S u m m e r Tr a i n i n g Re p o r t

Hindustan Aeronautics Limited

Lucknow, U.P.
(duration:1st June 2017 to 30th June 2017)
Submitted for partial fulfilment of the requirement for the award of the degree
of
Bachelor of Technology
In
Electronics & Instrumentation Engineering

Submitted by:
PRACHI UMARVAISHYA
14EI34
Department of Electronics & Instrumentation Engineering,
F.E.T. M.J.P. Rohilkhand University,
Bareilly(U.P.)-243006
Hindustan Aeronautics Limited

Declaration
I here by declare that project work is an authentic record of
my own work carried out at HINDUSTAN AERONAUTICS
LIMITED,LUCNOW as requirement of 4 weeks project for
the award of degree during 1st June to 30th June ,2017.

PRACHI UMARVAISHYA
14EI34
M.J.P.R.U.,BAREILLY

Certify that the above statement made by the student is

correct to the best of our knowledge and belief.

Sign
FACULTY OF ENGINEERING AND TECHNOLOGY
M.J.P. ROHILKHAND UNIVERSITY
BAREILLY-243006

CERTIFICATE
CONCERN TO WHOM IT MAY

This is to certify that Ms. PRACHI UMARVAISHYA ,ROLL NO. 14EI34, B.Tech
final year student of Electronics & Instrumentation Engineering had
undergone an Industrial Training at HINDUSTAN AERONAUTICS LTD.
LUCKNOW ,effect 01-06-2017 to 30-06-2017 . He has appeared in the
Industrial Training viva-vice as partial fulfilment of requirement for the
award of degree in Bachelor of Technology in the Electronics &
Instrumentation Engineering of M.J.P. Rohilkhand University, Bareilly during
the Academic year 2017-2018.

Ms. PRACHI UMARVAISHYA

H.O.D.
(EI DEPARTMENT)
 ACKNOWLEDGEMENT

I am thankful to HINDUSTAN AERONAUTICS

LIMITED, LUCKNOW for providing me an opportunity to get an
insight and practical experience in the operation , control and
manufacturing of aircraft accessories .
I am extremely grateful to MR. S. P. SINGH
(TRAININNG MANAGER) under whose guidance this summer
training was conducted successfully . I feel highly indebted to all
the senior HAL officials who extended me a constructive help in
the technical field along with enriching me with the valuable
practical tips in the operation of the accessories.
I gratefully acknowledge all the
engineers/staff who gave us their valuable time ,engagement
,constructive criticism for familiarizing us with technical aspects
of the HAL aircraft.

sincerely,

PRACHI UMARVAISHYA
B.TECH 4TH YEAR
BRANCHEI
 TABLE OF CONTENTS
HISTORY OF HAL
ORGANISATIONAL GROWTH OF HAL
MISSION OF HAL
CORE BUSSINESS
FINANCIAL PERFORMANCE
HAL MANAGEMENT ACADEMY
BANGALORE COMPLEX
MAJOR PRODUCTS OF HAL DIVISION
MAIN CUSTOMERS
AIRPLANE PARTS DEFINITIONS
INSTRUMENT FACTORY-
o INSTRUMENT SYSTEMS OF AN AIRCRAFT
o GYROSCOPIC INSTRUMENT
INSTRUMENT ASSEMBLY
FLIGHT DATA RECORDER
ALH
CONCLUSION
 PREFACE
Training has misinterpreted by most of us as
a platform for project performance. Industrial training in true sense
has been included in curriculum to make the student well versed
with the technical procedure of various industries, the basic criteria
for management of various resources in a company or industry.

The educational institution sole aim by

training is to improve the technical knowledge and to have a hand
on experience to make them realistic in thinking, to understand the
procedure for manufacturing keeping mind the minute detail which
will benefit the customer like no learning is proper without
implementation.

Doctors ,Lawyers , hotel management

student surely hold a upper hand. Its because right from the second
year of their graduation they are made to face the world and their
problem with tender mind. In due course of time slowly but steadily
they, develop a competitive attitude and here a definite plan and
aim as they complete their graduation..

Unlike the pitiable engineers like us who

are completely isolated from industry. Therefore their should be
industry institutions made compulsory for every engineering
institutes.
About us

HAL was established as Hindustan aircraft in Bangalore in 1940

on 23rd Dec 1940. Hindustan aircraft company was duly
incorporated under the Mysore companies act as a private ltd
company. It came into existence on 1st October 1964.

The company traces its roots to the pioneering efforts of an

industrialist with extraordinary vision, the late Seth Walchand
Hirachand , who set up Hindustan Aircraft Limited at Bangalore
in association with the erstwhile princely state of mysore in
december 1940. The government of india became a
shareholder in march 1941 and took over the management in
1942.
Today Hal has 19 production units and 9 research and design
centers in 7 locations in india. The company has an impressive
product track record -12 types of aircraft manufactured with in-
house r & d and 14 types produced under license. Hal has
manufactured over 3550 aircraft ,3600 engines and overhauled
over 8150 aircraft and 27300 engines .

HAL has been successful in numerous R & D program developed

for both Defence and Civil Aviation sectors. HAL has made
substantial progress in its current projects:
Dhruv , which is Advanced Light Helicopter(ALH)
Tejas Light combat aircraft (LCA)
Intermediate Jet Trainer(IJT)
various military and civil upgrades

Dhruv was delivered to the Indian Army ,Navy , Air

Force and the Coast Guard in march 2002, in the very
first year of its production , a unique achievement .

HAL has played a significant role for Indias space programs by

participating in the manufacture of structures for Satellite Launch
Vehicles like
PSLV (Polar Satellite Launch Vehicle)
GSLV (Geo-synchronous Satellite Launch Vehicle)
IRS (Indian Remote Satellite)
NSAT (Indian National Satellite)
HAL has formed the following Joint Ventures(JVs)
 Indo-Russian Aviation Limited
Sneema HAL Aerospace Pvt. Ltd
SAMTEL HAL Display System Limited
HALBIT Avionics Pvt Ltd
HAL-Edgewood Technologies Pvt Ltd
INFOTECH HAL Ltd
Ba HAL Software Limited

Apart from these seven other major dissatisfaction projects are

industrial marine gas turbine and airport services . Several co-
production and joint ventures with international participation are
under consideration.

HALs services/appliers mainly to Indian defence services ,coast

guards and border security forces. Transport aircraft and
helicopters have also been supplied to airlines as well as state
government of India. The company has also achieved a football in
export in more than 30 countries , having demonstrated in quality
and price competitiveness.

