A PROJECT REPORT ON-

“THE STUDY OF ALL SPECIAL PROCESS

INVOLVED IN ASSEMBLY SHOP”

CONDUCT AT
HINDUSTAN AERONAUTICS LIMITED,SUKHOI ENGINE
DIVISION,KORAPUT ,ODISHA

GUIDED BY- SUBMITTED BY-

MR.NIHAR RANJAN PATRA MR.JYOTISWARUP JENA
MANAGER(ASSEMBLY SHOP) MS. MENKA BARAL
DEPT-620,SED MS.MONISHA KUMARI DAS
B.TECH IN MECHANICAL ENGINEERING
 CERTIFICATE
This is to certify that MR.JYOTISWARUP JENA ,a student of
MECHANICAL ENGINEERING ,COLLEGE OF ENGINEERING
TECHNOLOGY,BBSR has successfully completed his
vocational training at HAL ,KORAPUT DIVISION, from 28th
may 2019 to 22nd June 2019.

The project report submitted on “THE STUDY OF ALL THE

SPECIAL PROCESS INVOLVED IN ASSEMBLY SHOP ” embodies
the original work done by MR. JYOTISWARUP JENA under
the guidance of MR.NIHAR RANJAN PATRA during his above
vocational training.

MR.NIHAR RANJAN PATRA MR.S.SATYANARAYANA

MANAGER(ASSEMBLY SHOP) MANAGER-HR(TRG)
DEPT-620,SED
 ACKNOWLEDGEMENT
I take immense pleasure in taking ,Mr. S.SATYANARAYANA,
Manager-HR(TRG),Training and development Institute, HAL , for
having permitted me to carry out the vocational training .
I wish to express my deep sense of gratitude to my internal guide,
MR.NIHAR RANJAN PATRA, Manager(Assembly Shop),Dept-620,
SED, for able guidance and useful suggestions, which helped me in
completing project work in time .
Words are inadequate in offering my thanks to the project trainee,
project assistants, HAL for their encouragement and cooperation in
carrying out the project work.
Finally, yet importantly ,I would like to express my heartfelt thanks to
my beloved parents for their blessings, my friends/classmates for
their help and wishes for successful completion for this project.

MR.JYOTISWARUP JENA
MS.MENKA BARAL
MS.MONISHA KUMARI DAS
MECHANICAL ENGINEERING
 CONTENTS
SL.NO SUBJECT
1 INTRODUCTION
2 HISTORY OF HAL

3 HAL KORAPUT DIVISION

4 BALANCING BAY
i) Dynamic balancing
ii) static balancing
5 LARGER VIEW UNIT BAY
i) Air reducer filter testing
ii) BBT leak check
iii) Intermediate leak check
iv) CBD flow check
v) Turbine support flow check
vi) Coaxiality checking
6 GEAR BOX BAY
i) KDA hydro test
ii) Turbine cooling control
iii) RND hydrotest/leak check
iv) Scavenging pump testing process

7 TRANSMISSION BAY
i) IGV kerosene leak check
ii) IGV Graphite testing
iii) IGV Engine flushing
iv) Regulation in hydraulic cylinder
8 WASHING BAY
i) Ultrasound cleaning process
ii) Pipeline flushing
9 FINAL ASSEMBLY
i) Engine leak check
ii) SPT leak check
iii) Oxygen line leak check
iv) Nozzle regulation
v) HP AND LP IGV vanes regulation
10 DISPATCH BAY

11 CONCLUSION
 INTRODUCTION
Hindustan Aeronautics Limited(HAL)came into existence on 1st
October 1964. The company was formed by merger of
Hindustan Aircraft Limited with Aeronautics India Limited and
Aircraft Manufacturing Depot, Kanpur.
Today, HAL has 19 Production Units and 10 research and
Design Centers in 8 locations in India. The company has an
impressive productive track record 15 types of aircraft and
helicopter manufactured with in-house R&D and 14 types
produced under license. HAL has manufactured over 3658
aircraft or helicopters, 4178 engines and upgraded 272 aircraft
and over9643 aircraft and 2799 engines. HAL has successful
enormous R&D Programs developed for both defence and civil
aviation sectors. HAL has made successfully success in its
current project:
 Advanced Light Helicopter- Human system
integration(ALHWSI)
 Tejas-Light Combat Aircraft(LCA)
 Intermediate Jet Trainer (IGIT)
 Light Combat Aircraft(LCH)
 Various military and civil upgrades

There are 5 main complexes of HAL for the design,

manufacturing and overhauling of the fighter aircrafts,
engines and helicopters and its accessories:
  Bangalore Complex
 MIG Complex
 Accessories Complex
 Design Complex
 Helicopter Complex

HISTORY OF HINDUSTAN AERONATICS

LIMITED
Hindustan Aeronautics Limited (HAL) came into existence on
1st October 1964. The company was formed by the merger of
Hindustan Aircraft Limited with Aeronautics India Limited and
Aircraft Manufacturing Depot, Kanpur. The company traces its
roots to the pioneering efforts of an industrialist with
extraordinary vision, the late Seth WalchandHirachand, who
set up Hindustration Aircraft Limited at Bangalore in
association with the erstwhile princely State of Mysore in
December 1940. The government of India became a
shareholder in march 1941 and took over the management in
1942.

Today,HAL has 18 Production divisions and 9 Reaserch and

Design Centres in 7 locations in india. The company has an
impressive product track record_12 types of aircraft
manufactured with in house R&D and 14 types produced
under licence. HAL has manufactured 3550 aircraft (which
includes 11 types designed indigenously) 3600 engines and
overhauled over 8150 aircraft and 27300 engines
approximately.
HAL has made successfully success in its current project:
 Advanced Light Helicopter- Human system
integration(ALHWSI)
 Tejas-Light Combat Aircraft(LCA)
 Intermediate Jet Trainer (IGIT)
 Light Combat Aircraft(LCH)
 Various military and civil upgrades
Dhruv was delivered to the Indian army, Navy, Air Force and
the Coast Guard in March 2002, in the very first year of its
production, a unique achievement.
HAL has played a significant role for India’s space programs by
participating in the manufacture of structures for Satellite
Launch Vehicles like
 PSLV (Polar Satellite Launch Vehicle)
 GSLV (Geo Stationary Launch Vehicle)
 IRS (Indian Remote Satellite)
 INSAT (Indian National Satellite)

There are about eight major joint venture companies

established by HAL during the recent future. Apart from these,
other major diversification projects are Industrial Marine Gas
Turbine and Airport Services. Several co-production and joint
ventures with international participation are under
consideration.

