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ACKNOWLEDGEMENT

We would like to thank JIT for their preparation of this intern ship program and we need to
place grate full thank to Dejen Aviation industry for their co-operation. We also need to forward
a warm thank to our internship program coordinator Mr. Mahari for his direction, assistance, and
guidance.

Finally, words alone cannot express the thanks we owe to Mr. Tayu Belay & Mr. Frew
Teferi for their encouragement and assistances.

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ABSTRACT

Air craft is a vehicle which is able to fly by the support of air. Based on their flight principle air
craft is divided in to two: These are Air plane (fixed wing air craft) and Helicopter(rotary wing
air craft) also according to their purpose : Military(war) air craft and civil(transportation) air craft

The main part of the air craft's which the aircraft should be fulfill the criteria of plane are
fuselage, wing, tail unit and landing gear.

OBJECTIVE
The main objective of DEJEN AVIATION INDUSTRY is to satisfy the requirement of
defense force by providing aviation military equipment that meet the requirement of the
force and perform aerospace engineering activities that enhance the economic
development of our nation and nation develop the technology

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CHAPTER ONE
HISTORY OF THE COMPANY

1.1 INTRODUCTION

The Dejen aviation Engineering industry (complex)(DAVEC) is a center for overhauling and
upgrading military aircraft. Its primary objective is to provide depot level maintenance and carry
out upgrading/modification to fleet of the Ethiopian Air Force. It is one of the Defense
organizations of the Ethiopian Defense Industry under the Ministry of national defense. Dejen
Aviation Industry is located from east Ethiopia in Bishoftu town. In this Industry both
mechanically and electrically operating machines, materials and equipments are to be tasted with
or without the help of manual for the air craft. for this reason it is the second avionics in Ethiopia
next to Bole air port. Avionics is the term for electronics as it is applied to air craft and highly
trained technicians that are used to test many components required in the industry.

1.2, Vision

Advancing the Country and FDRE defense in aerospace technology.

1.3, Mission
 Overhauling, up grading, designing and manufacturing the aerospace machines to carry
out technological development in a view to accelerate our national aviation engineering
industry growth.
 To reduce hard currency expense of the country in importing military aircraft by
developing aerospace technology in the direction of sustainable development in aviation
technology.
 To penetrate the international aviation market and keeping reasonable market share.

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1.4, core business
 Overhauling, up-grading, designing and manufacturing military aviation machines
that fulfill the requirements of costumers.

DAVI gives the following services

 Overhaul air vehicles with deferent scale and complexity
 Upgrade air vehicles with different scale and complexity
 Familiarization training
 Qualification training
 Upgrading training
 Customized on special training based on customers’ order.

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CHAPTER TWO

The highlight of aircraft

Air craft is a vehicle which is able to fly by the support of air.

 Based on their flight principle air craft is divided in to two:

 Air plane (fixed wing air craft)
 Helicopter(rotary wing air craft)
 According to their purpose :
 Military(war) air craft
 civil(transportation) air craft
 The main part of the air craft's are:
 fuselage: the body of airplane, containing the cockpit, passenger seating, and
cargo hold but excluding the wing.
 wing: the air craft structure either of the large flat surface sticking out from the
sides of an aircraft's body that provide the main source of lift.
 tail unit(empennage): the tail portion of an aircraft, including the stabilizer,
elevator, vertical fin and rudder.
 landing gear(aircraft undercarriage): the wheel or floats and related mechanisms
that are used by an aircraft or spacecraft when taking off and

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CHAPTER THREE
The avionics specification and work characteristics
These avionics equipments are designed to operate from 36 ± 2 v ac,400Hz and
27 ± 2.7v dc power source. This specific frequency is used to:

 decrease(minimize) the weight of the motor, transformer and generator

 create a constant voltage

In this avionics there are eleven types of shops which is concerned

electrical engineering areas; these are autopilot, gyro, rudder,
communication, instrumentation, generator, navigation, battery, electrical , paint
and cable shops.

