Internship Final Report HAL

(An Autonomous Institute)
Affiliated to Visvesvaraya Technological University, Approved by AICTE, New Delhi Recognized

by UGC under 2(F) & 12(B), Accredited by NBA & NAAC
Near ITPB, Channasandra, Bengaluru-560067
Internship Report On
“EQUIPPING AND FINAL ASSEMBLY OF LCA TEJAS’’

Submitted in partial fulfilment for the award of degree of
Bachelor of Engineering
in
Mechanical Engineering.
Submitted by
AKASH B
1MJ21ME401
Internship carried at
HINDUSTAN AERONAUTICS LIMITED
Under the Guidance

of
KIRAN K K
Assistant Professor
Department of Mechanical Engineering
MVJCE, Bengaluru-560067
Department of Mechanical Engineering

MVJ College of Engineering
Bangalore-560067
2023-2024
Affiliated to Visvesvaraya Technological University, Approved by AICTE, New Delhi
Recognized by UGC under 2(F) & 12(B), Accredited by NBA & NAAC
Near ITPB, Channasandra, Bengaluru-560067
DEPARTMENT OF MECHANICAL ENGINEERING
CERTIFICATE
Certified that the Internship work entitled “EQUIPPING AND FINAL ASSEMBBLY OF LCA
TEJAS” carried out by Mr. Akash B, bearing USN 1MJ21ME401, the bonafide student of MVJ
College of Engineering in partial fulfillment for the award of Bachelor of Engineering in
Mechanical Engineering of the Visvesvaraya Technological University, Belagavi, during the
year 2023-24. It is certified that all corrections/ suggestions indicated for Internal Assessment have
been incorporated in the report deposited in the departmental library. The Internship report has
been approved as it satisfies the academic requirements in respect of Internship workprescribed
for the said degree.
Signature of the Guide Signature of the HOD Signature of the Principal
Prof. KIRAN K K Dr. SANTHOSH N Dr. SURESH BABU V
External Viva
Name of the examiners Signature with date
1. …………………………… …………………………
2. …………………………… …………………………
II
III
MVJ COLLEGE OF ENGINEERING, BENGALURU- 560067
(Autonomous Institution Affiliated to VTU, Belagavi)
DEPARTMENT OF MECHANICAL ENGINEERING
DECLARATION
I am AKASH B (1MJ21ME401) student of Eighth Semester., Department of Mechanical

Engineering MVJ College of Engineering, Bengaluru-560067, hereby declare that the Internship
has been carried out by us and submitted in partial fulfilment for the award of the degree of
Bachelor of Engineering in Mechanical Engineering during the year 2023-2024.
Further we declare that the content of the report has not been submitted previously by anybody for
the award of any degree or diploma to any other University.
Place: Bengaluru
Date:
Name USN Signature

AKASH B 1MJ21ME401
IV
ACKNOWLEDGEMENT
The satisfaction and euphoria that accompany the successful completion of any task would
be incomplete without the mention of people who made it possible. So, with gratitude we
acknowledge all those who have guided and encouraged us as beacon of light and crowned
our effort with success.
I am thankful to the Management of MVJ College of Engineering Bangalore for their

continuous support and encouragement for carrying out the internship.
I am thankful to our Dr. Suresh Babu V, Principal, MVJCE, Bengaluru, for being a
constant inspiration and providing all the facilities that was needed throughout the
internship.
I would like to express our gratitude to our Dr. M Brindha, Vice Principal, MVJCE,
Bengaluru, for constant encouragement throughout the course.
I am also like to express our sincere gratitude to our Prof. Kumar R, Controller of
Examinations, MVJCE, Bengaluru, for persistent guidance.
I am thankful to our Dr. Santhosh N, Professor and Head, Department of Mechanical

Engineering, MVJCE, Bengaluru, for being a constant Support and providing all the
facilities that was needed throughout the internship.
I consider it as a privilege and honor to express our sincere gratitude to our guide Prof.
Kiran K.K, Assistant Professor, Department of Mechanical Engineering, MVJCE, for his
valuable guidance and encouragement that has been a constant source of motivation to us
for successful completion of the internship.
We are in debt to the support of all the teaching and non-teaching members of the
Department of Mechanical Engineering, for their kind help and co-operation, throughout
our graduation. Their constant support and love have made this journey memorable.
Finally, we wish to thank our parents for their love.
V
ABSTRACT
The Light Combat Aircraft (LCA) Tejas is an indigenous multi-role fighter aircraft
developed by the Aeronautical Development Agency (ADA) of India in collaboration with
various defense and research organizations. The LCA Tejas project was initiated to address
the need for a modern, versatile, and capable combat aircraft for the Indian Air Force (IAF)
and to reduce dependency on foreign-made fighters.
The LCA Tejas is a testament to India's capability in designing and developing advanced
aeronautical technology. It incorporates state-of-the-art avionics, sensors, and weaponry,
showcasing India's expertise in aerospace engineering.
The Tejas is designed to perform a wide range of missions, including air superiority, ground
attack, reconnaissance, and maritime strike. Its modular design allows for flexibility in
configuring the aircraft for different roles.
The aircraft features modern avionics systems, including a glass cockpit, fly-by-wire
controls, multi-mode radar, electronic warfare systems, and advanced communication
systems, enhancing its combat effectiveness and pilot situational awareness.
The LCA Tejas is known for its agility and maneuverability, making it well-suited for air
combat engagements. Its aerodynamic design and powerful engine contribute to its superior
performance in dogfights and high-G maneuvers.
The development of the LCA Tejas spanned several years and involved collaboration among
various Indian defense and research organizations. The Aeronautical Development Agency
(ADA), under the Ministry of Defence, spearheaded the project. The aircraft underwent
rigorous testing phases, including wind tunnel testing, avionics integration, structural testing,
and flight trials.
VI
TABLE OF CONTENTS
ABSTRACT ...................................................................................................................................................... VI
TABLE OF CONTENTS ................................................................................................................................. VII
LIST OF FIGURES ........................................................................................................................................... IX
CHAPTER 1 ...................................................................................................................................................... 10
1.1 INTRODUCTION………………………………………………………………………………………….10
CHAPTER 2……………………………………………………………………………………………………14
2.1 POWER PLANT AND FUEL SYSTEM…………………………………………………………………..14
2.2 ENGINE……………………………………………………………………………………………………14
2.3 AMAGB……………………………………………………………………………………………………20
2.4 JFS………………………………………………………………………………………………………….21
2.5 FUEL SYSTEM…………………………………………………………………………………………....22
CHAPTER 3…………………………………………………………………………………………………....26
3.1 ELECTRICAL AND AVIONOCS………………………………………………………………………...26
3.2 TYPES OF ANTENNAS…………………………………………………………………………………..29
3.3 BUS CABLES……………………………………………………………………………………………...31
CHAPTER 4……………………………………………………………………………………………………35
4.1 SEAT AND SAFETY AND ARMAMENT……………………………………………………………….35
4.2 CANOPY SEVERANCE SYSTEM……………………………………………………………………….36
4.3 BRAKE PARACHUTE SYSTEM…………………………………………………………………………38
4.4 TEJAS ARMAMENTS / WEAPON FACILITES…………………………………………………………40
CHAPTER 5…..………………………………………………………………………………………………..41
5.1 FLIGHT CONTROL SYSTEM……………………………………………………………………………41
5.2 AIR DATA SYSTEM……………………………………………………………………………………...43
CHAPTER 6……………………………………………………………………………………………………46
6.1 HYDRAULIC SYSTEM…………………………………………………………………………………...46
CHAPTER 7…………………………………………………………………………………………………....49
7.1 ENVIRONMENTAL CONTROL SYSTEM……………………………………………………………....49
7.2 LRU………………………………………………………………………………………………………....50
CHAPTER 8…………………………………………………………………………………………………….52
8.1 STRUCTURE…………………………………………………………………………………………….....52
CHAPTER 9…………………………………………………………………………………………………….57
9.1 DROP TANK……………………………………………………………………………………………….57
CHAPTER 10…………………………………………………………………………………………………...59
10.1 TESTING………………………………………………………………………………………………….59
VII
CHAPTER 11…………………………………………………………………………………………………..61
11.1 ACHIEVEMENTS OF LCA TEJAS……………………………………………………………………..61
CHAPTER 12…………………………………………………………………………………………………..63
12.1 CONCLUSION…………………………………………………………………………………………...63
VIII
LIST OF FIGURES
FIG PAGE
FIGURE TITLE
NO NO
1.1 LCA TEJAS IN FLIGHT 10
1.2 LCA TEJAS 13
2.1 ENGINE GE-F404-IN20 14
2.2 ENGINE 17
2.3 CROSS SECTION VIEW OF ENGINE 18
2.4 AMAGB 20
2.5 JFS 22
3.1 RADAR 30
3.2 BUS CABLES 31
3.3 TACTICAL AIR NAVIGATION SYSTEM 34
4.1 EJECTION SEAT 35
4.2 SEAT 36
4.3 CANOPY SEVERANCE SYSTEM 37
4.4 BRAKE PARACHUTE 38
4.5 BRAKE PARACHUTE DELOYMENT 39
5.1 SALTS 42
5.2 RUDDER 42
5.3 AIR BRAKES 42
6.1 ENGINE DIVEN PUMP 48
8.1 STRUCTURE 54
9.1 LOCATION OF DROP TANK 58
9.2 DROP TANKS 58
10.1 TEST DONE IN LCA TEJAS 59
IX
EQUIPPING AND FINAL ASSEMBBLY OF LCA TEJAS 2023-2024
CHAPTER 1
INTRODUCTION
1.1 INTRODUCTION
The HAL Tejas (lit. "Brilliance") is an Indian single engine, delta wing, light multirole fighter
designed by the Aeronautical Development Agency (ADA) in collaboration with Aircraft
Research and Design Centre (ARDC) of Hindustan Aeronautics Limited (HAL) for the Indian
Air Force and Indian Navy. It was developed from the Light Combat Aircraft (LCA) program,
which began in the 1980s to replace India's ageing MiG-21 fighters but later became part of
a general fleet modernization program. In 2003, the LCA was officially named "Tejas". It is
the smallest and lightest in its class of contemporary supersonic combat aircraft. The Tejas
has quadruplex electrical duplex hydraulics fly-by-wire system with redundant relative static
stability. It basically means that there are two hydraulic systems (system 1 and system 2) and
4 channels of input in the tejas. If one channel fails then, there are 3 other channels working
perfectly to re-distribute the load that was earlier carried by 4 channels and so on. Hence it is
a failure proof.
Figure 1.1 LCA Tejas in flight
DEPARTMENT OF MECHANICAL ENGG Page 10 | 63