HAL’s supplies or services are mainly to Indian Defence

Services, Coast Guards and Border Security Forces etc.
Transport Aircraft and helicopters have also been supplied to
Airlines as well as State Governments of India. The company
has also quality and price competitiveness.
HAL has won several International and National Awards for
achievements in R&D, technology, Managerial Performance,
Exports, Energy Conservation, Quality and fulfilment of Social
Responsibilities.
 HAL has been awarded the “INTERNATIONAL GOLD
MEDAL” for Corporate Achievement in Quality and
Efficiency at the International Summit (Global Rating
Leaders 2003), London, UK by M/s Global Rating, UK in
conjunction with the International Information and
Marketing Centre (IIMC).
 HAL was presented the International – “ARCH OF
EUROPE” Award in Gold Category in recognition for its
commitment to Quality. Leadership, Technology and
innovation.
 At the National level, HAL won the “GOLD TROPHY” for
excellence in Public Sector Management. Instituted by
the Standing Conference of Public Enterprises (SCOPE).
 HAL KORAPUT DIVISION
The year 2014 is the mile stone for Koraput division because
the division is celebrating its 50 years of aero engine
manufacturing and overhauling. The government sanction for
the first phase of construct of the aero engine factory
Sunabeda (Koraput) was accorded March 1964 and the factory
started manufacture of E11F2-Series III engines for fitment on
Mig-21FL aircraft from 1969 onwards. The first engines of
imported category manufactured in December 1968 and
various categories of engines were produced during the
subsequent years. The first raw materials engine was
produced in February 1971.
To meet the Air Force requirement for improved fight
interceptor aircraft, an agreement was signed with USSR in
August 1976 for manufacturing MIG-21BIS Aircraft. The power
plant of this aircraft is the R25 turbojet engine. The
government approval for the setting up capital facilities. FIG
R11 engine was capital facilities. FIG R11 engine was accorded
in October 1977. The first engine of imported category
delivered to HAL Nasik Division in the year 1978-79. The F1 raw
material engine was delivered during January 1983.
 Balancing Bay
1)Dynamic balancing
It is a type of couple balancing. The balancing machine tells
about how much imbalance of mass is present and at what
angle. If that particular mass is available then we either add
that much mass on the same side at the angle specified or we
subtract or remove same amount of mass from the opposite
side but at the same angle and same coordinate position
detected by the balancing machine. If that particular mass is
not available then we choose from the available masses in
such a way that those masses should placed at a such a
position that their resultant would always lie at the required
angle of the rotating part and also with the required amount
of missing amount of mass. This is done in rotating parts
only. Ex :if we required a 14.14213562 mg of mass, then we
will place a 10 mg of 2 mass with a angle of 450 from the
resultant plane.
2)Static balancing
When the point of support and the resultant unbalanced
force lie in the same line, the static balancing is done. It is
done for stationary parts. It is not done in assembly shop
generally.
 Larger view unit Bay
1)Air reducer filter testing
Generally purpose of the air reducer use in the engine for the
air flows to the RSF for decreases the air pressure and
temperature at turbine, and filtering the air and allowing
filtered air to the turbine so that to protect the blades from
the damage from high temperature and pressure of air from
the combustion chamber. Overly one inlet valve is there with
three outlet valves, and two regulating valves are there.
Atmosphere air passes at a pressure of 20kg/cm2. The
pressure at the outlet is checked. If the outlet pressure is not
within 14.3 to 15.3 then the pressure is regulated by the
regulating valves and then the valves are locked.

2)BBT Leak check

Individual cut-off valve leak check
The piston in cut-off valve travels up and sucks air. The inlet
of cut-off valve is connected to the pressure gauge and outlet
is connected to rotameter or flow meter. The inlet pressure
for cut-off valve should not be more than 5kg/cm2 -
5.5kg/cm2. The outlet pressure should not be more than 0.4-
0.5 gm/sec, then the graphite ceiling in the cut-off valve is
changed.
 Assembly leak check
After checking the cut-off valve individually, the cut-off
valves and sixty four modules are assembled in the BBT. BBT
is air to air heat exchanger. The cut-off valves make the air
flow through the modules. The inlet of assembly is connected
to pressure gauge, and outlet to rotameter.
Checking of air leakage along schematic of pneumatic test
track of module BBT not more than 14 gm/sec. checking of
air leakage along passing of control pressure not more than
17gm/sec.
3)Intermediate casing flow check
Intermediate casing lies after the lower pressure compressor
rotor, it is a divider of by pass air flow and core air flow. Its
leak flow check is done by three steps.
I) Individual oil flow check from manifold / atomizer /
holes of manifold. Flow check used in 3 holes, oil
flows at a speed of 0.53-0.60 L/min.
II) Total oil flow check from the manifold, normally flows
at a rate of 1.6-1.8L/min.
III) Intermediate casing kerosene leak check:-
Intermediate casing has High pressure compressor
bearing (roller bearing) housing has three ceiling
rings. Kerosene is applied on the bearing housing
assembly area. Air is passed through the ceiling rings
at a pressure of 2.5 kgf/cm2 for 5mins. If bubbles form
on the kerosene then there is a leakage. Then the
assembly is opened and ceiling ring.
 4)CBD(central bevel drive) flow check
CBD(Central bevel drive) has eleven bearing and many
manifolds.
I) Total flow rate of oil through atomizer at a pressure
of = 2.4-2.6 kgf/cm2 or 17.8-20.3 L/min.
II) Flow rate through three places at a pressure = 0.5-
1kgf/cm2 and not less than 6.5 L/min.
III) Flow rate through places at a pressure =0.5-1 kgf/cm2
and it is not less than 1.3 L/min.
IV) Flow rate through one place at pressure =
0.5-1 kgf/cm2 is not less than 2.3 L/min.
For lubrication of bearing, atomizer is provided. The oil flow
rate through atomizer is checked individually through the
holes of manifolds and then total flow rate through all
manifolds in L/min. If oil flow rate becomes less, then
bearings damage and if it is more then high consumption of
oil takes place.
5)Turbine support flow check
Turbine support has a turbine support roller bearing. Its
lubrication is done by atomizer. The oil flow rate through
atomizer is checked individually through the holes of
manifolds and then total flow rate through all manifolds
in L/min. If oil flow rate becomes less than bearings damage
and if it is more than high consumption of oil takes place.
Total flow through the manifold at pressure 2.4-2Kgf/cm2 or
12.1-14.0 L/min.
Flow of oil through each nozzle at three places at pressure,
2.4-2.6kgf/mm2 or 1.1 L/min.
Flow of oil through each nozzle at two places at pressure,
2.4-2.6kgf/cm2 or 3.75-4.05L/min.
6)Co axiality checking
Major co axiality
This coaxiality checking is done in turbine supports one side,
lower pressure turbine nozzle rim’s front and rear side, BBT
in labarinth casing of combustion chamber .It is checked for
high pressure compressor stator in nine stages. This checking
is done with reference to intermediate casing. Intermediate
casing is taken as reference and is set at 0,0 by the dial. Then
the tolerance for this checking is 0.02mm. All the parts are
mounted along a common axis. Then their distance from
centre is checked. If the tolerance is not within limit, then the
parts are brought within limit by hammering and are also
sent for revering.
 Minor coaxiality
It is done in lower pressor compressor stator, central bevel
drive and intermediate casing. In this partially load is applied
on the shaft. It this alignment of the shaft is checked to that
the blades don’t get heated and damaged and also the
bearings don’t damage. In lower pressure stator tolerance of
0.16-0.2 mm is provided and for central bevel drive shifting
tolerance of 0-0.04 mm is provided.

