A PROJECT REPORT ON

“STUDY OF AL-31FP ENGINE AND GEAR BOX SECTION OF

THE ENGINE”

GUIDED AND REVIEWED BY

Mr. Debee Prasad Rath
DGM(OH) SED

HINDUSTAN AERONAUTICS LIMITED

SUKHOI ENGINE DIVISION
KORAPUT-ODISHA

SUBMITTED BY-
SANGEETA PANDA (VT.no. -24-34)
SWARUPA TALUKDER (VT.no. -24-35)

CENTURION UNIVERSITY OF TECHNOLOGY& MANAGEMENT,

BHUBANESWAR, ODISHA

1
 HINDUSTAN AERONAUTICS LIMITED
SUKHOI ENGINE DIVISION
KORAPUT-ODISHA

CERTIFICATE
This is to certify that Ms. SANGEETA PANDA (VT. no.24-34), II year, B.Tech
Aerospace Engineering student from Centurion University of technology and
management, Bhubaneswar, Odisha has successfully completed one month
vocational training from 15th May to 14th June at HAL, Sukhoi Engine Division,
Koraput- Odisha. Her internship activity includes familiarization to all departments,
operations and processes involved with the production of Sukhoi-30 engine. She has
successfully completed her project on “ STUDY OF AL-31FP ENGINE AND
GEAR BOX SECTION OF THE ENGINE”.

During the course of her internship, she was found punctual, hardworking and
inquisitive.

Mr. Debee Prasad Rath Mr. Ravi Prakash Gupta

DGM(OH) SED Sr. Manager
Training And Development Ins

2
 HINDUSTAN AERONAUTICS LIMITED
SUKHOI ENGINE DIVISION
KORAPUT-ODISHA

CERTIFICATE
This is to certify that Ms. SWARUPA TALUKDER (VT. no.24-35), II year, B.Tech
Aerospace Engineering student from Centurion University of technology and
management, Bhubaneswar, Odisha has successfully completed one month
vocational training from 15th May to 14th June at HAL, Sukhoi Engine Division,
Koraput- Odisha. Her internship activity includes familiarization to all departments,
operations and processes involved with the production of Sukhoi-30 engine. She has
successfully completed her project on “ STUDY OF AL-31FP ENGINE AND
GEAR BOX SECTION OF THE ENGINE”.

During the course of her internship, she was found punctual, hardworking and
inquisitive.

Mr. Debee Prasad Rath Mr. Ravi Prakash Gupta

DGM(OH) SED Sr. Manager
Training And Development Institute

3
 HINDUSTAN AERONAUTICS LIMITED
SUKHOI ENGINE DIVISION
KORAPUT-ODISHA

ACKNOWLEDGEMENT
On the very outset of this report, we would like to extend our sincere and heartfelt
obligation towards all the personages who have helped me in this endeavour. Without
their active guidance, help, cooperation and encouragement, we would not have made
headway in the project. We are extremely thankful and pay my gratitude to our guide
Mr. Debee Prasad Rath, (DGM(OH) SED) and Mr. Ravi Gupta, (Sr. Manager of
Training and Development Institute) for his constant support that assisted us to
manage our team and add diverse professionalism to our background. We extend our
gratitude to HAL for giving us this opportunity. We also acknowledge with a deep
sense of reverence, our gratitude towards our parents and member of our family, who
has always supported us morally as well as economically. At last, but not least
gratitude goes to all our friends who directly or indirectly helped us to complete this
project report.

4
 CONTENT
Serial Page
Number Subject Number

1 Introduction to HAL, KORAPUT 06-15

2 Introduction to Jet Engine 16-19

3 Working principle of Jet Engine 20-22

4 Introduction of AL31FP engine 23-28

5 Constructional details of AL31FP Engine 29-44

6 Gear box 45-48

7 Problems with their solution about Gear Box 49-51

8 Scope for further study 52-54

9 Conclusion 55

5
 INTRODUCTION TO HAL, KORAPUT

HINDUSTAN AERONAUTICS LIMITED (HAL) is an Indian public

sector aerospace and defence company, headquartered in Bangalore. Established on
23 December 1940, HAL is one of the oldest and largest aerospace and defence
manufacturers in the world. HAL began aircraft manufacturing as early as 1942 with
licensed production of Harlow PC-5, Curtiss P-36 Hawk and Vultee A-31
Vengeance for the Indian Air Force. HAL currently has 11 dedicated Research and
development (R&D) centres and 21 manufacturing divisions under 4 production units
spread across India. HAL is managed by a board of directors appointed by
the President of India through the Ministry of Defence, Government of India. HAL
is currently involved in designing and manufacturing of fighter jets, helicopters, jet
engine and marine gas turbine engine, avionics, software development, spares supply,
overhauling and upgrading of Indian military aircraft.
The HAL HF-24 Marut fighter-bomber was the first indigenous fighter aircraft made
in India.

HISTORY OF HAL
HAL was established as Hindustan Aircraft Limited in Bangalore on 23 December
1940 by Walchand Hirachand in association with the then Kingdom of
Mysore. Walchand Hirachand became chairman of the company. The company's
office was opened at a bungalow called "Eventide" on Domlur Road.
The organisation and equipment for the factory at Bangalore was set up by William
D. Pawley of the Intercontinental Aircraft Corporation of New York. Pawley
obtained a large number of machine-tools and equipment from the United States.
The Mysore Kingdom bought a one-third stake in the company and by April 1941 by
investing ₹25 lakh as it believed this to be a strategic imperative. The decision by the
6
government was primarily motivated to boost British military hardware supplies in
Asia to counter the increasing threat posed by Imperial Japan during Second World
War. The Kingdom of Mysore supplied two directors, Air Marshal John Higgins was
resident director. The first aircraft built was a Harlow PC-5 On 2 April 1942, the
government announced that the company had been nationalised when it had bought
out the stakes of Seth Walchand Hirachand and other promoters so that it could act
freely. The Mysore Kingdom refused to sell its stake in the company but yielded the
management control over to the British Indian Government.
In 1943 the Bangalore factory was handed over to the United States Army Air
Forces but still using Hindustan Aircraft management. The factory expanded rapidly
and became the centre for major overhaul and repair of American aircraft and was
known as the 84th Air Depot. The first aircraft to be overhauled was a Consolidated
PBY Catalina followed by every type of aircraft operated in India and Burma. When
returned to Indian control two years later the factory had become one of the largest
overhaul and repair organisations in the East. In the post war reorganisation, the
company-built railway carriages as an interim activity.
After India gained independence in 1947, the management of the company was
passed over to the Government of India.
The total number of broad- gauge coaches manufactured by the Hindustan Aircraft
Limited during the year 1954 is 158.
Hindustan Aeronautics Limited (HAL) was formed on 1 October 1964 (the Registrar
of Companies has a registration date of 16 August 1963) when Hindustan Aircraft
Limited joined the consortium formed in June by the IAF Aircraft Manufacturing
Depot, Kanpur (at the time manufacturing HS748 under licence) and the group
recently set up to manufacture MiG-21 under licence, with its new factories planned
in Koraput, Nasik and Hyderabad. Though HAL was not used actively for developing
newer models of fighter jets, except for the HF-24 Marut, the company has played a
crucial role in modernisation of the Indian Air Force. In 1957 company started
manufacturing Bristol Siddeley Orpheus jet engines under licence at new factory
located in Bangalore.
7
During the 1980s, HAL's operations saw a rapid increase which resulted in the
development of new indigenous aircraft such as the HAL Tejas and HAL Dhruv.
HAL also developed an advanced version of the Mikoyan-Gurevich MiG-21, known
as MiG-21 Bison, which increased its life-span by more than 20 years. HAL has also
obtained several multimillion-dollar contracts from leading international aerospace
firms such as Airbus, Boeing and Honeywell to manufacture aircraft spare parts and
engines.
By 2012, HAL was reportedly bogged down in the details of production and has been
slipping on its schedules. On 1 April 2015, HAL reconstituted its Board with TS Raju
as CMD, S Subrahmanyan as Director (Operations), VM Chamola as Director (HR),
CA Ramana Rao as Director (Finance) and D K Venkatesh as Director (Engineering
& R&D). There are two government nominees in the board and six independent
directors.
In March 2017, HAL's chairman and managing director T Suvarna Raju announced
that the company had finalised plans for an indigenisation drive. The company plans
to produce nearly 1000 military helicopters, including Kamov 226, LCH (Light
Combat Helicopter) ALH (Advanced Light Helicopter), and over 100 planes over the
next 10 years. HAL will manufacture the Kamov 226T helicopter under a joint
venture agreement with Russian defence manufacturers. The Kamov 226T will
replace the country's fleet of Cheetah and Chetak helicopters. Over the next 5 years,
HAL will carry out major upgrade of almost the entire fighter fleet of Indian Air
Force including Su-30MKI, Jaguars, Mirage and Hawk jets to make them "more
lethal". The company will also deliver 123 Tejas Light Combat Aircraft to the IAF
from 2018 to 2019, at a rate of 16 jets per year. LCH production will now take place
in a newly built Light Combat Helicopter Production Hangar at Helicopter Division
in HAL Complex.
In view of Make in India policy and to increase the share of defence exports to
achieve the target of $5 billion by 2025, HAL is planning to set up logistic bases
in Indonesia, Malaysia, Sri Lanka and Vietnam with priority target for Southeast