Indigenous Products:
Over the years, HAL has built and created a large number of platforms, including the HF-24
Marut, the Dhruv, the LUH, and the LCH. In collaboration with Bharat Electronics for its
avionics and Indian Ordnance Factories for its on-board weaponry and ammunition, HAL
also produces native goods using DRDO-transferred technology. HAL provides the integrated
L-40 stages for the GSLV Mk II, as well as satellite structures, fuel tanks, and feed lines for
the PSLV, GSLV MKII, and GSLV MK III launch vehicles.
Facilities of LCA Tejas Division Bangalore:

For the series manufacturing for the IAF, new structural assembly and final assembly facilities
have been created at HAL. To start producing Tejas aircraft, structural assembly facilities
have been fully completed and hangars have been built specifically for the LCA program.
The numerous steps of making an airplane happen in several departments. These consist of:
1. Fuselage Hangar
2. Aircraft Equipping and Final Assembly Hangar
3. Machining and Milling Shop
4. Electrical Looms Shop
5. Wing Hangar
6. Drop Tank Assembly Hanger
7. Aircraft Refitting and Maintenance
8. Paint Shop
9. Flight Shelter
10. Seat Assembly
11. Quality Testing
12. NDT (Non-Destructive Testing) Facility
13. Equipping Stores

Performance:
Maximum Speed Mach 1.8; Mach 1.6 for IOC
Version Range 1850 m
Combat Range 500 km with internal tanks
Ferry Range 3200 km with 2x external drop tanks
Service Ceiling 16000m
Limits +9/-3.5
Wing Loading 255.2 kg/m^2
Thrust/weight 0.94
Dry Thrust 53.9 KN
Thrust with Afterburner 80 KN
Special Features:
1. Compound delta wing.
2. Relaxed Static Stability.
3. Digital quadruple fly-by-wire system (FBW)
4. Full glass cockpit.
5. Multimode RADAR (MMR)
6. Helmet mounted display system (HMDS)
7. Advanced RADAR warning system (RWR)
8. Power plant has FADEC.
9. Electronic counter control measure (ECCM)
10. Hands-on-throttle-and-stick (HOTAS)
11. Composite Structure.
12. Computer based monitor and control of electro-mechanical systems.

The Tejas can be subdivided into six equipping systems:

1. Power plant and Fuel System
2. Electrical and Avionics Systems
3. Seat and Safety & Armament System
4. Flight Control System
5. Hydraulics System
6. Environment Control System
Figure 1.2 LCA Tejas

CHAPTER 2
POWER PLANT AND FUEL SYSTEM
There are two types of power plant systems:

1. Main power plant system - Engine
2. Secondary power system – AMAGB
Figure 2.1 Engine GE-F404-IN20
ENGINE:
GE - F404 - IN20
F404GE- IN20 is divided into 6 modules and an accessory gearbox:
1. Fan module
2. Compressor module
3. Combustor module
4. HP turbine module
5. LP turbine module
6. Afterburner module

This engine has an engine accessory gearbox which has six pads for running accessories.
Fan Module:
The fan module, which is in front of the engine, compresses ram air that is drawn in through
the air intake before delivering it to the compressor and bypass duct. The primary and
secondary airflows of compressed air are separated at the fan's exhaust. The engine's core is
where the primary airflow travels, where it is compressed by the HP compressor and burned
in the combustion chamber. Fuel energy is added to the primary air, powering the HP and LP
turbine. Through the bypass section, the secondary air flow travels without going through the
core engine. Due to the air's ram compression, this bypass air also increases overall thrust.
Compressor Module:
It is situated at the middle of the engine, immediately following the fan module. The
compressor module weighs about 600 lbs (272 kgs) when dry. The high-pressure
compressor's function is to raise the airpressure further away from the fan before it is passed
to the combustion chamber. The compressor rear case includes a bleed air manifold at stage
four for low pressure turbine cooling and for front frame anti-icing. It also delivers bleed air
for anti-icing. The manifolds have air ducts for free bleeding.
Combustor Module:
It is affixed to the compressor stator's rear casing bolt flange circumferentially. The
combustion chamber weighs about 47 lbs. (21 kg) when it is dry. It has an annular shape to
it. It is the location of the fuel and air mixture and combustion. Hot gases produced during
combustion are used to turn the turbine, which then turns the HP compressor. To feed
atomized fuel inside the combustion chamber, the combustion chamber features 18 spray
nozzles and two primary and redundant igniter plugs. One of these 18 spray nozzles offers a
somewhat stronger fuel spray to act as a flame retainer when flame out conditions are present.
HP Turbine Module:
It is behind the combustion engine module. It captures thermal energy emitted by the
combustor module and transforms it into mechanical energy to power the compressor and
other engine accessory gearbox-connected accessories. Approximately 215 pounds (98 kg)
dry weight. The HP turbine turns the kinetic energy contained in the expanding gases into
shaft horsepower. The HP compressor and AGB drive revolve thanks to this mechanical
energy.
LP Turbine Module:
After the engine's HP turbine module is where it is situated. The LP turbine module weighs
roughly 294 lbs. (133 kg) when dry. The kinetic energy is extracted from the gases leaving
the HP turbine by the single- stage LP turbine. This energy is converted by the LP turbine
into shaft horsepower, which turns the LP compressor.
Afterburner Module:
It is situated on the engine's most backward section. The module weighs 352 lbs. (160 kg)
when dry. The afterburner offers a way to add fuel downstream of the turbine and burn it to
increase engine thrust. Prior to the afterburner, main and secondary air are combined and
exhausted through the variable area fit nozzle to create the forward thrust. This increases the
aircraft's takeoff thrust, climb, and combat capability and gives it a source of power in case
of an emergency.
Power Take-off Drive Assembly:
In the center of the mid-frame, it is fixed on two pads. A power take-off bevel pinion is
engaged by a bevel gear on the compressor rotor's front shaft. The power takeoff drive
assembly draws energy from the engine to drive 69 of the auxiliary gearbox assembly. All
accessories mounted on the engine accessory gearbox are driven by the transferred power.
Variable Exhaust Nozzle:
The VEN provides a passage for the flow of hot gasses from the afterburner section and
provides the contour for external airflowaround the engine, the turbine and the maximum
thrust efficiency while controlling low pressure turbine discharge. The VEN provides for
operation.
Accessory Gearbox Assembly: The AGB extracts power from the engine's compressor rotor
to operate engine accessories such afterburner pumps, lubricating oil pumps, the VEN power
unit, and the fuel metering unit. The AGB offers a way to communicate the torque needed to
start the engine. It serves as a drive for the engine's fuel, electrical, hydraulic, and lubrication
system requirements. It is powered by an engine compressor rotor through a bevel gear
system.