Gear box bay

1)KDA hydro test
KDA should have an oil flow rate of 8.3-10.9L/min.
Accessories test is the 2nd hydro test. First flushing at 0.2-
0.4kgf/cm2 at 600c temperature is done. Cavity filling is done,
Leak check at 0.8-1.2 kgf/cm2 for 5 minutes. If ceiling ring
breaks or twists then leakage is there. If pressure is less than
1kgf/cm2, then leakage is there. Hence after that solution
found out to solve the leakage.
2)Turbine cooling control(Rig test)
A micro switch is present, It indicates whether valve is
functioning or not. To move the valve, a pressure of
35-40kgf/cm2.
To check whether ceiling ring is leak proof or not. An air
pressure of 25-30kgf/cm2 is given. The valve is sealed from all
sides. Then it is dipped in spirit. If air bubbles are formed,
then leakage is present. In ceiling rings no leakage is allowed.
Leak proof check of pneumatic valve or welded brazing -an
air pressure of 12-15kgf/cm2 is applied. Maximum leakage of
15L/min is allowed. Again a check is done by applying air
pressure of 12-15kgf/cm2 on one side and kerosene on the
other side at a pressure of 15-18kgf/cm2. Here maximum
leakage allowed is 15L/min.
Microswitch has a valve in front of it. That valve should move
0.27-053 mm and at a pressure not more than 6.5kgf/cm2.
Within that microswitch should glow and the main valve
should start functioning.
Operation fuel pressure given through supply on one side.
The pressure moves the piston forward and one valve opens.
Low pressure valve opens and the other valve. High pressure
valve closes. Then fuel pressure is applied on other side and
piston moves backward and the high pressure valve opens.
The forward and backward movement of piston opens and
closes the two valve.
3)RND hydrotest/Leak check/F
RND is used for rpm measurement and is a frequency sensor
also blanking is done and the joints are sealed, then inlet
oiled is supplied and the cavity gets filled. Oil in the cavity is
maintained at a pressure of 0.8-1.2 kgf/cm2, for 5 mins at a
temperature of 600-800c. Then leak check is done. Backlash
should be between 0.12-0.45mm.
 4)Scavenging pump testing process
At some input pressure, temperature oil is supplied from the
supply tank to the scavenging pump and then through outlet.
It returns the oil to the reserve tank. Here after input the
amount of oil extracted by scavenging pump checked and
calculated. Reserve tank supplies oil to the supply tank if the
supply tank oil level goes down.
Parameters :-
Temp:-650-800c.
Oil is also supplied to the gear box for lubrication else it
would cease.
Input pressure – 1.4-1.6kgf/cm2.
RPM-1000,
Oil flows at 1000 RPM in a speed of 7.5L/min.
Running test
At different rpm and pressure the running of pump is
checked. After running, if any fault is found out ,it is
rechecked and tried to solve the problem or else it
assembled finally.
 Transmission bay
1)Inlet guide vane kerosene leak check
Inlet guide vane is present before lower pressure compressor
rotor. It provide support to the lower pressure compressor
rotor. In Inlet guide vane a bearing house is present. Behind
the bearing in bearing house a graphite seal is used. Here
graphite seal is used to maintain air pressure inside. During
the working the expansion and compression of graphite seal
occurs. So may be outer air come inside the bearing housing,
So for that case graphite seal is used. When expansion occurs
the graphite seal also expands, so that the air will not enter
into the bearing house and a constant pressure will be
maintained. There are two types of graphite seal is used they
are
i)four pieces graphite seal
ii)two pieces graphite seal
In two piece graphite seals they joined in circle in such a
manner that there will not be any gap between them. Like
this four piece graphite seal also be connected in four
positions.
During Inlet guide vane kerosene leak check, we check is
there any air gap is present in the graphite seal or not. There
are three oil pipes are used in Inlet guide vane bearing house
to lubricate bearing. Out of three pipe one scavenging pipe is
present. During Inlet guide vane kerosene leak check by using
valve no.5 and 8 oil supplies and by using pipe no.3 oil
returns. Due to the pressure of oil bearing expands and the
graphite seal also expands. During this checking Inlet
pressure is maintained 3.5kg. If there is any type of leakage is
present in graphite area/housing than air bubble will be
created in kerosene and pressure decreases. Then we will
send graphite correction measures will be carried out. The
pressure is more than 2.5kg and no air bubble is present then
it will proceed for further testing.
2)Inlet guide vane graphite testing
Purpose:-
To check the correctness of the graphite assembly inside the
bearing house, using a high pressure applied to the graphite.
Inlet guide vane is present before lower pressure compressor
rotor which provided support to the lower pressure
compressor rotor. In Inlet guide vane a bearing house is
present. Behind the bearing house a graphite seal is present.
We do IGV graphite check to know the correctness of
graphite seal. Graphite seal maintain air pressure inside. So
we do two pressure check they are pneumatic pressure check
and oil pressure check. A pneumatic air pressure is applied
and passed at 12kg pressure and we note the time to pass.
Like this also oil is passed and we check the time taken to
pass a certain amount of air or oil. By this method we check
the correctness of the Inlet guide vane graphite seal.
 3)Inlet guide vane Engine Flushing
Purpose:- To flush out hollow vanes of the Inlet guide vane
assembly. Hollow vanes are intended for supply and return of
oil to and from Inlet guide vane bearing and lower pressure
compressor scavenging pump.
Temp Required for IGV flushing:-600-800
Pressure requirement -1KG
Initially inlet oil supply is given to two no’s of hollow vanes
again it is recollected back from other end of hollow vanes. In
this way the flushing action is being carried out and all the
impurities and foreign particles inside the hollow vanes are
cleaned out.

4)Regulation of Hydraulic cylinders

Purpose:-
To check the movement of piston of hydraulic cylinders in
proportionate with movement angle of the Inlet guide vane
blades.(movement of the Inlet guide vanes should be directly
in ratio with movement of piston of hydraulic cylinder.)
Temp requirement for the regulation:- 600-800
Pressure :-
high pressure cylinder:-0-5 kg
lower pressure cylinder:-0-3kg
 Inlet supply is given to hydraulic cylinder which actuates the
movement or deflection of Inlet guide vanes, through a
cradle mechanism assembled with the external ends of the
vanes. In this operation piston height is desired to
maintained at 36 mm and the difference between height of
two links of two cylinders (L1-L2) should not be more than
1 mm.
In this operation, in High pressure vanes, three stages are to
be maintained with some angle of the vanes. Some operation
is carried out for hydraulic cylinder operation.