HAL has several International & National awards for achievement

in R & D ,Technology, Management performance, Exports, Energy
Conservation, Quality and Fulfilment of Social Responsibilities.
 HAL was awarded the INTERNATIONAL GOLD MEDAL
AWARD for Corporate Achievement in quality and efficiency at
the International Summit (Global Rating Leaders 2003),
London, UK by M/s Global Rating and UK in conjunction with
the International Information and Marketing Centre(IIMC).
HAL was presented the International ARCH OF
EUROPEAWARD IN GOLD CATEGORY in recognition for its
commitment to Quality, Leadership.

Technology and Innovation at the International level, HAL won

the GOLD excellence in Public Sector Management, instituted by
Trophy for Standing Conference of Public enterprises (SCOPE).
The company scaled new heights in the financial year 2006-2007
with a turnover of Rs. 783.61crores.
 The Mission
To become a global player in the aerospace
industry
Hindustan aeronautics limited (HAL) is a Navratna
Defence Public Sector Unit and is presently ranked 34th among
the global defence companies. It has witnessed steady Growth
over the years and achieved a turnover of 2 BUSD in 2007-08
(Rs.8625 Cr). Founded in 1940 and now fully owned by the
Government of India, HAL is the Premier aerospace industry in
Asia. There are 19 Production Divisions and 9 R & D Centres
Spread across the country. The product portfolio, emanating
both from indigenous in-house design and license production ,
meets almost all the requirement of Indian Defence Services
through Fighter aircraft, Trainer aircraft and Helicopters.
Major products currently in the production range are
SU-30MKI, Jaguar, Hawk , Dornier 228, Dhruv (Advanced Light
Helicopter ALH), Cheetal and Chetek helicopters.
The Limited Series Production of the Light Combat
Aircraft (LCA), Intermediate jet Trainer (ijt) have commenced
and the Light Combat Helicopter (LCH) which is in an Advanced
stage of development will be inducted into service shortly.

CORE BUSINESS
Affirming its commitment to the Defence Services and to
achieve strategic self reliance in the Aerospace Sector in the
country, HALs core business activities comprise:-
Design, Development and Production of Fixed Wing aircraft
(Fighters, Trainers & Transport) and Helicopters, their Engines,
Avionics & Accessories.
Life Cycle customer support through Maintenance, Repair &
Over hall of Aerospace products.
Manufactures of Structures and Integrated systems for space
launch vehicles & satellites.
The Company is launching new design & development projects on
Fifth Generation Fighter Aircraft, Multi-role Transport Aircraft, Light
Utility Helicopter, Medium Lift Helicopter, Turboprop Trainer and
UAVs to meet the future requirement of our Defence Services.

FINANCIAL PERFORMANCE
The year 2007-08 was a year of growth, achievement and
recognition for the Company. During the year HAL registered all
time record turnover of Rs.8625.33 crs. registering a 10.82%
growth over the previous financial year. The profit for the year was
Rs.2164.23crs. as against Rs.1743.60 crs. in the previous year. The
net worth of the Company has gone up from Rs.2084.99 crs (in
2006-07) to Rs.3326.53 crs (in 2007-08).
HAL has attained the status of a Zero Debt Company during
2007-2008.Return to the Government on the investment in HAL is
steadily on the increase with the highest Dividend of Rs.327 crs.
(271%) paid for the year 2007-2008.

HAL MANAGEMENT ACADEMY(HMA)

HMA is a premier centre of learning having qualified faculty

members and equipped with all required training facilities. It
regularly conducts series of training programmers from entry level
to senior executives of the company to facilitate continued
enhancement of their managerial skills and leadership qualities. It
has embarked on a journey to enable personal and professional
development of executives of the company belonging to all
functions, through re-designing the required framework,
establishing of processes and
making available opportunities for a sustained learning and
development, spanning their entire career.HMA has an ambitious
vision to go beyond training and enable executives of HAL to
unleash their potential and enrich their professional and personal
lives.
BANGALORE COMPLEX
AIRCRAFT DIVISION
The product profile of the Division presently includes Jaguar
aircraft HAWK-Advanced jet trainer, PTA (Lakshya).
The Division exports high precision aircraft components and sub-
assemblies like Airbus A320/A321 Forward Pax Doors, Boeing 777
Up lock Box assembly, B737 cargo conversion and other structural
work packages.
ENGINE DIVISION
Engine Division is presently engaged in manufacture of Adour
MK 871, Adour MK811, Garrett TPE 331-5, Artouste IIIB & PTAE
engines.
The division also undertakes repair and overhaul of TM 333-2B2,
Adour MK 811, Adour MK 804E, Garrett, Dart, Gnome, Orpheus,
Artouste IIIB.
The Division also has taken up new TPE 331-12 engine
programmed for export.
OVERHAUL DIVISION
The present activities of Overhaul Division includes Major
servicing of Kiran MK I/IA , Kiran MK II, Jaguar Strike& Trainer and
Major inspection of Mirage 2000 Fighter & Trainer , Overhaul &
repair of Lycoming engines (HPT-32 & Islander) Overhaul and
repair / servicing of accessories.
The Divisions also renders services to IAF aircraft at its various
bases in Yelahanka (Avro and AN-32), Tambaran (Kiran MK1/1A
and HPT -32).
 AEROSPACE DIVISION
The division undertakes production of Light Alloy Structures
for the Polar Satellite launch Vehicle (PSLV) , Geo-Stationary
Launch Vehicle (GSLV MkII), Indian Remote Sensing Satellite
(IRS) , Indian National Satellite (INSAT) and the structures &
welded tank for the Cryogenic upper stage of GSLV MkII.
The Division has taken up full equipping & integration of the
strapon boosters for GSLV MkII and also manufacture of all
structures & tank ages for a larger GSLV Mk III Vehicle with
enhanced capabilities.
FOUNDRY & FORGE DIVISION
The division undertakes development & manufacture of
Aluminum and Magnesium base alloys and indigenous
development of castings and forgings in ferrous and Non
ferrous alloys, rolled rings, brake pads and rubber products for
critical applications for the Aeronautics, Space & Defence
industries.
The Division has the Central Materials & Processes
Laboratory which undertakes development of Materials,
Castings, and Forgings & New Processes.
AIRPORT SERVICES CENTRE
Presently Airport Services Centre is providing the technical
services of Air Traffic Control, maintenance of runway and
navigation / landing aids and various other allied services at
HAL airport . INDUSTRIAL &MARINE GAS TURBINE (IMGT)
DIVISION
The major activities of IMGT Division presently are
manufacture of LM 2500 (Marine) engines and repair /
overhaul of Industrial Avon, Allison & LM 2500 (Industrial)
engines.
LCA-LSP
A dedicated LCA-LSP Unit has been set up to handle LCA-
Tejas Limited Series production as well as series production.
 MAJOR PRODUCTS OF THE H.A.L. DIVISION
The major products of the Division are:
Undercarriage systems
Wheels and Brake systems
Hydraulic Systems
Aircraft and Engine Fuel Systems
Panel Instruments (Barometric and gyroscopic)
Electric Power Generation and Control systems
Environmental control systems.
Flight Control Actuators
Ground Support Equipment and test Rigs.