Energy Flow:
1. Starting, JFS, AMAGB, PTO Shaft, EGB, Engine JFS.
2. Accessory Engine, EGB, PTO Shaft, AMAGB Accessories Major.
Components which control and assist the core engine in its operation:
1. Alternator
2. Variable exhaust nozzle (VEN) power unit
3. Fuel metering unit (FMU)
4. Main fuel pump (MFP)
5. Afterburner fuel pump
6. Afterburner fuel control
7. Lube and scavenge pump
8. N2 core speed transmitter
The engine is provided with 10 Borescope inspection ports to enable easyinspection of engine
modules.
Figure 2.2 Engine

 Module F404 GE IN20

 Type Low bypass turbo fan with
afterburner
 LP Compressor Three stage axial flow
 HP Compressor Seven stage axial flow
 Turbine LP and HP both single stage
 Variable geometry IGV and first stage of LP, IGV
and
first and second stage of HP
 Rotor speed N1 13270 RPM (100%)
N2 16810 RPM (100%)
 Direction of rotation Clockwise from tail looking forward
 Length of engine 159 in (404 cm)
 Diameter of the engine 35 in (89 cm)
 Weight 1035kgs
 Max thrust 18000lbs (80kn) at max power given
 Thrust to weight ratio 8:1
 Compression ratio 27:1
 Air flow IRP and above Approx. 140lbs/63.5kg/sec
 Fuel JET A-1
 Bypass ratio 0.34
 Specific fuel consumption at 0.5lbm/hr
dry
 Specific fuel consumption atre- 1.76lbm/hr
heat
 Air flow 153lb/sec
Figure 2.3 Cross Section view of Engine.

Locations of engine components:

1. At 3 o'clock DC generator (standby to IDG) aircraft powered.
2. 50'clock alternator - power supply for engine components.
3. 6 o'clock flange for attaching PTO shaft.
4. 8 o'clock lubrication oil pump and variable exhaust pump.
5. Backside of gear box 9 o'clock engine driven hydro pump.
6. Downwards 8 o'clock Main Fuel Control Unit (MFCU)
7. Towards right 3 o'clock afterburner fuel pump
Since it is built on a modular concept for ease of repair there are 10 borescope points given
along the engine for the inspection to see if there is any damage to the engine. A small
borescope fitted with a very powerful camera is sent throughthese points to check the internal
components of the engine without having to take it apart for inspection.
They are as follows:

1. Port 1 -5:30 o'clock between second and third stage rotor fan assembly. Allows
inspection of the trailing edge of stage 2 rotor blades and leading edge of stage 3 rotor
blades of fan.
2. Ports 2,3,4 and 5 - located on mid frame left and right side at 12:30, 3:30 ,8:30,
11:30 o'clock which allows for inspection of trailing edge of stage 3 fan blades, mid
frame, studs, stage 3 vanes, leading edge of compressor. IGV's and leading edge of
stage 1 HP compressor.
3. Port 6-located at 7 o'clock and allows inspection of HP compressor outlet and trailing
edge of seventh stage compressor blades.
4. Port 7 and 8- located at 4 and 5 o'clock positions and allows inspection of combustion
lines and outer shell, dome assembly, fuel nozzle and HP turbine nozzle segments.
5. Port 9 is located at 6 o'clock position trailing edge of hp blades and LP nozzle segment.
6. Port 10- located at 6 o'clock and allows inspection of trailing edge of LP turbine and
afterburner flame holder, exhaust flame struts.

AMAGB:
Aircraft Mounted Accessory Gear Box (AMAGB) is a critical Line Replacement Unit (LRU)
and forms a part of Secondary Power System (SPS) ofLCA Tejas. AMAGB is incorporated
with technical features, such as, lightweight, compact, high speed, single input and multi-
output gearbox ofaeronautical standards and self-contained lubrication system. Indigenous
AMAGB has successfully logged more than 6000 flying hours.
The AMAGB consists of 4 components:
1. Left bottom – JFS (Jet Fuel Starter)

2. Right bottom – IDG (Integrated Driven Generator)
3. Left top – Hydraulic pump.
4. Right top – Hydraulic pump
Aircraft Mounted Accessories Gearbox (AMAGB) is a heavy duty, light weight, high speed,
and compact gearbox which is driven by GE-F404-J2F3/IN20 engine through a power take-
off shaft at speeds up to 16810 rpm and drives the integrated drive generator (IDG) and
hydraulic pumps.
Figure 2.4 AMAGB

The salient features of the AMAGB are:

1. Light weight (magnesium alloy) gearbox housing.
2. Spur gears to eliminate axial forces and requiring ball bearing only for location. Self-
contained lubrication system with integrated tank which was designed to operate
satisfactorily up to 16km altitude.
3. High speed starter gear train with over-running clutch.

4. Gear train with sufficient strength to accommodate maximum instantaneous torque
plus combined torque of remaining drives at any given time.
5. Gear trains have been tested up to 18000 rpm and can run up to 21000 rpm under
service exigencies.
JFS:
1. Single stage centrifugal compressor.
2. Two stage axial flow turbines.
3. HP-centrifugal compressor connection.
4. LP-turbine free.
The JFS starts with electrical power, this causes the PTO shaft to spin that inturn rotates
the HP turbine of the engine.
JFS Working cycle:

1. The JFS starts using the electrical supply.
2. This spins the PTO shaft.
3. Rotates the HP turbine.
4. The PTO shaft will run from 15% to idle 5. At 50% DC starting pump
will stop.
5. The SECU (Starting Engine Control Unit).
6. After this the engine will power on and run on its own power.
7. At 55% to 60% beyond that the flywheel will disengage and the JFS will
not power the engine.

Figure 2.5 JFS
FUEL SYSTEM:
The LCA Tejas fighter has a total fuel capacity of 2400 kg internal fuel capacity.The
trainer version has a capacity of 2100 kg internal fuel.
The fuel system has a total four internal fuel tanks:
1. FIA
2. F1/F2
3. LH Wing
4. RH Wing
FIA:
The F1A is located in between the stations from 18th to the 20th station. It has a total capacity
of 436 kg of fuel. It sits below the avionics rack.
F1:
It is located between the 22nd to the 24th station. F2- It is located between the 24th to the
30th station. They are known as the main feeder tank. It is L. shaped.
Wing tanks:
They store the fuel inside the wings on each side, they havea total internal capacity of 580
kgs of fuel. There are also external fuel tanks, they are called drop tanks. The inboard tank
stores 12001 of fuel and the mid board drop tanks hold a capacity of 800L.

Working:
Fuel is introduced through a single inlet Main Fuel Pump (MFP) and passes through the filter
to the Fuel Metering Unit (FMU). The other output from the filter goes to the Afterburner
Fuel Controller (ABC) where it is sent to the afterburner spray bars, distributor valves and
main spray bars. Output from the FMU goes to Fan Variable Geometry (FVG) actuator to
operate the inlet guide vanes on the fan module. The balance of the fuel from the MFP
goes to theFMU and is distributed to the combustor manifold, CVG's and the ABC. The
FMU operates the CVG actuators of the HPC module. From the FMU, fuel passes through
the air cooler to the combustor manifolds and nozzles. The checkand drain valve prior to the
manifold shut off fuel flow when the pressure falls below a set value. The ABC divides the
flow into pilot and main spray bar flow.During non-AB operation, fuel is circulated through
the AB manifold and flows back to the ABC. This action minimizes AB initiation time by
eliminating manifold time.
The fuel system comprises of:

1. 1.Main Fuel Pump (MFP)
2. Check and Drain Valve (C&D)
3. Main Fuel Nozzles
4. Afterburner Fuel Pump (ABFP)
5. Micron Fuel Filter
6. Combustor Fuel Manifold
7. Lean Blowout (LBO) Main Fuel Nozzle
8. Afterburner Fuel Control
The Fan Variable Geometry actuator (FVG) and compressor variable geometry (CVG) along
with main and pilot spray bars are included in this system. The Fuel system can operate
satisfactorily on JP-4 or JP-5 fuel (MIL- DTL-5624) or on JP-8 (MIL-DTL-83133). In
addition to being used for combustion, fuel isalso used as the working fluid hydraulically
switching on afterburner and cooling tasks. The GE F404-IN20 engine has two
interconnected fuel systems, one supplying metered fuel to the engine and the other supplying
fuel to the afterburner. The engine fuel control system calculates and controls the quantity of
fuel supplied to the engine as per throttle setting by the pilot. All the fuel and control
components are mounted on the engine. The aircraft fuel system supplies fuel to the engine
fuel system. The engine fuel control system meters the fuel and injects it into the combustion

chamber. It also sends and receives digital and analog signals from other aircraft systems for
display and control.
The following aircraft systems are cooled by fuel:

1. Hydraulic System 1
2. Hydraulic System 2
3. Aircraft Mounted Accessory Gearbox Oil System
4. Integrated Drive Generator Oil System
The fuel system is provided with redundancy to enhance the system’s reliability.Two booster
pumps (BP 1 and BP 2) are installed in the supply tank for engine fuel supply system
redundancy. The BP 2 comes into operation when BP 1 fails or is switched off. When BP 1
and BP 2 fail, the engine can suck the fuel through failed BP 1 and operate below 9.2 km
altitudes with certain degradation in performance. Gravity refueling is a redundancy for single
point pressure refueling.
Fuel Refueling and Transfer System:

The aircraft has two ways through which it can be refueled on the ground and one way through
which it can be refueled in air. On ground, fuel can be either filled in all the tanks (internal
& external) using their respective filler caps or,all the tanks can be filled using a single point
refueling cap. The ECFMU (Environment Control Fuel Monitoring Unit) is the brain of the
fuel system. In the single point refueling method, all the tanks are being filled simultaneously.
Each tank has an ERV (electrical refueling valve) attached within the refueling pipe to detect
the amount of fuel filled in the respective tank. Internal Tanks Capacity F1F2 Tank 892kg
F1A Tank 430 kg Wing Tank (Combined) 1224 kg Total 2546 kg Maximum Fuel Capacity
6232 kg 20. Once the tank is filled the ERV shuts down further fuel inlet in that tank and
sends voltage signals to the ECFMU which is further related to the pilot in the cockpit and to
the GRP (Ground Refueling Panel) which is present beneath the wing in the fuselage.
Depending on the weather conditions where refueling is taking place the total amount of time
taken to refuel the aircraft from the single point refueling system will range from 9-12
minutes. The fuel transfer to the engine takes place from the F1F2 tank by using an electrically
operated Booster Pump. Therefore, all the drop tanks are connected to the F1F2 tank by using
a pressure-based system to ensure there is uninterrupted fuel supply to the main tank, thereby
Avoiding engine starvation.

