ACKNOWLEDGEMENT

The completion of any project work is the endeavor of all the individuals
that supports, inculcate and foster the much needed enthusiasm and confidence
to the doer of the project work without which the whole task prove to be an
impossible mission.
At the very outset, I wish my sincere gratitude to all the people in AIR
INDIA LIMITED (ERSTWHILE INDIAN AIRLINES) for their co-operation
during my industrial training tenure.
Towards the successful completion of the training, I would like to
acknowledge my debt to my advisors. The training work would have not been
possible without his/her support, encouragement and constructive comments I
received from him. I also thank my coordinator Mr.
for his
support and guidance.
And last but not the least, I am indebted to all the JET and HYDRAULIC
SHOP employees for their endless support.

UR NAME
ROLL NO.

AIR INDIA LIMITED:

INTRODUCTION:
Indian Airlines was the flag carrier of airlines in India. Indian Airlines was a major
Indian airline based in Delhi and focused primarily on domestic route as well as
some international routes in India. It was owned and was administrated by Civil
Aviation.
In 2011, Government of India merged Indian Airlines. As part of merged
process, Air India Limited (National Aviation of Indian Limited) was established
into which; Air India, Air India Express, Indian Airlines and Alliance Air. It has its
headquarters in Mumbai and would have a fleet over 130 aircraft.
HISTORY:
In 1953, Government gave license to 11 airlines to operate air services in different
regions. The government of India nationalized Air Transport Industry through Air
Corporation Act.1953. Indian Airlines came into existence as a public sector
undertaking on June 15th 1953. Indian Airline is allowed to operate domestic
services and short range international service to adjacent country. Air India is
licensed to operate flight across seas.
In 1953, Indian Airlines Corporation took over 8 domestic airlines operate domestic
and international route. Some of them are given below:
1.
2.
3.
4.

Airways India Ltd.

Himalayan Aviation Ltd.
Kalinga Airlines.
Bharat Airways Ltd.

Network:
Air India fly across 55 cities in domestic route. Delhi, Calcutta, Mumbai and
Chennai are major domestic hubs for Air India. Domestic routes also have flight to
neighboring countries like Kuwait, Fujairah, Singapore, Kuala Lumpur and Bankok.
Air India operates flight to 17 international routes including North West Asia,

Europe and United States. Indira Gandhi International Airport, New Delhi and
Chhattarpati Sivaji Airport, Mumbai are two major hubs for international flight for
Air India.
MAINTENANCE:
Maintenance of its fleet of aircraft is carried out at four Engineering bases equipped
with hangers, modern workshops and test equipment located at Calcutta, Delhi,
Bombay & Hyderabad. About 300 trained technical persons (engineers/ technicians)
undertake maintenance on all types of aircrafts in its fleet and their components as
per the maintenance programme and practices lay down by the manufactures and
approved by the Director General of Civil Aviation (DGCA). All types of training
facilities are centralized at Central at Centralized at Central Training Establishment
(CTE) at Hyderabad.
FLEET:
AIRCRAFT

INSERVICE

Airbus A 319-100

2
19
3

Airbus A320-200

28

Passenger
14
8
0
20

AIRCRAFTS
Economy
106
114
144
126

NOTES
Total
120
5 on
122
Dry
144
Lease
144

5 on

Dry
Lease
Airbus A321-200
Total
Boeing 737

20
= 72
= 12

Domestic Destinations
Overseas Destinations
Total

= 69
= 17
= 86

20

152

172

Operational Fleet:
Airbus A- 300
Airbus A-320
Boeing 737
Dornier Do 228

11 (includes two a-300 taken on dry lease)

30
12 (includes six b- 737 transferred to alliance air)
2

AIR INDIA LIMITED NORTHERN REGION (NEW DELHI):

Air India Limited Northern Region is a maintenance facility of Air India situated in
New Delhi. Here aircraft engine parts are serviced, replaced and repaired. Engines,
landing gears, brakes, escape slide, wheels, engine driven pumps, captain seat etc

are brought here and they are serviced according to manufacturing company
instructed. The parts which cannot be repaired, they are send to their manufacturing
companies.
On depending on aircraft parts, Air India Limited is divided in
following 2 sections:
1. ACCESSORIES/HYDRAULICS SHOP:
1) Wheel Shop
2) Brake shop
3) Escape Slide
4) Miscellaneous Topics(Hall)
5) Test Rig
2. JET ENGINE OVERHAUL COMPLEX:
1) Fitting/MMT/Welding
2) Mechanical Cleaning/Painting
3) View Room/Blade/NDT
4) Sub Assembly/Gear Box
5) Final Assembly/Engine H/ware
6) Test Cell

JET SHOP

SNO

SECTIONS

DAYS

DATES

DEPARTMENT
HEAD

Final Assembly JT8D

5th July, 6th July

Mr. Ashutosh

Final Assembly V2500

8thJuly, 9th July

Mr. Ashutosh

Final Assembly cfm56-5B

10th July, 11th July

Mr. Ashutosh

Sub Assembly V2500

12th July, 13th July

Mr. Bansal

View Room

15th July

Mr. Bandhopadhya

Plasma

16th July, 17th July

Mr. Mukherjee

Cleaning

18th July, 19th July

Mr. Mukherjee

NDT

20th July, 22nd July

Mr. Mukherjee

Standard Room

24th July

Mr. Badhopadhya

10

Machine Shop (MMT)

24th July

Mr. Mukherjee

11

Test Cell

24th July

Mr. Trilochan

JET SHOP

INTRODUCTION
The two terms being used in aerospace industry are Power Plant & Engine. The
difference between the two is that the Engine without the accessories is called a
Power Plant.
Description regarding the method of operation of the engine shop are :
Receiving Section :
This section is provided with 2*7.5 tons hoist for loading /off loading
the engine/ equipment.
Final assembly:
Any engine visiting the JEOC for servicing is taken in this section. This
section is responsible for activities of V2500-A1, CFM56-5B & JT8D
engines .The section has been divided into three sub sections, one for each
type of engine.
Sub Assembly :(V2500-A1, CFM56-5B, JT8D)
This section is responsible for activity on V2500, CFM56-5B & JT8D
engines. There are distinct work bays to handle V2500-A1, CFM56-5B &
JT8D.
Cleaning Section:
Chemical & Mechanical cleaning of disassembled parts is undertaken
here in accordance with manufacturer recommended processes &
procedures.
A) Mechanical Cleaning:
Area is provided with Shot Peening, Glass Bead Peening, Plastic Bead
Blasting.
B) Chemical Cleaning:

Area is provided with chemical cleaning tanks to take care of various

cleaning procedures as per engine manual/ SPM.

NON DESTRUCTIVE TESTING: (NDT)

This section carries out NDT inspections of the components using
following technique.
- Eddy Current
- Ultrasonic Inspection
- FPI / FMPI
VIEW ROOM :
Here the components of the respective engines are inspected for their
serviceability status & sent to NDT section / repair section / Sub assembly /
Final assembly / Stores, as per inspection results & shop requirements.
BLADE SECTION :
All the compressor & turbine blades are sent to this section for
inspections & refurbishment as required.
PLUMBING SECTION :
All the engine plumbing are inspected / pressure checked (if required
in this section).
GEARBOX SECTION :
Gearboxes of both V2500 & JT8D of both engines are sent to this
section for disassembly, inspection & assembly thereafter.
BEARING & SEALS :

All bearings & seals are sent for cleaning inspection & preservation in
this section.
REPAIRS:
Machining, fitting, welding, plasma spray, painting, electroplating 7
sheet metal shops constitute the repair section & undertake & different
repairs on various components.
STANDARD ROOM :
All the master calibration equipment is placed in this section. The
Gauges equipment & tooling used in various section are calibrated by
personnel deployed here either themselves or through outside agencies.
TEST FACILITY CELL:
It is fully computerized data acquisition facility & is capable of
testing V2500-A1, CFM56-5B & JT8D engines.

THE MAIN DIFFERENCE BETWEEN V2500 & JT8D

ENGINE ARE AS FOLLOWS.
V2500
1.

High by-pass air with the ratio of

5.42:1.

JT8D
Low by-pass ratio with the
ratio of 1:1.

2.

In LPC, out of four there is

Single Fan stage.

Two stages out of six are

Fan stages in LPC.

3.

75% of thrust is attained by

50% of thrust is attained by

4.
5.
6.

attained by fan.
10 HPC stages.
Combustion chamber is annular
type (1 nos).
2 Stages HPT & 5 stage LPT.

8.

In anti-surge system both VSV

(variable stator vane) & bleed
valve exits.
Fuel system is Electronic
Hydraulic.

9.

5 types of bearings are used.

7.

10.
11.

20 fuel nozzles are required.

Thrust produced is 25,000 lbs.

the fan.
7 HPC stages
Combustion chamber is can
annular type(9 nos.).
Single stage HPT & 3 stages.

Only bleed valve is used in

anti-surge system.
Fuel system is Hydro
Mechanical.
7 types of bearings are used.
9 fuel nozzles are required.
Thrust produced is 16000 lbs.

JT8D
INTRODUCTION
The JT8D engine is an axial flow front, dual spool, fully ducted, turbofan
engine having a 13 stage split compressor, a nine can annular combustion
chamber and a split 4-stage reaction impulse turbine. It is used in Boeing-737
and is a low bypass engine. It is design was initiated in April 1960.
DESCRIPTION

This engine operates similarly to all turbojet versions of a gas turbine engine in
that it derives its propulsive force through the applications of Sir Isaac
Newtons Third Law which states that for every action there is an equal
and opposite reaction. The engine cases from the backbone of the engine
when bolted together, and support all of the inner parts of the engine through
struts and bearings. The fan discharge air is ducted outside the inner cases
because the air has already been accelerated by the fan and has therefore
served its purpose of providing additional thrust, the same kind of additional
thrust that would be gained from air passing through the propeller of a
turboprop or reciprocating engine.

MODULES OF JT8D
In this section module which comes from the final assembly are further
dissembled. These dissembled parts are sent to the view room for
inspection. Overhauling or repair as per the requirement.
ENGINE SECTION
The engine has six general sections:
The JT8T has a full length annular fan duct.
The front compressor (also called the LPC):
- Has six stages (two fan stages, four primary stages)
- Rotational speed=N1 speed
- Is driven by the front compressor drive turbine and is connected to it
by a drive shaft (inner).
The rear compressor (also called the HPC):
- Has seven stages
- Rotational speed = N2 speed
- Is driven by the rear compressor drive turbine and is connected to it
by a drive shaft (outer).

The combustor has :

- Nine fuel nozzles

- Nine can annular combustion chambers.

The rear compressor drive turbine (also called the HPT):
- Has three stages
- Rotational speed =N2
- Drives the HPC, to which it is connected by a drive shaft (outer)

The front compressor drive turbine (also called the LPT):

- Has three stages
- Rotational speed = N1
- Drives the LPC, to which it is connected by a drive shaft(inner).

The exhaust section:

- Receives LPT discharge air
- Receives secondary air from outer duct.
Has an optional lobed mixer to mix primary and secondary air.