Main Customers:

i. Indian Air Force, Army, Navy, Coast Guard, BSF

ii. Defence R&D Laboratories and Deptt of Space;
iii. Civil Aviation, State Govt., Ordnance Factories,
Corporate Sectors;
iv. Flying Academies & Educational Institutions;
v. Airlines, Air Taxi, Air Cargo;
vi. Overseas customers for civil and military
applications.
vii. Collaborators and Licensor
 AIRPLANE PARTS DEFINITIONS
And their functions

This page shows the parts of an airplane and their

functions. Airplanes are transportation devices which are
designed to move people and cargo from one place to
another. Airplanes come in many different shapes and sizes
depending on
the mission of the aircraft. The airplane shown on this slide is a
turbine-powered airliner which has been chosen as a
representative aircraft.
For any airplane to fly, you must lift the weight of the
airplane itself, the fuel, the passengers, and the cargo. The
wings generate most of the lift to hold the plane in the air. To
generate lift, the airplane must be pushed through the air. The
jet engines, which are located beneath the wings, provide
the thrust to push the airplane forward through the air. The
air resists the motion in the form of aerodynamic drag. Some
airplanes use propellers for the propulsion system instead
of jets.

To control and maneuver the aircraft, smaller wings are located

at the tail of the plane. The tail usually has a fixed horizontal
piece (called the horizontal stabilizer) and a fixed vertical piece
(called the vertical stabilizer). The stabilizers' job is to provide
stability for the aircraft, to keep it flying straight. The
vertical stabilizer keeps the nose of the plane from swinging
from side to side, while the horizontal stabilizer prevents an up-
and-down motion of the nose. (On the Wright brother's first
aircraft, the horizontal stabilizer was placed in front of the
wings. Such a configuration is called a canard after the French
word for "duck"). At the rear of the wings and stabilizers are
small moving sections that are attached to the fixed sections by
hinges. In the figure, these moving sections are colored brown.
Changing the rear portion of a wing will change the
amount of force that the wing produces. The ability to
change forces gives us a means of controlling and
maneuvering the airplane. The hinged part of the vertical
stabilizer is called the rudder; it is used to deflect the tail to the
left and right as viewed from the front of the fuselage. The
hinged part of the horizontal stabilizer is called the elevator; it is
used to deflect the tail up and down. The outboard hinged part
of the wing is called the aileron; it is used to roll the wings
from side to side.
 Most airliners can also be rolled from side to side by using
the spoilers. Spoilers are small plates that are used to
disrupt the flow over the wing and to change the amount of
force by decreasing the lift when the spoiler is deployed.
The wings have additional hinged, rear sections near the body
that are called flaps. Flaps are deployed downward on take off
and landing to increase the amount of force produced by the
wing. On some aircraft, the front part of the wing will also
deflect. Slats are used at take off and landing to produce
additional force. The spoilers are also used during landing to
slow the plane down and to counteract the flaps when the
aircraft is on the ground. The next time you fly on an
airplane, notice how the wing shape changes during take off and
landing.
The fuselage or body of the airplane, holds all the pieces
together. The pilots sit in the cockpit at the front of the fuselage.
Passengers and cargo are carried in the rear of the fuselage.
Some aircraft carry fuel in the fuselage; others carry the fuel in
the wings. As mentioned above, the aircraft configuration in the
figure was chosen only as an example. Individual aircraft may
be configured quite differently from this airliner. The Wright
Brothers 1903 Flyer had pusher propellers and the elevators at
the front of the aircraft. Fighter aircraft often have the jet
engines buried inside the fuselage instead of in pods hung
beneath the wings. Many fighter aircraft also combine the
horizontal stabilizer and elevator into a single stipulator
surface. There are many possible aircraft configurations, but
any configuration must provide for the four forces needed for
flight.
 Aircraft Yaw Motion

In flight, any aircraft will rotate about its centre of gravity, a

point which is the average location of the mass of the
aircraft. We can define a three dimensional coordinate
system through the centre of gravity with each axis of this
coordinate system perpendicular to the other two axes. We can
then define the orientation of the aircraft by the amount of
rotation of the parts of the aircraft along these principal
axes. The yaw axis is perpendicular to the wings and lies in the
plane of the aircraft centre line. A yaw motion is a side to side
movement of the nose of the aircraft as shown in the animation.
The yawing motion is being caused by the deflection of the
rudder of this aircraft. The rudder is a hinged section at the rear
of the vertical stabilizer.
As described on the shape effects slide, changing the angle of
deflection at the rear of an airfoil changes the amount of
lift generated by the foil. For the vertical stabilizer and
rudder, the orientation of the airfoil causes a side force to be
generated. With greater deflection of the rudder to the left, the
side force increases to the right. With greater deflection to the
right, the side force increases to the left.

The lift generated by the rudder acts through the

center of pressure of the rudder and vertical stabilizer and is
located at some distance from the center of gravity of the
aircraft. The change in side force created by deflecting the
rudder generates a torque about the center of gravity which
causes the airplane to rotate. The pilot uses this ability to
keep the nose of the aircraft pointed in the direction of travel.