The sequence of emptying tanks when fuel transfer takes place is as follows:
1. Wing Drop Tanks
2. Center Drop Tanks
3. Wing
4. F1A
5. F1F2
All fuel tanks have fuel gauging probes installed within them. Each wing tank has a total of
4 fuel gauging probes. Whenever the fuel quantity drops below a certain me probe electrical
signals to the ECFMU which will intimidate the pilot about the fuel condition of that
respective tank.

CHAPTER 3
ELECTRICAL AND AVIONICS

The LCA Tejas aircraft is equipped with a highly sophisticated electrical systemwhich is used
to power the various components of the aircraft, one of which is the Fly-by-Wire system that
converts mechanical input to electrical signals, which then perform desired functions. In
addition to that, it is provided with a basic hybrid power generation system which fulfils the
power necessary for the aircraft's function. The aircraft also has two batteries in case of
emergencies. Allthe components in the aircraft are either run by AC or DC power, the AC
power is supplied from the IDG (Integrated Driven Generator). The AC power supply in this
aircraft has frequency whereas the DC power supply does not. The aircraft also possesses a
highly intricate system of bus cables to transmit signals from one component to another
(usually sensors to display units), bus cables arepreferred over conventional wiring (standard
wires) because they support high transmission rate and data flow between components.
The Tejas also has a Night Vision Goggles (NVG) compatible "Glass Cockpit", Head up
Display (HUD), three Multi-Functional Displays (MFD), and Two Smart Standby Units. It
also has a computer called the Open Architecture Computer (OAC) developed by the
Aeronautical Development Agency (ADA) which combines functions of earlier missions,
display processors, video switching units and mission preparation & retrieval unit.
MAIN POWER SOURCE:
1. 30/40 KVA, 115/200V, 3 phase AC IDGC (Alternator 1)

2. Two 250 amps TRU's giving 28V DC output.
3. 0.3550 KVA HMDG system, 28V output (Rectifier Converter Unit)
STANDBY POWER SOURCES:
1. 5KVA, 115/200V, 400Hz, 3 phase HMDG (Alternator 2)

2. 5KW, 28V DC Generator
EMERGENCY SOURCES:
1. 44Ah, 24V Nickel Cadmium Battery 1

2. 44Ah, 24V Nickel Cadmium Battery 2

AC GENERATION SYSTEM:
Basic Power Generator, 30/40 KVA (Main Source) with standby sources of KVA
Hydraulically Driven Generator and 5 KW DC generator mounted on the engine gear box.
FEATURES OF THE AC GENERATION SYSTEM:
1. The Generator Control Unit (GCU) is provided for control, regulationand protection
of the respective generator.
2. The GCU controls generator line contactors which in turn control all thegenerators
to respective bus bars.
3. Power transfer and load shedding are carried by connecting/disconnecting bus tie
contactors.
4. Emergency AC Power is provided by a static inverted of 250 KVA.
DC GENERATION SYSTEM:
DC is derived through 2 TRU of 250A in parallel and standby 5 KW DC generator with a

battery connected across a buffer.
FEATURES OF THE DC GENERATION SYSTEM:
1. GCU is provided for control, regulation and protection of the 5 KW DCgenerator.

2. Emergency DC power is provided by two 45AH batteries in parallel andkept on
float charge.
DC DISTRIBUTION:
1. DC main bus bar
2. DC essential bus bar
3. DC alter bus bar.
ELECTRICAL MODULES:
1. Integrated Drive Generator (IDG) 30-40 KVA
2. 5KVA HMDG
4 KW DC Generator
3. Battery Junction Box

4. Two Nickel Cadmium Batteries

5. Two Transformer Rectifier Units (TRU's)
6. Two 0.35 KVA HMDG
WORKING:
The primary source of power in the Tejas Aircraft is the F404 GE IN 20 Engine. The
mechanical power from the engine is tapped through the PTO shaft and in turn drives the
AMAGB. Two pads are available on the engine GB. One of the drivers on AMAGB drives
30/40 KVA IDG, which serves as the main source ofpower generation. The power required
for the IDG is 71 HP for a nominal continuous rating of 40 KVA.
One of the drives on the Engine Gear Box (EGB) drives the 5 KW DC generator.The 5 KVA
HMDG provides stand by AC power in case of failure of Alternator 1.
AC master box receives AC power from AC power source. It supplies power to AC

distribution boxes and the TRU's through CB's. ACBC distributes AC power to various
components through CB's.
The DC master box receives DC power from both TRU's and 5 KW DCgenerators. It supplies
power to the distribution boxes through CBS and relays. BCDC distributes DC power to
various loads through CB's.
The battery box houses the battery bus and the distribution line CD's. Input power for the
battery bus is provided by TRU's and 5 KW DC generator.
After starting the engine and when it reaches approximately 58 to 60% of RPM,on board
generator takes over the buses from the extensive power automatically.
EMERGENCY SOURCES:
Emergency system 144 AH 24 volts Nickel-Cadmium battery provides power to all

emergency DC loads in case of an electrical emergency or engine flameout, battery is kept on
float charge when any TRU 5 KW DC generator is online.
The second battery is only for driving the EMDP in case of hydraulic emergency.

TYPES OF ANTENNAS:
INGPS-1
It stands for Inertial Navigational Global Positioning System; this system requires latitude
longitude in order to provide the pilot with hislocation and also helps him navigate his aircraft.
INGPS has gyroscopes of two kinds. All the gyros are referenced at zero and infrared light is
used to reference the gyroscope to (0, 0, 0). Light emitted from it falls away when maneuvered
hence giving the pilot his location on his multifunctional display.
GRU-2
The gyro reference unit gives the pilot the true heading (north) and is avery important piece
of equipment. Its objective is to direct the pilot towards his base when he is in the air as he
cannot navigate his aircraft without it.
MMR-3
A multi-mode radar is designed to operate in more than one mode with quick switching
between modes. The multi-mode radar in the Tejas aircraft has multiple modes of operation
namely air to ground, air to sea, ground to sea, and air to air.
It has multiple modes of operation which includes:
1. Search mode of operation

2. Aiming mode of operation
3. Tracking mode of operation
4. Fire mode of operation. (Lock on, Fire mode)
The Tejas aircraft uses the ELTA radar which is Israeli made.
Radar Warning Receiver (RWR)-4
Radar warning receiver (RWR) systems detect the radio emissions of radar systems. Their
primary purpose is to issue a warning when radar signal that might be a threat is detected, like
a fighter aircraft's fire control radar. The warning can then be used, manually or automatically,
to evade the detected threat. In the Tejas, there are 4 RWR's installed at an angle of 90 degrees
to cover 360 degrees. The radar (RWR) in this aircraft only receives air threats from various
directions and operates at a very high frequency.

VOR/ILS-5
VOR (VHF omnidirectional range) and ILS (instrument landing system) are aircraft
navigation aids based on analog modulation and are used in all aircrafts worldwide.
The ILS has a glide slope providing vertical guidance. A VOR approach does not have any
vertical guidance (although with a VOR/DME one can at least determine the exact point at
which to start a CDFA (continuous descent final approach) and regularly crosscheck the
altitude with the DME.
Tactical Air Navigation System (TACAN) - 6
TACAN is used to provide geographical navigation for military applications. This technology
pre-dates GPS and has now more or less been replaced by GPS in most if not all applications.
In the Tejas, the TACAN gives range and direction and is used by pilots to execute instrument
landing approaches to the runway landing. It gives the pilot information regarding his
touchdown, whether the aircraft has undershot or overshot during landing.
Identification Friendly/ Foe (IFF)-7
As the name suggests, this is an identification system designed for the military, each military
has its own way of identifying their aircraft as secrecy is of the highest priority. The codes to
identify aircraft are changed regularly to avoid sensitive information falling into the wrong
hands.
Figure 3.1 Radar

BUS CABLES:
Bus cables are a differential serial data bus which operate at 1 megabit per second and are
used for aviation communication networks in militaries around the world.
Figure 3.2 Bus Cable.
Every bus has its own redundancy, if one channel fails to work, other channelstarts to work
continuously without any interruption.
Each bus has two channels, B1 A and B 1 B.
Each bus should have characteristic impedance between 70 & 85 ohms. Theindustry standard
is 75 ohms, and the tolerance is+ or -2%.
A MIL-STD-1553 Multiplex Data System consists of:
1. Bus Controller
2. Remote Terminal
3. Bus Monitor