V2500-A1 ENGINE
INTRODUCTION
The V2500 is an axial flow, high by-pass ration, twin spool, turbo fan
advanced technology aircraft propulsion unit designed primarily for 150 seats
short to medium range aircraft.
SPECIFICATION
Propulsion Unit Weight
Bear Engine Weight
Fan Tip Diameter

7300 lbs. (3311 kg)

4942 lbs. (2242 kg)
63 ins. (160 cm)

Propulsion Unit Overall Length

Engine Overall Length
T.O Thrust (S.L. Static)
Flat Rated Temperature
Total Airflow
By-Pass Ratio
Overall Pressure Ratio

194.5 ins. (4940.3 cm)

126 ins. (3200 cm)
25000 lbs.
I.S.A.+ 15 deg C
783 lbs (355 kg)/sec
5.42:1
29.4:1

GAS PATH
A simplified view of the propulsion unit is shown below.
All the air entering the engine passes through the inlet cowl to the fan.
At the fan exit the air stream divides into two flows :* The core engine flow
*The by pass flow
The By-pass ratio is 5.42:1.
CORE ENGINE FLOW
The core flow engine passes through the fixed inlet guide vanes to the three
stages booster then to the H.P. compressor, the combustion section and the
H.P. & L.P. turbines & finally exhausts into the C.N.A.
BY-PASS FLOW
The fan exhaust air (cold stream) entering the by-pass duct passes through the
fan outlet guide vanes & flows along the by-pass duct to exhaust into the
C.N.A.
COMMON NOZZLE ASSEMBLY (C.N.A.)
The core engine hot exhaust & the cool by-pass flow are mixed in the
C.N.A. before passing through the single propelling nozzle to atmosphere.
The general arrangement is shown below.

V2500-A1 ENGINE MODULES

A. Fan Module

It consists of a single stage, wide-chord, shroudless fan and hub.

B. Intercase Module
It consists of the fan containment case, fan Exit Guide Vanes (EGV), intermediate
case, booster, low spool stubshaft, the accessory gearbox towershaft drive
assembly, high spool stubshaft and the station 2.5 bleed valve (BSBV). The
booster consists of inlet stators, rotor assembly, and outlet stators. The No. 1, 2
and 3 (front) bearing compartment is built into the module and contains the
support bearings for the low spool and high spool stubshafts.
In conjunction with the inner fan section, the booster increases the pressure at the
entrance to the HPC and provides an even pressure profile to improve efficiency.
The station 2.5 bleed is used for engine handling by controlling airflow to the high
compressor entrance.
C. High Pressure Compressor
The HPC is a ten stage, axial flow module. It is comprised of the drum rotor
assembly, the front casing which houses the variable geometry vanes and the rear
casing which contains the fixed geometry stators and forms the bleed manifolds.
D. Diffuser/Combustor Module
The combustion section consists primarily of the diffuser case, combustor, fuel
injector and ignitors. The high compressor exit guide vanes and the No. 4 bearing
compartment are also part of the module.
The main features of the module include a close-coupled prediffuser and
combustor that provide low velocity shroud air to feed the combustor liners and to
minimize performance losses.
E. High Pressure Turbine
The HPT is a two stage turbine and drives the HPC and the accessory gearbox.
F. Low Pressure Turbine
The LPT is a five stage module. The elliptical leading edge airfoils improve the
aerodynamic efficiency. Module efficiency is further enhanced by incorporation of
rim seals and clustered vanes which results in reduced losses due to leakage.
Active clearance control is used to control seal clearances and to provide
structural cooling.
G. Accessory Drive Gearbox

The accessory drive gearbox provides shaft horse power to drive engine and
aircraft accessories. These include fuel, oil and hydraulic pressure pumps and
electrical power generators for the EEC and for the aircraft. The gearbox also
includes provision for a starter which is used to drive the N2 shaft for engine
starting.
L.P. SYSTEM
Four stage L.P. compressor
One fan stage
Three primarily stages, driven by a 5 stage axial flow L.P. turbine
An annular bleed valve is located at the outlet from the booster stage
H.P SYSTEM
10 stage axial flow compressor driven by a 2 stage axial flow H.P.
Turbine.
Variable angle inlet guide vanes
4 stages of variable stator vanes
Handling bleed valves on stage 7 & stage 10
Customer service bleed at stages 7 & 10
COMBUSTION SYSTEM
Annular, two piece, with 20 fuel spray nozzles
GEARBOX
Radial drive via a tower shaft from H.P. system to fan case mounted
Angle & Main gearboxes.
Gearbox provides mountings & drive for all engine driven
accessories & the pneumatic stator motor.
The two shafts are supported by 5 main bearings. 3 main bearings support the
L.P. system; number one bearing is the L.P. shaft location bearing.
Two main bearings support the H.P shaft, number 3 bearing is the H.P shaft;
location bearing. The lubrication system is a self-contained re-circulating full
flow (unregulated pressure) system. Primary oil cooling is by a fuel/oil heat
exchanger located in the L.P. fuel system, supplementary cooling- as required
is provided by an air/oil heat exchanger.

The annular combustion liner is segmented to provide improved life.

Advanced technology single crystal turbine blades & powder metal discs
improve the performance & reduce the weight of the H.P. turbine.
ELECTRONIC ENGINE CONTROL (E.E.C.)
The V2500 incorporates an E.E.C. The E.E.C. governs all engine control
features including power management. The E.E.C. has built in protection
against over speed (N1 & N2) & is also capable of surge detection & surge
recovery enhancement.
The E.E.C. provides a full range of control of:

Engine fuel flow

Automatic engine staring
Compressor airflow control system
10th stages make up cooling air
Heat management system
Fuel diverter & fuel return to tank valve
Thrust Reverser.

CFM65-5B ENGINE ASSEMBLY DESCRIPTION AND OPERATION

ENGINE GENERAL
The CFM56-5B is an axial flow, dual-spool, high bypass ratio, turbofan engine
with fan and multistage compression systems driven by reaction turbines. It has a
single stage fan and 4-stage booster (low pressure compressor) driven by a 4-stage
low pressure turbine. A 9-stage, variable geometry, high pressure compressor is
driven by an air-cooled, single stage, high pressure turbine. A low-emission,
double annular combustor with 20 dual-cone fuel nozzles, distributes the fuel to
provide the heat energy which drives the turbines. The residual energy from the
turbines is released as high-velocity exhaust gases (hot thrust) which add to the

larger propulsive thrust (cold or fan thrust) already supplied by the fan stage
exhaust.
The accessory drive system extracts energy from the high pressure rotor to drive
the engine and engine-mounted aircraft accessories. Reverse thrust for braking the
aircraft after landing is supplied by an integrated system which acts on the fan
discharge airflow.
ENGINE SECTIONS AND MODULES
The major section (or major modules) of the CFM56-5B engine are:The Fan Section. Is composed of the fan and booster rotor/stator, the No. 1 and
No. 2 bearing support, the inlet gearbox (IGB) and No. 3 bearing support and the
fan frame maintenance modules.
The HP Compressor Section. Is primarily composed of the PC rotor, forward and
aft stator casing maintenance modules.
The Combustor Section. Is primarily composed of the combustor casing and
combustion chamber maintenance modules.
The Turbine Section. Is composed of the HPT nozzle, HPT rotor, LPT stage 1
nozzle, LPT rotor/stator and casing, LPT shaft and turbine frame maintenance
modules.
The Accessory Drive Section. Is primarily composed of the transfer gearbox
(TGB) and accessory gearbox (AGB) maintenance modules.
The description of each engine module is as follows:FAN/BOOSTER ROTOR
The fan rotor consists of one full-diameter single stage fan and a smaller 4-stage
booster for the core engine flow.
The fan and the booster are mounted on a common internal concentric shaft
driven by the 5-stage fan turbine. Two bearings support the fan and booster rotor
in the fan frame.
FAN/BOOSTER STATOR

Fixed stator vanes are provided for both the fan and the booster. The fan casing, in
which the fan stator is mounted, has provisions for blade containment forward of
and in the plane of the fan rotor. The fan casing is supported by the fan frame and
also supports the accessory gearbox (AGB).

FAN FRAME
The fan frame is one of the major structural and aerodynamic components of the
engine. Aerodynamically, the fan frame forms the inner and outer flow passage of
the fan and core airstreams. Structurally, it carries inlet cowl loads, supports the
fan casing, the two fan bearings, and the core engine forward bearings: contains
the forward engine mount, houses the accessory drive power take off inlet gearbox
(IGB) and radial drive shaft; contains the variable bleed valve system (VBV)
between the booster and high pressure compressor; supports the transfer and
accessory gearboxes and provides mounting surfaces for the fan-stream acoustic
panels. This frame also serves as the forward support for the high pressure
compressor (HPC).
COMPRESSOR ROTOR
The compressor is a 9-stage axial flow assembly. The rotor consists of the stage 1
and 2 disks which form a spool, a separately attached stage 3 disk and a spool
containing stage 4 - 9 disks. Stages 1, 2, and 3 disks have axial dovetail slots and
stages 4 - 9 blades are retained in circumferential slots. All blades are individually
replaceable without spool disassembly.
COMPRESSOR STATOR
All 9 stages of the compressor stator are shrouded. The inlet guide vanes (IGV)
and the first 3 stages of the compressor are variable. The casing is composed of
two semi-cylindrical halves, permitting a quick access to the core engine
compressor.
COMBUSTOR
A step diffuser is incorporated upstream of the combustor for reduction of the
combustor sensitivity to the compressor velocity profile. The combustor can be
replaced without disturbing the fuel nozzles. The combustor casing provides
structural support for the combustor and incorporates the compressor outlet guide
vanes (OGV).
HIGH PRESSURE TURBINE

The high pressure turbine (HPT) is an air cooled single stage high energy turbine.
Rotor blades are individually replaceable without the need for rotor disassembly
or re-balancing. The HPT nozzle, stator and shrouds, the seals for the compressor
discharge pressure (CDP), and the LPT stage 1 nozzle are also components of
high pressure turbine. The HPT drives the HPC and the Accessory Drive through
the Inlet Gearbox (IGB).
LOW PRESSURE TURBINE
The low pressure turbine (LPT) consists of 4 stages of blades and vanes. The first
stage nozzle vane assembly is cooled and transfers cooling air for the high
pressure and low pressure turbine disks. The LPT drives the fan rotor through the
inner concentric shaft and is aerodynamically coupled to the high pressure system.
The LPT casing is a 360-degree design to provide structural continuity.
TURBINE FRAME
The turbine frame is located aft of the LPT. It contains the aft LPT bearing, and
supports the mixer and centerbody. This frame contains the engine rear mount
fitting.
ACCESSORIES AND ACCESSORY DRIVES
Engine and aircraft accessories are mounted on the accessory gearbox (AGB)
which is located on the lower portion of the fan casing and is driven by a shaft
from the transfer gearbox (TGB). Power for the engine and the aircraft-mounted
accessories is extracted from the HPC rotor shaft through an inlet gearbox (IGB)
through the radial shaft to the transfer gearbox. Quick attach-detach (QAD)
accessory mounting flanges are provided for all accessories.
ENGINE BEARINGS, BEARING SUMPS, SEALS AND SUMP VENTING
ARRANGEMENT
BEARINGS AND FORWARD AND AFT SUMPS
The engine rotors are supported by bearings installed in the sump cavities
provided by the two frames. The forward sump is in the fan frame and is the
location of bearings No. 1, No. 2 (fan/booster shaft), and No. 3 (HP shaft forward
and high shaft anti-orbiting bearing). The aft sump is in the turbine rear frame and
is the location of bearing No. 4 (HP shaft aft) and No. 5 (LP shaft aft).
OIL DISTRIBUTION

The bearings must be lubricated with oil that is distributed to these components by
a series of nozzles. The oil must be retained within the engine; therefore, seals of
various types are provided to confine and direct oil re-circulation.
SEAL ARRANGEMENT AND SUMP VENTING
The arrangement of oil and air seals, provisions for oil supply, oil scavenge, seal
pressurization, and sump vent subsystems provide a system known as a "dry
sump" system. Engine sumps are vented to ambient pressure through the "centervent" tube which is contained within the LP shaft.
BEARING FUNCTIONS
Bearings provide reduced rolling friction, support the rotors axially and radially
within the engine structure and position the rotors relative to the stators. The
bearings must control the forces of gravity weight, aerodynamic loads of pumping
and turbine driving, and gyroscopic loads due to aircraft maneuvers.