8
Asia, West Asia and North African markets. It would not only help to promote HAL
products but also act as service centre for Soviet/Russian origin equipment.

International agreements
An IAF BAe Hawk being licence-produced at the HAL Hawk production facility
in Bangalore

 US$1 billion contract to manufacture aircraft parts for Boeing.

 120 RD-33MK turbofan engines to be manufactured for MiG-29K by HAL
for US$250 million.
 Contract to manufacture 1,000 Honeywell TPE331 aircraft engines
for Honeywell worth US$200,000 each (estimates put total value of deal at
US$200 million).
 US$120 million deal to manufacture Dornier
228 for RUAG of Switzerland.
 Manufacture of aircraft parts for Airbus SAS worth US$150 million.
 US$100 million contract to export composite materials to Israel Aerospace
Industries.
 US$65 million joint-research facility with Honeywell and planned
production of Honeywell TPE331 engines.
 US$50.7 million contract to supply Advanced Light
Helicopter to Ecuadorian Air Force. HAL will also open a maintenance
base in the country.
 US$30 million contract to supply avionics for Malaysian Su-30MKM.
 US$20 million contract to supply ambulance version of HAL
Dhruv to Peru.
 Contract of 3 HAL Dhruv helicopters for Turkey worth US$20 million.
 US$10 million order from Namibia for HAL Chetak and Cheetah
helicopters.

9
  Supply of HAL Dhruv helicopters to Mauritius' National Police in a deal
worth US$7 million.
 Unmanned helicopter development project with Israel Aerospace
Industries.
 US$15 million contract for supplying steel and nickel alloy forgings to GE
Aviation for its global military and commercial engine programmes.

Domestic agreements

 221 Sukhoi Su-30MKI being manufactured at HAL's facilities

in Nasik, Koraput and Bangalore. The total contract, which also involves
Russia's Sukhoi Aerospace, is worth US$3.2 billion.
 200 HAL Light Combat Helicopters for the Indian Air Force and 500 HAL
Dhruv helicopters worth US$5.83 billion.
 US$900 million aerospace hub in Shamshabad, Telangana.
 US$57 million upgrade of SEPECAT Jaguar fleet of the Indian Air Force.
 US$55 million helicopter simulator training facility in Bangalore in
collaboration with Canada's CAE.
 64 MiG-29s to be upgraded by HAL and Russia's MiG Corporation in a
programme worth US$960 million.
 Licensed production of 82 BAE Hawk 132.

Products of HAL
Over the years, HAL has designed and developed several platforms like the HF-24
Marut, the Dhruv, the LUH, and the LCH. HAL also manufactures indigenous
products with technology transferred from the DRDO, in association with Bharat
Electronics for its avionics and Indian Ordnance Factories for the on-board weapons
systems and ammunition.
HAL supplies ISRO, the integrated L-40 stages for GSLV Mk II, propellant tanks,
feed lines of PSLV, GSLV MKII and GSLV MKIII launch vehicles and structures of
various satellites.[42]
10
Agricultural aircraft

 HA-31 Basant (1972–1980)(out of production)

Fighter aircraft
 HAL HF-24 Marut — (retired) Mk.1 and Mk.1T (200+ built)

 MBB/HAL HF-73 — (cancelled)

 HAL Tejas — (in service) 4.5 generation light combat aircraft (LCA)
 HAL Tejas MK2 — 4.5+ generation Medium weight fighter (under
development) 2025 first flight expected.
 HAL TEDBF — Twin Engine Deck Based Fighter is 4.5+ generation
fighter for Indian Navy's aircraft carriers (under development). HAL
ORCA version for IAF planned.
 Sukhoi/HAL FGFA — (cancelled) 5th generation fighter based on Sukhoi
SU-57
 HAL AMCA
 Mk.1: 5th generation stealth fighter (under development)
 Mk.2: 5.5th generation stealth fighter ( it will operate
in CATS {combat air teaming system}, a UCAV in the swarm
will be equipped with a direct energy weapon) (planned).
Trainer aircraft

 HT-2 — (1951–1990) First company design to enter production. Exported

to Ghana. (retired)
 HAL-26 Pushpak — (1958 to ~1960s)Basic trainer, based on Aeronca
Chief. (out of production)
 HJT-16 Kiran — (1964–1989) (in service) Mk1, Mk1A and Mk2 -
Turbojet trainers scheduled to be replaced with HJT-36 Sitara
 HPT-32 Deepak —(1984–2009) (retired) Basic trainer that was in service
for more than three decades.
 HTT-34 — (retired) Turboprop version of HPT-32 Deepak
 HTT-35 (cancelled) — Proposed replacement for HPT-32 basic trainer in
the early 1990s; not pursued

11
  HJT-36 Sitara — Intermediate jet trainer (under development)
 HJT 39 / CAT — Advanced jet trainer, developed into HLFT-
42 (cancelled)
 HTT-40 — Basic trainer (in production) first prototype flew its first flight
on 31 May 2016.
 HLFT-42— Proposed lead-in fighter trainer.Passenger, transport and utility
aircraft

 Saras — of 14-19 seater capacity multi-purpose civilian light transport

aircraft jointly developed with NAL.
 Indian Regional Jet (IRJ) — (under development) of 70-100 seater
capacity regional airliner to be jointly developed with NAL.
Helicopters

 Dhruv — (in production) Advanced light helicopter

 Rudra — (in production) Armed and reconnaissance version of Dhruv
 Prachand — (in production) Light attack helicopter
 Light Utility Helicopter — (in limited series production) Light utility
helicopter
 Indian Multi-role Helicopter — (under development) medium multi-role
helicopter. Naval version also planned
Observation and reconnaissance aircraft