On all aircraft, the vertical stabilizer and rudder

create a symmetric airfoil. This produces no side force when
the rudder is aligned with the stabilizer and allows the
combination to produce either positive or negative side force,
depending on the deflection of the rudder. Some fighter planes
have two vertical stabilizers and rudders because of the need to
control the plane with multiple, very powerful engines.
 Aircraft Roll Motion

In flight, any aircraft will rotate about its center of

gravity, a point which is the average location of the mass
of the aircraft. We can define a three dimensional
coordinate system through the center of gravity with each axis
of this coordinate system perpendicular to the other two axes.
We can then define the orientation of the aircraft by the
amount of rotation of the parts of the aircraft along
these principal axes. The roll axis lies along the aircraft
centerline. A roll motion is an up and down movement of the
wings of the aircraft as shown in the animation .
The rolling motion is being caused by the
deflection of the ailerons of this aircraft. The aileron is a
hinged section at the rear of each wing. The ailerons work in
opposition; when the right aileron goes up, the left aileron
goes down.
As described on the shape effects slide, changing the angle of
deflection at the rear of an airfoil will change the amount
of lift generated by the foil. With greater downward
deflection, the lift will increase in the upward direction;
with greater upward deflection, the lift will decrease in the
upward direction. Since the ailerons work in pairs, the lift
on one wing increases as the lift on the opposite wing
decreases. Because the forces are not equal, there is a
net twist, or torque about the center of gravity and the
aircraft rotates about the roll axis. The pilot can use this ability
to bank the aircraft which causes the airplane to turn.
On this page we have demonstrated an aircraft roll
induced by movement of the ailerons, but there are other
ways to produce a rolling motion on an aircraft. The
Wright brothers used a method called wing warping. Their
wings were wired together in such a way that the outer panels
of each wing could be twisted relative to the inner panel. The
twisting changed the local angle of attack of sections of the
wing which changed the lift being generated by that section.
Unequal forces on the wings caused the aircraft to roll.
Many modern airliners use a spoiler to roll the aircraft. A
spoiler is a plate that is raised between the leading and trailing
edges of the wing.
The spoiler effectively changes the shape of the
airfoil, disrupts the flow over the wing, and causes a section of
the wing to decrease its lift. This produces an unbalanced
force with the other wing, which causes the roll. Airliners
use spoilers because spoilers can react more quickly than
ailerons and require less force to activate, but they always
decrease the total amount of lift for the aircraft. It's an
interesting trade! You can tell whether an airliner is using
spoilers or ailerons by noticing where the moving part is
located. At the trailing edge, it's an aileron; between the
leading and trailing edges, it's a spoiler. (Now you can dazzle
the person sitting next to you on the plane!)
INSTRUMENT FACTROY IN HAL , LUCKNOW
This factory deals with the testing and assembly of electronics
instruments used in aircraft e.g. Altimeter,RMI, Gyro-magnetics
compass , black box etc.This INSTRUMENT FACTORY is further divided
into four units which are as follows:
CLEAN ROOMS
ASSEMBLY AND TEST SHOP 2 & 3
ELECTRO ROTATING MACHINES
GROUND LAND NAVIGATION SYSTEM SHOP (G.L.N.S Shop)

INSTRUMENT SYSTEMS OF AN AIRCRAFT

Instrument Systems
Just as in a car, there are instruments that monitor the
engine, and instruments that monitor the "flight" or drive. So in
aircraft the same way we can separate the gizmos, dials and
whirligigs into two groups by function in any aircraft. So these
two group are as fowllows:
1. Engine Instruments
2. Flight Instruments
Engine Instruments
Every car has an indicator to let you know when you need
petrol. A red light comes on if oil pressure drops, or oil
temperature is increasing. There is a gauge to tell you if the
battery is charging. The general condition of the running motor is
available to the driver at all times. The same is true in an
airplane. Airplanes have added redundancy increasing the
options if one system fails, since you cannot pull over and call
road-side service. Engine instruments in thesimple single-engine
airplanes are:
Fuel gauges
Oil pressure
Oil temperature
 Exhaust gas temperature
Nainfold temperature
RPM
Altimetere/generator
For multi-engine airplanes, there is a complete set of
these instruments for each engine. That's why some cockpits
look so confusing. These instruments alert the pilot to engine
operation and condition as the flight progresses.
The more complex the aircraft systems, the more
instruments needed to monitor the health of those systems.
Aircraft with hydraulic systems have to allow for redundancy
and often have dual hydraulics with mechanical back
capabilities all as individual indicators.

Flight Instruments

As pilot flew there aircraft with only "needle, ball and

airspeed". This is refered to the compass, a level, and a
speedometer or airspeed indicator. Now these are still in
use, but added with a few things to keep up with
technological advances and flight research. What does a pilot
want to know? Airspeed, altitude, heading, rate of turn, feet
per minute in climb or descent, and the attitude of the
airplane as compared to the horizon.
These are the basic six instruments. Here's a review of
the Basic Six instruments found in the cockpit of any plane.
Their position varies, but these six are always there
 The flight instruments give the pilot feedback on the three
axes and his own skill and coordination. Instructors like to
cover them up, just to see how well a pilot can fly by the seat
of his or her pants or strictly by "feel". The instructors also like
to place a "view limiting device" on the pilot to ensure that
the pilot is relying on the instruments alone and not using
outside visual references. Pilots must trust the instruments
since the human body often gives false sensations. That is
why there are redundant instrument systems.
As these flight instruments were basically based on the
principle of GYRO. So also sometimes these are called
GYROSCOPIC INSTRUMENTS.
Gyroscopic Systems and Instruments
GENERAL
The gyro instruments include the heading indicator,
attitude indicator and turn coordinator (or turn-and-slip
indicator). Each contains a gyro rotor driven by air or
electricity and each makes use of the gyroscopic principles to
display the attitude of the aircraft. It is important that
instrument pilots understand the gyro instruments and the
principles governing their operation.
PRINCIPLES
1. RIGIDITY IN SPACE:
The primary trait of a rotating gyro rotor is rigidity in
space, or gyroscopic inertia. Newton's First Law states in part:
"A body in motion tends to move in a constant speed and
direction unless disturbed by some external force". The
spinning rotor inside a gyro instrument maintains a constant
attitude in space as long as no outside forces change its
motion. This stability increases if the rotor has great mass and
speed. Thus, the gyros in aircraft instruments are constructed
of heavy materials and designed to spin rapidly
(approximately 15,000 rpm for the attitude indicator and
10,000 rpm for the heading indicator).
 The heading indicator and attitude indicator use gyros as an
unchanging reference in space. Once the gyros are spinning,
they stay in constant positions with respect to the horizon or
direction. The aircraft heading and attitude can then be
compared to these stable references. For example, the rotor
of the universally mounted gyro (See Universally Mounted
Gyro figure, on the right) remains in the same position even if
the surrounding gimbals, or circular frames, are moved. If the
rotor axis represents the natural horizon or a direction such
as magnetic north, it provides a stable reference for
instrument flying.
2. PRECESSION :
Another characteristic of gyros is precession, which is the
tilting or turning of the gyro axis as a result of applied forces.
When a deflective force is applied to the rim of a stationary
gyro rotor, the rotor moves in the direction of the force.
When the rotor is spinning, however, the same forces causes
the rotor to move in a different direction, as though the force
had been applied to a point 90 around the rim in the
direction of rotation (See the Precession Force figure, below
right). This turning movement, or precession, places the rotor
in a new plane of rotation, parallel to the applied force.
 Unavoidable precession is caused by aircraft
maneuvering and by the internal friction of attitude anddirectional
gyros. This causes slow "drifting" and thus erroneous readings.
When deflective forces are too strong or are applied very rapidly,
most older gyro rotors topple over, rather than merely precess.
This is called "tumbling" or "spilling" the gyro and should be
avoided because it damages bearings and renders the instrument
useless until the gyro is erected again. Some of the older gyros
have caging devices to hold the gimbals in place. Even though
caging causes greater than normal wear, older gyros should be
caged during aerobatic maneuvers to avoid damage to the
instrument.
The gyro may be erected or reset by a caging
knob. Many gyro instruments manufactured today have higher
attitude limitations than the older types. These instruments do
not "tumble" when the gyro limits are exceeded, but, however, do
not reflect pitch attitude beyond 85 degrees nose up or nose
down from level flight. Beyond these limits the newer gyros give
incorrect readings. These gyros have a self-erecting mechanism
that eliminates the need for caging.
 GYROSCOPIC INSTRUMENT