MODULES OF V2500
The engine modules are:
* The fan module
* The intercase module
* The HPC
* The diffuser/combustor module
* The HPT
* The LPT

* The accessory drive gearbox

BEARING SECTION OF V2500

ENGINE MAIN BEARINGS
The main bearing arrangement, & the bearing numbering system is shown
below.
The 5 bearings are located in 3 bearing compartments.
*The front bearing compartment, located at the center of the intermediate case,
houses no.s 1, 2, & 3 bearings
*The center-bearing compartment located in the diffuser/combustor case
houses no. 4 bearing
*The rear-bearing compartment located in the turbine exhaust case houses no.
5 bearing.
No.1 Bearing:
*L.P. shaft axial location bearing
*Takes the thrust loads of the L.P. shaft
*Single track ball bearing

No.2 Bearing:
*Radial support for the front of the L.P. turbine shaft
*Single track roller bearing utilizing squeeze film oil damping

No.3 Bearing:
*H.P. shaft axial location bearing
*Radial support for the front of the H.P shaft
*Takes the thrust loads of the H.P. shaft
*Single track ball bearing
*Mounted in a Hydraulic damper, which is centered by a series of rod
springs (Squirrel cage).

 No.4 Bearing:
*Radial support for turbine end of H.P. shaft
*Single track roller bearing
No.5 Bearing:
*Radial support for the turbine end of the L.P. shaft
*Single track roller bearing
*Squeeze film oil damping

BEARING HANDLING PRECAUTIONS

*It is very important to handle bearings carefully. The correct precautions are
given in the maintenance & standard practices manuals.
*One precaution that will be given here is:
Do not touch bearings with your bare hands (even if your hands are clean)
because skin oils can cause damage to the bearings finish.

GEARBOX OF V2500 ENGINE

EXTERNAL GEARBOX
The primary parts of the external gearbox module are:

* MAIN GEARBOX
* ANGLE GEARBOX
MAIN GEARBOX
The main gearbox is installed forward of the angle gearbox & is attached to the
angle gearbox by an angle gearbox support & to the intermediate case flange by 3
joint links.
The angle gearbox support is a casting which houses the Lay shaft & rigidly
connects the angle gearbox with the main gearbox. A pad on the support is used
for the installation of the scavenge pump.
The main gearbox has a cast aluminum housing that a gear train, carbon seals &
mounting pads for the airframe & engine accessories. An external de-oilier is
installed on the front face of the main gearbox. Each of the accessory drive gear
train sections is individually replaceable.
The metered oil nozzles are installed on a gearbox housing & supply pressure oil
to the bearings & gears in the gearbox.
An external oil tank is attached at the left hand flange of the main gearbox.
Drive pads on the forward face of the gearbox are used to install these that follow:

*Hydraulic Pump Drive Gear shaft

Direction of drive rotation is counter clockwise. The gear shaft receives the
motion through the adjacent IDLER gear shaft.

*Starter Drive Gear shaft

Direction of drive rotation is counter clockwise. The gear shaft receives the
motion through the adjacent IDLER gear shaft.

*Oil Pressure Pump

The oil pressure pump is a removable assembly installed on the front flange of the
gearbox. The pump has a separate housing that has two bush-mounted drive gear
assemblies & the seat of the oil pressure filter.
Direction of drive rotation is counterclockwise. The oil pressure pump receives
the motion through the fuel pump drive gear shaft. The pump supplies oil under
pressure to the engine bearings & accessory drives.

*PMA Gear shaft

Direction of drive rotation is counterclockwise. The gear shaft receives the motion
through the adjacent input gear shaft.

*IDG Gear shaft

Direction of drive rotation is counterclockwise. The gear shaft receives the motion
through the starter gear shaft.

*Fuel Pump Drive Gear shaft

Direction of drive rotation is counterclockwise. The gear shaft receives the motion
through the hydraulic pump drive gear shaft.

*Oil Scavenge Pump

The oil scavenge pump is a removable assembly installed on the flange of the
support angle gearbox. The pump has a separable housing that has a bush
mounted drive gear assembly, which moves two pump gear stages.
The pump receives the motion through the idler gear shaft. The direction of drive
rotation is counterclockwise.

*External De-oilier
Direction of drive rotation is counterclockwise. The de-oilier receives the motion
through the IDG system Gear shaft.
The oil/air mixture flows through the de-oilier that separates air & oil by
centrifugal action.
The de-aerated oil goes back to the oil system & the clean air is bleed overboard.

ANGLE GEARBOX
The angle gearbox is installed at the rear of the main gearbox & engages with the
power shaft on the engine.
The cast aluminum angle gearbox houses a bevel gear set. The bevel gear set
transmits the power to & from the engine through a power shaft, which is engaged
to the HP compressor rotor stub shaft. The bevel gear set has a spiral gear mesh,
which drive a horizontal input gear shaft in the main gearbox.
Two metered jets supply pressure oil to the bearings & gears in the angle gearbox.

VIEW ROOM
Components from the sub-assembly come here for inspection. If any defect or
scratch is found on the component than it is sent for repair work. All kinds of
defects can be found by scrutinizing the parts visually or with the help of lenses.
If any defect is found in the component then it is sent for cleaning, FMPI,
electroplating & also for machining. Any defect that is not identified in the
procedure must be referred to IAE.
Following inspections are carried out:

1.Visual inspection
2. Dimensional inspection
3. Rectification inspection-repair
After repair work is carried out, the component comes here once again for
inspection. If the defect is still there then the component is rejected.

PLASMA SECTION
INTRODUCTION
A. Plasma coating are one group of metallic and/or ceramic coatings which are
applied to the surface of parts. Several other surface coatings exist which are
similar in some respects and are referred to by various terms.
B. There are four basic groups of thermal spray coatings
1.Gaseous fuel and oxygen flame
2.The detonation process

3.The plasma spray process

4.The dual wire electric arc process
Plasma coating use a high intensity electric arc, which heats an inert gas (or
relatively inert) or gaseous mixture to an ionized state. This produces expansion
of the gas resulting in considerable velocity. Powdered metal is injected into the
hot flame, melted and propelled onto the desired surface. Main advantages of
plasma are the higher temperature, up to 20,000-30,000 degF (11,093-16,649
deg), attainable and the inert atmp.. Which permits control of oxides in the
coating. Plasma equipment is readily available at reasonable cost, and requires a
moderate sized work area, which can be conveniently located in an overhaul shop.
It provides a selection of coatings and requires a normal degree of skill.
All the coatings are mechanically bonded to the substrate and should not be
confused with fusion weld type hard facing with fusion weld type hard facing.
Temperature of the part can generally be kept below 400 degF (204 degC) thereby
keeping distorted to a minimum. Each coating mixture has distinct characteristics,
which are used on various parts to best advantage. Plasma coatings are currently
being used with increasing frequency for repair of jet engine parts to restore worn
areas and return parts to a serviceable.
PLASMA COATING
The METCO Plasma flame spray system uses coating material in the form of
powder and a plasma flame has a source of heat to melt them. Plasma flame
provides controllable temp. to a range well above the melting point of any known
substance. High velocity and through melting of the powder particles provide
coatings with excellent inter particle fusion and high strength of bond between the
coating and the surface to which it is applied.
The heat for spraying is produce by a high intensity electric arc confined within
the spray gun .The arc operate on dc from a rectifier type of power supply unit fed
from the ac main .The electrical power to the arc is control by the control unit
which also control by the plasma gas.
The primary gas such as argon or nitrogen is brought to control unit from plant
supply (usually conventional compressed gas cylinder) where ordinarily it is
mixed with a secondary gas such as hydrogen and helium and fed to spray gun. As
plasma gas passes through the arc in the gun it disassociates then partially ionizes,
absorbing a great deal of heat from the arc, which it passes to the particles of
powder. The max flame temperature can be brought to at least twice that of hottest

combustion flame. The heat content can be regulated as necessary in accordance

with the melting point of the powder being sprayed.

MECHANICAL CLEANING
Processes, which are carried out under mechanical cleaning, are:
1. Shot peening
2. Dry glass bead peening
SHOT PEENING

Cast steel (SAE110) is used for blasting. The shot peening is done to increase the
fatigue strength of the part. It can be performed manually or automatically. Air
and beads are shot from the nozzle, which is maintained at an angle and some
distance.
There is a closed cabinet in which is carried out. The gun is held from outside.
There are two different pipes the air pipe and the bead pipe from which the cast
steel ball comes. The beads are made to impinge on the part due to air pressure.
The parameters, which should be controlled while doing bead peening, are
1. Nozzle to item distance
2. Blasting angle
3. Air pressure
4. Size of bead
GLASS BEAD PEENING
In this process instead of beads glass powder is used. It is used to increase the
resistance to corrosion and it is also called a stress relieving process.
ELECTROPLATING
It is an anti corrosion process. DC current is being used for this purpose. Steps in
plating process are:
I. Stripping
II. Electro-cleaning
III Electroplating
Stripping- in this step the old plating is removed in following ways:
i. Cyanide
ii. Machining
iii. Electrical methods
The part on which the plating is not to be done is protected with the help of the
tape.
Electro-cleaning is carried out with the help of either liquid, wet or a solvent.
Types of electroplating being carried out in Indian Air Lines are: 1. Electro less plating
2. Emersion techniques
3. Silver plating
4. Flash plating

NON-DESTRUCTIVE TESTING (NDT)

INTRODUCTION
Non-destructive testing is the technology of assessing the soundness and
acceptability of an actual component without affecting the functional properties of
the component. Non-destructive testing technique is the technology in general
whereas Non-destructive inspection is use of the technology for inspecting
materials to known standards. Non-destructive evaluation is the art of developing

NDT techniques, arriving at standard for which nothing will be available to start
with.
Materials and equipments, which fail to achieve their design requirements or
projected life due to undetected defects may require expensive repair or early
replacement. Such defects may be the cause of unsafe conditions or catastrophic
failures.
Role Of NDT
Determining quantitative influence of flaws and properly variability.
Determining critical (weak) spots in manufacturing operations from
receiving inspection to end item inspection.
Establishment and measuring quality and acceptance limits in service
inspection.
Failure analysis.
Having specified the role of NDT, the main components for selection of proper
NDT methods are:
*Type of components to be examined.
*Critical areas whereas each component.
*Maximum allowable flaw size.
*Critical flaw operation.
*Proper time in the manufacturing sequence to apply NDT.
*Cost of test.
FACTORS AFFECTING NDT
Specimen characteristics (type, geometry, condition)
Equipment characteristics (sensitivity desired, portability, cost, time needed etc)
Type of information desired (flaw detection, assembly evaluation, corrosion
damage etc.)
NDT SYSTEM
All NDT systems have six common components or operations; they are probing
medium, part, recording medium, amplification, and interpretation of test results
and disposition of parts.
The NDT methods used in INDIAN AIRLINES are described in details.