Washing bay
1)Ultrasound cleaning process
Generally Ultrasound washing of materials are used to
washing of the tested or used engine parts these are the
basic process of washing of the engine parts. Generally
turbine blades are washed in the ultrasound bath. This is
done with a sodium powder solution with water in
ultrasound bath. All the solution are mixed and dipped in the
ultrasound bath. These are used to remove the dirt oil and
black dirt of burned carbon. Engine parts are used to dipped
in the ultrasound bath for 20 min for not more than 800
temp, but also not less than 600temp.
 2)Pipeline Flushing
Pipeline flushing is divided into three parts of washing of the
pipelines of the engine and those are :-
i)ultrasound washing
ii)oil flushing
iii)petrol flushing

ultrasound washing:-This is the basic washing of the

pipelines. These are similar to the ultrasound cleaning
process and pipelines are dipped in the ultrasound bath for
20 minute at the temperature of 600-800 temp. This helps the
pipelines for removal of black dirt and oil dirt inside the
pipelines.
Oil flushing:- In this process pipelines are hold in a
horizontal manner then oil is passed in the pipelines at a
temperature of 800 and clean the remaining dirt present in
the pipelines.
Petrol flushing:- As similarly oil flushing, petrol passed at a
pressure of 1kg in the pipe lines and we know that petrol is a
cleaning agent. Hence it clean all the dirt that was stuck all
the process of washing. And also it is a volatile liquid due to
that it vaporise at a small time. And cleaning of pipelines
completed.
 Final assembly
1)Engine leak check
Purpose :-
i) To avoid severe accidents in the engine.
ii) To found out the leak points and loose assembly
joints.
There are total two hundred eighty pipelines in the overall
engine. And these are divided into three parts.
And those are:-
i) Pneumatic pipelines
ii) Fuel pipelines
iii) Oil pipelines
Engine leak check is used to find out the loose and leak
points in the fuel pipelines. Using a oil named as Turbonic
321 oil. It is found out by supplying the oil in the all over the
pipelines of the fuel pipelines , after the distribution the oil in
all over the fuel pipelines, it is checked that if at all the
subdivided fuel pipelines had a pressure of 2kg/cm2 or not for
about 15 minutes. If its is not ,then solution for the leak of oil
found out and solved.
 2)SPT leak check
SPT is an antisurging unit. A local disruption of the air flowto
the compressor of the engine or in simple words improper air
flow to the engine at high atmosphere is surging. And to
avoid this we use SPT for antisurging unit to avoid the
improper air flow to the engine and to control it using IGV.
SPT is a electrical device, it is a device having a diaphagram
measures the surging in the engine, and gives the
information to the pilot to control the IGV. Then pilot
controls the IGV to control the air flow in the engine and
avoid surging.
As it is a electrical device it can’t be dipped in the oil or petrol
to check the leak in the SPT. Hence for checking of SPT leak
we use spirit as checking agent. And we dipped the SPT in the
spirit bath if any leak will be there then air bubble will form,
hence some leak will be present if not then SPT is perfectly
alright. SPT cannot be repairable it is only replaceable if a
single air bubble will form the total SPT must be replaced.
And also as spirit is a volatile liquid it will vaporize at a small
amount of time. And not damage any electrical part of SPT.
3)Oxygen leak check
Basically requirement of oxygen in aircraft engine is at the
combustion chamber near to the spark plug to ignite the
compressed air to burn in combustion chamber.
Purpose: To avoid the leakage of oxygen from the pipe lines
to avoid the severe accidents, and damage of the engine
parts.
As oxygen is economically is highly expensive than the
nitrogen gas. So In oxygen leak check test we use N2
(nitrogen) instead of O2 (oxygen gas). Soap foam are used for
the oxygen leak check, they are used at each joints of the
oxygen pipelines. As nitrogen evaporate the soap foam
faster, hence forth if any leakage will be there in the joints of
the pipelines then the soap at that area will be evaporate or
dissolves faster than any other places hence that place is
checked again for the leakage and test done again.
Causes for the leakage in oxygen pipe lines:-
i) Due to damage in thread
ii) Due to crack at the pipe lines
iii) Due to looseness of pipe lines fittings
4)Nozzle regulation
There are 3 types of motion of nozzle and those are:-
i) Nozzle upward movement
ii) Nozzle downward movement
iii) Nozzle diameter throat opening and closing
movement

There are total sixteen numbers of hydraulic cylinder are

used for regulation of the nozzle, out of which four cylinders
used for the upward movement and four for downward
movement of the nozzle and rest of the cylinders are used for
the nozzle throat regulation.
EGR is a mechanical device which is responsible for the
upward and downward movement of the nozzle. Which
controls the regulation of upward and downward movement
of the nozzle. Generally hydraulic cylinders are run with a
fuel of the aircraft engine or ATF(aviation turbine fuel). But
for the test we use Turbonic 321 oil for the regulation of the
hydraulic cylinders in the test house. These oil must be at a
temperature of 600 or less than 600 temperature.

RSF is a mechanical device is responsible for the closing and

opening of the nozzle throat diameter. RSF have a linkage
with NR pump, which controls a feedback lever which
controls the hydraulic cylinder as piston moves inward hence
the flaps at the linkage move inside or go forward hence the
diameter of the nozzle changes. Generally the diameter
decreased with movement of the the piston, and generally
nozzle always lie at a higher diameter.

5)Engine inlet guide vanes regulation

Purpose :-
To check the angular motion of Lower pressure inlet guide
vanes and higher pressure guide vanes.
These are used to check the inlet guide vanes which can give
the angular motion with the help of hydraulic pump named
as NR pump. Generally we use Turbonic 321 for the purpose
of the hydraulic pump to regulate the angular motion in the
testing house or else in aircraft generally fuel is used to do
the same. Supply of Turbonic 321 oil must be done at a
temperature of maximum 600. Supply of the oil to the NR
pump involved a feed of hydraulic pressure or force towards
the hydraulic cylinder or IGV vanes. This involved a
mechanism called as graddle mechanism. Generally the
blades and cylinder and the lever perform a cam follower
mechanism which helps the movement of blades from a
linear motion to a rotary or angular motion.

Dispatch Bay
Engine hot air blowing
This is the last process done in the assembly shop. It is used
to done by a passing a hot air flow through the IGV. This is
done by, a hot air blower is fixed to the IGV part of the
engine and a hot air flows through the IGV and the
functioning of the engine is checked out.