 HAOP-27 Krishak (1959 to ~1975) (retired)— Based on HAL-26

Pushpak
Unmanned aerial vehicles

 PTA Lakshya - Unmanned Aerial Vehicle

 PTA Lakshya 2 - Unmanned Aerial Vehicle (TARGET DRONE)
 DRDO Archer-NG
 Nishant - Unmanned Aerial Vehicle
 Rustom - Unmanned Aerial Vehicle
 TAPAS-BH-201 - Unmanned Aerial Vehicle (MALE)
 NRUAV
12
  HAL Combat Air Teaming System (CATS)
 CATS Mothership for Air teaming Exploitation (MAX) - based on Tejas Mark
1A or SPECAT Jaguar
 CATS Warrior
 CATS Air Launched Flexible Assets (ALFA) - Unmanned carrier and
launcher of weaponized swarm drone ALPHA-S.
 CATS Hunter - Modular multi-purpose weapon carrying system
 CATS Infinity - High altitude solar powered atmospheric satellite
Gliders

 G-1 — HAL's first original design, dating from 1941. Only one was built.
 RG-1 Rohini
 Ardhra — training glider
Engines
Cryogenic Rocket Engine

 CE-7.5 — cryogenic rocket engine (in production, used on GSLV

mk.ii Cryogenic upper stage CUS15)
 CE-20 — cryogenic rocket engine[53] (in production, used on C25
upperstage of LVM-3)
Turboshaft Engine
 Shakti — a turboshaft engine for HAL Dhruv Helicopter, co-developed
with Safran Helicopter Engines based on Safran Ardiden 1 ( in production
and used on LUH, Dhruv, Rudra , Prachand )

 HTSE-1200 — a turboshaft engine can be used as engine alternatives for

the HAL-developed LUH, Dhruv, Rudra and Prachand helicopters (under
development)

Turbojet Engine

 Hindustan Jet Engine (HJE-2500) (retired)

 PTAE-7 — (in service) For indigenously designed Lakshya PTA

13
Turbofan Engine

 GTX-35VS Kaveri — a turbofan engine can be used in HAL-

developed Tejas and AMCA, co-developed with GTRE of (DRDO)
and Safran Aircraft Engines (under development)
 HTFE-25 — a turbofan engine can be used in single engine trainer jets,
business jets and UAVs weighing up to 5 tonnes and in twin engine
configuration for same weighing up to 9 tonnes (under development)

Four complexes in HAL:

 Bangalore complex
 MiG complex
 Accessories complex
 Helicopter complex
Hindustan Aeronautics Limited, Koraput
Engine Division:
This division which comes under MiG complex of HAL, specializes in MiG series
engine design and AL31FP engines. The name MiG was given after two Russian
designers Mikoyan and Gurevich. The floor area of Koraput division is 109212sq.m.
plant and machinery have been provisioned for the manufacture of 120 engines of
F2 series and overhaul of 144 engines per annum, on two initially. Subsequently,
plant and machinery for overhaul engines was increased to 160 in the calendar year
1981-82 and to 256 during 1990-91. This division is presently engaged in the
manufacture of RD33 engines fitted to MiG-29 aircraft. Annual task envisages
overhaul of R25, R29B and RD33 engines fitted on MiG-21, MiG-27M and MiG 29
aircrafts respectively.

Sukhoi Engine Division:

14
The new SE division also deals with the overhaul and the manufacture of AL31FP
engine fitted on SU-30 MKI aircrafts.

Facilities in the Divisions:

• Full-fledged quality assurance department with dedicated facilities, qualified,
experienced and trained manpower.
• Central laboratory with dedicated facilities of NDT, material testing, fatigue and
creep analysis.
• Gas turbine R&D center to cater to design and development activities and life
extension studies.
• Indigestion of department to establish alternate sources for metallic/nonmetallic
materials and components.
• Production engineering department to coordinate material provisioning,
planning and control activities.
• Customer support services to provide total interaction with customer on logistics,
technical and training requirements.

Fig.1.1 Classification of Engine

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 INTRODUCTION TO JET ENGINE

JET ENGINE: -
Jet engines are the machine that helps the airplane to move forward with excessive
force. A massive thrust generates this force. This thrust helps the plane to fly at a
maximum pace. Jet engines are also known as gas turbines that work on the principle
as same as the turbines.

1. Intake 2. Low pressure compression 3. High pressure

compression
4. Combustion 5. Exhaust 6. Hot section 7. Turbines Low and High
pressure
8. Combustion chambers 9. Cold section 10. Air inlet

Fig.2.1 Jet Engine

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 PROCESS OF JET ENGINE:

Fig. 2.2 Process of Jet Engine

The turbojet engine is a closed cycle gas turbine engine that is used in aircraft by the
burning of fuel and the use of several components like the compressor, Turbine,
propeller, and more.
It is an internal combustion engine. It involves four processes:
 Suction of air:- The suction process intake the air into the system.
 Compression of air:- It compresses the air & so pressure and temperature are
increased
 Combustion of air:- Here the compressed air and fuel together burns
 Exhaust:-After burns, it makes a charge and the remaining again cycle starts.
(The main differences between the closed cycle Gas turbines and Open cycle gas
Turbines are, the working fluid can be used continuously in closed-cycle gas
turbines and In the open cycle, the working fluid once used cannot be used again
and again)
Jet Engine Working Step:
1: Suck 2: Squeeze 3: Bang 4: Blow
17
 Fig. 2.3 Types of Jet Engine

1. Turbojet Engines
The turbojet engine is the simplest and earliest form of a jet engine that propelled the
first generation of jet aircraft. It features a straightforward design that includes an air
inlet, compressor, combustion chamber, turbine, and nozzle. Air is drawn into the
engine, compressed by the compressor, mixed with fuel and ignited in the combustion
chamber. The expanding gases flow through a turbine, causing it to spin, which in
turn drives the compressor before exiting through the exhaust nozzle to produce
thrust.

2. Turboprop Engines
Turboprop engines are a hybrid of jet engines and traditional propeller engines. These
engines use a turbine to drive a propeller through a reduction gear, which provides
thrust. Turboprops are highly efficient at lower speeds and are commonly used in
smaller commuter aircraft, cargo carriers, and aircraft that require short takeoffs and
landings. The energy in the exhaust gases is primarily used to drive the propeller,
with only a small portion contributing to direct thrust.

18
3. Turbofan Engines
Turbofan engines are among the most commonly used engines in commercial
aviation today. They are similar to turbojets but include an additional fan at the front,
which allows for a larger volume of air to bypass the core turbine. Turbofan engines
can be classified into high-bypass and low-bypass, depending on how much air
bypasses the core. High-bypass engines, which propel most modern commercial jets,
are preferred for their improved fuel efficiency and reduced noise levels compared to
low-bypass turbofans, which are typically used in military applications.

4. Turboshaft Engines
Turboshaft engines are designed in a way that makes the speed of a helicopter rotor
to rotate independently of the gas generator’s speed. That allows the speed of a
helicopter rotor to remain constant even when the gas generator’s speed declines. It
also modulates the power that a helicopter produces. Turboshaft aircraft engines are
commonly used on helicopters. The only difference between turbojets and turboshafts
is that the latter uses much of their power for turning a turbine instead of producing
thrust. The turboshaft engine is similar to a turbojet engine, but it has a large shaft
that connects the front to the back. Since most of the turboshaft engines are used on
helicopters, the shaft connects to the transmission of the rotor blade.