1. ATTITUDE INDICATOR
BASIC COMPONENTS AND OPERATION
The purpose of the attitude indicator is to present the pilot
with a continuous picture of the aircraft's attitude in relation to
the surface of the earth. The figure (below) shows the face of a
typical attitude indicator. It should be noted that other attitude
indicators differ in details of presentation.

Pitch attitudes are depicted by the miniature aircraft's

relative movement up or down in relation to the horizon bat, also
called the gyro or attitude horizon. Usually at least four pitch
reference lines arc incorporated into the instrument. Two are
below the artificial horizon bar and two are above.
The bank indicator, normally located at the top of the
instrument, shows the degree of bank during turns through the
use of index marks. These are spaced at 10 intervals through 30,
with larger marks; placed at 30, 60 and 90 bank positions
 The nose of the aircraft is depicted by a small white dot located
between the fixed set of wings or by the point of the triangle as
in the figure (See the bottom centre of the Attitude Indicator
figure, above right). The sky is represented by a light blue and
the earth is shown by black or brown shading. Converging lines
give the instrument a three-dimensional effect.
The small knob near the bottom of the instrument is used
for vertical adjustment of the miniature aircraft. During straight-
and-level flight the miniature aircraft should be adjusted so that
it is superimposed on the horizon bat.
Once the artificial horizon line is aligned with the natural
horizon of the earth during initial erection, the artificial horizon
is kept horizontal by the gyro on which it is mounted. An erection
mechanism automatically rights the gyro when precession occurs
clue to manoeuvres or friction. When the older-type gyro
tumbles as a result of extreme attitude changes, the rotor
normally processes slowly back to the horizontal plane.
Even an attitude indicator in perfect condition can give
slight erroneous readings. Small errors due to acceleration and
deceleration are not significant because the erection device
corrects them promptly; nonetheless, the pilot should be aware
of them (refer to the paragraphs below). Large errors may be
caused by wear, dirty gimbal rings, or out-of-balance parts.
Warning flags (see Attitude Indicator figure, above right) may
mean either that the instrument is not receiving adequate
electrical power or that there is a problem with the gyro.
Principal Attitude Indicator Errors
TURN ERROR
During a normal coordinated turn, centrifugal force causes
the gyro to process toward the inside of the turn. This precession
increases as the bank steepens; therefore, it is greatest during
the actual turn. The error disappears as the aircraft rolls out at
the end of a 180 degrees turn at a normal rollout rate. Therefore,
when performing a steep turn, the pilot may use the attitude
indicator for rolling in and out of the turn, but should use other
instruments (VSI and altimeter) during the turn for specific pitch
information.
 ACCELERATION ERROR

As the aircraft accelerates (e.g., during takeoff), there is

another type of gyro precession which causes the horizon bar to
move down, indicating a slight pitch up attitude. Therefore,
takeoffs in low visibility require the use of other instruments such
as the altimeter to confirm that a positive rate of climb is
established immediately after takeoff.
DECELERATION ERROR

Deceleration causes the horizon bar to move up, indicating

a false pitch down attitude.

2. HEADING INDICATOR

The heading indicator, shown in the figure below , formerly

called the directional gyro, uses the principle of gyroscopic rigidity
to provide a stable heading reference. The pilot should remember
that real precession, caused by maneuvers and internal
instrument errors, as well as apparent precession caused by
aircraft movement and earth rotation, may cause the heading
indicator to "drift".
In newer heading indicators, the vertical card or dial on the
instrument face appears to revolve as the aircraft turns. The
heading is displayed at the top of the dial by the nose of the
miniature aircraft (see the figure to the right). Another type of
direction indicator shows the heading on a ring similar to the
card. in a magnetic compass.
 Because the heading indicator has no direction-seeking qualities
of its own, it must be set to agree with the magnetic compass.
This should be done only on the ground or in straight-and-level,
unaccelerated flight when magnetic compass indications are
steady and reliable.
The pilot should set the heading indicator by turning the
heading indicator reset knob at the bottom of the instrument to
set the compass card to the correct magnetic heading. On large
aircraft, this function is done using a compass controller (See the
Compass Controller figure, below).

The pilot of a light aircraft should check the heading indicator

against the magnetic compass at least every 15 minutes to assure
accuracy. Because the magnetic compass is subject to certain
errors , the pilot should ensure that these errors are not
transferred to the heading indicator.