Conclusion
Our project was on the topic of “THE STUDY OF ALL THE
SPECIAL PROCESS INVOLVED IN ASSEMBLY SHOP” we got to
know about many things about the special process in
assembly shop under the guidance of MR. NIHAR RANJAN
PATRA sir. We concluded that the special process we are
doing in assembly shop have a higher importance as
important we are flying a plane. These are the final check up
of the engine parts. These helps us to avoiding severe
damage and accident in the planes.
 A PROJECT REPORT ON-

“THE STUDY OF ALL SPECIAL PROCESS

INVOLVED IN ASSEMBLY SHOP”

CONDUCT AT
HINDUSTAN AERONAUTICS LIMITED,SUKHOI ENGINE
DIVISION,KORAPUT ,ODISHA

GUIDED BY- SUBMITTED BY-

MR.NIHAR RANJAN PATRA MR.JYOTISWARUP JENA
MANAGER(ASSEMBLY SHOP) MS. MENKA BARAL
DEPT-620,SED MS.MONISHA KUMARI DAS
B.TECH IN MECHANICAL ENGINEERING
 CERTIFICATE
This is to certify that MR.JYOTISWARUP JENA ,a student of
MECHANICAL ENGINEERING ,COLLEGE OF ENGINEERING
TECHNOLOGY,BBSR has successfully completed his
vocational training at HAL ,KORAPUT DIVISION, from 28th
may 2019 to 22nd June 2019.

The project report submitted on “THE STUDY OF ALL THE

SPECIAL PROCESS INVOLVED IN ASSEMBLY SHOP ” embodies
the original work done by MR. JYOTISWARUP JENA under
the guidance of MR.NIHAR RANJAN PATRA during his above
vocational training.

MR.NIHAR RANJAN PATRA MR.S.SATYANARAYANA

MANAGER(ASSEMBLY SHOP) MANAGER-HR(TRG)
DEPT-620,SED
 ACKNOWLEDGEMENT
I take immense pleasure in taking ,Mr. S.SATYANARAYANA,
Manager-HR(TRG),Training and development Institute, HAL , for
having permitted me to carry out the vocational training .
I wish to express my deep sense of gratitude to my internal guide,
MR.NIHAR RANJAN PATRA, Manager(Assembly Shop),Dept-620,
SED, for able guidance and useful suggestions, which helped me in
completing project work in time .
Words are inadequate in offering my thanks to the project trainee,
project assistants, HAL for their encouragement and cooperation in
carrying out the project work.
Finally, yet importantly ,I would like to express my heartfelt thanks to
my beloved parents for their blessings, my friends/classmates for
their help and wishes for successful completion for this project.

MR.JYOTISWARUP JENA
MS.MENKA BARAL
MS.MONISHA KUMARI DAS
MECHANICAL ENGINEERING
 CONTENTS
SL.NO SUBJECT
1 INTRODUCTION
2 HISTORY OF HAL

3 HAL KORAPUT DIVISION

4 BALANCING BAY
i) Dynamic balancing
ii) static balancing
5 LARGER VIEW UNIT BAY
i) Air reducer filter testing
ii) BBT leak check
iii) Intermediate leak check
iv) CBD flow check
v) Turbine support flow check
vi) Coaxiality checking
6 GEAR BOX BAY
i) KDA hydro test
ii) Turbine cooling control
iii) RND hydrotest/leak check
iv) Scavenging pump testing process

7 TRANSMISSION BAY
i) IGV kerosene leak check
ii) IGV Graphite testing
iii) IGV Engine flushing
iv) Regulation in hydraulic cylinder
8 WASHING BAY
i) Ultrasound cleaning process
ii) Pipeline flushing
9 FINAL ASSEMBLY
i) Engine leak check
ii) SPT leak check
iii) Oxygen line leak check
iv) Nozzle regulation
v) HP AND LP IGV vanes regulation
10 DISPATCH BAY

11 CONCLUSION
 INTRODUCTION
Hindustan Aeronautics Limited(HAL)came into existence on 1st
October 1964. The company was formed by merger of
Hindustan Aircraft Limited with Aeronautics India Limited and
Aircraft Manufacturing Depot, Kanpur.
Today, HAL has 19 Production Units and 10 research and
Design Centers in 8 locations in India. The company has an
impressive productive track record 15 types of aircraft and
helicopter manufactured with in-house R&D and 14 types
produced under license. HAL has manufactured over 3658
aircraft or helicopters, 4178 engines and upgraded 272 aircraft
and over9643 aircraft and 2799 engines. HAL has successful
enormous R&D Programs developed for both defence and civil
aviation sectors. HAL has made successfully success in its
current project:
 Advanced Light Helicopter- Human system
integration(ALHWSI)
 Tejas-Light Combat Aircraft(LCA)
 Intermediate Jet Trainer (IGIT)
 Light Combat Aircraft(LCH)
 Various military and civil upgrades

There are 5 main complexes of HAL for the design,

manufacturing and overhauling of the fighter aircrafts,
engines and helicopters and its accessories:
  Bangalore Complex
 MIG Complex
 Accessories Complex
 Design Complex
 Helicopter Complex

HISTORY OF HINDUSTAN AERONATICS

LIMITED
Hindustan Aeronautics Limited (HAL) came into existence on
1st October 1964. The company was formed by the merger of
Hindustan Aircraft Limited with Aeronautics India Limited and
Aircraft Manufacturing Depot, Kanpur. The company traces its
roots to the pioneering efforts of an industrialist with
extraordinary vision, the late Seth WalchandHirachand, who
set up Hindustration Aircraft Limited at Bangalore in
association with the erstwhile princely State of Mysore in
December 1940. The government of India became a
shareholder in march 1941 and took over the management in
1942.

Today,HAL has 18 Production divisions and 9 Reaserch and

Design Centres in 7 locations in india. The company has an
impressive product track record_12 types of aircraft
manufactured with in house R&D and 14 types produced
under licence. HAL has manufactured 3550 aircraft (which
includes 11 types designed indigenously) 3600 engines and
overhauled over 8150 aircraft and 27300 engines
approximately.
HAL has made successfully success in its current project:
 Advanced Light Helicopter- Human system
integration(ALHWSI)
 Tejas-Light Combat Aircraft(LCA)
 Intermediate Jet Trainer (IGIT)
 Light Combat Aircraft(LCH)
 Various military and civil upgrades
Dhruv was delivered to the Indian army, Navy, Air Force and
the Coast Guard in March 2002, in the very first year of its
production, a unique achievement.
HAL has played a significant role for India’s space programs by
participating in the manufacture of structures for Satellite
Launch Vehicles like
 PSLV (Polar Satellite Launch Vehicle)
 GSLV (Geo Stationary Launch Vehicle)
 IRS (Indian Remote Satellite)
 INSAT (Indian National Satellite)

There are about eight major joint venture companies

established by HAL during the recent future. Apart from these,
other major diversification projects are Industrial Marine Gas
Turbine and Airport Services. Several co-production and joint
ventures with international participation are under
consideration.