Brief description of other methods is also given below.

ULTRASONIC INSPECTION
Basically this method of testing makes use of a system of transmitting sonic
energy in the form of high frequency sound beam into the material under test and
picking up the reflected energy and display the same on the cathode ray screen.
It uses sound waves of short wavelength and high frequency to detect flaws or
measure material thickness the range of frequency is 16 kHz to 25 MHz. Usually
pulsed beams of high frequency ultrasound are used via a hand transducer, which
is placed on the specimen. Any sound that returns to the transducer like an echo is
shown on a screen, which gives the amplitude of the pulse and the time taken to
return to the transducer.
Defects anywhere through the specimen thickness reflect the sound, back to the
transducer. Flaw size, distance and reflectivity can be interpreted.
Because of the complexity, considerable technical training and skill are required.
MAGNETIC PARTICLE INSPECTION
PRINCIPLE
In any homogeneous material, the magnetic field forms an uninterrupted circuit
from pole to pole through the material. If however, a discontinuity is present at or
near the surface, the magnetic field is deflected and forms a leakage field.
Detection of this leakage field forms the basis of magnetic particle inspection.

DESCRIPTION
A. Magnetic particle inspection can be done only on material with ferromagnetic
properties; usually low alloy steels and heat-treated stainless steels. It is used to
find surfaces and near surfaces cracks and discontinuities.

OPERATION
A. Magnetic particle examination uses the property of magnetic lines of force, or
flux of an applied field to go more easily through metal than through air. A defect
at or near a metal surface changes the distribution of the magnetic flux and some
must come out through the metal surface. The field strength is increased in the
area of the defect and opposite magnetic poles occurs on each side of the defect.
Fine magnetic particles applied to the part are pulled to these regions and a pattern
around the defect.
B. To find a defect, the direction of magnetization must be adjusted to put the
induced flux lines across the axes of possible defects. Two types of magnetization,
circular (transverse) and longitudinal are used to magnetize the part and cause
perpendicular flux path.
C. Some properties of MPI could cause non-relevant indications because the
magnetic field can be bend also by design features such as:
1. Small fillet radius, such as smaller than 0.1 inch radius
2. Thread roots, keyways, and drilled holes
3. Sudden changes in geometry or in magnetic properties within the part
but the locations of these non-relevant indications are also where many service
rendered defects can occur. For correct analysis, skill and experience is necessary.
APPLICATION
MPI can be used on any clean surface that has access for visual examination.
Typical parts are:
*Steel fasteners
*Linkages
*Landing gear components
*Actuating mechanism
EDDY CURRENT INSPECTION
EDI is an electromagnetic technique and can only be used on conducting
materials. It has proved to be a reliable method for detection of surface defects

such as cracks and metal folds. Commonly in aerospace industry, it is used for
detection of cracking mainly on components under overhaul.
PRINCIPLE
When an energized coil is brought near the surface of a metal component, eddy
currents are induced into the specimen. These currents set up fields that tend to
oppose the original magnetic field. The impedance of coil in close proximity to
the specimen is affected by the presence of induced eddy currents in the specimen.
When the eddy currents in the specimen are distorted by the presence of flaws or
material variations, the impedance in the coil is altered. This change is measured
and displayed in a manner that indicates type of flaw or material condition.
Possible applications on- Steel parts
- Aluminum alloy parts (wheels, landing gears)
DYE PENETRANT INSPECTION
This method is used to detect discontinuities open to the surface in solid and
essentially non-porous materials. The method employs a penetrating liquid, which
is applied over the surface of the component under test, which after some time
enter discontinuities by-capillary action and surface tension. Excess penetrant is
removed and developer sprayed on to the component. The developer draws the
liquid penetrant back to the surface, producing an indication.
PENETRANT TYPE
Fluorescent dye
Visible dye
PENETRANT METHOD
A. Water washable
B. Post emulsifiable
C. Solvent removable
D. Post emulsifiable, hydrophilic
E. Water washable, water based
DEVELOPER FORM
a. Dry powder
b. Water soluble
c. Water suspendible

d. No aqueous
e. Specific application
f. No developer
EQUIPMENT
A. Set up the penetrant inspection equipment cleans, to keep the possible
contamination of penetrant materials by water, dust or dirt to minimum.
Include a good flow of air when you will use solvents, removes, developers
that are not water-based.
B. For visual dye penetrant inspections, give the sufficient area while light for
a minimum intensity of 100-foot candles at the surfaces of the part.
C. For black light inspections use Hg bulbs, 100 watts minimum correctly to
send out light 320-400 nm ranges, to give a minimum of 1000 microwatt/sq
cm at 15 inches from the bulb or filter face. Do not do black light inspections if
the white light intensity is more than 10-foot candles.
LIQUID PENETRANT INSPECTION
Liquid penetrant inspection is a method of nondestructive inspection suitable
for locating cracks, porosity, or other types of faults open to the surface.
Penetrant inspection is usable on ferrous & nonferrous metals, as well as
nonporous plastic material. The primary limitation of dye penetrant inspection
is that a defect must be open to the surface.
Dye penetrant inspection is based on the principle of Capillary
Attraction. The area being inspected is covered with a penetrating liquid that
has a very low viscosity & low surface tension. This penetrant is allowed to
remain on the surface long enough to allow the capillary action to draw the
penetrant into any fault that extends to the surface.
After sufficient dwell time, the excess penetrant is washed off & the surface is
covered with a developer .The developer, by the process of reverse capillary
action, blots the penetrant out of cracks or other faults forming a visible line in
the developer.

There are two type of dyes used in liquid penetrant inspection: fluorescent &
colored. An ultraviolet light is used with the fluorescent penetrant & any flaw
shows up as a green line. With the colored dye method, faults show up as red
lines against the white developer.
PREPARATION
Parts to be inspected with liquid penetrant should not be cleaned by abrasive
blasting, scraping or heavy brushing. These methods tend to close any
discontinuities on the surface & hide defect that could otherwise be detected.
REMOVAL OF SURFACE PENETRANT
Liquid penetrants are typically removed using either water, an emulsifying
agent, or a solvent. Water-soluble penetrants are the easiest to remove.
Typically this type of penetrant is flushed away with water that is sprayed at a
pressure of 30 to 40 psi., with an adjustable spray nozzle, held at a 45 deg
angle to the surface to avoid washing the penetrant out of cracks or faults.
Post-emulsifying penetrants are not water-soluble. They must be treated with
an emulsifying agent before they can be washed from a parts surface. This
allows you to control the amount of penetrant that is removed prior in cleaning.
APPLICATION OF DEVELOPER
Penetrant begins to bleed out of any fault as soon as the surface penetrant is
removed. Because of this covering the surface to be inspected with developer
as soon as possible helps to pinpoint the location of any fault.
MAGNETIC PARTICLE INSPECTION
The non-destructive inspection method most often used for parts made of iron
or iron alloys is magnetic particle inspection. In this method of inspection,
apart is magnetized and an oxide containing magnetic particles is poured or
sprayed over the parts surface. Any discontinuities in the material, either on or
near the surface, create disruptions in the magnetic field around the part. A
discontinuity is a disruption in a parts normal physical structure that may or
may not affect the usefulness of the part. The magnetic particles in the oxide
align with these disruptions.
Magnetic particle inspection is useful for detecting cracks, splits, seams, and
voids that form when a metal ruptures. It is also useful for detecting cold shuts
and inclusions of foreign matter that occurred when the metal was cast or
rolled. Some types of subsurface discontinuities do not produce sharp enough
magnetic poles to attract the oxide and form a good indication of the fault.

 PRINCIPLES OF MAGNETIC INSPECTION

When a material containing large amounts of iron is subjected to a strong
magnetic field, the magnetic domains within the material align themselves and
the part becomes magnetized. When this happens, the part develops both a
north and south pole and lines of flux flow in a continuous stream from the
north pole to the south pole. If a break occurs within the part another set of
magnetic poles appears, one on either side of the break.
MAGNETIC ORIENTATION
In order to detect a crack with magnetic particle inspection, the part must be
magnetized in such a way that the lines of flux are perpendicular to the fault.
This is because a flaw that is parallel to the lines of flux causes a minimal
disruption in the magnetic field. On the other hand, a defect that is
perpendicular to the field creates a large disruption, and is easy for an
inspection to detect. To ensure that the flux lines are nearly perpendicular to a
flaw, a part should be magnetized both longitudinally and circularly.

MACHINE SHOP
In the machine shop we have many machines to perform various operations
like:
VERTICAL TURRET LATHE
DRILLING MACHINE

LATHE
GRINDING MACHINE
MILLING MACHINE
WELDING MACHINE
WELDING
Welding in Indian air Lines is licensed. The operator working on the machine
is given a license, any one else is not allowed to work on the machine.

TUNGSTEN INERT GAS WELDING

Tungsten Inert Gas Welding, also known as GAS TUNGSTEN ARC (GTA)
employs inert gas to protect the weld zone from the atmosphere. Heat is
supplied by an intensive electric arc, struct between a virtually nonconsumable Tungsten electrode & the work piece. In Gas Metal Arc Welding,
i.e. the MIG type, the electrode is consumed, whereas here a separate filler rod
is added to the weld pool. In TIG welding the weld zone is shielded from the
atmp..By an inert gas, fed through the welding torch. Either Argon or Helium
can be used. Argon is preferred to helium because of its general suitability for
a wide range of materials; and also of the low flow rates required. No flux is
used. These help TIG to be applied to a wider variety of joint types. Corrosion
due to flux inclusive cannot occur. Post weld cleaning operations are
eliminated. No spatter, sparks or flames will hinder the welding.
Almost all metals can be welded using TIG process:
Aluminium alloys, stainless steel, magnesium alloys, nickel and nickel based
alloys, copper & copper alloys, brasses, silver, plain carbon & low alloy steels
& others. Dissimilar metals can also be welded by Tungsten inert gas welding,
choosing the appropriate parameter combinations. Hard facing f steel is
another region where this finds a very valuable application.
ADVANTAGES OF TIG WELDING:
1> Highly contracted arc.
2> Inert gas shielding
3> No flux or slag
4> No smoke or fumes
5> No sparks or spatter

RIVERTING MACHINE
Machine is first locked & tool is set at the back, which depends on stage on which
the riveting is to be performed. Once tool is set & machine is locked the force is
applied. The machine is locked in order to compensate for its tendency to move in
the opposite direction.
Pneumatic pressure is applied to do pneumatic riveting with the help of air &
hydraulic pressure is applied to do hydraulic riveting & hydraulic riveting is done
to do pre bending. Pre-bending is done as a precautionary measure in case if
unbalance is more and the blades need the replacement. In the 2 nd and 7th stages
only pneumatic riveting is being done because they are in between and does not
need finish riveting.
There are different cylinders in the machine, which are employed depending on
whether bend is up/down. The amount of difference, which can be tolerated,
is also described in the manual. The tab bend is up/down. The amount of
difference, which can be tolerated, is also described in the manual. The tab
bend is applied in Z shape. Whether, the stage needs tab bending the manuals
are specifying riveting.