WORKING OF BUS CABLES:
Receive Data
The bus controller sends one command word with a sub address of 0 or 31 signifying a mode
code type command immediately followed by a single data word. The RT responds with a
status word.
Transmit Data
The Bus Controller sends one command word with a sub address of 0 or 31 signifying a mode
code type command. The RT's responds with a status word immediately followed by a single
data word.
Broadcast Data
The Bus Controller sends one command word with a terminal address of 31 satisfying a
broadcast type command and a sub address of 0 or 31 signifying a mode code type command,
immediately followed by one data word: no RT will respond.
RT to RT Transformers
The BC sends out one receive command word with a terminal address of 31 signifying a
broadcast type command immediately followed by a transit command. The transmitting RT
sends a status word immediately followed by 1- 32 data words. All RT's that implement
broadcast will accept the data but no RTwill respond.
Bus Connect Method

1. Direct Coupling/ Short Stub Coupling Distance from main bus to component is 1 fit.
2. Transformer Coupling.
3. Distance from main bus to component is 20 fit normallytransformer coupling is

used as it improves the signals significantly.
BUS-COMPONENTS (CONNECTION):
Bus B1
1. ECFM-EU
2. BHEEMS EU

3. CMDS
4. TACAN
5. VOR/ILS
6. N-20
7. FIT
Bus B2
1. HMDS
2. IFF Ground
3. RWR
4. Command Executions & Display Data
5. IN-20
6. FIT
Bus B3
1. IFF Air
2. P/B Laser AS Data Command
3. INGPS
4. LDP
5. Data Sink
6. FTI
Bus B4
1. LH Wing P/B
Bus B5
1. RH Wing P/B
BUS CABLE COLOURS:

BUS 1 B1A-BLUE BAND
B2B-RED BAND
BUS 2 B2A-GREEN BAND
B2B - YELLOW BAND
BUS 3 B3A-BROWN BAND
B3B-BLACK BAN
BUS 4 B4A-RED BLUE BAND
B4B-RED GREEN BAND
BUS 5 B5A - RED BROWN BAND
B5B-RED YELLOW BAND
BUS 6 B6A-BLUE BLUE BAND
B6B RED YELLOW BAND
Figure 3.3 Tactical Air Navigation System

CHAPTER 4
SEAT AND SAFETY & ARMAMENT
The escape system saves the pilot when the aircraft is in danger. An ejection seat MK IN
16G is installed to eject the pilot from aircraft and to provide comfortable survival after the
separation of seat. The seat has the capability to eject through the canopy in case the canopy
removal system fails to function. The escape system is the primary means for pilots to escape
from the aircraft when it is in danger. Canopy severance system and the ejection seat together
form an emergency escape system. The canopy severance system has a dual Inflight Egress
System (IES) and a Ground Egress System (GES).
The escape system consists of the following systems:
1. Ejection seat
2. Canopy Severance System (CSS)
Figure 4.1 Ejection seat

Ejection Seat:
The ejection seat installed in the aircraft is Martin Baker IN 16G. This is a fully automatic,
cartridge operated, and rocket assisted seat. It is installed on the bracket assembly of the
forward seat bulkhead in the cockpit. It ejects safely at zero altitude in a substantially level
attitude to ceiling height of 15 km irrespective of speed and flight path. Safe ejection is
possible up to 600 knots. Ejection is initiated by pulling off the seat ejection handle situated
on the frontof the seat pan. The seat is ejected by the action of gas pressure developed within

an ejection gun due to the firing of cartridges. A rocket mounted under the seat pan fired as
an ejection gun approaches the end of its stroke by a catapult operated rocket firing unit. The
combined thrust will take the seat/pilot mass to a sufficient height to enable the main
parachute to develop properly before the pilot impacts the ground even if the ejection
initiation has been done at zero altitude and zero speed condition. A drogue parachute, which
is smaller than the main parachute, will open immediately after ejection to stabilize the
seat initially.
Figure 4.2 Seat
Canopy Severance System:
The CSS has a dual inflight egress system and ground egress system. The canopy bubbles are
embedded with dual MDC. MDC of IES fractures the Canopy bubbles at U-looped MDC line
and MDC of GES fractures the canopy bubbles around its periphery.

Figure 4.3 Canopy Severance System.
Inflight Egress System:

1. It is integrated with the ejection seat and is activated when the pilot ejects.
2. The system consists of a U looped MDC cord which is on the inner sideof the
canopy.
3. The MDC is initiated by the ejection seat and the canopy is broken intobits and

only then is the ejection seat initiated.

4. The MDC is an explosive line which breaks the canopy for smoothejection.
Ground Egress System:

1. It is similar to the inflight egress system, except, it is only used if the pilot is trapped
inside the cockpit when the aircraft is on the ground.
2. This system employs explosives which are set around the cockpit & can be initiated
by breaking the glass present right below the cockpit on the outside and pulling the
lever.
3. This starts an explosive chain that shatters the canopy in order to rescue the pilot.
Brake Parachute System:
The aircraft system is equipped with a brake parachute system at the tail end, to retard the
aircraft during the landing roll deployment of break parachute increases the drag and
aborted/rejected take-off and during the landing roll. Deployment of brake parachute
increases the decelerates the aircraft in addition to that achieved by the wheel brake, A
'CHUTE' switch provided on LH main instrument panel in the cockpit facilitates the
streaming jettisoning operations ofthe brake parachute.
Figure 4.4 Brake Parachute.
The system comprises of the following main components:
1. Brake Parachute
2. Container

3. End caps
4. Release mechanism
5. Shear pin (Fuel safe automatic jettison device)

The brake parachute is deployed in following sequences:
1. The electro - mechanical actuator retracts and locks the parachute link with the release
mechanism, subsequently unlocks the end cape which areattached with spring jacks.
2. The spring jacks opens the and caps sideways & retains it in open position Preloaded
pilot chute (coil spring) ejects the auxiliary parachutes into the Airstream.
3. Inflated auxiliary parachute extracts the main parachute for deployment.

4. At any desired time after deployment, selection of chute switch to"OFF/JET'
position jettisons the parachute in following sequence.
5. The electro-mechanical actuator extends and unlocks the parachute linkfrom the
release mechanism.
6. Incident air flow and/or jet efflux of aircraft blows away. The chuteresting in
jettisoning of the chute.
7. The normal deployment speed for tail chute is 155 knot and is designedfor safe
deployment up to a max speed of 184 knot.
Figure 4.5 Brake parachute deployment.

Tejas Armaments/ Weapon facilities:

Tejas has different hard points – one beneath the port-side air-intake, one under the fuselage
(centerline station) and three hard points under each wing, of these, three are wet hard points
which can carry drop tanks. The hard point beneath the port side air intake is dedicated to
carrying sensor pods such as FLIR, IRST or laser rangefinder/designator.
These can also be carried on the centerline pylon and inboard pairs of wing stations. The Tejas
weapon suite consists of I-Derby ER and Astra beyond visual range air-to-air missiles and R-
73, Python-5 and ASRAAM close combat missiles. The Tejas has an internal 23 mm
Gryazev-Shipunov GSh-23 twin- barreled autocannon under the starboard side air-intake. The
BrahMos-NG supersonic cruise missile is being developed for the Tejas.
Figure 4.6 Weapon station

CHAPTER 5
FLIGHT CONTROL SYSTEM
Flight control system (FCS) is a system which controls airborne flight activity. LCA Tejas has
an integrated flight control system, i.e., the basic FSC includes hydraulics as well as electrical
and avionics system in it.
Integrated flight control system can be classified into three systems, namely:
1. Flight control surfaces
2. Air data systems

3. Feedback/Monitoring systems
FLIGHT CONTROL SURFACES:
There are two types of flight control surfaces on this aircraft, or any aircraft for that matter,
namely:
1. Primary Flight Control Surfaces (PFCS)

In this aircraft, there are two primary control surfaces- elevons and rudder. These are
operated by electrically operated hydro servo actuators. Collectively, these PFCS
perform pitching, rolling, and yawing.
2. Secondary Flight Control Surfaces (SFCS)

The two secondary control surfaces in this aircraft are- leading edge slats and air
brakes Slats aid in lift augmentation by increasing camber and resulting in extra lift.
While air brakes, as the name suggests, help to create extra drag to reduce the speed,
whenever required.
Elevons: The LCA is a tailless aircraft which means that the elevators for pitch up and pitch
down of aircraft are absent. Instead, they are combined with the ailerons that are responsible
for the rolling motion of the aircraft; and form the elevons (elevators + ailerons). There are 4
elevons present on the aircraft (2 on each wing) controlled by separate hydraulic actuators for
each. The aircraft rollsand pitches by differential or by combined movement of these elevons.
The elevons are present on the trailing edge of the wings. The maximum deflectionis ±25°.