HAL’s supplies or services are mainly to Indian Defence

Services, Coast Guards and Border Security Forces etc.
Transport Aircraft and helicopters have also been supplied to
Airlines as well as State Governments of India. The company
has also quality and price competitiveness.
HAL has won several International and National Awards for
achievements in R&D, technology, Managerial Performance,
Exports, Energy Conservation, Quality and fulfilment of Social
Responsibilities.
 HAL has been awarded the “INTERNATIONAL GOLD
MEDAL” for Corporate Achievement in Quality and
Efficiency at the International Summit (Global Rating
Leaders 2003), London, UK by M/s Global Rating, UK in
conjunction with the International Information and
Marketing Centre (IIMC).
 HAL was presented the International – “ARCH OF
EUROPE” Award in Gold Category in recognition for its
commitment to Quality. Leadership, Technology and
innovation.
 At the National level, HAL won the “GOLD TROPHY” for
excellence in Public Sector Management. Instituted by
the Standing Conference of Public Enterprises (SCOPE).
 HAL KORAPUT DIVISION
The year 2014 is the mile stone for Koraput division because
the division is celebrating its 50 years of aero engine
manufacturing and overhauling. The government sanction for
the first phase of construct of the aero engine factory
Sunabeda (Koraput) was accorded March 1964 and the factory
started manufacture of E11F2-Series III engines for fitment on
Mig-21FL aircraft from 1969 onwards. The first engines of
imported category manufactured in December 1968 and
various categories of engines were produced during the
subsequent years. The first raw materials engine was
produced in February 1971.
To meet the Air Force requirement for improved fight
interceptor aircraft, an agreement was signed with USSR in
August 1976 for manufacturing MIG-21BIS Aircraft. The power
plant of this aircraft is the R25 turbojet engine. The
government approval for the setting up capital facilities. FIG
R11 engine was capital facilities. FIG R11 engine was accorded
in October 1977. The first engine of imported category
delivered to HAL Nasik Division in the year 1978-79. The F1 raw
material engine was delivered during January 1983.
 Balancing Bay
1)Dynamic balancing
It is a type of couple balancing. The balancing machine tells
about how much imbalance of mass is present and at what
angle. If that particular mass is available then we either add
that much mass on the same side at the angle specified or we
subtract or remove same amount of mass from the opposite
side but at the same angle and same coordinate position
detected by the balancing machine. If that particular mass is
not available then we choose from the available masses in
such a way that those masses should placed at a such a
position that their resultant would always lie at the required
angle of the rotating part and also with the required amount
of missing amount of mass. This is done in rotating parts
only. Ex :if we required a 14.14213562 mg of mass, then we
will place a 10 mg of 2 mass with a angle of 450 from the
resultant plane.
2)Static balancing
When the point of support and the resultant unbalanced
force lie in the same line, the static balancing is done. It is
done for stationary parts. It is not done in assembly shop
generally.
 Larger view unit Bay
1)Air reducer filter testing
Generally purpose of the air reducer use in the engine for the
air flows to the RSF for decreases the air pressure and
temperature at turbine, and filtering the air and allowing
filtered air to the turbine so that to protect the blades from
the damage from high temperature and pressure of air from
the combustion chamber. Overly one inlet valve is there with
three outlet valves, and two regulating valves are there.
Atmosphere air passes at a pressure of 20kg/cm2. The
pressure at the outlet is checked. If the outlet pressure is not
within 14.3 to 15.3 then the pressure is regulated by the
regulating valves and then the valves are locked.

2)BBT Leak check

Individual cut-off valve leak check
The piston in cut-off valve travels up and sucks air. The inlet
of cut-off valve is connected to the pressure gauge and outlet
is connected to rotameter or flow meter. The inlet pressure
for cut-off valve should not be more than 5kg/cm2 -
5.5kg/cm2. The outlet pressure should not be more than 0.4-
0.5 gm/sec, then the graphite ceiling in the cut-off valve is
changed.
 Assembly leak check
After checking the cut-off valve individually, the cut-off
valves and sixty four modules are assembled in the BBT. BBT
is air to air heat exchanger. The cut-off valves make the air
flow through the modules. The inlet of assembly is connected
to pressure gauge, and outlet to rotameter.
Checking of air leakage along schematic of pneumatic test
track of module BBT not more than 14 gm/sec. checking of
air leakage along passing of control pressure not more than
17gm/sec.
3)Intermediate casing flow check
Intermediate casing lies after the lower pressure compressor
rotor, it is a divider of by pass air flow and core air flow. Its
leak flow check is done by three steps.
I) Individual oil flow check from manifold / atomizer /
holes of manifold. Flow check used in 3 holes, oil
flows at a speed of 0.53-0.60 L/min.
II) Total oil flow check from the manifold, normally flows
at a rate of 1.6-1.8L/min.
III) Intermediate casing kerosene leak check:-
Intermediate casing has High pressure compressor
bearing (roller bearing) housing has three ceiling
rings. Kerosene is applied on the bearing housing
assembly area. Air is passed through the ceiling rings
at a pressure of 2.5 kgf/cm2 for 5mins. If bubbles form
on the kerosene then there is a leakage. Then the
assembly is opened and ceiling ring.
 4)CBD(central bevel drive) flow check
CBD(Central bevel drive) has eleven bearing and many
manifolds.
I) Total flow rate of oil through atomizer at a pressure
of = 2.4-2.6 kgf/cm2 or 17.8-20.3 L/min.
II) Flow rate through three places at a pressure = 0.5-
1kgf/cm2 and not less than 6.5 L/min.
III) Flow rate through places at a pressure =0.5-1 kgf/cm2
and it is not less than 1.3 L/min.
IV) Flow rate through one place at pressure =
0.5-1 kgf/cm2 is not less than 2.3 L/min.
For lubrication of bearing, atomizer is provided. The oil flow
rate through atomizer is checked individually through the
holes of manifolds and then total flow rate through all
manifolds in L/min. If oil flow rate becomes less, then
bearings damage and if it is more then high consumption of
oil takes place.
5)Turbine support flow check
Turbine support has a turbine support roller bearing. Its
lubrication is done by atomizer. The oil flow rate through
atomizer is checked individually through the holes of
manifolds and then total flow rate through all manifolds
in L/min. If oil flow rate becomes less than bearings damage
and if it is more than high consumption of oil takes place.
Total flow through the manifold at pressure 2.4-2Kgf/cm2 or
12.1-14.0 L/min.
Flow of oil through each nozzle at three places at pressure,
2.4-2.6kgf/mm2 or 1.1 L/min.
Flow of oil through each nozzle at two places at pressure,
2.4-2.6kgf/cm2 or 3.75-4.05L/min.
6)Co axiality checking
Major co axiality
This coaxiality checking is done in turbine supports one side,
lower pressure turbine nozzle rim’s front and rear side, BBT
in labarinth casing of combustion chamber .It is checked for
high pressure compressor stator in nine stages. This checking
is done with reference to intermediate casing. Intermediate
casing is taken as reference and is set at 0,0 by the dial. Then
the tolerance for this checking is 0.02mm. All the parts are
mounted along a common axis. Then their distance from
centre is checked. If the tolerance is not within limit, then the
parts are brought within limit by hammering and are also
sent for revering.
 Minor coaxiality
It is done in lower pressor compressor stator, central bevel
drive and intermediate casing. In this partially load is applied
on the shaft. It this alignment of the shaft is checked to that
the blades don’t get heated and damaged and also the
bearings don’t damage. In lower pressure stator tolerance of
0.16-0.2 mm is provided and for central bevel drive shifting
tolerance of 0-0.04 mm is provided.