STANDARD ROOM
In this room all the instruments being used on the shop floor are being calibrated.
In this we have standard instruments, which are being tested on a regular basis by
the DGCA.
This room comes under the prohibited area hence not allowed to see. The
temperature of about 100C is maintained in this room.

This room includes apparatuses like:

1. Master Torque Meter
Its functions are
i.
Tightening screw or nut.
ii.
To check torque meter calibration with the help of master torque -meter.
Trimos (vernier) - checking IDC & ODC
II.
Vertical Comparator least count 1 thou
III. Microscope- 100x
IV.
UTM- both Rockwell as well a Brinell
VI. Dial gage- least count 0.01 thou. to calibrate the dial gauge.
VII. Digital Height Check

TESTING
The engine is run at the same conditions at which it is going to work over in
actual. The engine is brought from the final assembly after being assembled and
tested here.
STEPS
*Preparation or build up of engine
The engine is prepared to being tested by installing the following accessories on
it:
Tail plug on both fan as well as on exhaust side
CAN (combined nozzle assembly)

Adapter- there is different adapter for JT8D and V-2500. Adapter is a replica of
what is going is to be placed on the engine.
Bell-mouse

TEST CELL
In the test cell a fixture is already there that fixtures is being connected to
the computers through roof. One coupling is there to make the connection
between the engine and the computers because the engine should be
electronically as well as mechanically connected to computers to transmit
signals. The computers are placed in the console room. There are 2 video
cameras on test cell floor. One to take the right side views other to take the
left side view. The people in the test cell and the console room can
communicate, the data got on the computers, between each other with the
help of microphones.
CAUTION: NO ONE IS INSIDE THE TEST CELL WHILE TESTING IS
CARRIED OUT.
There are 4 monitors placed in the console room:
1. To measure the critical parameters
2. To measure the other parameters
3. To measure the auxiliary parameters
4. Video camera film.
Critical parameters are performance parameters and they are as follow:- Thrust
- Engine pressure ration (ERP)
- RPM
- Fuel consumption
- Oil pressure & temperature
- Vibrations
- Exhaust gas temperature (EGT)
Other or secondary parameters are: - Fuel to idle
- Fuel flow at light off
- N2 at fuel on
- MOP at idle
- EGT at idle

- Fuel at idle
- Fuel flow rate at idle
- Vibration at idle etc.
Auxiliary parameters are:- Pressure
- Temperature
- Facilities
STEPS
1. IDEAL RUNNING
At this stage controlled amount of fuel is injected. The engine is run with the help
of starter only. This is carried for about 5 minutes. The readings on the monitor
are matched with those of manual if they are with in limits than next step is
carried. In case any fault is found than the engine is stopped, inspected and
required steps as per the manual.

2. MOTORING
At this stage the engine is run at such amount of fuel just to heat the engine so that
there is no uneven heating and no thermal stresses are developed. It is a caution
that the engine must be evenly heated before going for actual running.

3. RUNNING AT ACTUAL RPM

The engine is run at actual rpm i.e. varying power. The engine is tested here for 2
min. The maximum power developed is called the SEAL BREAKING POWER.
This is called seal breaking power because the blades have to work with new seals
& this tests for any leakage problem.
WE HAVE SEEN THE TESTING OF V-2500. THIS ENGINE FAILED
BECAUSE ONE BOLT IN THE HPC WAS LOOSE WHICH DESTROYED
THE WHOLE MODULE.

NO.3 BEARING WAS OVERHEATED; BECAUSE OF LOOSE BEARING

SEAL.

SCHEDULE OF HYDRAULIC SHOP

SNO

SECTIONS

DAYS

DATES

BRAKE ASSEMBLY

13th June, 14th June

WHEEL ASSEMBLY

15th June, 17th June

ESCAPE SLIDE

18th June, 19th June

HALL

11

20th June to 3rd July

BRAKE ASSEMBLY SHOP

GENERAL
The brake is installed on the axle of the left and right hand main landing gear. It
position in the assembly will permit the normal or emergency supply system to be
connected to either of the self-sealing coupling of the hydraulic crown.
DESCRIPTION
The brake assembly of the following component:
1. HYDRAULIC CROWN
A. The hydraulic crown contains two independent hydraulic system (normal
& emergency).
B. Each system open outside through a supply connection port and a bleed
connection port and communication with six housing.
2.

PISTON ASSEMBLY
Each piston assembly consist of :A. A linear for guiding the piston.
B. A scraper secured to the linear and prevents the entrance of dirt.
C. A piston, which accommodates he automatic return and wear compensating
device.
A brake piston housing contains twelve piston (six for normal and six for
the emergency) that are hydraulic interconnected and that, when actuated
compress the stationary (stator) and rotating (rotor) element of the brake to
produce friction and braking action. The piston housing also and release the
brake to controlled position that ensure full brake application with limited
demand for hydraulic fluid flow. A return spring compressed between the
flange of a guide and bottom of the piston. The spring holds the guide against
the retaining ring installed in the piston.
An adjuster tube is inside the guide.

An adjuster pin an attached ball holds tube against the guide. A pin retainer
holds the adjuster pin at one end of the linear. A protective cover secured to the
piston by a retaining ring. Internal and external sealing efficiency is provided
by various seals and back up rings.
3.
TORQUE TUBE
The torque tube has spines on its periphery serve as guide for the stator and
the thrust plate. The thrust plate transmits the force exerted by the piston on the
heat pack. This thrust plate is translation ally guided by the torque tube and is
fitted with insulating washer.
4.

WEAR INDICATOR

The periphery of the hydraulic crown has slots in which the wear indicator
can appear. When the wear of the heat pack reaches its maximum value.
The end of the wear indicator come is aligned.
5.

THERMOCOUPLE

The thermocouple supplies a voltage proportional to the temperature of the

heat pack.
6.

HEAT PACK

This assembly is formed of a stack of stator and rotor placed alternatively.

The wheel drives the rotors, while the stator are held stationary by the spine in
the torque tube.
OPERATION
A. The brake assembly is normally operated by fluid pressure from the
aircraft main hydraulic system. Brake operation is controlled by actuation
valve through linkages and pushrods when the brake pedals are pressed.
The aircraft also utilize a secondary brake control system to safely stop the
aircraft in the event that the primary system becomes inoperative.

B. When the brake applied hydraulic fluid under system pressure enter the
inlet part of the brake and is distributed to the six-brake piston through the
interconnected drilled passages in the piston housing. The fluid pressure
moves the piston outward against the pressure plate, which presses the
stators and the rotor together against the backing plates.
C. The piston housing is attached to the pressure plate by the six-adjuster pin
mounted through the return spring. When brake pressure is applied, the
pressure plate moves away from the piston housing causing the adjuster
pin to compress return spring.
D. Any pressure plate movement beyond that required compressing the return
spring, forces the adjuster pin to be pulled further past the friction bushing
in the 3 and 4 brakes. In the 5 brake, the adjuster pins the ball further
into the expanding steel tube. This movement, the adjuster function is a
result of wears of the stator lining and to a lesser extends the rotors.
E. As soon as the pressure decreases, the return spring of each piston pushes
the latter of its rest position. It thus cancels the forces transmitted to the
pressure plate.

WHEEL ASSEMBLY
GENERAL
The aircraft wheel has tubeless tires whose dimensions are 49x17 or 46x17or
49x17
49,46: outer dimensions in inches.
16,17: width in inches.
Dry nitrogen gas is filled to inflate the tire.
It is filled at 190 psi. Strength of the tire is measured in terms of psi. rating (PR
range 12-22).
Applying a fresh coating of rubber on tire. Up to six retreating is allowed
after that the tire has to be discarded. Generally, tire can sustain 200 landing after
which retreating is done.
DESCRIPTION
The wheel is made up of a body and a flange assembled together with bolts,
washer and nuts and preformed packing ensures sealing efficiency between the
wheel body and flange. It is possible to install balance weight (red point on the
tire indicated the lightest area) on the wheel body and the flange to achieve the
correct balancing.
A. Flange
The flange on the brake side has
Nine heat shield.

Nine drive blocks, which engages with the

slots in the brake rotor.

Three fusible plug are installed on the outer

rim at the of drive blocks.

Three fusible plugs screw in the flange web

near the housing of the seals located between
the flange and the wheel body.

Each fusible plug consist of a body and a

Eutectic mixture.

If during a braking action, the fusible plug

Reaches a predetermined temperature the eutectic mixture melts.

This results in the deflection of the and prevent any possible
bursting of the latter.
Three fusible plugs operate during an emergency braking action.
Heat concentration takes place near the wheel bead
Seat located on brake side.

An inflection valve.

B. The wheel body has

The taper roller bearing protected by a seal

Assembly and by a stop and seal assembly.
At the opposite of the passage of the
Inflation valve, the wheel body has two
Tapered holes sealed with a plug and
Preformed packing. One of these holes
Sealed with a plug and preformed packing.
One of these holes is used for the
Installation, on an optional basis, of a
LABINAL pressure transducer. The second holes are used for the
installation. The second holes are also on the optional basis of a
pressure relief valve. There is a yellow line on the wheel, which is
used by the pilot to measure the pressure. Melting point of the
fusible plug of the web is 183 C. Melting point of the fusible plug of
the bread seat is 300 C. If dry nitrogen is not available, we can use
dry filter compressed air.

SEMI AUTOMATIC WHEEL INSPECTION SYSTEM

PURPOSE AND FUNCTION
The semi-automatic wheel inspection system has been designed to carry out
eddy current inspection on aircraft wheel rims with maximum flexibility and
reliability. Due to heavy impacting of the aircraft load on the wheel while landing
or braking, the wheel rim is prone to miniature as well as major cracks, which
could result in lethal accident of the aircraft while it is on the wheel. So, to avoid

such mishaps, wheel are gone through the constant routing check for cracks and
other faults such as rest, bends and so on.
Major cracks and fault can be detected by giving a good naked eye look over
the wheel rim. And for the miniature cracks which are not visible to the naked eye
is a semi automatic wheel inspection system.
EDDY CURRENT TESTING
Interpretation of the signal received by this technique is quite clear and
relatively easier provided the effect of the gravity changer, sharp bends and
edges are well accounted. Sensitivity to small discrepancies in the
component is very high. It is a common practice to inspect area of bead seat
in either zigzag motion or a motion of circumferential scan with specific
separation between each path. Thus there is a probability of missing a
crack. So, to avoid such mistake, the probe should be moved in either way
so that it covers the entire region.
OPERATION
1) A wheel rim is placed on the turning table.
2) Connect probe lead to the socket and calibrate the given the desired
deflection on calibration effect.
3) Place the probe in the bead seat area of the wheel and carry out
circumferential scan.
4) After the quick scanning of the wheel, repeat process again slowly to
confirm the test.