Rudder: The rudder is present on the fin (vertical stabilizer) of the aircraft and is moved by
using a hydraulic actuator. The rudder controls the yawing motion of the aircraft. The
maximum deflection is ±30°.
Slats: The slats are present on the leading edge of the aircraft's wings. They are used for lift
augmentation. There are 3 slats on each wing (Inboard, mid board and out board). The slats
are controlled by the. FCS: in case the aircraft is flying close to stalling speed, they are
deployed. They are essential during low- speed landings and low-speed maneuvering of
aircraft. Maximum deflection of inboard slats are 17.5°. The maximum deflection of mid-
board slats is 27.5°. Maximum deflection of outboard slats is 30°.
Figure 5.1 Salts Figure 5.2 Rudder
Air Brakes: Aerodynamic braking of the aircraft is achieved by simultaneous deployment of

two drag creating surfaces i.e., two air brakes namely left and right air brakes located on the
rear fuselage below the vertical fin. These air brakes bleed the airspeed of the aircraft when
deployed by increasing the drag. The air brake surfaces are expected to work synchronously
and are fully deployed or fully retracted. They are controlled manually and have separate
hydraulic actuators. The maximum deflection angle is 60°.
Figure 5.3 Air Brakes

Now one may wonder how these control surfaces are operated from the cockpit. This is
where the electrical systems come in.
The DFCC (Digital Flight Control Computer) is commonly known as the brain of flight
activity. It basically gives the relationship between air dataparameters and pilot input to the
respective control surface position through a software called CLAW (control law). An
interesting point to be noted is that while the DFCC operates elevons, rudder and LE slats, it
only monitors the air brakes, which are operated by the pilot.
There are LVDTS (Linear Variable Differential Transducer) installed in the cockpit where
mechanical input for movement of the control surfaces is to be given like rudder pedals and
modular control stick assembly. The function of LVDT is to convert the rectilinear motion of
an object to which it is coupled mechanically into a corresponding electrical signal. These
electrical signals are then sent to the DFCC. The DFCC sends these signals further to the
hydraulic actuators present on the control surfaces causing them to move as per the pilots
wishes.
Further the rudder pedals are connected to the AFU (Artificial Feel Unit) which has a
combination of 2+2 LVDTS. Two of the LVDTs give signal to the NWS (Nose Wheel
Steering) system for movement of the aircraft on ground while the other two give signal to
the rudder for yawing motion of the aircraft. There is a toggle switch present on the control
stick which connects the rudder with the NWS, only when aircraft is on ground, i.e., weight
is on the wheels. During flight, this toggle switch is disabled so that the pilot doesn't operate
it by mistake.
There is a BFU (Brake Feel Unit) behind the rudder pedals which can be operated by the
toes of the pilot. Its function is to give signal to the BHEEM (Brakes hydraulic electrical
and engine monitoring system) and command the brakes.
AIR DATA SYSTEMS

After appropriate data collection, voting generates the required outputs, and it delivers the
air data anti flow angle parameters. Critical air data parameters,such as electrical and
pneumatic interfaces, are needed by the FCS toprocess ambient pressures, temperatures,
and end flow angles and produce therequiredoutputs. Critical air data metrics, such as
angle of attack, altitude,Mach number, calibrated airspeed, vertical speed, etc., are needed
by the FCSand are delivered by the ADS. This data are put to use by Air Data
Computersfor computation. The output is then delivered to DFCC parameters, which are

then used to accomplish the aircraft's longitudinal and lateral stability.

Nose Air Data Probe (NADP): The nose air data probe is commonly known asthe pitot.
Static tube. It consists of:
1. Pt- Total Pressure: It measures the critical Indicated air speed, Ps- StaticPressure: It
measures the altitude of the aircraft,
2. α1- it measures the pitch up angle of the aircraft.
3. α2- It measures the pitch down angle of the aircraft.
4. β1- It measures the right-side banking of aircraft.

5. β2- It measures the left-side banking of aircraft
Side Air Data Probe (SADP): Present on either side of the nose cone, it measures all
parameters like NADP except the banking of the aircraft.
Angle of Attack Vane (AOAV): Present on either side of the nose cone, it measures all
parameters like NADP except the banking of the aircraft.
It is also called alpha sensor or a vane. These probes are used to measure the pitch up and
pitch down angle of the aircraft with an angle range of ± 45°. It is mounted with a Rotary
Variable Differential Transducer (RVDT). There are two AOAVs:
1. Left hand angle of attack (LHAOA)
2. Right hand angle of attack (RHAOA)

The AOAV contains a damping fluid which damps the vibrations caused by the movement
of AOAVs. The LHAOA & RHAOA are located on the nose, aheadof the cockpit on the
left and right side respectively.
Angle of Sideslip Vane (AOSSV): Angle of Sideslip is also known as 13vane.It will give
a differential f3 value. There is a single AOSS sensor located on the nose, below the cockpit.
It is pre -fitted with a heater inside to keep it from icing.
Total Air Temperature Probe (TATP): It is employed to measure the temperature of the
air. It is situated on the upper side of the front fuselage, behind the canopy end. Depending
on the speed and kind of media, the total air temperature of a flow is the sum of the static air
temperature (SAT) and a kinetic component (air compression and friction). In comparison to
the static air temperature (SAT) at an altitude, air compression and friction cause a relative
temperature increase. Specially designed temperature probes that block the passage of air

towards the aircraft inside them are used to measure the temperature. Internal energy is
created from the kinetic energy of the compressed and decelerated air. The temperature rises
adiabatically as a result of air compression.
FEEDBACK/MONITORING SYSTEMS:
1. ASA- Accelerometer Sensor Assembly It senses the acceleration of theaircraft by
computing lateral and longitudinal acceleration.
2. RSA-Rate Gyro Sensor Assembly the word gyro means artificial horizon. This
system senses the rate ofpitch, roll and yaw.
3. APP-Autopilot Panel
It is used when the aircraft is not in combat mode, or for long duration flights.
4. DCSU-De-icing Current Sensing Unit
All sensors (PT, PS, NADP, SADP, AOA, AOSS, TTP, TATP) on the
extremities of the aircraft have an in-built heater operated by this system.
5. CWP-Centralized Warning Panel this panel looks after general system warnings.

CHAPTER 6
HYDRAULICS SYSTEMS
The TEJAS aircraft is provided with a reliable hydraulic power system for maximum combat
survivability and for operational readiness. The purpose ofthe hydraulic system in this
aircraft is to provide hydraulic power to the Flight Control System (FCS), Landing Gear (LG),
Wheel Brake System, Nose Wheel Steering System and Utility Systems.
The hydraulic power system consists of two independent systems namely System1 (RH) and
System2 (LH). In addition to this, an emergency system provides hydraulic power in the event
of System 1 and System 2 failure. The aircraft's primary flight controls remain operational
after two successive failures to permit at least 10 minutes of flight at cruise speed. The
hydraulic fluid pipelines are routed sufficiently apart to enhance operational reliability.
The hydraulic power system consists of Main Hydraulic Pump (RH & LH), Engine Driven
Pump (EDP), Electric Motor Driven Pump (EMDP), Boot Strap Reservoir (RH & LH),
Accumulators (RH & LH), Accumulator (Wheel Brake), Hydraulic Motor Driven Generators
(HMDG 1, HMDG 2, & HMDG 3) and Hydraulic Motor Driven Fuel Pump (HMDFP).
Engine Driven Pump: It is a standby pump which is present on the L.H.S. of the engine and
provides hydraulic pressure if the primary pump fail.
Electric Motor Driven Pump: The EMDP provides emergency power when both hydraulic
systems 1 & 2 fail.
Hydraulic Motor Driven Generator: The HMDG is driven by hydraulic pumps that
provide 280 bar pressure. These generators run continuously and supply electrical power to
two channels of the DFCC. There are no separate controls for the HMDG, and it starts running
as the engine starts. It is a 0.35 kVA generator, generating alternating current and powering
the AC run equipment and the TRU. The TRU is used to convert AC to DC.
Hydraulic Motor Driven Fuel Pump: It is the primary fuel pump to transfer fuel from the
wing tanks to the central tank then to the engine. It supplies fuel tothe engine feed line during

failure of the main booster pump.
High Pressure Relief Valve: It protects the circuit from over pressurization of the circuit in
the event of failure of the pressure compensating mechanism of therespective pumps. It cracks
open at 317 bar and resets above 312 bar.
Hydraulic fluid used MIL-H-5606E
Nominal system pressure 280 bar

