
contamination occurs. The input and output quills have flexible couplings for
attachment of drive-shafts. Access is normally provided by a cover with quick-
release fasteners. Intermediate gearbox is mounted on the tail boom at its
intersection with the canted vertical fin. It has one stage of spiral bevel gearing
which serves to redirect the driveline upward to the tail gearbox through a 125°
angle. It also provides a small speed reduction (i.e. the speed reduction ratio is
4163/4033). The estimated dry weight of the IGB assembly is 15 kg. Figure 4 shows
Auxiliary Gear Box of Advanced Light Helicopter.

TAIL ROTOR DRIVESHAFT:

A gearbox at the top of tail boom vertical fin provides ninety-degree or any desired
change in direction of drive and speed reduction between the input drive shaft
and the output shaft on which the tail rotor is mounted. The gearbox consists of

ACSCE DEPT OF ECE 22

 provided with a breather-type oil filler cap oil level sight gage and a drain plug
with a chip detector. The input quill has a flexible coupling for attachment of
driveshaft. Control linkage may be attached to the left side with a control rod
extending through the rotor shaft.

DRIVESHAFT HANGER ASSEMBLY:

Different numbers of hanger assemblies connect and support tail rotor driveshaft
along the top of the tail boom and engine deck. Each assembly consists of
couplings on a short, splined shaft, mounted through a single-row sealed ball
bearing in a ring-shaped hanger equipped with two mounting lugs for attachment
on a support fitting.

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 MAIN ROTOR HUB
It has the following components
Hub Plate: The flexible hub plate has a central flat plate section and has a plurality
of axles which rotatable support rotor blades. A torque plate is attached to the top
surface of the rotating barrel and is driven by a quill shaft which is connected with
a transmission.

Titanium Centre Piece: They house the radial elastomeric bearing subjected to
lead lag and flapping load from blades.

Main Bolt: Titanium bolts are attached so that the rotor blades are mated to the
hub plates through the conical bearings.

Anti-rotation pin: Prevents rotation of the conical bearing about axis of main bolt

Bearing stop: Prevents linear motion of the radial bearings

Stub shaft: Thin-walled titanium alloy fitted which supports rotor head and
houses the upper control

Swash Plate: A swash plate consists of a disk attached to a shaft. If the disk were
aligned perpendicular to the shaft, then rotating the shaft would merely turn the
disk with no reciprocating (or swash plate) effect. But instead the disk is mounted
at an oblique angle, which causes its edge to appear to describe a path that

ACSCE DEPT OF ECE 24

 VIBRATIONS
Causes of vibration:

1. Mass Imbalance: When centre of rotation does not fall on centre of

gravity. May be due to:
 Manufacture defect
 Installation defect
 Propeller Design
 Corrosion
 Maintenance / Paint / Repair

2. Aerodynamics Imbalance: Due to misshape in blades when complication

such as.
 Compression
 Spark
 Fuel flow
 Worn Wearing
 Intake and Exhaust Variation
 Gear box
 Aerodynamics intersections occur

3. Effects:
 Bearing wear
 Sliding wear
 Cowling cracks
 Exhaust cracks

ACSCE DEPT OF ECE 25

 VIBRATION DAMPER PRESENT IN ALH:

Anti Resonance Vibration Isolation System (ARIS):

One of the passive techniques that is used in a indigenous helicopter ALH
(Advanced Light .Helicopter) named DHRUV is ARIS. The Anti-Resonance Isolation
System (ARIS) is six. degree of freedom vibration isolation system. It is one of the
passive vibration control techniques. ARIS isolates the fuselage from the rotor
induced vibrations. Four units of ARIS are installed between the main gearbox and
fuselage. It is placed at +/-450position to the fuselage centerline. An ARIS unit
consists of a sprig mass system ad it transmits low 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 is
effective in all 6 degree of freedom. As ALH is four bladed main rotors, the most
significant main rotor induced cabin vibration has a frequency of 21Hz. (Vasanthy
and Jeganathan 2007, Vasanthy et.al., 2008, Raajasubramanian et.al., 2011,
Jeganathan et.al., 2012, 2014, Sridhar et.al.,
2012, Gunaselvi et.al., 2014, Premalatha et.al., 2015, Seshadri et.al., 2015,
Shakila et.al., 2015, Ashok et.al., 2016, Satheesh Kumar et.al., 2016 & 2019)

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 maneuvers at typical load factors.
4. It is significantly reduces the vibration in the continuous power-on at an rpm
range of 98-
102%. Where 100%is 32.88rad/sec.