ESCAPE

SLIDE

Escape slide are used, like raft, in case of emergency like fire etc on ground only
i.e. when the aircraft has landed. There are four doors and two emergency doors in
case of Bowing 737 aircraft where as four doors and four emergency doors on A320 aircraft. On each door there is one escape slide. The emergency door are
called emergency window. Each slide can carry 45-55 of passengers.
WITH IN 90 sec THE WHOLE AIRCRAFT IS TO VOCATED.
Escape slide is inflatable and N2 gas and is filled in it. There is a reservoir has
compressed N2 at 3000 psi. The escape slide is made up of Nylon fabric. There is
a regulator in it, as well, in which gas is maintained at 600 psi. It contains a hand
pump in case if more air is to be filled.
A door damper is another thing is overhauled in the escape slide shop. The door
damper helps to open the door quickly. In emergency jerk is applied which makes
the slide to fall down, otherwise the escape slide does not come out.
The inflation reservoir is installed in a gray nylon fabric sling is attached by
means of white webbing straps permanently attached to the inflatable. Refer to air
cruiser company component maintenance manual 25-65-17 for maintenance of the
inflation reservoirs.
A pull handles on the girt for manual inflation serve as a back up system
should the slide/raft fail to inflate automatically upon deployment. The pull handle
is triangular in shape and is constructed of white webbing with a red placard
reading PULL in white letter across the base of the triangular. The inflation
valve release cable is attached to the pull handle by a threaded connector.
The aspirators are located on the inflation upper right hand side body tube and
in the lower left hand side body tube. It is comprised of an inlet housing section
contain a nozzle array, and a cylindrical diffuser/mixing tube. The inlet housing
equipped with one-way flapper in the ambient air
inlet, which act as a check valve. The expansion of high- pressure stored gas
through the nozzle array creates a vacuum in the aspirators, causing the flapper to
open and ambient air to rush into the inflatable. Thus, inflation airtime is rapid,
and reservoir size is minimized.

The aspirators are mounted on the inflatable by clamping them into a

mounted urethane rubber flange. A worm drive clamp retains the aspirators in the
molded flange. The band clamps are covered with electrical tape to prevent the
clamps from chafing the inflatable.
Flexible, double-braided polyester/Kevlar ethylene propylene rubber-lined
whose assembly interconnects the inflation reservoir with the aspirator. The hose
assembly is equipped with aluminum swivel end fitting. Light are provided with
the slide as well which work with batteries. It contains a survival kit in case if the
plane has land in water etc. The survival kit contain first aid box, some eatables
etc. Different things are in the survival kit are listed below.
CENTER MAST--- Placed at the center for supporting the canopy.
WATER ACTUTATING LIGHT---These light are actuated when they come
in connect with the seawater.

SURVIVAL KIT
THE COMPONENT OF SURVIVAL KIT ARE
1)
2)

Container
Hand pump

3)
4)
5)
6)
7)
8)
9)
10)
11)

Cord
Wire
Flashlight with batteries
Tablet
Water purification
Inhalant ammonia
Ointment antiseptic
Glucose toffee
Canopy

LEADING PARTICULAR
ITEM
1) A320/A 321 airAnd deployment.
3) Slide/raft mat.
4) Floor material
5) Lacing cover
material.
6) Pack board material
7) Length of slide/raft.
8) Inflated pr.

DESCRIPTION
Forward and aft slide/rafts.
Nylon, reflective polyether
urethane coated, single ply.
Nylon elastomer coated.
Nylon, urethane coated
yellow.
Honeycomb kevlar
composite.
276+4in (678+ 10 cm ).

FIRE EXTINGUISHER
A. The fire extinguisher, hereinafter referred to as the container, consists of a
single neck 378-inch cube (6194 cm cube) steel sphere, pressure switch,
and a filler plug. The discharge outlet is located on the bottom of the
container is sealed by fusion welding the component.
B. The container is filled with a liquid fire-extinguishing agent, bromotrifluoro methane (CBrF3) and is pressurized with nitrogen (N2). The
pressure switch is welded to the switch port and provided continuous
monitoring of pressure with in the container. The filler provided a method
of connecting a recharge line to the container.
C. After mounting the container, the discharge head is used to connect the
container to the discharge line. The discharge head provided a mounting
point for the electrically actuated explosive cartridge.
D. When the cartridge is fired, the closure is ruptured by explosive
impingement, releasing the extinguishing agent into the discharge line.
OPERATION
A. The container is pressured to 600 psig (4,137 KPa) to provide the force
necessary to expel the extinguishing agent from the container and direct it
through the discharge line to the fire source. Both the extinguishing agent
and the nitrogen are contained by the closure until the explosive cartridge
is electrically actuated.
B. Upon actuation of the explosive cartridge, the closure is shattered,
permitting the nitrogen to force the extinguishing agent from the container
into the discharge line.
C. The filler plug is used to the discharge and recharge the container.

LEADING PARTICULARS
FIRE EXTINGUISHER
Operating pressure
Test pressure
Ambient temperature
Weight of discharge head
Weight of cartridge
Extinguishing agent (CBrF3)
Nitrogen (4,137 to 4,309 KPa at 21C)
Capacity
Assembly installation position
Minimum wall thickness

4,137 KPa at 21 degC

14,480 KPa
-54 deg C to 96 deg C
0.18 kg
0.06 kg
4.99 to 5.10 kg
0.19 kg max.
6194 cubic cm
Discharge outlet down
0.137 cm

SKYDROL
WHY SKYDROL HYDRUAULIC FLUIDS ARE DEFFRENT FROM
OTHER TYPES OF AVIATION HYDRAULIC FLUIDS?
Skydrol fluids are made of a blend of phosphate ester combined with critical
performance additive. Skydrol hydraulic fluids are significantly more fire
resistance than other non-phosphate ester fluids such as Mil-H-5606. Although
skydrol hydraulic fluids are fire resistant, they are not fire proof. Under certain
condition skydrol hydraulic fluids will burn.
FIRE RESISTANCE AND SKYDROL HYDRAULIC FLUIDS.
The definition of fire resistance in precise terms and number is extremely
difficult. Basic parameters of fire resistance include:
Resistance to ignition.
Resistance to propagation of the flame from the source of ignition.

MISCELLANAEOUS TOPICS
FUEL :
The fuel system stored in the wings and center section with indication and
control in the cockpit The system includes fuel storage, fuel supply to the engine
and auxiliary power unit (APU) refueling and defiling control and all electrical
circuitry for control and indication.
The fuel store in the three tanks
One in each wings and one in the center section. The wings tanks are divided into
inner and outer cells. The fuel in the outer cell gravity feed into the inner
cell when a pair of inter-cell transfer valves is opened.
Each tank is an integral part of the wings structure, which is treated to prevent
corrosion and sealed with poly-sulphide interlay sealants.
Fuel distributed is provided by three component
Engine feed system
APU feed system
Refuel/De-fuel system.
1). Engine feed system: - each main system tank has two centrifugal
booster pumps capable of supplying the engine with fuel at the required
pressure and flow rate.
2). Auxiliary power unit: - Auxiliary power unit takes its fuel from a
connection in the main engine feed system, which supplies the APU at
the required pressure.
3) Refuel/De-fuel system: - fuel supplied to the refuel/de-fuel coupling
from a ground fuel supply is distributed in the required quantities to the
refuel valves. The system can also be used to defuel the aircraft
through the same through the same coupling.

CHECK VALVE: This three and half inches diameter checks valve is used to provide unidirectional
airflow in an aircraft pneumatic system. The valve permit airflow in the direction
indicated by the arrow and restricts airflow in the opposite direction.
BLOWER FAN: The avionics blower fan is impeller secured with clamps to brackets on the
aircraft structure in the avionics compartment. The blower fan is suited in the
avionics compartment. The blower fan is suited in the avionics compartment and
it remove and hot air from avionics department or compartment.

ENGINE DRIVEN PUMP

The engine driven pump is attached to the accessory on the bottom of the engine.
A splined quill drive connector the gearbox to the input shaft of the pump. The
quill drive is made to shear if the pump is not turn. The attachment flange of the
pimp has keyhole slots where the installation bolts are. The suction line connects
has a quick-release self-sealing coupling. Together, they make it possible to
replace the pump quickly. The pump is of the variable displacement type. The
rotating assembly turns all of the time that the engine operates. The pump has nine
pistons, which are movable yoke plate. When the angle of the yoke plate changes,
the stroke of the piston changes and the output of the pump is increased or
decreased. The compensator valve supplies servo pressure to the actuator piston,
which control the angle of the yoke. A solenoid valve makes it possible to change
the operation of the pimp so that it does not supply pressure to the system. The
EDP includes a blocking valve, which isolates the pump from the hydraulic
system when the pump operates in the depressurized mode.

VIBRATION ISOLATOR

OPERATION:
Engine propulsive forces are transmitted to the airframe through the cone bolt,
which is attached to the core assembly of the isolator. Spring rate and damping
have been optimized noise and vibration to the airframe. The isolators also reduce
aircraft vibration, which is transmitted to the engine.
Shut off:
The value is manually operated value with two positions open and closed and
provides shut off control of fluids in aircrafts hydraulic system.

OPERATION:
The value is operated by the touching the handle to the desired open or closed
position. The printer on the valve handle indicates the selected position.

CAPTAIN SEAT
DESCRIPTION
The caption and first officer seats are designed to provide a maximum weight.
Comfort l
The shapes of the foams and range of the seat adjustment enable any type
of occupant find a comfortable position during the flight.
Inclination of the armrests over 23 degree in continuous operation by means
of a screw device (the last position adjustment effected is kept in case of
lifting up or stowage of the armrest) Reclining of the seat back from 7 to
27.

LOWER PART
The lower part consist of 3 part:
A composite material base connecting the seat to the aircraft floor.
A column consisting of 2 nested composite material tubes.
A mechanism composed of 1 reduction gearbox plant and a ball
screw- nut assembly (for electric variant).
2-reduction gear actuator systems are available.
Actuator equipped with integrated stops (ARTUS).
Actuator equipped with switch and mechanical stop on seat
(AVIAC).
SEAT BOTTOM ASSEMBLY

1. For the mechanical seat : bearing bush. The seat bottom structure
is constituted by a light alloy panel and two (light alloy) longitudinal
slides. The longitudinal displacement is ensured by a needle bearing. The
transversal guiding is effected

2 .For the electrical seat : The seat bottom structure is constituted by a

light alloy panel and two (light alloy) longitudinal slides. Needle bearing

ensures the longitudinal displacement and a reducer gear actuator located

in the lower part.
Bearing effect the transversal guiding and a reduction gear actuator located
in the lower part.
Reduction gear actuator ensures the locking of the seat bottom in the
horizontal or vertical direction.
A mechanical control (located on the seat bottom) may be used to override
the electrical control in case of an electrical component failure.
SEAT BACK REST:
The seat back rest structure is constituted by a light alloy machined
beam on which are attacked the different components (upper plate of
seat back rest reels, life jacket in board, armrest and lumbar rest
hinge).
ARM REST:
The main structure is made of light alloy, and is covered by a widershaped supplementary structure and covered with hard foam. The
assembly is hinged on a spied pin located in the armrest and on the
seat back rest beam.
ASSIST ARM REST:
The assist armrest assembly consists of:
1) An aluminum alloy carrier arm adjustable in relation to a horizontal
plane from 0 to 18 upward.
2) A light alloy plate upholstered with integral skin foam, hinged at the
end of the carrier arm and adjustable from 0 to 30 downward in
relation to the carrier arm axis. An aluminum alloy junction fitting
secured to the seat bottom structure. Storage of the armrest 20
rearward.
(3) A gas cylinder keeps the armrest in its storage position.