5. Ramjet Engines
Ramjets represent a simpler form of jet propulsion with no moving parts. Air is
compressed solely by the aircraft’s forward motion—hence the term “ram. Fuel is
added and ignited in the combustion chamber, and the expanding exhaust gases
generate thrust. Ramjets operate efficiently at high speeds (supersonic) but are
incapable of operating at a standstill because they lack a mechanism to compress air
at low speeds. Thus, ramjet-powered vehicles typically require an initial boost to
reach effective operating speeds.

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WORKING PRINCIPLE OF JET ENGINE

Brayton cycle

The operation of a jet engine is represented by the Brayton cycle, a thermodynamic

cycle that underlies all gas turbine engines. The Brayton cycle illustrates the
thermodynamic processes occurring in an engine, describing how heat and energy are
managed by the engine to generate work, which in the case of a jet engine is
propulsive thrust.

Fig. 3.1 Brayton cycle T-S (temperature vs entropy) and P-V

(pressure vs volume) diagrams

To assist analysis of the thermodynamic processes involved with jet engine operation,
engineers typically segment the engine into important sections. These sections are
based on the major thermodynamic processes that occur within the engine like
compression, combustion and expansion. The sections can be drawn in a simplified
engine schematic with each segment labeled with a “station number” to be used as
shorthand in documents, graphs and discussions of engine operation.

20
 Fig. 3.2 Jet engine schematic with station numbers 0 through 3 and
important parts of the engine labeled

Throughout the Brayton cycle, through each station of the jet engine, the conditions
of the working fluid (air and combustion gases) change.

Referring to the engine schematic image, the Brayton cycle begins at station 0 at free
stream conditions.

From station 0 to 1, through the inlet and compressor, air is compressed, raising its
temperature and pressure. Ideally, the compression is adiabatic (heat neither enters
nor leaves the system) and isentropic (entropy remains constant). In this process, the
compressor performs work on the air.

From station 1 to 2, in the combustor, fuel is introduced to the flow and combusted,
adding heat to the system and increasing temperature and entropy in an isobaric
(constant pressure) process.

From station 2 to 3, through the turbine and nozzle, the gas expands adiabatically and
isentropically. During this process, the gas does work on the turbine, which is
transferred by the shaft to the compressor. It also does work in the nozzle, accelerating
out of the engine to produce thrust.

21
From station 3 to 0, after exiting the jet engine, the flow returns to free stream
conditions, cooling down in a constant pressure process.

The diagrams above illustrate an ideal system. In reality, jet engines do not operate
ideally. This means that the processes described above as isentropic or isobaric are
not actually perfectly constant in entropy or pressure, resulting in slanted lines instead
of vertical or horizontal lines. The ideal Brayton cycle is close enough, however, to
act as a useful model for analyzing jet engine operation.

22
 INTRODUCTION OF AL31FP ENGINE

Fig. 4.1 AL31FP engine of Sukhoi-30 aircraft

Sukhoi SU-30 MKI (Russian Modernizirovannyi Kommercheskiy Indiski -

Modernized Commercial India) is the variant of the Sukhoi SU-30 The SU-30
MKI a highly specialized aircraft developed for the Indian Air Force It is a heavy
class long-range multi-role air superiority fighter and strike fighter The variant also
consists of French Israeli and Indian subsystems The MKI variant is a much more
advanced fighter jet than the basic K and MK variants and is considered a 4.5
generation aircraft The MKI variant is considered to be the most advanced fighter
aircraft of Russian origin in service.
Aircraft SU-30MKI is a multipurpose twin seated supersonic fighter designed to
destroy air targets in free space and against the earth background both by day and at
night under visual and adverse weather conditions and to engage ground and surface
targets within tactical and operational depths under heavy noise conditions as well.

23
To destroy aerial targets a provision is made for employment of all angle medium-
range missiles (active semi-active radar and infra-red guided missiles) and short-
range missiles (infra-red guided missiles) capable of high target hit probability.
To destroy ground targets use is made of unguided bombs guided bombs and
missiles The aircraft is also equipped with a rapid-fire gun mount with caliber of 30
mm. The aircraft is also intended for training acquisition (perfection) of skills in
flying techniques, air navigation and combat employment including participation in
group combat actions.

Full Form of the AL31FP

A - Arxip (Name of the designer)
L - Lyolka (Name of the designer)
31 - Series
F - Farsa (Reheat/After Burner)
P - Povorotnoye (Movable/TVC)

Special Features of the Engine

• It is a by-pass engine with a by-pass ratio of 0.57 1 Mass flow of exhaust gases
is increased by addition of by-pass air at the exit, thereby increasing propulsive
efficiency.
• Inlet guide vanes of LP compressor, inlet guide vanes of HP compressor and 1st
& 2nd stage stator blades of HP compressor are variable They regulate the
airflow to LP compressor and HP compressor depending on engine rating.
• The engine has convergent-divergent swiveling exhaust nozzle which enables
efficient expansion of exhaust gases for improved engine performance and high
maneuverability for tactical advantage in combat operation.
• The engine parameters are automatically controlled by Electronic Engine
Controller (KRD-99B).

24
• The engine has a "Special" mode of operation with certain limitations (BP Mode)
to have additional thrust in combat operations in this mode the thrust increases
by 6 to 8% (750-1000 kgs) above max reheat thrust.
• Anti-surge system incorporated in this engine ensures suitable corrective action
in case of surge.
• Effective and efficient cooling of engine turbine.
• A very high thrust to weight ratio i.e. 8:1.
• Positive relights (Auto, semi auto and Manual).
• Effective monitoring, sensing and recording of engine parameters, thus
providing all information to access the engine condition.

Leading Particulars
• Dry weight of the engine is 1570 Kg.
• Thrust of engine at full AB in Combat 'C’ mode is 12500 Kg.
• Thrust of engine at dry max in ‘C’ mode is 7670 Kg.
• LP Compressor 4-stage axial flow.
• LP turbine - Single stage, axial flow, air cooled nozzle guide vanes (NGV) &
turbine blades.
• HP compressor - 9-stage axial flow with variable first and second stage stator
blades.
• HP turbine - Single stage, axial flow, air-cooled NGV's and turbine blades.
• Max air flow 112 Kg/sec.
• LP compressor ratio 3.5:1
• HP compressor ratio 6.6:1
• Total compression ratio 23:1
• Max P2 pressure 37.5 kg/cm2
• By pass ratio 0.57:1
• HPR RPM (N2) at 100% is 13,300
• LPR RPM (N1) at 100% is 10,200
• Run down time HPR - 25 seconds minimum
25
• Run down time LPR - 60 seconds minimum
• RDT when N2 reaches 15% - 15 seconds minimum
• RDT when N1 reaches 15% - 5 seconds minimum • RPM
(i) Fluctuations and oscillations at N2 ±0.4% > 82%
(ii) Fluctuation and oscillation at - N1 & N2 ±0.75%, N2 < 82%
(iii) Maximum N1 based on SAC preset in Engine combined controller
(KRD99B) ‘SPECIAL’ mode - 111%, ‘C’ mode - 107%, ‘TC’ mode -
104%
(iv) N2 over speed during acceleration, AB selection and AB disengaging Not
more than 1.5% for max 10 sec.
(v) Switching ON of the N1, N2 and T4 channels in KRD-998 - N2 ≥ 84 ±
2%
(vi) Switching ON of the turbine cooling takes place when one of the following
commands are available.
N2 > 91.5% ± 1%, t’4 > t4 cool on, TCL > 62+3° •
Exhaust Gas Temp. / Jet Pipe Temp. (EGT / JPT / T4).
(i) Maximum idling EGT - 460°C
(ii) Maximum EGT during start - 650°C. (680°C, if T4 Pre-start reading
exceeds +40°C) for 5 sec max
(iii) In steady ‘C’ mode maximum EGT is
(1) Special mode (BR Mode) - 800°C
(2) Full Reheat - 750°C at T1 ≤ 100°C - 770°C at T1 > 100°C (3) Max
rating - 740°C
• Maximum permissible value of EGT can increase by 15°C for 5 sec while
engaging and disengaging the after burner, during acceleration and other
situations in combat mode.
• Engine outlet oil temperature - 200°C Max
• Vibration of engine housings - 50 mm/sec Max at Ny < 3G
70 mm/sec Max at Ny > 3G
• Starting time of the engine up to N2 (SAC) 67% = 50 sec Max.