3. RATE AND QUALITY OF TURN INDICATORS

There are two types of rate and quality of turn indicators
1. The Turn Coordinator and
2. The Turn-and-Slip Indicator .
Both of these gyroscopic instruments indicate the rate at
which the aircraft is turning. The turn co-ordinator contains a
miniature schematic aircraft to shown when the actual aircraft is
turning. The turn-and-slip indicator, on the other band, has a
vertical needle which deflects in the direction the aircraft is
turning.
 TURN-AND-SLIP INDICATOR
The turn-and-slip indicator provides the only information of
either wing's level or bank attitude if the other gyroscopic
instruments should fail. This indicator is sometimes called the
"needle and ball". This instrument, along with the airspeed
indicator, magnetic compass and altimeter, can assist the pilot in
flying through instrument weather conditions, even when it is the
only gyro instrument operating.
The turn needle of the turn-and-bank indicator gives an
indirect indication of the bank attitude of the aircraft. When the
turn needle is exactly centred, the aircraft is in straight flight.
When the needle is displaced from centre, the aircraft is turning
in the direction of the displacement. Thus, if the ball is centred, a
left displacement of the turn needle means the left wing is low
and the aircraft is in a left turn. Return to straight flight is
accomplished by coordinating aileron and rudder pressures.
The ball of the turn-and-bank indicator is actually a separate
instrument, conveniently located under the turn needle so the
two instruments can be used together. This instrument is best
used as an indication of attitude. When the ball is centred within
its glass tube the manoeuvre is being executed in a coordinated
manner. However, if the ball is out of its centre location, the
aircraft is either slipping or skidding . The side to which the ball
has rolled indicates the direction of the slip or skid.
 In a slip, the rate of turn is too slow for the angle of bank, and
the lack of centrifugal force causes the ball to be displaced to the
inside of the turn. (To correct, decrease the angle of bank, or use
rudder to increase the rate of turn, or both). In a skid the rate of
turn is too fast for the angle of bank, and excessive centrifugal
force causes the ball to be displaced to the outside of the turn.
(To correct, increase the bank angle, or use rudder to decrease
the rate of turn, or both).
In coordinated flight, the needle may be used to measure
the rate of turn; in a "standard rate turn", the needle is aligned
with the left or right marker (dog-house) and the aircraft will
turn at the rate of 3 per second or 180 in one minute. Hence, in
these conditions, the needle indicates both direction and rate of
turn.
The answer to controlling and trimming an aircraft in
straight and level flight by means of the turn-and-bank indicator
requires a return to basic control principles - i.e., control yaw
with the rudder and keep the wings level with aileron. Therefore,
when flying straight and level through the use of the turn-and-
bank indicator, prevent yawing with appropriate rudder pressure,
and keep the wings level with appropriate aileron pressure. The
needle will not deflect while heading is constantly maintained,
since no turn exists.
In other words, control the ball with rudder since the ball
moves parallel to a plane passing through the rudder pedals, and
control the needle with aileron since the ailerons affect bank
angle, a primary requirement for a normal turn.
It is important that both the needle and ball are used
together. The problem associated with using these instruments
separately is that although the ball will positively indicate that
the aircraft is slipping or skidding, just which one of these the
aircraft is doing can only be determined by reference to the
needle. Furthermore, the needle will not positively indicate a
bank attitude. An aircraft could be in a bank attitude and yet the
needle could remain centred or indicate a turn in the opposite
direction, if controls are not coordinated.
 TURN CO-ORDINATOR
Most current aircraft have a turn coordinator that replaces
the older turn-and-slip instrument. A small aircraft silhouette
rotates to show how the aircraft is turning (see the figure below).
When the aircraft turns left or right, the aircraft silhouette banks
in the direction of the turn. When the wing of the aircraft
silhouette is aligned with one of the lower index marks, the
aircraft is in a standard-rate turn 30/sec.).

Fig.15. Turn Co-ordinator

This instrument also senses the roll rate because the gyro is
tilted on its fore and aft axis. The electric gyro is canted
approximately 35; therefore, the miniature aircraft banks
whenever the actual aircraft rotates about either the yaw or roll
axis. This freedom of movement enables the gyro to indicate
immediately when the aircraft is turning. After the bank angle for
a turn is established and the roll rate is zero, the aircraft symbol
indicates only the rate of turn.
The miniature aircraft moves independently of the ball or
inclinometer. The position of the ball indicates the quality of the
turn. When the miniature aircraft depicts a turn and the ball is not
centred, it shows that the turn is not coordinated (see black ball in
figure on the right).
If the miniature aircraft is level and the ball is displaced to
either side (see ball in above figure on the right), the aircraft is
flying straight but with one wing low.
 The pilot should understand the relationship of true airspeed
and angle of bank as it affects the rate and radius of turn. The
Aircraft at Same Bank Angle But Different Speeds figure (right)
shows three aircraft flying with the same angle of bank but at
different airspeeds. The aircraft with the greatest rate of turn is
aircraft A. If two aircraft arc turning at the same angle of bank,
the slower aircraft has the shorter turning radius and also a
greater rate of turn.