FLIGHT CONTROL
GENERAL
A. The primary flight controls are the aileron, elevator and rudder. These
hydraulically powered control surface provided flight roll, pitch and yaw.

The auxiliary flight control are the leading edge flaps and slates, the spoiler,
and an adjust horizontal stabilizer.
B. Lateral (roll) trim is provided by repositioning the aileron net deflects the
ailerons. Longitudinal (pitch) trim is provided by positioning the adjustable
horizontal stabilizer. Directional (yaw) is provided by reposition the rudder
neutral to deflect the rudder.

HYDRAULIC POWER
THREE MAIN SYSTEM OF A-320
GENERAL
The aircraft has main hydraulic systems. They are identical as the Green, Blue
and Yellow. Together they supply hydraulic power at 3000 psi. (206 bar) to the
main power users. These include the flight controls, landing gears, cargo doors,
brakes and thrust reverser service which are not used during flight (cargo
doors, brakes, landing gears, nose wheel steering) are isolated from the main
supply.
The 3 main systems are not hydraulically connected. Where possible they are
kept apart to keep to a minimum, the effect of engine or tire burst or other
damage.
There are no hydraulic pipes in the passenger cabin or flight compartment.
High Pressure (HP) pipes, which are not in fire zones, are made of titanium
alloy and are not painted. Hp pipes in fire zones are made of stainless steel.
Low Pressure (LP) pipes are made of light alloy and are painted against
corrosion. In certain special cases (landing gears trays), the LP pipes are made
of stainless steel or titanium alloy. Stainless steel and titanium alloy pipes are
electrically bonded with bonding beads and clips. It is not necessary to bond

light alloy pipes. Flexible pipes are used where it is necessary because there is
vibration or movement between components.
Manifolds are used where possible in both HP and LP systems. The
maximum quantities of components are installed on the manifolds to prevent
damage to or movements of the pipes when components are replaced. The
manifolds have ------------------- type connections for some components.
The seal drains of some components (emergency generator; power control
units; power transfer units and electric pumps) and the pressure reliefs valves
of the reservoirs are connected to the seal drain systems. This system collects
the fluid leakage from these components and keeps it in containers, which
can be emptied on the ground. This prevents the collection of hydraulic in the
aircraft structure where it may cause a risk of fire.
An air bleed from the pneumatic system of the aircraft pressurizes the
reservoir to 50 psi. (3.5) bar. This makes sue that there is sufficient supply of
fluid to the pumps in all conditions.
There are electrically operated motorized valves in the suction lines to the 2
engines. They close automatically when the engine fire handles are operated
and stop the supply of hydraulic fluid to the pump.
SYSTEM DESCRIPTION
A. MAIN SYSTEM: The 3 systems are each pressurized by one main pump. The green system
pump is connected to the left engine and the yellow system pump is connected
to the right engine. The green and yellow pumps supply hydraulic power.
When their engine operates, the electric pump of the blue systems starts
automatically. The 3 systems main pumps are usually set of operate
permanently. If necessary (because of a system fault or for sew icing), the
pumps can be set to off from the flight compartment.
Most of the components of the systems are in the 3
hydraulic compartments. The green system components are in the main
landing gear compartment. The yellow system components are in the hydraulic
compartment in the right belly fairing. The blue system components are in the
hydraulic compartment in the left belly fairing. The 2 hydraulic compartments
(yellow and blue) are forward of the main landing gear compartment.

There are the 3 ground service panels, one for each main system.
The blue and green ground service panels are in the left belly fairing. All of the
ground service panels are aft of the main landing gear compartment.
All of the ground service panels have self sealing connectors for
hydraulic power supply on the ground. The ground service panel of the green
system has a hand pump, filter and selector valve so that any of the reservoirs
can be filled from it. The ground service panel of the yellow system has a hand
pump and selector valve. The ground service panel of the blue system has the
ram air turbine control panel.

B. AUXILLARY SYSTEM: Auxiliary hydraulic power generation systems are:

1. Ram Air turbine (RAT) of the blue system.
2.The power transfer unit (PTU) of the yellow/green system
3.The electric and hand pumps of the yellow systems
[Blue electric pump can be used an auxiliary power unit for maintenance
purposes, when the aircraft is on the ground.]
The RAT of the blue system is in a compartment in the left belly fairing,
forward of the main landing gear compartment .It extends into the airflow
automatically. When there is a total failure of the bus pass 1 X p and 2 X p.
The crew can operate it from the flight compartment. If necessary the RAT
supplies hydraulic power to the blue system. If there is an electrical failure, the
RAT also supplies the controlled speed motor generator (CSM/G), which gives
electrical power to the aircraft

The PTU of the green /yellow system is in the main landing gear compartment.
It can operate in 2 directions green to yellow and from yellow to green. There
is no hydraulic connection bit the 2 hydraulic systems. The PTU operates

automatically when there is a difference in pressure bet the 2 systems of 500 psi.
The PTU is permanently available but can be set to off from the flight
compartment if necessary. There is a quick release self sealing coupling which
isolates the PTU to stop one system pressurizing the other during servicing.
The yellow electric pump is in the yellow hydraulic compartment. It supplies
the yellow main system with hydraulic power when necessary (failure of the
engine or engine pump) it is set to on from the flight compartment. It also
starts when the aircraft is on the ground and a selection is made to operate the
cargo doors.
The hand pump of the yellow system is on the yellow ground service panel. It is
used to operate the cargo doors if no electric power is available.

POWER SUPPLY
The hydraulic system gets electrical power from the AC and DC systems of the
aircraft.
These circuits have a 115 V AC supply:
The electric pump of the yellow system
The electric pump of blue system
These circuits have a 28 V DC supply:
RAT
The monitoring and control circuit of the green system
The monitoring and control circuit of the yellow system (engine driven pump)
The warming and control circuit of the blue systems
Engine1 and Engine 2 fire valves
The low level indicator circuit of the reservoir
The system pressure transmitter
The leak test solenoid valves
The OUT solenoid valves
The yellow auxiliary systems
This circuit has a 26 V AC supply:
Reservoir quantity lubrication system
4. CONTROLS AND INDICATION

CONTROL :Control of the main the systems is usually automatic but the crew can control the
system from flight compartment when necessary. Most of the controls are on the 2
overhead panel 40VU and 50VU.
Panel 40UV has the push button switches for:
These circuits have a 28 V DC supply:
RAT(Ram air turbine)
The monitoring and control circuit of the green system
The monitoring and control circuit of the yellow system (engine driven pump)
The warming and control circuit of the blue systems
4. CONTROLS AND INDICATION
CONTROL: Control of the main the systems is usually automatic but the crew can control the
system from flight compartment when necessary. Most of the controls are on the 2
overhead panel 40VU and 50VU.
Panel 40UV has the push button switches for:
Engine no.1 hydraulic pump (green)
Engine no.2 hydraulic pump (yellow)
Electric pump (blue)
PTU
Electric pump
It also has the RAT hydraulic override switch to deploy the RAT. Panel 50 UV has
the push button switches, which control the 3 leakage measurement selectors.
These are used for servicing only. Also on panel 50 UV is the override switch of
the blue electric pump. This switch makes it possible to operate the electric pump
of he blue system when the aircraft is on ground and the two engines are stopped.
The fire push button switches on the overhead panel (section 20VU) control the
motorized valves in the suction lines to the engine pump.
The electrical override switch to deploy the RAT is on panel 21 VU.

B. INDICATION: There are 2 primary types of indication. They are:

Mechanical which are gauges in the hydraulic compartment and wings. These in
clued pressure gauges on the system accumulator, air pressure gauges on the
reservoir and content gauges on the reservoir. Quantity indicator (1834GQ) on the
ground service panels the green system. The gust load alleviation accumulations
in the wings have pressure gauges on them.
-Indications related to the electronic centralized aircraft monitoring {ECAM}
system. These are shown on the HYD page of the system display, the
engine/warning display, and the engine/warning display and on the overhead
panel.

THREE MAIN SYSTEM OF BOEING-737

GENERAL
A. Hydraulic fluid at 3000-psi pressure is supplied to the hydraulic to the
hydraulically operated airplane system airplane system by three separate
and independent power system. The power systems are designated as
hydraulic system a hydraulic system B and standby hydraulic system.
Hydraulic fluid is supplied from three pressurized reservoirs; one for each
power is supplied on engine no.1 and no.2. system B receives pressure from
two electric motor-driven pumps installed in the wheel well area. The two
electric motor-driven pumps installed in the wheel well area. The hydraulic
power system reservoirs are serviced at the hydraulic fluid filling station in
the right wheel well.
B. Hydraulic system a supplies hydraulic power to the ground spoilers,
inboard flight spoiler, ailerons, leading edge flaps and slats, trailing edge
flaps, landing gear, nose wheel steering, elevators, rudder, main wheel
inboard brakes, and thrust reverser. Hydraulic power to the thrust reverser is
supplied through the landing gear control valve.
C. Hydraulic system B supplies hydraulic power to the ailerons, elevator,
outboard flight spoilers, rudder, and main wheel outboard brakes.
D. The standby hydraulic system supplies power to the rudder, the leading
edge flaps and slats and thrust reserver.
E. The hydraulic system supplies power to the rudder, the leading edge flaps
and slats and thrust reverser.

F. The hydraulic reservoir pressurization system is provided to ensure a

positive supply of hydraulic fluid to the pumps and to prevent foaming in
the reservoirs.
G. System A, system B and standby hydraulic system components located in
the forward wheel well area are protected by three wire mesh shield panels.
These shields are installed to protect hydraulic components, considered to
be critical for minimum safe operating limits, against the effects of a tire
bursting after takeoff and retraction of the landing gear. The shield panels
are hinged and locked in place by mechanical latches and allow access to
hydraulic components maintenance.

ENGINE THRUST REVERSER ASSEMBLY

1. DESCRIPTION
A. The thrust reverser assembly is located on the aft end of
each engine nacelle. It is of the target type, providing
thrust reversal by blocking the engine exhaust gas &
deflecting it forward and overboard with one set of
deflector doors.
B. The major components of the thrust reverser are the
shroud assembly, two deflector doors, 2 actuator
assemblies and 2 deflector door linkages. The hydraulic
plumbing door latch assemblies and the electrical
installations are contained within the shroud assembly.
C. Upon installation of the thrust reverser on the aircraft are
adjustable fairing is mounted on the upper deflector
door. This fairing continues the aft wing to nacelle
fairing.
2. OPERATION
A. The thrust reverser assembly serves as the aft end
faring of the engine nacelle and controls the direction
of flow of the exhaust. In the flight position, the

deflector doors are stowed and the engine exhaust

flows aft.
B. During the landing roll, the thrust reverser deflection
doors may be deployed (opened) to deflect the engine
exhaust forward and aid in slowing the aircraft.
C. The thrust reverser deflector doors are actuated by
hydraulic pressure and are controlled from the flight
compartment.