26
• Maximum deflection of TVC nozzle: ±14°
Acceleration Time
• Idel to dry max. 3 – 5 sec with air intake screen opened.
• Dry Max to full A/B – 1.5 sec Max.
Operating Limitations
• In case of negative 'G' or near zero 'G' conditions, as well as in flight with
slipping or sharp deceleration warning of" Decelerate L(R) engine" is allowed
for a period of not more than 10 sec.
• During continuous flight at the cruise power ratings, to avoid the likely
leakage of oil from the engine oil tank, set the throttle to max rating for 1 to
2 minutes on every hour of flight.
• With engine operating at combat training mode (TC), switch on the A/B
above 15 km altitude only after steady Maximum power setting has been
achieved to ensure positive engagement of A/B.
• The throttle control lever movement between Dry Max and Min Reheat stops
is considered to be transitional. In this region it is prohibited to place the
throttle control lever.
• The maximum permissible time of continuous Reheat power operation on
ground should not exceed 20 seconds, to prevent overheating of engine
compartment.
• The maximum permissible time of engine continuous operation at negative
and near zero ‘g' loads should not exceed 23 sec to prevent damage to engine
gear box.
• The engine COMBAT - TRAINING COMBAT switch is turned ON and OFF
at any rating of engine operation.
• The engine continuous operation time during flight in SPECIAL mode is 7
minutes maximum is stipulated by the influence of high temperature on the
hot section of engine.
Engine Life
• 1000 operating hours within 9 years including 5 years in storage (TBO)
27
• 2000 operating hours within 18 years (TTL)
• Operating time at Max + A/B in C, TC, and BP mode: 120 Hours.
• Operating time at Max + A/B in 'C' mode 30 Hours.
• Operating time in BP mode: 3 Hours.
• Total switching permitted in BR Mode is 50 switching.
• Total flights allowed in ‘C’ mode (including G/R): 200 Sorties • Total life of
swiveling exhaust nozzle: 500 hours within 9 years
• Total cycles of TVC operation (PC rotation) is 12,500.
• Total operating time of PC Rotation at >±9° is 2 hrs. 30 min.
• Total cycles of TVC at >±9° in reheat (C+TC Mode) is 5,000.
• Total cycles of TVC at >±9° in reheat (C Mode) is 1,250.
• Life of turbo-starter is 1,750 starts/1000hrs/10years.

28
 CONSTRUCTIONAL DETAILS OF AL31FP
ENGINE

Fig. 5.1 Different parts of AL31FP Engine

The AL-31 FP engine consists of the following main assemblies

1. Inlet guide vane assembly
2. LP compressor assembly
3. Compressor Intermediate Casing
4. High Pressure Compressor
29
5. Main combustion chambers
6. Turbine and Nozzle Guide Vanes Assembly
7. After Burner Assembly
8. Thrust Vectoring Nozzle Assembly
9. Accessory Drives Gear Box
10. External Housing

Inlet Guide Vane Assembly: The purpose of IGV assembly is to vary the inlet
cross-section area of LP compressor It is made of Titanium alloy it is a load carrying
member of the engine it consists of external and internal rings connected by 23
movable inlet guide vanes. The circular cavity on the external ring forms a channel
to convey hot air tapped from HP compressor seventh stage for engine anti icing
system. The IGVs are hollow and they are in two sections. Their leading edge is
stationery and trailing edge is movable, having a deflection from 30° to 0° and
controlled by LP IGV control system by arms through drive ring with ten retainers
located around its circumference The stationary vanes are attached to the external
ring with the help of threaded studs and nuts, end faces which are smooth and
flushed with skin.

Fig. 5.2 Inlet guide vane

30
Low Pressure Compressor Assembly: The purpose of low-pressure
compressor is to compress the air and supply to engine by-pass duct and main duct
It consists of rotor and stator assembly.
(a) LP Compressor Rotor: It is of cylinder type construction. It has two supports
Front roller bearing and Rear ball bearing Main elements of rotor are Blades and
Discs.
There are slots between the rotors for accommodating the stator rings and
thus separating rotor from stator The rotor comprises of three sections.
(i) The first section cannot be dismantled. It consists of front journal, first
stage disc and second stage disc which are connected to each other by
electron beam welding
(ii) Second section includes the disc of 3rd stage and the inclined back journal.
(iii) The third section includes the disc of 4th stage and is also interconnected
with second section by flange, nut and bolt.
(b) LP Compressor Stator Blade Assembly: The casings of stator blades 1, 2,3
stages are connected to the flanges with the help of special bolts (self-locking
nuts) It has outer and inner shrouds The outer shrouds have grooves in casings
The semicircular rings of inner shrouds are fixed geometrically with root of blade
Special soft cover is placed on inner surface of semicircular ring The design of
4th stage is similar to 2nd and 3rd stage but they are in two rows The blades are
welded to the inner and outer ring Space above the blades communicates with
compressor air flow duct through slots and form slot type blow off to expand the
range of the compressor stable operation modes The casings are provided with
inspection holes 'E' for visual inspection by endoscope. The front flange
connected to IGV assembly; rear flange connected with intermediate casing.

Compressor Intermediate Casing: It is the primary load-carrying member of

the engine The air delivered from LP compressor is divided into by-pass and main
duct airflows. Thrust from the engine is transferred to aircraft through this casing.
It consists of outer ring, inner ring and splitter nose ring. 12 hollow struts connect

31
all three rings with each other The struts are numbered clock wise viewed from rear.
It is a welded construction.
The following assemblies are mounted in the intermediate casing
(a) LP compressor outlet guide vane assembly (4th stage stator casing of LPC)
(b) LP compressor rotor rear bearing support
(c) HP compressor rotor front bearing support
(d) Central bevel gear assembly

Fig. 5.3 Compressor intermediate casing

High Pressure Compressor: The purpose of High-pressure compressor is to
compress the air delivered to the engine main duct. It consists of stator and rotor
assembly:
(a) HPC Stator Assembly: It comprises of
(i) First casing which accommodate IGV and first stage stator blades
(ii) Second casing which accommodates second and third stage stator blades
(iii) Rear casing accommodates fourth to eighth stage stator blades
(iv) Ninth stage stator blades are installed on combustion chamber casing.
(b) HP Compressor Rotor Assembly: It is drum disc type construction consisting
of:
32
 (i) Section 1: It cannot be dismantled. All the discs are electron beam
welded. This section includes the disc of 1, 2, 3 stages rotor blades
(ii) Section 2: The second section comprises of the discs of 4, 5 and 6
stages of rotor blades. It has cone type flanges for load bearing 1st and
2nd sections are attached to each other by means of bolts at
the specified place of flange. The front trunnion is also fixed to these
sections with same bolts.
(iii) Section 3: It includes the discs of 7, 8 and 9 stages of rotor blades and
another disc with labyrinth sealing. These discs are connected to cone
type rear flange of section by bolts. There are three spacer rings
installed between the casings to maintain the requisite clearance. The
special bolt passes through these rings, discs and is finally attached to
the turbine shaft It transmits torque from HP turbine rotor.