Normal Acceptable fluid as per Class 7 of NAS1638 or better
cleanliness level
Operating temperature range -54℃ to 135℃
Working:
When the engine of the aircraft is ON, a power take-off (PTO) shaft drives an aircraft
mounted accessory gearbox (AMAGB), which in turn drives two independent hydraulic
pumps. During normal operation, these pumps deliver hydraulic power to hydraulic system
1 and system 2. The EDP supplies hydraulic power to system 2 when system pressure drops
below 260 bar. The electric motor driven pump is provided for emergency hydraulic power
at a rated pressure of 210 bars. These pumps are named as pump 1, pump 2, pump 3 and
EMDP.
Pump 1 of system 1 supplies power to the PISTON END of tandem actuators of elevons,
rudder and to the hydraulic motor driven generator (HMDG -1). Pump1 also supplies fluid
through an isolation valve to the undercarriage (normal operation), wheel brakes (normal
operation), leading edge slats, nose wheel steering, hydraulic motor driven generator (HMDG
5K VA) and hydraulic motor driven fuel pump (HMDFP).
Pump 2 of system 2 supplies power to the actuators of elevons, rudder and mounting end of
tandem ac to the hydraulic motor driven generator (HMDG2). This pump also supplies fluid
through an isolation valve to the undercarriage (Emergency operation), wheel brakes
(standby), airbrake and parking brake.
Pump 3 (EDP) supplements pump 2 output flow if the pressure in system 2 drops below 260
bars. The EDP is a backup for system 2. This is mounted on the engine gearbox LH side.
Electric motor driven pump (EMDP) supplies fluid only to top primary flight control actuators
in the event of failure of pump 1, pump 2 and pump 3 or engine failure. The EMDP is located
between stations 30and 31 LH side.
Figure 6.1 Engine Driven Pump

CHAPTER 7
ENVIRONMENTAL CONTROL SYSTEM
The Environmental Control System (ECS) of TEJAS is a simple and efficient system to
provide automatic temperature and cabin pressurization along with avionics temperature
regulation. As the altitude changes temperature and cabin gas, the pressurization parameters
vary accordingly. This is controlled by the ECFMU. This system taps into the air from the
7th stage of compressor, which isat 400-600℃ and 18-20 bar. This air then goes to the heat
exchanger and from there, it is used for the following purposes:
1. Pressurization & Air condition.
2. Fuel Tank Pressurization.
3. De-Misting System.
4. Cabin Sealing System.
5. Radar pressurization System.
6. Avionics Cooling System.
7. Radar Cooling System.

Subsystems:
1. Bleed Air Control System (BACS)
2. Hot Air Leak Detection System (HLDS)
3. Air Distribution System (ADS)
4. Fuel Tank Pressurization System (FTPS)
5. Cabin Ventilation System (CVS)
6. Cabin Pressure Control System (CPCS)
7. Wind Screen Demisting System (WSDS)
8. Cold Air Generating System (CAGS)
9. Cabin Sealing System (CSS)
10. Radar Pressurization System (RPS)

LRUs:
1. Venturi with gimbal assembly
2. PHE Bypass Valve
3. Control Unit
4. Pre-Cooler (Heat Exchanger -1)
5. Primary Heat Exchanger (PHE) (Heat Exchanger -2)
6. Secondary Heat Exchanger (SHE) (Heat Exchanger -3)
7. Pressure Release Shut Off Valve (PRSOV)
8. Re-Heater
9. Ejector Shut Off Valve (ESOV)
10. Cold Air Unit (CAU)
11. Condenser
12. High Speed Water Separator
13. Diverter Assembly

Flow Sequence:
400-600 degrees of hot air is tapped from the 7th stage compressor of the engine 4 Pressure
Relief Shutoff Valve (PRSOV) Pre-Cooler 4 Primary Heat Exchanger -4 Cold Air Unit
(CAU) 4 Secondary Heat Exchanger (SHE) 4 Re- Heater 4 Condenser 4 High-Speed Water
Separator (HSWS) 4 Re-Heater 4 Cold Air Unit (CAU) 4 Condenser 4 Diverter Assembly.
1. PRSOV - The 15-20 bar pressure which is coming from the engine is
restricted to 6 bar.
2. Pre-Cooler - It is the first heat exchanger with fins in this system. The tapped
hot air is cooled by the atmosphere's ambient RAM air. It cools upto 30% of
the incoming hot air.
3. Primary Heat Exchanger (PHE) - This is the second heat exchanger and
is present in the ECS bay (Station 16 - Station 24). It is located on theportside
(LH) of the aircraft. The medium of cooling again in this case is the RAM
air, whose intake is from the duct beside the air intakes of the engine.
4. Cold Air Unit (CAU) It consists of two stages, the compressor chamber and

a turbine chamber.
5. Secondary Heat Exchanger (SHE) - Its function is the same as the PHE,
just that it is positioned on the starboard (RH) of the aircraft.
6. Re-Heater - As the name suggests, it reheats the air to some threshold of

temperature to segregate the water particles which might damage the avionics
system.
7. Condenser - It is used to condense the water which is formed in the Re-
Heater.
8. High Speed Water Separator (HSWS) - The condensed water is collected
in this stage to ensure that dry air will be supplied to all the ECSsystems.
Diverter Assembly - The place where the dry air is divided into the avionics rack, cockpit,
etc. In the system, depending on the hot zone regions the ECS pipelines are made of Inconel
(Iron - Cobalt - Nickel) Steel while the lower temperature lines are made of Al - alloy. The
former regions furthermore have a Hard Lagging insulation whose main purpose is not to
allow the heat transfer of the hot air to the sensitive sensors or pipelines. There is another type
of lagging, namely called Soft Lagging is used to ensure that the cold air flowing to the
respective sections is not heated by the aircraft components.

CHAPTER 8
STRUCTURE
The Fuselage is a semi-monocoque structure consisting of frames, floors, Bulkheads,
longerons and stringers covered with skins. It also holds the power plant and integral fuel
tanks in addition to the nose and main undercarriage (U/C), all the avionics equipment,
including radar, general systems components, the gacha gun, and ammunition. Three
assemblies the front, center, and rear fuselages—make up the LCA TEJAS's fuselage
structure. In accordance, various teams have been allocated to work on these three
assemblies. More stations are created by further disassembling the complete fuselage.
The jig's which are present in the structure's hanger along with the number of parts required
to complete the assembly on each jig are as follows:
1. Front Fuselage
2. Center Fuselage
3. Rear Fuselage
4. Nose Box
5. Air Intake
6. Nose Landing Gear Doors
7. Stub Wing
The Fabrication Techniques involved in LCA Tejas are:

1. Machining — CNC, GMC
2. Sheet Metal Forming
3. Pipe Bending
4. Welding
5. Forging
6. Casting
7. Wire Cutting
8. Water Jet cutting machine for rubber part

Front Fuselage:
The canopy, the radar equipment bay, the avionics rack, and the cockpit airframe are all
included in this area of the fuselage. Additionally, it has a housing for the liquid oxygen
sphere, which will allow the pilot to have access to oxygen even at very high altitudes.
Assembly comprises of:
1. Cockpit
2. Equipment
3. Fuel tank
4. Nose Landing gear bay
5. Mountings for: Radar, Nose cone, Canopy, Wind screen, Air data probes
Center Fuselage:
In this region, the gun, ammo box, hydraulic reservoir, secondary power system and air duct
form part of the primary structure. Fuel tanks are formed by the enclosure of skin, air duct
and floors. In this section, may NC milled frames take up wing attachments. Assembly
comprises of:
1. Fuel tanks
2. Air intakes
3. Landing gear bay
4. Wing mounting
Rear Fuselage:
Frames, stringers, longerons, inclined floors, shrouds, and walls make up the basic structure,
which is shaped like an inverted horseshoe and is semi- monocoque with traditional stressed
skin. It features CFC components and is made to fit a GE engine.
Assembly comprises of:
1. Engine bay
2. Mountings for: Fin Rudder, Airbrake, Titanium engine mounts

Figure 8.1 Structure

Wing Assembly:
The wing's ribs, spars, top and bottom wing skins, and spars make up the wing. The entire
wing is constructed from carbon fiber composite (CFC). The skeleton of the wing is
collectively referred to as the ribs and spars. The skeleton is fastened to the appropriate jig.
Different jigs have been developed according to the various parts of the wing, enabling simple
and quick serial production.
The various jigs include the following:
1. RH wing assembly (Right Wing Assembly)
2. LH wing assembly (Left Wing Assembly)
3. Nose Box
4. Stub Wing
5. Elevon Assembly

Empennage and Landing Gears:

The fin and rudder together comprise the Tail/Empennage of the aircraft. It has been designed
with the objective of developing a lightweight flight worthy structure using advanced state of
the art technology developed in NAL, using CFC (carbon fiber composites) composites.
There is only 1 Rudder Actuator used to control the Rudder Motion. Undercarriage System:
The landing gear system is hydraulically operated by a retraction mechanism controlled
electrically by the pilot.
The following are the characteristics of the undercarriage system:
1. To provide a stable support structure for the aircraft on ground.
2. To facilitate Take off & Landing.
3. To facilitate Directional control during taxiing.
4. To facilitate Ground maneuvering & Parking.
5. To facilitate deceleration & stopping of the aircraft by means of braking.
6. To provide cushioning effect during landing & taxiing.
7. To reduce aerodynamic drag by retraction.

Nose Undercarriage:
1. Total Mass of Nose U/C assembly is 87.8 kg.
2. U/C Assembly Locked in Down position by mechanical Down lock provided in the
Retraction Jack.
3. U/C Assembly Locked in up position by Single mechanical Up-lock mounted on the

Structures and a locking pin provided Cylinder Assembly.
4. Extended and retracted by the Nose U/C retraction Jack.