LANDING GEAR
GENERAL
The landing gear consist of
1. Nose gear
2. Main landing gear
Nose gear:
The nose gears shock strut assembly consists of inner and outer cylinder,
orifice plate, metering pin, centering cams, bearings, steering cylinder
support plates and wheel axels. The inner cylinder above the bulkhead is
partially filled with hydraulic fluid and held under compression. The nose
gear shock strut uses the air cushion to absorb impact loads and taxi and
landing shocks. The hole in the orifice plate decreases the flow of the
hydraulic fluid to slow down in the inner cylinder.

Main landing gear:

The main gear shock strut assembly consists of inner and outer cylinder
containing orifice support tube, metering pin, drain tube, packing, packing
adapter, bearing, charging valve, and orifice plate. Some of the space
between the inner and outer cylinder above the bulkhead is partially filled
with hydraulic fluid and held under pneumatic pressure. The air cushion
absorbs impact loads and taxi and landing shocks. The hydraulic fluid goes
through an orifice plate and snubbing valve to slow down the motion of the
inner cylinder.
OPERATION
During the time of landing, the inner cylinder moves into the outer cylinder due to
hydraulic pressure. As a result the metering pin moves into the orifice. Due to
pressure of air in the fluid, it is able to absorb the shock. Also shock strut convert
mechanical energy of impact into the heat energy of the fluid, as the fluid is
forced through the small metering orifice.

Metering pin is tapered. As the piston is pushed further up into the

cylinder, the size of the orifice decreases and passage of oil is more restricted.
This provides progressively stiffer shock strut and smoother shock absorbing
action. There is a knob at the end of metering pin. This prevents rebound. If pilot
bounces on landing, the strut will attempt to extend fully. But as the knob is
reached, it will slow down the extension.

AIR CONDITION SYSTEM

GENERAL
The air condition system provides conditioned air to the control cabin, passenger
cabin, electronics equipment compartment air to the forward cargo compartment,
part of the warm air or supply from the engine or pneumatic cart is passed through
the air cycle system to be cooled. This conditioned and cold air is then passed into
the control and passenger cabin through the distribution system.
The combined flow for all outlets tan pressurization control outflow valve
is limited to a value less than enters the cabin from the quantity of air required to
maintain the desired pressure in the cabin.
The air condition system includes following subsystems.
1. Compression
2. Distribution
3. Cooling
4. Temperature control
Compression
A. This subsystem describes the equipment and methods used regulate
the flow of air to the air condition system. Regulate flow of air is
required to maintain adequate supply and to prevent excessive flow.
Under supply may limit pressurization of airplane while over supply
may cause air cycle system to overheat.
B. The engine furnishes 8 or 13 stages air depending on the engine
power setting and air conditioning demand for air conditioning
during normal operation. Bleed air from the engine enters the
pneumatic system where the temperature is normally regulated to
approximately 370 F and limited to 450 F. a thermo switch in
pneumatic system will prevent excessively hot air from entering the
A\C system by closing the bleed air shut off valve.
C. An air cleaner system is provided to purge the engine bleed air of
impurities. Impurities collected by cleaner are overboard through the
ram air exhaust louvers.

DISTRIBUTION
A. Two separate and independent systems distribute air to the passenger
and control cabin. The individual (gasper) air distributed system
routes only the cold air from the air cycle system while the
conditional air distributed system routes the mixture of cold and hot
air to the cabin.
B. The gasper system provide each crew member and passenger a
method for cooling his local area to a value different from that
provided by the normal air conditioning automatic control. Air is
received from the air cycle and ducted to each individual a choice
anywhere between no supplementary cold air and full system
capacity cold air with all gasper outlets open. Approximately 20%
maximum of total cabin inflow air passes through the gasper system.
C. The conditioning air distributed system routes temperature controlled
Air to the passenger and control cabin. One duct supplies the control
cabin and passenger entirely separate duct system supplies the
passenger cabin. A nozzle at the bottom of the duct releases a
balanced flow of air directly into the cabin.
COOLING
A. All cold air for air conditioning is provided by an air cycle system
passing bleed air through a primary heat exchanger and air cycle
machine and secondary heat exchanger cools the air sufficiently to
handle any cooling situation required. A ram air system provides
coolant air for heat exchanger. A turbofan draws air through the
system fir ground operation. A water separator removes excess
moisture from the cooled air. Various thermal switches, thermostat,
sensors etc. are included with the system to provide automatic
protection and warning of an air cycle system malfunctioning.
TEMPERATURE CONTROL
A. Temperature of air entering the distribution system to the passenger
and control cabin is regulated by the positioning mix valves. The mix

valves proportion hot bleed air with cold air from the air cycle system to
provide air-conditioned comfort in the passenger and control cabin.
There is one control cabin for each air system and passenger cabin
controls right air cycle system.
OPERATION OF AIR-CONDITIONING
The aircraft main engine bleed air is routed through aircraft primary
heat exchanger where the aircraft main engine bleed air is particularly
cooled by aircraft ram air. The aircraft main engine bleed air leaves the
primary heat exchanger and enters the cooling turbine compressor
section. The aircraft main engine bleed air compression is increased
section. The bleed air then leaves the compressor section of the cooling
turbine and enters the secondary heat exchanger to be additionally
cooled by aircraft ram air. The ram air then exits the secondary heat
exchanger and then enters the turbine section of cooling turbine. The
bleed air is caused to rapidly expand in the turbine section also causing
increase in the temperature.
The rapidly expand bleed air then leaves the turbine section of
cooling turbine and enters the cabin air-conditioning control section. The
compressor sections provide pneumatic energy for air-conditioning
system and cooling turbine operation. The bleed air compressed in
compressor section is transferred to rapidly expand cooled air for airconditioning system and mechanical energy for cooling turbine
operation in the turbine. The workload requirement of the turbine
section to maintain efficient operation of compressor section is
controlled section is controlled by mixing valve. The mixing valve
control the speed of rotation of cooling turbine within the range of
compressor section and turbine section efficiently. The mixing valve is
also used to produce reduction or increase in air temperature to maintain
temperature requirement of the aircraft cabin. Opening of the mixing
valve causes an amount of aircraft main engine bleed air to by pass the
turbine section of the cooling turbine. This action causes reduction in the
cooling turbine rotation and an increase in the air temperature at turbine
section discharge. Closing of mixing valves causes all aircraft main
engine bleed air to enter the cooling turbine. This causes an increase in
the cooling turbine rotation and decrease in the air temperature at turbine
section discharge.

COMPONENT DESCRIPTION AND OPERATION HEAT EXCHANGER

DESCRIPTION
The heat exchanger is air-to-air heat exchanger used in the aircraft airconditioning system. It has a core assembly with two-pan assembly welded to one
side and inlet and outlet flanges welded on the top and bottom. The core assembly
has bleed air fins cooling air that are separated by plates to form hot and cold air
passage that runs perpendicular to each other through heat exchanger.
OPERATION
The heat exchanger is used to cool air in an aircraft conditioning system. During
operation, hot bleed air inlet enter through the bleed air inlet, of fins and exits
through the bleed air outlet. Heat from the bleed air is conducted through the
bleed air outlet. Heat from bleed is alternating layers of fins. This exchange of
heat through fins cools the hot bleed air as is passes through the heat exchanger.

ICE AND RAIN PROTECTION

GENERAL
A. The following systems are used to protect the airplane and aid the pilots
when operating under ice and rain condition.
B. Thermal anti-icing (TAI) system using engine bleed air is provided for the
wing and engine.
C. Electrical anti-icing systems are provided for the control cabin windows,
temperature probe sensors and water and toilet drains.

D. Rain removal is provided for the no. 1 control cabin window by a

windshield wiper system. A rain repellent is also provides to be used in
conjunction with the wiper system.
THERMAL ANTI-ICING SYSTEM
A. The wings anti-icing system de-ices the leading edge slats. The TAI air for
the system is supplied from the engine bleed air.
B. The engine anti-icing system deices the engine nose dome and inlet guide
vanes.
ELECTRICAL ANTI-ICING SYSTEM
A. The control cabin window anti-icing system deices and provides bird
proofing of the no. 1,2,4 and 5 control cabin window on each side of the
control cabin. The windows are heated by the use of transparent electrical
resistance coating incorporated as an integral part of the window.
B. The pitot static and temperature probe anti-icing system devices the left and
the right pitot static tube, the elevator feel left and right pitot tubes and the
temperature probe. Electrical resistance elements installed within the
sensing head of the units heat the sensors.
C. The water and toilet drain anti-icing system deices the fore and aft toilet
drain connectors. The toilet drain connectors are heated by electrical
resistance element installed as an integral part of the connector gasket. The
heaters are controlled directly by their respective circuit beaker and are
heated whenever the airplane has electrical power.
RAIN REMOVEL SYSTEM
A. The windshield wiper system maintain clear on the no.1 control cabin
windows during take-off, approach and landing in rain and snow. The wiper
are driven independently by electrical motors, which are controlled by a
common switch.8
B. The rain repellent system spray a rain repellent solution on the no.1 control
cabin windows and is used in conjunction with the windshield wiper system
to improve visibility during heavy rain. The repellent solution for both
windows is supplied from a common pressurized container, but is
controlled independently by separate switches for each window.

ENGINE DRIVEN PUMP

(Variable delivery hydraulic pump)
GENERAL
DESCRIPTION
A. The variable delivery hydraulic pump assembly is an axial piston, variable

displacement, cam actuated hydraulic pump. The pump incorporated an

electrical depressing valve (EDV) control circuit. This when energized
causes the pump to operate at reduce internal pressure (standby status) and
blocks all discharge flow. The maximum displacement of pump is 2.58
cubic inches per revolution.

OPERATION
A. The pump has a rotating cylinder barrel containing nine hollow pistons.
Secured to the piston are hydrostatically balanced shoes, which ride on an
inclined cam surface (hanger) causing the piston to reciprocate within the
cylinder barrel. A retaining plate holds the piston to reciprocate within the
cylinder barrel. A retaining plate holds the piston shoes against the hanger
cam surface during the suction stroke.
B. By changing the incline angle of the trunnioned hanger, the length of the
piston stroke varies the pump displacement. This is accomplished through
a pressure-actuated compensator, which react to the system demand.
C. During the intake cycle, hydraulic fluid is drawn into the port cap, through
passages on the top cylinder barrel and into the cylinder with the movable
piston. Constant fluid intake is ensured through an impeller rotating at
rated speed, direct inlet flow to the barrel cylinder. During the discharge
cycle, the pistons are forced up into their cylinder bosses, discharging
high-pressure fluid into the port timing plate, manifold and out of the
pressure port of the port cap.
D. Most wear surface of the rotating group float b/w themselves due
influence of hydrostatic pressure minimizing frictional drag and leakage. A
port plate is located b/w the valuing surface of the barrel and manifold
providing a replaceable wear surface against which the rotating barrel
position itself during pump operation.
E. The pump incorporates a depressurization/blocking mechanism, which
upon energizing the electrical solenoid, blocks pumps discharge and destroke the pump thereby reducing internal discharge pressure to above
1.14Mpa.
F. The pressure compensator maintains a preset delivery pressure by
regulating the volume of fluid exiting the pump in response to change in
system pressure. System pressure is directed to a compensating three-way
valve. The valves spool is held in the closed position by an adjustable
spring load on one side. When system pressure load on the opposite side of
the spool exceeds that of the spring, the spool shuttles to meter control the
stroking piston.