Main Combustion Chamber: The combustion chamber is of annular type,

consisting of outer casing, inner casing and flame tube The fuel manifold supplies
fuel to the combustion chamber through 28 dual orifice burners Fuel is ignited by
two igniters (3 & 9'0 clock position).

Fig. 5.4 Main combustion Chamber

33
Turbines and Nozzle Guide Vane Assembly: The turbine section
incorporates HP and LP single stage axial turbines arranged in series and the bearing
support as well. The High-Pressure Turbine rotates the HP compressor and the units
installed on the aircraft accessory gearbox (AAGB) and on engine accessory
gearbox (EAGB). The Low-Pressure Turbine rotates the LP compressor. Each
turbine consists of a rotor and nozzle guide vane assembly. The bearing support of
the turbine section is a load-carrying member of the engine The radial loads are
transmitted from the HP and LP turbine rotors to the bearing support via the inter
rotor bearing. LP turbine shaft and LP turbine rotor bearing located in the bearing
support. The turbine section comprises the bearing support casing and bearing
casing.

After burner Assembly: After burner consists of the following:

(a) Exhaust Mixer: It is intended to mix main duct gas stream with by-pass air
flow before transition section
(b) Transition Section. It is designed to provide for the steady burning of fuel in
the A/B.
(c) After burner casing. It consists of casing and shield. Some portion of the by-
pass air is supplied into the space which is formed by shields and walls of
transition section casing and after burner casing to cool the jet nozzle and
casings.
(d) Exhaust Fairing: It is designed to decrease the exhaust gas energy losses.
The exhaust fairing perforations are intended to decrease the after burner
intermittent burning

34
 Fig. 5.5 After Burner(A/B)
Thrust Vectoring Control Nozzle Assembly : The thrust vectoring variable
area jet nozzle is an all mode supersonic convergent and divergent nozzle. It
comprises of
(a) Tilting Device: The tilting device consists of fixed casing and movable
casing. Fixed casing is hinged to movable casing by means of two pivots The
movable casing is turned with respect to the fixed casing by a maximum angle
of ±14" by means of two pairs of hydraulic cylinders located on both sides of
the horizontal axis of the tilting device. The hinge pin of the tilting device is
turned relative to the horizontal plane by an angle of 32° counter clock wise
for LH engine and clockwise for RH engine viewed from rear.
(b) Sub-Sonic Jet Nozzle: It is convergent nozzle (Subsonic section) with
synchronization drive and control mechanism to control the nozzle throat area
16 convergent nozzle shutters with 16 sealing spacers forms the convergent
sub sonic jet nozzle The shutters are controlled by 16 hydraulic cylinders. The
hydraulic cylinders are fuel operated to actuate the jacks A high pressure
pump (NP-160D) delivers fuel under pressure to the jacks.
(c) Supersonic Jet Nozzle: It is a divergent nozzle (Supersonic section) with
synchronization drives and control mechanism to control the jet nozzle exit
area by outer shutters 16 divergent nozzle shutters with 16 sealing spacers
forms the divergent supersonic section of jet nozzle. These shutters are
35
 controlled by the hydraulic cylinders There are 16 Pneumatic cylinders to
limit the maximum exit area within the operating limits.

Fig. 5.6 Nozzle section

Accessory Drives Gear Box

Aircraft Accessory Gear Box (AAGB)
Purpose: The purpose of aircraft accessory gear box (AAGB) is to transmit rotary
motion from the engine accessory gear box (EAGB) to the aircraft accessories, when
the engine is running During engine starting, the drive is transmitted from the Turbo
Starter to the high-pressure Rotor (HPR) via AAGB, flexible drive shaft EAGB and
vertical torsion shaft After engine start up the Drive load is taken up by HPR There
are two AAGB on the aircraft.

36
 Fig.5.7 Components and Accessories mounted on AAGB
The following components are mounted on AAGB:
(a) Turbo starter GTDE – 117 – 1
(b) Two oil scavenge pumps for scavenging oil from AAGB only.
(c) One hydraulic pump (NP-128)
(d) N2 RPM TachoGenerator (D-3M) (e) N2 RPM transmitter (Dchv 2500)
(f) One centrifugal fuel booster pump (DTSN-80)
(g) AC Generator with constant speed drive (GP-25-2)

37
Coupling of AAGB with EAGB: The AAGB is coupled with EAGB by means of
the flexible shaft. The construction of the flexible shaft makes it possible to
compensate for misalignment of axis of the AAGB and EAGB shafts being coupled.
Its main job is to transmit the power from BKA gearbox to KDA gearbox without
any reduction or increment in speed. It also absorbs a reasonable amount of jerk that
is developed due to the sudden engagement of gears.

Fig.5.8 Coupling of AAGB with EAGB

Engine Accessory Gear Box (EAGB)

The following components are mounted on EAGB
(a) Centrifugal breather
(b) High pressure fuel pump (NP 160D)
(c) Mechanical fuel booster pump (DTSN-82)
(d) Oil pump block
(e) Main fuel pump (NR 31)
38
 (f) After burner fuel pump (FN-31AT1)
Turbo starter (GTDE-117-1MO)
Purpose: The purpose of the GTDE is:

(a) To rotate the engines up to self sustaining RPM (53%) during engine starting.
(b) To rotate the engines up to cranking RPM (18±3%) during cold/wet cranking
and preservation / depreservation.
Description: The turbo-starter is essentially a gas turbine engine with a free turbine,
which transmits power through reduction gear to an output shaft which drives the
AAGB. The turbo starter consists of a single stage centrifugal compressor,
combustion chamber, turbine and an accessory gear box There is a free turbine,
coupled to the output shaft through the reduction gear.

Operation: Air is drawn into compressor through the air intake in the combustion
chamber compressed air is mixed with the atomized fuel supplied by fuel nozzle
The resultant fuel-air mixture is ignited by the igniter This mixture is assisted with
the supply of oxygen into the primary igniter for reliable light up. The hot gases are
delivered to the turbine which converts a part of the energy into mechanical energy
The torque developed by the free turbine is transmitted via reduction gear to AAGB
The exhaust gases are expelled into atmosphere through an exhaust pipe on board.

39
 Fig. 5.9 Turbo starter (GTDE-117-1MO)

Fig.5.10 EAGB(KDA) Fig.5.11 AAGB(BKA)

40
AGGREGATES:

The various equipment which controls the engine for its best performance and safety
are known as Aggregates.