Gear box bay

1)KDA hydro test
KDA should have an oil flow rate of 8.3-10.9L/min.
Accessories test is the 2nd hydro test. First flushing at 0.2-
0.4kgf/cm2 at 600c temperature is done. Cavity filling is done,
Leak check at 0.8-1.2 kgf/cm2 for 5 minutes. If ceiling ring
breaks or twists then leakage is there. If pressure is less than
1kgf/cm2, then leakage is there. Hence after that solution
found out to solve the leakage.
2)Turbine cooling control(Rig test)
A micro switch is present, It indicates whether valve is
functioning or not. To move the valve, a pressure of
35-40kgf/cm2.
To check whether ceiling ring is leak proof or not. An air
pressure of 25-30kgf/cm2 is given. The valve is sealed from all
sides. Then it is dipped in spirit. If air bubbles are formed,
then leakage is present. In ceiling rings no leakage is allowed.
Leak proof check of pneumatic valve or welded brazing -an
air pressure of 12-15kgf/cm2 is applied. Maximum leakage of
15L/min is allowed. Again a check is done by applying air
pressure of 12-15kgf/cm2 on one side and kerosene on the
other side at a pressure of 15-18kgf/cm2. Here maximum
leakage allowed is 15L/min.
Microswitch has a valve in front of it. That valve should move
0.27-053 mm and at a pressure not more than 6.5kgf/cm2.
Within that microswitch should glow and the main valve
should start functioning.
Operation fuel pressure given through supply on one side.
The pressure moves the piston forward and one valve opens.
Low pressure valve opens and the other valve. High pressure
valve closes. Then fuel pressure is applied on other side and
piston moves backward and the high pressure valve opens.
The forward and backward movement of piston opens and
closes the two valve.
3)RND hydrotest/Leak check/F
RND is used for rpm measurement and is a frequency sensor
also blanking is done and the joints are sealed, then inlet
oiled is supplied and the cavity gets filled. Oil in the cavity is
maintained at a pressure of 0.8-1.2 kgf/cm2, for 5 mins at a
temperature of 600-800c. Then leak check is done. Backlash
should be between 0.12-0.45mm.
 4)Scavenging pump testing process
At some input pressure, temperature oil is supplied from the
supply tank to the scavenging pump and then through outlet.
It returns the oil to the reserve tank. Here after input the
amount of oil extracted by scavenging pump checked and
calculated. Reserve tank supplies oil to the supply tank if the
supply tank oil level goes down.
Parameters :-
Temp:-650-800c.
Oil is also supplied to the gear box for lubrication else it
would cease.
Input pressure – 1.4-1.6kgf/cm2.
RPM-1000,
Oil flows at 1000 RPM in a speed of 7.5L/min.
Running test
At different rpm and pressure the running of pump is
checked. After running, if any fault is found out ,it is
rechecked and tried to solve the problem or else it
assembled finally.
 Transmission bay
1)Inlet guide vane kerosene leak check
Inlet guide vane is present before lower pressure compressor
rotor. It provide support to the lower pressure compressor
rotor. In Inlet guide vane a bearing house is present. Behind
the bearing in bearing house a graphite seal is used. Here
graphite seal is used to maintain air pressure inside. During
the working the expansion and compression of graphite seal
occurs. So may be outer air come inside the bearing housing,
So for that case graphite seal is used. When expansion occurs
the graphite seal also expands, so that the air will not enter
into the bearing house and a constant pressure will be
maintained. There are two types of graphite seal is used they
are
i)four pieces graphite seal
ii)two pieces graphite seal
In two piece graphite seals they joined in circle in such a
manner that there will not be any gap between them. Like
this four piece graphite seal also be connected in four
positions.
During Inlet guide vane kerosene leak check, we check is
there any air gap is present in the graphite seal or not. There
are three oil pipes are used in Inlet guide vane bearing house
to lubricate bearing. Out of three pipe one scavenging pipe is
present. During Inlet guide vane kerosene leak check by using
valve no.5 and 8 oil supplies and by using pipe no.3 oil
returns. Due to the pressure of oil bearing expands and the
graphite seal also expands. During this checking Inlet
pressure is maintained 3.5kg. If there is any type of leakage is
present in graphite area/housing than air bubble will be
created in kerosene and pressure decreases. Then we will
send graphite correction measures will be carried out. The
pressure is more than 2.5kg and no air bubble is present then
it will proceed for further testing.
2)Inlet guide vane graphite testing
Purpose:-
To check the correctness of the graphite assembly inside the
bearing house, using a high pressure applied to the graphite.
Inlet guide vane is present before lower pressure compressor
rotor which provided support to the lower pressure
compressor rotor. In Inlet guide vane a bearing house is
present. Behind the bearing house a graphite seal is present.
We do IGV graphite check to know the correctness of
graphite seal. Graphite seal maintain air pressure inside. So
we do two pressure check they are pneumatic pressure check
and oil pressure check. A pneumatic air pressure is applied
and passed at 12kg pressure and we note the time to pass.
Like this also oil is passed and we check the time taken to
pass a certain amount of air or oil. By this method we check
the correctness of the Inlet guide vane graphite seal.
 3)Inlet guide vane Engine Flushing
Purpose:- To flush out hollow vanes of the Inlet guide vane
assembly. Hollow vanes are intended for supply and return of
oil to and from Inlet guide vane bearing and lower pressure
compressor scavenging pump.
Temp Required for IGV flushing:-600-800
Pressure requirement -1KG
Initially inlet oil supply is given to two no’s of hollow vanes
again it is recollected back from other end of hollow vanes. In
this way the flushing action is being carried out and all the
impurities and foreign particles inside the hollow vanes are
cleaned out.

4)Regulation of Hydraulic cylinders

Purpose:-
To check the movement of piston of hydraulic cylinders in
proportionate with movement angle of the Inlet guide vane
blades.(movement of the Inlet guide vanes should be directly
in ratio with movement of piston of hydraulic cylinder.)
Temp requirement for the regulation:- 600-800
Pressure :-
high pressure cylinder:-0-5 kg
lower pressure cylinder:-0-3kg
 Inlet supply is given to hydraulic cylinder which actuates the
movement or deflection of Inlet guide vanes, through a
cradle mechanism assembled with the external ends of the
vanes. In this operation piston height is desired to
maintained at 36 mm and the difference between height of
two links of two cylinders (L1-L2) should not be more than
1 mm.
In this operation, in High pressure vanes, three stages are to
be maintained with some angle of the vanes. Some operation
is carried out for hydraulic cylinder operation.