ACSCE DEPT OF ECE 26

 Components of ARIS:
The ARIS unit contains mainly the following components
1. R-glass spring
2. Diaphragm set for inducing movements into the pendulum.
3. Pendulum struts with adjustable pendulum mass.
4. Elastomeric bearings, each serving for compensation of angular displacements
of the pendulum strut.
5. Spring housing.
6. Limit stop for the limitation of the spring displacement
7. Supporting tube

ARIS assembly Design Using Catia software

ACSCE DEPT OF ECE 27

 FLIGHT CONTROL SYSTEM IN ALH

An AUTOMATIC FLIGHT CONTROL SYSTEM (AFCS) is a system which is augments

the stability, improve handling and provide automatic flying thus relieving the
pilots workload and also freeing him for other mission related activity by providing
auto pilot functions such as velocity, altitude hold, heading hold etc.

Control system comprises of:

1. Collective control ( Using collective stick): for controlling the movement

of helicopter in up and down motion (PITCH MOTION).
2. Cyclic Longitudinal control (Using cyclic stick): for controlling the
movement of helicopter in forward and backward motion (ROLL MOTION).
3. Cyclic lateral control (Using cyclic stick): for controlling the movement of
helicopter in lateral direction.
4. Directional control or Tail Rotor control (Using rudder pedals): for
turning of the helicopter in left and right direction (YAW MOTION).
5. Control rod Vibration Isolation System
6. Force Feel and Trim System(FFS)
7. Push Pull rods and Bell crank

Need of AFCS:
 Achieve adequate stability
 Achieve required level of controllability and maneuverability
 Provide good gust response
 Provide auto pilot modes
 Reduce pilot workload

ACSCE DEPT OF ECE 28

 HYDRAULICS IN ALH

Helicopters use hydraulics primarily to move flight control surfaces like the main
swash plate and tail rotor pitch slider in large helicopters where the control forces
required to move them are high. Retractable landing gear, rotor brakes, and wheel
brakes are also hydraulically powered if installed.
On helicopters with more than 4 seats, it can require 100’s lbs of force to move
and control the rotor blades when in flight. Without hydraulics, a human does not
have the strength to control a large helicopter. Hydraulics on helicopters is like
power steering on your vehicle.
On small helicopters, a human can easily manipulate the controls and the forces
placed on them by using mechanical linkages, bell cranks, and pulleys that have
been designed with mechanical leverage.
As a helicopter’s rotor blades move through the air they are designed to create
lift but also create drag. The larger the blade and the more rotor blades there are,
the more these forces are created.
As a result, because of Newton’s Third Law of Motion – “For every action, there is
an equal and opposite reaction” it means that forces are imparted back into the
blades.
Changing the pitch of a large rotor blade can require immense force. More force
than a human can impart into the cyclic, collective, or pedals.
To overcome this problem helicopter designers place hydraulic servos also known
as actuators on each flight control linkage to boost the power of the pilots’ input.
As the pilot moves a control in the cockpit it moves a mechanical linkage. This
linkage connects to a combination hydraulic valve/actuator (Servo).
As the pilot manipulates the collective, cyclic, or pedals the mechanical pushrods
move a shuttle inside the hydraulic valve.
As the shuttle moves, it allows hydraulic fluid under high pressure to flow through
into the actuator which moves the links connecting the swashplate or tail rotor
linkage.