FUEL AGGREGATES
1. Fuel Oil Distributors [RT31-VTll
It distributes fuel among first and second stage of fuel manifolds of main combustion
chamber.
2 Afterburner Fuel Pump (RT-31ATIJ
It distributes fuel between 1st, 2nd, 3rd, 4th afterburner manifolds. It also maintains
minimum fuel flow.
3. Booster Pump [DTSN-82J
It usually increases fuel pressure from Engine's fuel tank to be feed to high pressure
fuel system.
4. Draining Unit [99.10.34.OOO-OEM]
It is used to drain fuel from aircraft fuel tank in emergency landing. This feature can
be operated from cockpit directly
5. Plunger Pump [NP-160D]
It supplies fuel to hydraulic cylinders through nozzle & reheat the controller.
6. LP Fuel Filter [02.966133-01]
16-micron filters are intended to fitter fuel feed to the engine units from foreign
particles.
7.Regulator of Nozzle and Afterburner (RSF-31VT11 It consists of 3 parts:
a) Jet-Nozzle control System- Controls jet nozzle throat area for thrust controlling
according to the engine control position.
b) Afterburner Fuel control System- Controls the fuel controls system to
afterburner manifolds.
c) Turbine cooling control system-Turbine cooling control system gives hydraulic
command for switching on or off turbine cooling control unit.
8.Regulator-Pump [INR-31VT1) It consists of two major unit part
a) Pumping unit: Increases fuel pressure supplies from booster pump

41
b) Regulator unit: Controls fuel supply to the hydraulic cylinders for LPC IGV
and HPC VSV

9. Reheating Pump [FN-13AT11

It's a centrifugal pump intended to increase the fuel pressure to the afterburn fuel
distributor through Jet nozzle and afterburner regulator.

10. Gas-Capsule Type Themo Sensor [UDKMSI

It senses inlet air temperature & generates hydraulic command for fuel flow
correction.
11. Plunger Pump [AUPN-96BT11
It controls the outlet pressure of plunger pump for actuation of jet nozzle hydraulic
cylinder.
12. Aggregate for setting (PI) of Turbine [APP-96BTIJ
It controls turbine expansion ratio (P2) by changing Jet nozzle throat area.
13. safety Valve [KP-96BT11
It bypasses the fuel when plunger pump pressure increases beyond 240 kg.
14. Fuel Feed Meter [4033 SERIES 691
It is meant for after burner fuel ignition through hot streak method.
15. Electro Hydraulic Distributor [PMZ VOSKHOD EGR4VT1]
It distributes fuel to hydraulic cylinder for tilting of jet nozzle through two
independent electrical channels one hydraulic channel.
16. Fuel Oil Heat Exchanger [TEPLOBMENNIK 6139T]
It's a cross flow heat exchanger which cools the heated oil by using outlet fuel from
main and afterburner section.

ELECTRICAL AGGREGATES

1. Sensor of Tachometer [ELECTROPRIBOR D-3M]

It is intended for supply of electric signal with frequency proportional to the LP Rotor
RPM (NI) & HP rotor RPM (N2) for display at the cockpit.
2. Synchronic Transmitter [PRIBOR DS-IIM

42
There are three rows installed and it is based on principle of synchro's. The unit
measures position of:
a) Flaps in jet nozzles
b) LPC Inlet Guide Vane
c) HPC Variable Stator Vanes and provide signal to MFWS
3. Sensor of Lubrication Oil Level Indicators [TEKHPRIBOR OSMK 8A 471
Oil level sensors are mounted over the oil tank to measure the level of engine oil and
provides electrical signal to the aircrafts electrical system.
4. Vibro speed Indicator [MV27Gl
These aggregate measures the vibration of engine casing. This unit converts the
horizontal and vertical vibration into electrical signal & supply to complex regulation
of engines (KRD-99B)
5.Gas Turbine Engine Power Unit [KRANSNY OKTYABR GTD[117 IMO)
This aggregate is intended to rotate the engine up to SelfstJ%taining RPM during
engine Starting up to cranking RPM during cold
6.ElectroNagnetic Valve (SEPO-ZEM MKV053Al
It is a solenoid valve which is basically used for Antiücing system. It gets feedback
from ice detection units of aircraft and automatically opens the airline tapped of 7th
stage HPC to be supplied to IGV in the event of ice forming.
7.Complex Regulator of Engine [SEPO-ZEM KROG931
It is an electric control unit. It controls or regulates fuel flow throughout all engine
modes. It escapes command from various types of sensor & it controls command for
control of engine starting AS mode turbine cooling. surge etc.
8.Moment sensor [(KPD-998) DPIIOI
These sensors monitor LPOC IGV, flap position and HPC VSB position and provide
signals.
9.RPM Sensor [Dehv-2500Al
It measures LP rpm(N1) and HP rpm(N2). There are 5 Dchv-2500A on engine. Three
of them are installed in LP transducer gear box and they monitor NI and other two
are installed in Aircraft gearbox (BKA) and monitors
N2.
10.Heat Resistance Pressure Indicator [MST-6.5A]

43
It is a pressure switch which selects the correct air pressure line to be fed to engine
accessory gearbox bearing.
11.Heat Resistance Vibration Stability Pressure indicator (MSTVI]
It senses pressure in ail supply line of turbo starter and automatically stops the turbo
starter operation if the ci pressure is less thin 1ka/Cm
12. Sensor of Transformer Pressure (DAT-250J
The aggregate is a pressure sensor that measures the pressure fuel in the plunger pump
pressure ire and transfers this into electrical signal. 13. Transformer Pressure Sensor
[DAT41 The aggregate is a transformer type pressure sensor which measures pressure
of oil line and transfers this into electrical signal to feed engine combined controller.

44
 GEAR BOX

Gear box is a type of mechanical device which is used to transmit power to various
components through a single input power at desired rpm. In gearbox rpm is
increased/decreased according to design.

Gear box are manufactured by gear shop mainly in three sections

A) Gear casings

b) Gears & shafts

c) Small parts.

All section parts are manufactured from magnesium alloys. The raw material is
forged and sent to the gear shop. The raw material undergo different manufacturing
process in order to obtain desired shape. It undergoes ion nitrating process in order to
obtain hardness 65-90 with respective component.

Special process

Hard alloy Graphite coating

Process is carried out to increase the wear resistance of non-lubricated

sliding/rubbing/mating parts.

Hard alloy coating is a process for application of coating by electric spark method to
increase the wear resistance. The component to be coated is held and rotated on 3
jaws chunk of the equipment and the special gun holding electrode of hard alloy
T15K6 is guided manually on the surface of part to generate the spark to facilitate
material deposition.

In graphite coating graphite electrode is used. It is the process of depositing the

lubricating layer.
45
In AL31FP there are 2 gear boxes named

1) Engine gear box (EGB) -KDA (Russian name)

2) Aircraft gear box (AGB)-BKA (Russian name)

Initially at starting of engine a turbo starter an initially power plant, drive through
battery (DC motor), so the power is transmitted from turbo starter to AGB through
quill shaft and from AGB the power is supplied to EGB through means of flexible
shaft. EGB transmits the power to CBD and CBD to HPR so

that this cycle continues for 40 secs from turbo starter ON and automatically cuts off
when engine becomes power plant. It will become reverse cycle for transmitting
mechanical power to electrical power through dynamo to run all the cabin and
electrical modules.

Engine gear box

EGB is the one of the engine component which drives all the engine accessories
through alternative two way power supply either from AGB or Central bevel drive
(CBD).If power supplied from AGB then CBD comes as an output, if power transmits
through CBD then AGB comes as an output.

EGB is having 10 gears to transmit power and it requires 20 bearings to support the
both sides of gears.

Main driving units of EGB

1) Main fuel pump.

2) NP pump -regulates nozzle diameter.

3) Booster pump-It boosts fuel by pressurizing the fuel to 5-8 kg/cm^2.

46
4) Afterburner fuel pump-It supplies fuel to after burner fuel manifolds.