Fig.16. Aircraft at the same bank angle but different speeds

A common misconception is that faster aircraft will

complete a 360 turn in the least time. For example, a jet in a 20
bank flying at a true airspeed of 350 kts requires approximately
5.3 minutes to complete a 360 turn. Aircraft A, with also a 20
bank but a true airspeed of 130 knots (kts), requires just two
minutes to complete a 360 turn.
The radius of turn also increases with an increase in
airspeed, varying with the square of the true airspeed. Therefore,
because the speed of aircraft C is about three times that of
aircraft A, the turning radius of aircraft C is approximately nine
times that of aircraft A.
 4. THE GYROSYN COMPASS SYSTEM
A gyrosyn compass system has a remotely located unit for sensing
the earth's magnetic field. It incorporates a gyroscope to provide
stability. Electrical power is required for its operation.
A variety of cockpit indicators may be driven by a gyrosyn
compass system, including fixed-card instruments, or moving-card
indicators such as a radiomagnetic indicator (RMI) or a horizontal
situation indicator (HSI).
All gyrosyn compass systems have a set of basic components
whose operation is similar, regardless of the aircraft type:
a) REMOTE COMPASS TRANSMITTER
The remote compass transmitter senses the earth's magnetic
field. It is usually remotely located to reduce aircraft magnetic
disturbances. The sensing element is pendulously suspended
within a sealed bowl (fluid-filled to prevent excessive swinging)
and maintains a horizontal plane within a pitch attitude of +30
degrees. During large changes in heading, airspeed or pitch the
sensing clement is displaced from the horizontal plan and
produces erroneous signals. These generally have little effect
because of the stability provided by the gyro, and a return to
straight-and-level, unaccelerated flight again provides correct
orientation signals;
b) GYROSCOPE
The gyroscope principle of rigidity in space is applied to retain
a fixed position during any aircraft turns. Turning motion of the
aircraft about the gyro is then electrically relayed to the heading
indicator;
c) ERECTION MECHANISM
An erection torque motor is used to keep the gyro spin axis
in a horizontal plane;
d) AMPLIFIER
The amplifier is the coordination and distribution center for
all system electrical signals. Remote compass transmitter signals
arc phase detected to resolve for the 180-degree ambiguity and
arc sent to the slaving torque motor to keep the gyro spins axis
aligned with magnetic north-south. The amplifier also provides
high voltage to the slaving torque motor for any periods of fast
slaving; and
e) HEADING INDICATOR UNIT
NOTE: Some gyrosyn compass systems are capable of non-slaved
operation in extreme northern or southern latitudes where the
earths magnetic field is distorted or weak. In this situation:
a. The remote compass transmitter does not-function;
b. The gyro must be oriented manually for heading and then
serves as the only
directional reference;
c. Aircraft turning motion about the gyro is still relayed
electrically to the
heading indicator; and
d. Some form of latitude correction is necessary to overcome the
effects of apparent precession.
INSTRUMENTS ASSEMBLED IN THE INSTRUMENT FACTROY
OF THE HAL
1. INSTRUMENTS OF CLEAN ROOM 1
A.) KC -2 COMPASS SYSTEM
PURPOSE:
The KC -2 compass system designed for installations in a
fighter aircraft, is employed for determining and indicating the
aircraft heading, landing course and radio station bearings as well
as for feeding heading signals to the consumers.
PRINCIPLE OF OPERATION OF COMPASS SYSTEM:
The KC -2 compass system is a directional gyro operating
without gimbals errors with remote transmission of aircraft,
headings to indicators and consumers. Heading signals fed by the
directional gyro are initially slaved with the magnetic heading by
means of the magnetic corrector. The compass system makes it
possible to determine the aircraft heading, relative and true
bearings of the radio station and to feed heading signals to
consumers for solving piloting, navigation, firing, bombing, etc.
tasks.
Like most of the modern reading compasses, the compass
system employs the principle of combined operation of directional
gyro and a heading selector (corrector). This principle consists in
the following: the used heading selector (corrector) determines
the aircraft heading relative to magnetic meridian and presents
the result for correcting heading signal picked up from the gyro.
B.) REMOTE CONTROLLED GYRO HORIZON
PURPOSE:
The main purpose of remote controlled gyro horizon A D-1 is
to ensure the pilot of highly perceptible broad scale indication of
position of aircraft in wide range of angles of bank and pitch
during retaining correct readings after any evolution.
Visual indicator of gyro horizon A D-1 is the following
system, reproducing angles of bank and pitch in accordance with
electrical signals fed by distant located gyro horizon (gyro pick
up). Use of remote transmission of output signals permits to set
some visual indicators from gyro pick-up in action.
 Gyro pickup may feed electrical signals proportional to angles of
rolling and pitch not only on visual indicator of A D-1 but also on
others available instruments of these signals (altitude control,
avigraph system, radar and so on) on aircraft.
C.) VERTICAL GYRO 458 M
PURPOSE: Modified vertical gyro 458 M develops electrical
signals proportional to the aircraft roll and pitch angles within
360 in all modes of operation and maneuvers of the aircraft.
OPERATING PRINCIPLE: Operation of the 458M vertical gyro is
based on the feature of a free gyro to retain the direction of the
rotor axis unchanged in space and the feature of a pendulum to
align itself with the true geographical vertical of the earth.
In flight, the present position of the true vertical is fixed by
a liquid level pendulum type switch employing the 11XM-9M
elements. If the spin axis of the gyroscope departures from the
true vertical, the torque motors (torquers) of the pendulum
erection system develop torques on the axles of the outer gimbals
due to electrical signals proportional to the departure angles. The
torques cause the gyroscope spin axis to process toward the true
vertical.
During aircraft maneuvering the axis of the gyroscope rotor
retains its vertical position and the housing of the vertical gyro,
rigidly connected to the aircraft structure, turns with respect to
the rotor axis through angles equal to the aircraft turn angles in
roll and pitch. These angles converted into electrical signals are
transmitted through the synchro system either to a miniature
aircraft or to the card of the artificial horizon. The roll and pitch
angles are taken off the artificial horizon scales.
Due to the Earth rotation, friction of the axle of the outer
gimbal, unbalancing and other factors, the spin axis of the
gyroscope departures from its vertical. The errors caused by the
above factors are eliminated by means of the pendulum erection
system. Besides, the vertical gyro is equipped with a special
follow up system which protects the gyroscope from tumbling at
any maneuvers of the aircraft.
 To increase the accuracy of the roll and pitch during the aircraft
maneuvers, acceleration and decelerations; and to prevent action
of the noon gravitational forces tending to align the pendulum
and the gyroscope spin axis connected with it through the
erection system with so called apparent vertical, provision is made
to cut out the gyroscope during turns by means of the bar type
erection switch connected in series with the contacts of erection
cutout switch as well as to cutout pitch erection system by means
of the liquid switch when longitudinal acceleration are imparted.
2. INSTRUMENTS OF CLEAN ROOM 2
A.) ASI (SENSITIVE AIRSPEED INDICATORS)
PURPOSE & OPERATING PRINCIPLE: It is designed to provide
continuous indication of the airspeed of aircraft. The instrument is
basically a differential air pressure gauge consisting of a twin
capsule assembly connected, via suitable linkage and gearing to
pointers which move over a circular dial calibrated in knots.
1 knot = 1.85 km/hour
When installed, the interior of the capsule is connected by a
capillary tube to the aircrafts pitot pressure line while the
exterior of the capsule is open to static pressure via the aircraft
static system. One side of capsule is secured to the instrument
frame, but the other side is free to move in response to pressure
differences and it is this movement which is transmitted to the
pointers. The instrument has two concentric pointer consisting of
a fast and a slow hand. The fast hand indicates on an outer scale
which is calibrated 0 100 knots. The slow hand moves over a
inner or subsidiary scale and indicates hundreds of knots.
B.) VERTICAL SPEED INDICATORS:
PURPOSE: The Vertical Speed Indicators are sensitive to the rate
of change of pressure in the aircraft static air system and indicate
by means of a pointer moving over an integrally lit dial, the
vertical component of aircraft speed. The scale, for both climb and
descent is linear over its first part and logarithmic over the
remainder and is calibrated in ft/min for group A indicators and
m/s for group B indicators. The other main difference between
the indicators is in the type of electrical connector fitted.
OPERATING PRINCIPLE:
The purpose in an aircraft static system is proportional to the
height of the aircraft; therefore the rate of change of static
pressure is proportional to he vertical component of aircraft
speed. The static system is connected directly to the inside of the
capsule, and via a calibrated is zero, but when the static pressure
changes the pressure difference cited is proportional to the rate
at which the static pressure changes. A pressure differential
across the capsule causes the capsule to expand or contract.
Movement of the capsule is transmitted via the rocking shaft
assembly, sector gear and pinion to drive the indicator pointer.
Thus the position of the pointer represents the rate of change of
static pressure and the vertical component of aircraft speed.The
ranging spring block increasingly restricts the movement of the
capsule as the pressure differential across the capsule increases,
to provide a non linear response. The response is chosen to
retain readability at low rates of climb and descent.
C.) INDICATING ACCELEROMETERS
PURPOSE- Indicating accelerometers provide a visual
indication of the acceleration experienced in the vertical axis of
an aircraft. The scale is calibrated in unit of g the unit of normal
gravitational acceleration. The accelerometers are housed in a 2
inch diameter case with detachable bezel. On KAE-0504/3, one
corner of the bezel is removed. The presentation comprises three
concentric pointers moving over a linearly divided scale. The front
pointer registers the instantaneous acceleration, and the middle
and rear pointers register the maximum positive (upward) and
negative (downward) acceleration respectively.
OPERATING PRINCIPLE- An acceleration force acting upon a
weight tends to cause the shafts to rotate against the control
spring. Symmetrical duplication of the shaft and weights, ensure
that rotation of the shafts is due to the vertical component of
acceleration only.
When the unit is stationary in its normal operating position,
the front point indicates the force due to the gravity as + 1 g and
the middle and rear pointer indicates the maximum positive and
negative acceleration experienced since the reset button was last
depressed. The eddy currents drag cup provides damping to
ensure that higher frequency acceleration, due to vibration , are
not included.
D.) MACHMETER
GENRAL:
It indicates Mach number within the range of 0.4 to 0.85 Mach,
at altitudes between zero and +50,000 feet. The instrument
mechanism is contained within a square section metal case
which is sealed at the front end by a flange and glass assembly.
At the rear the case is sealed by a gasket sandwiched between a
clamping plate and the rear cover. The rear cover carrier a 3 pin
electrical receptacle together with the pitot and static pressure
inlet. The instrument is fitted with a rotating lubber mark which
can be adjusted by a setting screw located in the case back
plate. Four internal lamps with red filters, situated behind the
top corners of the flange provide illumination at the dial, lubber
mark and pointer. Each lamp is energized by a low voltage ac or
dc supply connected through the 3 pin receptacle at the rear of
the instrument.
 Flight Data Recorder
Purpose and working:
System records automatically 6 continuously changing
parameters which are:
Altitude
Engine speed
Aircraft speed
Vertical acceleration
Horizontal acceleration
Turn Angle of stabilizer
Five single command signal, Eight single command signals
superimposed on Three continuously variable parameters,
and timer line to indicate the time on black and white aero
photo film and preserves it in normal and crash conditions
for study and analysis of flight conditions.
Working:
In this, mechanical motion is converted into electrical
signals and then it is converted in to optical signals,.
There is a fixed mirror in the vibrator which moves
accordingly to the moving light beam. The light beam is
moved under the effect of a permanent magnetic field
and flux and shifts the light beam accordingly. Now the
mirror will move and thus light will move and thus
further the photographic film is printed.