Main Undercarriage:
1. Total Mass of single main U/C assembly is 182.2 Kg
2. U/C Assembly Locked in down position by mechanical down lock provided in the
Retraction Jack.
3. U/C Assembly Locked in up position by Single mechanical Up-lock mounted on the

Structures and a locking pin provided on the Leg.
4. Extended and retracted by the Main U/C retraction Jack.

5. Due to such high sink rates experienced by the aircraft accompanied with high-speed
landing and intensive braking, the wear out of tyres is exponentially greater than
commercial aircrafts. Thus. to avoid situations like tyre disintegration, after every 5
flights the tyres are replaced.
Materials:
The Raw materials involved in LCA TEJAS are:
1. Composites (CFC, GFRP), it is 45 % by weight and 90% by surface area
2. Aluminum -Alloys, it is 40% by weight
3. Copper - Alloys
4. Steel, 4.5% by weight
5. INCONEL (Iron - Cobalt - Nickel)
6. Titanium-Alloys, 5.0% by weight
7. Perspex
8. Acrylic
9. Nylon
10. Rubber

CHAPTER 9
DROP TANKS
Drop Tanks are external fuel tanks on aircraft. Usually, fighter jets have drop tanks that give
them extended flight time and more range, which comes in handy while flying long distances.
The Tejas is capable of carrying drop tanks on the inboard, mid board and the under belly of
the aircraft.
Fighter jets rarely drop their tanks, unless they are in an emergency situation, or are heading
into direct combat. Most of the times they are removed and installed by aircraft mechanics
during routine maintenance.
Most fighter jets have hard points on their wings and fuselages which have the plumbing to
transfer fuel from the external tank to the aircraft. The hard points like the pylon assemblies
are where the drop tanks can be attached.
In an emergency situation, the pilot hits a switch in the cockpit, which sends an electrical
signal to the pylon assembly, which open the jaws and push the tank away from the airplane.
Most fighter jets have the technology to allow the pilot to drop individual tanks, or to clear
the whole aircraft of drop tanks with the help of a switch in one action.
External fuel tanks in most fighters feed fuel to the aircraft, by using low air pressure of
around to force the fuel out of the tank and into the engine feed system.
Drop tanks have only two ports on them, one is used to pressurize the tanks and the other is
used for re-fuelling purposes. The drop tank consists of 3 parts and the material used to
manufacture drop tanks for the Tejas are Carbon Fiber Composites (CFC).
There are 3 types of drop tanks manufactured depending on the capacity:
1. 1200L
2. 800L
3. 725L (installed only on the underbelly)

Figure 9.1 Location of drop tanks
Figure 9.2 Drop Tanks

CHAPTER 10
TESTING
Fighter aircrafts are needed to be all weather aircrafts as they are required tooperate from
regions of different climates and weather ranges.
To ensure that they meet the requirements, the plane are tested in variousconditions like hot
weather to cold weather to rain and lightning and nightflying.
Figure 10.1 Tests done in LCA Tejas

The LCA Tejas has 2 variants made:
1. Air force variant
2. Navy variant
While the air force variant has been deployed to squadrons, the navy variant is still under
testing.
These two variants also have their trainers which are two seaters.

Figure 10.2 LCA Variants

CHAPTER 11
ACHIEVEMENTS OF LCA TEJAS
Tejas has participated in Hot Weather, Cold Weather, Iron Fist, Weapon Trials comprising of
Bomb releases in CCRP/CCIP, R73E missile launching in MMR/HMDS Guided Mode, Stick
bombing and separation trials of emergency Jettison of multiple stores/Drop tank conducted
at various location in India.
1. Air superiority missions with R73E CCM guided by MMR/HMDS successfully

demonstrated.
2. Operational Air Support Missions with 1200/800ltr Drop tank & 1000 LB bombs in
CCRP/CCIP modes completed.
3. Laser guided missions with Litening POD demonstrated for IOC envelope. Multi role
capability demonstration during IRON FIST by simultaneous release of Laser guided
bomb, Chaff & Flare dispensation and R73E missile within a span of 100 secs.
4. Night Flying
5. Wake Penetration
6. Successfully completed more than 2430 flights.
7. Sensor evaluation of MMR, Litening POD, HMDS, RWR, TACAN, IFF, VOR ILS
successfully completed.
8. Spool down engine relight successfully demonstrated.
9. Envelope expansion up to 24‫ ﹾ‬AOA completed.
10. Chaff & Flare dispensation integrated with RWR successfully completed.
11. Operational Readiness Platform scramble readiness demonstrated.
12. Fuel System, Brake Management System and General Systems performance
demonstrated.
13. Production Equipment Standard of Preparation & Drawing Applicability Lists

(SOP/DAL) released.


CHAPTER 12
CONCLUSION
(LCA) programmer was started by the Government of India in 1984 when they established
the Aeronautical Development Agency (ADA) to manage the LCA programmer.
1. LCA Tejas was designed and developed by India's HAL (Hindustan Aeronautics
Limited)
2. It replaced the ageing Mig 21 fighter planes.
3. It was in 2003 that the Light Combat Aircraft programmer was named ‘Tejas'
(meaning radiance in Sanskrit) by the then PM Atal Bihari Vajpayee.
4. It is the second supersonic fighter jet that was developed by HAL (the first one being
IHAL HF-24 Marut).
5. LCA Tejas is a single-engine multirole light combat aircraft. It is the lightest and
smallest multi-role supersonic fighter aircraft in its class.
6. It is designed to carry a range of air-to-air, air-to-surface, precision- guided, and

standoff weaponry.
7. Tejas has a single-engine, compound Delta wing, and has a tailless design.
8. The idea behind the LCA programmer was to expand and develop India's indigenous
aerospace capabilities.
9. Since the 1970s, the MiG 21 planes were the mainstay of the Indian Air Force. The
primary goal of the LCA programmer was to replace the ageing MiGs Aircraft.
10. The secondary goal was the advancement of indigenous domestic aviation
capabilities.
11. HAL plans to deliver 123 Tejas aircraft to the Indian Air Force by 2024-25

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(An Autonomous Institute)

Affiliated to Visvesvaraya Technological University, Approved by AICTE, New Delhi Recognized

“EQUIPPING AND FINAL ASSEMBLY OF LCA TEJAS’’

HINDUSTAN AERONAUTICS LIMITED

Under the Guidance

Department of Mechanical Engineering

DEPARTMENT OF MECHANICAL ENGINEERING

Signature of the Guide Signature of the HOD Signature of the Principal

Prof. KIRAN K K Dr. SANTHOSH N Dr. SURESH BABU V

I am AKASH B (1MJ21ME401) student of Eighth Semester., Department of Mechanical

Name USN Signature

I am thankful to the Management of MVJ College of Engineering Bangalore for their

I am thankful to our Dr. Santhosh N, Professor and Head, Department of Mechanical

1.1 LCA TEJAS IN FLIGHT 10

1.2 LCA TEJAS 13

2.1 ENGINE GE-F404-IN20 14

2.3 CROSS SECTION VIEW OF ENGINE 18

3.2 BUS CABLES 31

3.3 TACTICAL AIR NAVIGATION SYSTEM 34

4.1 EJECTION SEAT 35

4.3 CANOPY SEVERANCE SYSTEM 37

4.4 BRAKE PARACHUTE 38

4.5 BRAKE PARACHUTE DELOYMENT 39

5.3 AIR BRAKES 42

6.1 ENGINE DIVEN PUMP 48

9.1 LOCATION OF DROP TANK 58

9.2 DROP TANKS 58

10.1 TEST DONE IN LCA TEJAS 59

Figure 1.1 LCA Tejas in flight

DEPARTMENT OF MECHANICAL ENGG Page 10 | 63

Facilities of LCA Tejas Division Bangalore:

2. Aircraft Equipping and Final Assembly Hangar

3. Machining and Milling Shop

4. Electrical Looms Shop

6. Drop Tank Assembly Hanger

7. Aircraft Refitting and Maintenance

10. Seat Assembly

11. Quality Testing

12. NDT (Non-Destructive Testing) Facility

13. Equipping Stores

DEPARTMENT OF MECHANICAL ENGG Page 11 | 63

Version Range 1850 m

Combat Range 500 km with internal tanks

Ferry Range 3200 km with 2x external drop tanks

Service Ceiling 16000m

Wing Loading 255.2 kg/m^2

Dry Thrust 53.9 KN

Thrust with Afterburner 80 KN

2. Relaxed Static Stability.

3. Digital quadruple fly-by-wire system (FBW)

4. Full glass cockpit.

5. Multimode RADAR (MMR)

6. Helmet mounted display system (HMDS)

7. Advanced RADAR warning system (RWR)

8. Power plant has FADEC.

9. Electronic counter control measure (ECCM)

10. Hands-on-throttle-and-stick (HOTAS)

11. Composite Structure.

12. Computer based monitor and control of electro-mechanical systems.

DEPARTMENT OF MECHANICAL ENGG Page 12 | 63