5) Oil aggregated unit-It supplies fuel to AGB & EGB and receives it from them and
sends back to oil tank through oil filter.

6) Centrifugal breather-It removes the air from the oil in order to supply uniform oil
for lubricating purpose.

7) Either AGB or CBD.

• In RD 33, R25u&R29B also there is AGB and CBD.

Aircraft gear box

As SU30MKI aircraft is powered by twin engine, a single turbo starter cannot alone
starts the engines so an additional gear box is designed said to aircraft gear box for
each engine. So turbo starter transmits power to both of the engines.

AGB is the aircraft module which drives all the aircraft mounted accessories from the
alternative power supply from either turbo starter/EGB. If power supplied from turbo
starter the EGB is an output, if power supplied from EGB the turbo starter cuts off
and dynamo activates for supplying electrical power to pilots cabin and battery
charge.

AGB is having 17 gears supported by 34 bearings. Main driving units of AGB

1) Booster pump supplies fuel to engine components as lubricating purpose.

2) NP-128 pump is a hydraulic pump supports landing gear systems.

3) Scavenging pumps is of oil and fuel type which receives the oil/fuel from the
respective modules and sends to oil/fuel filters and sent to respective tanks.

4) D3M tachometer is a mechanically rpm measuring unit by developing magnetic

flux.

5) Booster pump-Booster pump supplies lubricating fuel to engine mounted systems.

47
6) Turbo starter/EGB.

• In RD33 AGB is present as the aircraft is powered by twin engine.

• In R29B & R25 U No AGB is used because of single engine powered aircrafts and
onboard system runs on turbo generator which works on same principle of turbo
generator.

48
 PROBLEMS WITH THEIR SOLUTION
ABOUT GEAR BOX
Chips in oil:
Chips in the oil of the gearbox of the AL-31FP engine refer to small metal particles
or debris that are generated through various processes within the gearbox. It is the
main problem of Gear Box. These metal particles can be indicative of wear, damage,
or other issues within the gearbox.

Here are the main causes and implications of having metal chips in the gearbox
oil:

1) Wear and Tear:

 Normal Wear: Over time, normal operational wear of gears, bearings, and
other moving parts can produce small metal particles that mix with the oil.
 Excessive Wear: Improper lubrication, overheating, or overloading can
accelerate wear, producing more significant metal debris.

2) Material Fatigue:

 Repeated stress cycles can cause microscopic cracks in the metal components.
As these cracks propagate, small metal fragments can break off and mix with
the oil.

3) Corrosion:

 Moisture or chemical contaminants in the oil can cause corrosion of metal

components, leading to the production of metal particles.

4) Foreign Object Damage (FOD):

 External particles entering the engine can cause damage to the gears and
bearings, resulting in the production of metal chips.
49
 5) Improper Maintenance:

 Inadequate or improper maintenance practices can lead to increased wear and

the generation of metal particles. This includes improper assembly, incorrect
lubrication, and failure to replace worn parts.

6) Overheating:

 Excessive heat can degrade metal components, causing them to become brittle
and more prone to producing metal particles through abrasion and mechanical
breakdown.

Preventive Measures and Solutions:

1) Regular Monitoring and Analysis:

 Conduct regular oil analysis to detect the presence and concentration of metal
particles. This helps in early detection of wear and other issues.

2) Enhanced Filtration:

 Use high-efficiency oil filters to capture metal particles before they can
circulate and cause further damage.

3) Improved Lubrication:

 Ensure the use of proper lubricants and maintain optimal lubrication levels to
reduce friction and wear.

4) Routine Maintenance:

50
 Implement and adhere to strict maintenance schedules, including regular
inspections and timely replacement of worn components.

5) Temperature Control:

 Maintain proper cooling systems to prevent overheating and thermal

degradation of components.

6) Material Upgrades:

 Use advanced, wear-resistant materials for gears and bearings to reduce the
generation of metal particles.

51
 SCOPE FOR FURTHER STUDY

Further study into the presence of metal chips in the oil of the AL-31FP engine's
gearbox can be broadly categorized into several areas of research and investigation.
Here are some potential scopes for further study:

1. Material Science and Engineering

 Material Properties: Investigate the properties of the materials used in the

gearbox components to understand their wear resistance, fatigue strength, and
response to different operational stresses.
 Advanced Materials: Explore the development and application of advanced
materials or coatings that can reduce wear and extend the lifespan of gearbox
components.

2. Lubrication and Tribology

 Lubricant Formulations: Research new formulations of lubricants that offer

better protection against wear, corrosion, and high temperatures.
 Tribological Studies: Study the interactions between different surfaces in the
gearbox to understand the mechanisms of friction, wear, and lubrication.

3. Condition Monitoring and Predictive Maintenance

 Sensor Development: Develop advanced sensors and monitoring systems that

can detect the presence and concentration of metal particles in real-time.
 Predictive Analytics: Use machine learning and data analytics to predict when
maintenance is needed based on the data collected from condition monitoring
systems.

52
4. Failure Analysis and Diagnostics

 Root Cause Analysis: Conduct detailed failure analyses to identify the root
causes of excessive wear and metal particle generation.
 Diagnostic Tools: Develop better diagnostic tools and methodologies to
quickly identify and address issues within the gearbox.

5. Design and Engineering Improvements

 Gearbox Design: Re-evaluate and potentially redesign gearbox components

to improve their durability and reduce the generation of metal particles.
 Thermal Management: Investigate ways to improve thermal management
within the gearbox to prevent overheating and associated wear.

6. Environmental and Operational Factors

 Operational Conditions: Study the impact of different operational conditions

(e.g., load, speed, temperature) on the wear and tear of gearbox components.
 Environmental Influences: Assess how environmental factors (e.g., humidity,
contaminants) affect the gearbox and contribute to the generation of metal
particles.

7. Maintenance Practices

 Best Practices: Develop and validate best practices for gearbox maintenance
to minimize wear and extend component life.
 Training Programs: Implement training programs for maintenance personnel
to ensure proper maintenance techniques are applied.

8. Case Studies and Field Data Analysis

 Field Data Collection: Collect and analyze data from operational gearboxes
in various conditions to identify patterns and common issues.
 Comparative Studies: Compare the performance and wear characteristics of
gearboxes in different aircraft models or under different operational regimes.

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9. Impact of Manufacturing Processes

 Quality Control: Investigate the impact of manufacturing processes and

quality control measures on the durability and performance of gearbox
components.
 Process Optimization: Optimize manufacturing processes to produce
components with better wear resistance and longevity.

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 CONCLUSION

The project "Study of AL-31FP Engine and Gearbox Section of the Engine" provides
a comprehensive analysis of the AL-31FP engine, focusing on the gearbox's
functionality, common issues, and potential solutions. The study highlights the
critical factors contributing to metal chip generation, such as wear, lubrication
failures, and overheating. It emphasizes the importance of advanced materials,
improved lubrication systems, and regular maintenance to enhance gearbox
performance and longevity. This research offers valuable insights for optimizing
engine reliability and operational efficiency, laying the groundwork for future
advancements in aerospace engineering and maintenance practices.

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 REFERENCE

https://hal-india.co.in/home?loadIn=defaultBrowser

https://service.hal-india.co.in/Engine%20Division%20Koraput/M__138

https://www.researchgate.net/publication/281406659_Manufacture_and_testing_of_
jet_enginescase_study_of_AL31FP_engine

https://www.defencexp.com/problems-with-sukhoi-30-mki-engine/

https://en.wikipedia.org/wiki/Saturn_AL-31

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