ACSCE DEPT OF ECE 29

Hydraulics on Helicopter Flight Controls
On helicopters with more than 4 seats, it can require 100’s lbs of force to move
and control the rotor blades when in flight. Without hydraulics, a human does not
have the strength to control a large helicopter. Hydraulics on helicopters is like
power steering on your vehicle.
On small helicopters, a human can easily manipulate the controls and the forces
placed on them by using mechanical linkages, bell cranks, and pulleys that have
been designed with mechanical leverage.
As a helicopter’s rotor blades move through the air they are designed to create
lift but also create drag. The larger the blade and the more rotor blades there are,
the more these forces are created.
As a result, because of Newton’s Third Law of Motion – “For every action, there is
an equal and opposite reaction” it means that forces are imparted back into the
blades.
Changing the pitch of a large rotor blade can require immense force. More force
than a human can impart into the cyclic, collective, or pedals.
To overcome this problem helicopter designers place hydraulic servos also known
as actuators on each flight control linkage to boost the power of the pilots’ input.
As the pilot moves a control in the cockpit it moves a mechanical linkage. This
linkage connects to a combination hydraulic valve/actuator (Servo).
As the pilot manipulates the collective, cyclic, or pedals the mechanical pushrods
move a shuttle inside the hydraulic valve.
As the shuttle moves, it allows hydraulic fluid under high pressure to flow through
into the actuator which moves the links connecting the swashplate or tail rotor
linkage.

ACSCE DEPT OF ECE 30

 Hydraulics on Helicopter Rotor Brakes
On larger helicopters, with large rotor systems, the inertia they hold can be
tremendous. Once landed and the engine/s are shut down it can take a long time
for the rotor blades to stop spinning, especially if there is a breeze that keeps
‘Wind milling’ the rotor system.
For customers wishing to deplane and continue their journey, this is very
inconvenient. To help slow the rotor system after shutdown many helicopters
incorporate a rotor brake.

Hydraulics on Helicopter Retractable Landing Gear

For helicopters fitted with wheels, helicopter designers usually make the wheels
retract and stow for flight. Doing so dramatically reduces the drag they would
create and allows the top speed of the helicopter to be far higher and also reduces
fuel consumption. Leonardo AW139 Landing Gear Panel

To operate the landing gear the pilot uses a handle in the cockpit which actuates
a valve in one of the hydraulic circuits to raise and lower the nose and main
landing gear. Pilots can confirm the gear is down and locked by the indication of
3 green lights next to the landing gear handle.
In the event the hydraulic system is unable to lower the landing gear many larger
helicopters have a backup nitrogen system that can be fired to pressurize the

ACSCE DEPT OF ECE 31

 introduction of nitrogen into the hydraulic circuit will require attention from
maintenance personnel before the next flight.

Hydraulics on Helicopter Wheel Brakes

For helicopters with wheels, pilots need to be able to bring the helicopter to a
stop after taxiing and when parking the helicopter. To do this the pilot’s foot
pedals have levers built into them which the pilot can press with their toes to
hydraulically operate the brake systems on both the left and right main landing
gear. The right pedal operates the right landing gear brakes, and vice-versa for the
left.
To apply the ‘Parking Brake’ the pilot will operate the parking brake lever in the
cockpit and then pump their toe levers to build up the required hydraulic pressure
to ensure the parking brake is applied. Before taxiing away the pilots will
disengage the parking brake and then use the toe brakes to help taxi and position
the helicopter while on the ground.

Typical Helicopter Hydraulic Components:

Small helicopters usually only have a single hydraulic system, but as mentioned,
large helicopters can have 2,3, or even 4 independent hydraulic systems.

In each of these systems you will find the following components:

A Pump to supply system pressure. This is usually mounted to and driven by the
main transmission and so long as the main rotor system is turning, the hydraulics
is pressurized. Great during an engine failure!

A Hydraulic Filter. to ensure no dirt is allowed to pass into the system and jam a
valve or actuator.

A Distribution Manifold. to distribute pressurized hydraulic fluid to all of the

valves/actuators

ACSCE DEPT OF ECE 32

 A Cooling Radiator. to keep the hydraulic fluid at the correct operating
temperature when operating in hot environments.

Hydraulic Valves. convert the pilots’ inputs into movements for the actuators to
act upon.

Hydraulic Actuators. to move the flight control linkages connecting to the swash
plate and tail rotor pitch slider.

If equipped, a Tail Rotor Shutoff Valve. is used to isolate the long hydraulic lines
to the tail rotor actuator to save hydraulic fluid for the main rotor actuators in the
event of a system leak.