ADVANCED LIGHT HELICOPTER (ALH)

Advanced Light Helicopter is a multirole, multimission

helicopter designed & developed by HAL. The design of
this 5.5-ton class, twin-engine helicopter incorporates
several state of the art technologies. Extensive use of
composites high cruise speed, long range & endurance,
excellent high altitude performance and capability to
operate in hot & humid environment are the key design
features. ALH has been designed for both civil &
military applications in large variety of roles overland &
sea.
Performance:-
Maximum cruise speed at maximum load : 250 km/hr
Maximum rate of climb : 10 m/sec
Range with 20 min reserve : 650 km
Endurance : 4 hrs
Hover in ground effect : 1500 m
Hover out of ground effect : 1000m

Leading Particulars:-
Overall length : 15.87 m
Overall height : 4.91 m
Width : 3.19 m
Empty weight : 2500 kg
Fuel capacity : 1100 kg
Maximum take-off weight : 5500 kg
Maximum under slung weight : 1500 kg
Maximum height : 25000 HT

Roles:-
Military Role( unarmed):-
Heliborne attack
Reconnaissance
Logistics support
Casualty evacuation
Air observation post
Military Role (Armed):-
Anti tank
Close air support
Anti submarine warfare
Anti surface vessel warfare
Salient Features:-
Ergonomically designed cockpit
Extensive use if composites, reduced radar signature
Large cabin volume
Ballistic damage tolerant
Greater system redundancy
Provision for weapons hard points
Twin engine with full authority digital electronic control
Adequate safety margin for single engine operation
Four axes automatic flying control system
Crash worthy crew seats, under floor & fuel tank
Hinge less main rotor & bearing less tail rotor
Excellent handling qualities at low as well as high speeds
Low maintenance cost & high fuel efficiency
 CONCLUSION

The joy of flying has fascinated the human race for

centuries. Defence avionics major & Navratna PSU HINDUSTAN
AERONAUTICS LIMITED(HAL) is in the business of building a
whole range of aircraft helicopters and jet trainers . Besides the
company manufactures aircraft components, overhauls fighter
planes and trains future pilots. Its success in the design and
development of LIGHT COMBAT AIRCRAFT(LCA)-Tejas and
ADVANCED LIGHT HELICOPTER(ALH)-Dhruv has won admiration.
HAL is the backbone of Indias air defence and continues to
occupy the strategic importance in reflecting a new pace of
growth.
Today the faster growing sector is the aviation sector &
is likely to be a boon for the entire job market. It deals with the
manufacture , design and development of aircrafts.
Although the whole assembly of the aircraft is not
done in HAL Lucknow but there are plans to launch Sukhois full
assembly in HAL Lucknow.
Thus HAL Lucknow would be entitled to work on the
latest technology of Sukhoi aircraft in the coming future..