Washing bay
1)Ultrasound cleaning process
Generally Ultrasound washing of materials are used to
washing of the tested or used engine parts these are the
basic process of washing of the engine parts. Generally
turbine blades are washed in the ultrasound bath. This is
done with a sodium powder solution with water in
ultrasound bath. All the solution are mixed and dipped in the
ultrasound bath. These are used to remove the dirt oil and
black dirt of burned carbon. Engine parts are used to dipped
in the ultrasound bath for 20 min for not more than 800
temp, but also not less than 600temp.
 2)Pipeline Flushing
Pipeline flushing is divided into three parts of washing of the
pipelines of the engine and those are :-
i)ultrasound washing
ii)oil flushing
iii)petrol flushing

ultrasound washing:-This is the basic washing of the

pipelines. These are similar to the ultrasound cleaning
process and pipelines are dipped in the ultrasound bath for
20 minute at the temperature of 600-800 temp. This helps the
pipelines for removal of black dirt and oil dirt inside the
pipelines.
Oil flushing:- In this process pipelines are hold in a
horizontal manner then oil is passed in the pipelines at a
temperature of 800 and clean the remaining dirt present in
the pipelines.
Petrol flushing:- As similarly oil flushing, petrol passed at a
pressure of 1kg in the pipe lines and we know that petrol is a
cleaning agent. Hence it clean all the dirt that was stuck all
the process of washing. And also it is a volatile liquid due to
that it vaporise at a small time. And cleaning of pipelines
completed.
 Final assembly
1)Engine leak check
Purpose :-
i) To avoid severe accidents in the engine.
ii) To found out the leak points and loose assembly
joints.
There are total two hundred eighty pipelines in the overall
engine. And these are divided into three parts.
And those are:-
i) Pneumatic pipelines
ii) Fuel pipelines
iii) Oil pipelines
Engine leak check is used to find out the loose and leak
points in the fuel pipelines. Using a oil named as Turbonic
321 oil. It is found out by supplying the oil in the all over the
pipelines of the fuel pipelines , after the distribution the oil in
all over the fuel pipelines, it is checked that if at all the
subdivided fuel pipelines had a pressure of 2kg/cm2 or not for
about 15 minutes. If its is not ,then solution for the leak of oil
found out and solved.
 2)SPT leak check
SPT is an antisurging unit. A local disruption of the air flowto
the compressor of the engine or in simple words improper air
flow to the engine at high atmosphere is surging. And to
avoid this we use SPT for antisurging unit to avoid the
improper air flow to the engine and to control it using IGV.
SPT is a electrical device, it is a device having a diaphagram
measures the surging in the engine, and gives the
information to the pilot to control the IGV. Then pilot
controls the IGV to control the air flow in the engine and
avoid surging.
As it is a electrical device it can’t be dipped in the oil or petrol
to check the leak in the SPT. Hence for checking of SPT leak
we use spirit as checking agent. And we dipped the SPT in the
spirit bath if any leak will be there then air bubble will form,
hence some leak will be present if not then SPT is perfectly
alright. SPT cannot be repairable it is only replaceable if a
single air bubble will form the total SPT must be replaced.
And also as spirit is a volatile liquid it will vaporize at a small
amount of time. And not damage any electrical part of SPT.
3)Oxygen leak check
Basically requirement of oxygen in aircraft engine is at the
combustion chamber near to the spark plug to ignite the
compressed air to burn in combustion chamber.
Purpose: To avoid the leakage of oxygen from the pipe lines
to avoid the severe accidents, and damage of the engine
parts.
As oxygen is economically is highly expensive than the
nitrogen gas. So In oxygen leak check test we use N2
(nitrogen) instead of O2 (oxygen gas). Soap foam are used for
the oxygen leak check, they are used at each joints of the
oxygen pipelines. As nitrogen evaporate the soap foam
faster, hence forth if any leakage will be there in the joints of
the pipelines then the soap at that area will be evaporate or
dissolves faster than any other places hence that place is
checked again for the leakage and test done again.
Causes for the leakage in oxygen pipe lines:-
i) Due to damage in thread
ii) Due to crack at the pipe lines
iii) Due to looseness of pipe lines fittings
4)Nozzle regulation
There are 3 types of motion of nozzle and those are:-
i) Nozzle upward movement
ii) Nozzle downward movement
iii) Nozzle diameter throat opening and closing
movement

There are total sixteen numbers of hydraulic cylinder are

used for regulation of the nozzle, out of which four cylinders
used for the upward movement and four for downward
movement of the nozzle and rest of the cylinders are used for
the nozzle throat regulation.
EGR is a mechanical device which is responsible for the
upward and downward movement of the nozzle. Which
controls the regulation of upward and downward movement
of the nozzle. Generally hydraulic cylinders are run with a
fuel of the aircraft engine or ATF(aviation turbine fuel). But
for the test we use Turbonic 321 oil for the regulation of the
hydraulic cylinders in the test house. These oil must be at a
temperature of 600 or less than 600 temperature.

RSF is a mechanical device is responsible for the closing and

opening of the nozzle throat diameter. RSF have a linkage
with NR pump, which controls a feedback lever which
controls the hydraulic cylinder as piston moves inward hence
the flaps at the linkage move inside or go forward hence the
diameter of the nozzle changes. Generally the diameter
decreased with movement of the the piston, and generally
nozzle always lie at a higher diameter.

5)Engine inlet guide vanes regulation

Purpose :-
To check the angular motion of Lower pressure inlet guide
vanes and higher pressure guide vanes.
These are used to check the inlet guide vanes which can give
the angular motion with the help of hydraulic pump named
as NR pump. Generally we use Turbonic 321 for the purpose
of the hydraulic pump to regulate the angular motion in the
testing house or else in aircraft generally fuel is used to do
the same. Supply of Turbonic 321 oil must be done at a
temperature of maximum 600. Supply of the oil to the NR
pump involved a feed of hydraulic pressure or force towards
the hydraulic cylinder or IGV vanes. This involved a
mechanism called as graddle mechanism. Generally the
blades and cylinder and the lever perform a cam follower
mechanism which helps the movement of blades from a
linear motion to a rotary or angular motion.

Dispatch Bay
Engine hot air blowing
This is the last process done in the assembly shop. It is used
to done by a passing a hot air flow through the IGV. This is
done by, a hot air blower is fixed to the IGV part of the
engine and a hot air flows through the IGV and the
functioning of the engine is checked out.

Conclusion
Our project was on the topic of “THE STUDY OF ALL THE
SPECIAL PROCESS INVOLVED IN ASSEMBLY SHOP” we got to
know about many things about the special process in
assembly shop under the guidance of MR. NIHAR RANJAN
PATRA sir. We concluded that the special process we are
doing in assembly shop have a higher importance as
important we are flying a plane. These are the final check up
of the engine parts. These helps us to avoiding severe
damage and accident in the planes.