If equipped, Accumulators. are connected to each actuator and are pressurized

with nitrogen to give the pilot a few control movements to get the helicopter into
a safe flight condition when equipped with only a single hydraulic system.

Typical Hydraulics Assembly In ALH:

ACSCE DEPT OF ECE 33

 CONCLUSION
This full of training was oriented a big positive on the exposure to the works
carried out in an aviation industry and hence learnt a good deal from them. It was
a major step toward the practical things outside our syllabus. This was like a really
different world and the environment we usually get in our college under the
umbrella of our university syllabus,

The base aim of the training was to know about how and in how many stages a
helicopters in manufactured. It was also towards the learning of how complicated
a helicopters working mechanism can be and what are the ways our engineers
have found to bring it of simplest mechanism. Better safety and more efficiency.
The advancement in helicopters since it was first build in any Indian industry to
presently an armed ALH has been a great example of advancement and of premier
example set upon for me and all the upcoming engineers in future,

As an undergraduate we would like to say that the training program at HAL

helicopter division was an excellent opportunity for us to gain new knowledge.
Skill and experience which otherwise we would have never gained through going
straight into a job. On the whole, this internship was a useful experience and
provided an opportunity to meet many new peoples. We learnt many new
concepts apart from our domain; only because of this in-plant training we are
fortunate to have personal guidance from experience professional who took great
interest explaining the working of various departments. Besides the technical
aspects, this internship has indirectly helped me to learn team work, discipline, be
considerate/patient, self-trust, and the ability to solve. It has also strengthened
my communication skill. All in all it was a great experience for us.

ACSCE DEPT OF ECE 34

 Project :RFID
BASED LOCKING
AND TRACKING
SYSTEM

UNDER GUIDANCE OF :-
Mr.S Madhu Keswara Rao [ Chief MANAGER (ALH) ]

ACSCE DEPT OF ECE 0

 Locking and Tracking system using RFID

Introduction:
 This device is going to be used for the locking and tracking
system of tools in various tool boxes that are there in the
hangar.
 This document is going to cover all information required for
understanding how this device is going to work

Device overview:
 This device uses the technology of RFID tags and sensors with
the help of Arduino uno to create a locking mechanism that can
be used in the toolboxes available.
 The parts used in this device are
o Arduino uno - ₹ 2500

ACSCE DEPT OF ECE 1

 o RC522 RFID sensor - ₹ 80- 150

o Breadboard -₹ 90

o RFID tags and ID cards – from ₹ 10 onwards

ACSCE DEPT OF ECE 2

 o LCD Display - ₹ 500 onwards

ACSCE DEPT OF ECE 3

ACSCE DEPT OF ECE 4
 o Micro Servo motor - ₹ 189

o Jumper wires – variable price

o Power supply

ACSCE DEPT OF ECE 5

 o Lock

o RFID tags for tools -

WORKING :-

ACSCE DEPT OF ECE 6

  The below photo shows a rough sketch of the circuit that the
device will be of

 Basically, how the device works is that when we scan the RFID
tag or ID card on the RC522 reader this will send an input to the
display displaying the unique ID of the card and will move the
motor and open the lock to the toolbox
 Each tool in the box will be stuck with an RFID tag and will be
read by the reader every single time the tool is removed from
the box

ACSCE DEPT OF ECE 7

  All the tools will have a unique 5 digit code wherein the first 2
digits indicate the toolbox number and the next 3 digits indicate
the tool number in that toolbox
o Eg: 11034 indicates tool number 34 in toolbox 11
 All the tools that are scanned during one card swipe will be
logged onto that card and this information will be displayed on
the lcd display placed on top of the box.
 This information can be displayed with the help of a DBMS
(Database Management System) namely MYSQL which can be
integrated into the Arduino.
 The information will be displayed in the format
Serial Employee Tool Tool Date Time
number ID number name
 The lock will be closed when the same ID is scanned again.
 This same procedure is used whenever anyone needs to take a
tool from the toolbox and all the information is displayed in the
lcd display.

Final Project
Image

ACSCE DEPT OF ECE 8