For this report we wrote only what we have seen in three shops; Autopilot , Gyro and
Instrumentation shops

3.1, Autopilot shop: autopilot means In aircraft there are many systems from them one
is the autopilot which means automatic flight control system . It works through electro
hydraulic systems which means that electrically controlled and hydraulically operated.
in this shop we begin to know all things starting from the definition of autopilot which
means automatic flight control system. The main objective of this shop is to test and
perform all the activities planned sequentially with respect to; heading, rolling, pitching
and altitude as per the week.
To start our test the following procedures are to be considered:
 safety(personal and material), checking(before and after)

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To clarify more; acceptance→ visual checking→ cleaning→ before checking→

disassembling→ covering→ color painting → assembling→ after checking(for
remark)→ filling of data → checking of quality control→ delivering.

fig 1 the compensated of Autopilot block diagram

flight director

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Autopilot functions and specifications

The autopilot system is used to :

 decrease the pilot fatigue

 easy move because it uses hydraulically
 straight and level flight
The autopilot is employed on single -rotor helicopters and serves for stabilizing
helicopter attitude with free controls and improving the flight performance the
helicopter. This type of autopilot may be kept switched on throughout the
whole flight from takeoff till landing.

The control unit operates faultlessly under the following conditions;

 within supply voltage variation(16 ─ 3v)
 within ambient temperature variation(-60 ─ +60) in Celsius
 at atmospheric pressure drop down to 405mmhg
 under effect of dew and hoarfrost
 when affected by fungi

The control unit serves for converting, summing and amplifying the control
signals.
providing the adjustments necessary during the services of the auto-pilot.

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The control desk serves for cancelling the angle of signal before the auto-pilot is
switched on and switch auto-pilot channels on and off provide for corresponding
signaling.
compensation transducer serves for balancing out signaling of roll and pitch.
Altitude corrector serves for supplying the auto-pilot with signal which are
proportional to the division of the barometric altitude of flight from preset value.

Amplifier unit serves for amplifying ac signal to make them enough for driving.
It is designed for amplification of the signal produced by roll, pitch and heading.

Servo system for introduction of the latitude correction signal into the respective data for slaving
of the heading signal to magnetic.

Switch off push batten are arranged on the control desk; the autopilot switch push batten are
incorporated with the control servers of pilots.

flight path the control unit is intended for shaping the control laws at the landing on the
approach and transmitting the control signal to the self-contend circuit of the system and to the
command bars of the flight director indicator.

The preset steady flight conditions can be maintained either by the pilot or the autopilot. In the
later case each of the four channels of the autopilot takes care of certain elements of the
helicopter control .

These four channels are:

Yaw channel :- controls tail rotor pitch

Roll channel:- effects lateral control of cyclic pitch unit

Pitch channel:- effects longitudinal control of cyclic pitch unit

altitude channel:- collective pitch of main rotor

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The other main focused area of autopilot is dual control principle which implies that the
helicopter control elements (yaw, altitude, pitch, roll) can be commanded through the autopilot
and simultaneously manned by the pilot.

In general the total travel of the helicopter element is an algebraic sum of displacements initiated
by the pilot and the autopilot. The following table is the general operate of the four autopilot
channels

Stabilize Trust Helico Helicopter

Autopilot d Control force pter motion
channel paramet signal Pilot's Helicopter control element And motion translation
er control mome Angula al
nt r
YAW ᵠ ∆ᵠ+ ɯy pedals Tail rotor(change of blade My Round
pitch) Y-axis
ᵧ ∆ ᵧ+ Cyclic Main rotor(cyclic change of Along
ROLL ɯx stick blade pitch through tilting Mx Round Z-axis
(right the rotor cyclic pitch control X-axis
ward left unit right ward left ward)
ward )
V/v ∆V+ Main rotor(cyclic change of Along
PITCH ɯz blade pitch through tilting Mz Round X-axis
the rotor cyclic pitch control

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unit back ward for ward ) Tx Z-axis
ALTITU H ∆H Collective Main rotor(change of Along
DE pitch stick collective pitch) Ty(T) Y-axis
table 1.1 the general autopilot channels principle

NAVIGATION CONTROL OF THE HELICOPTER : The origin of coordinator can suitable be

selected to be at the control of the gravity of the helicopter and the main axis directed as follows

X- axis , horizontally forward

Y- axis , vertically up ward

Z- axis , laterally right ward

Dual control; the principle of dual control implies that the helicopter control elements can be
commanded through the autopilot and simultaneously manual by the pilot. Essentially the
autopilot controls the main cylinder of the actuators . the latter playing the role of the extensible
link include in the control system. The total flight (travel) of the helicopter control element is an
algebraic sum of displacement initiated by the pilot and by autopilot special features of this
system is that the motion the actuators due to autopilot command is not transferred to the pilot
controls. if the pilot does not interfere with control of the helicopter " helicopter autopilot" the
system function alone these condition are known as the stabilization duty. the autopilot being
aimed at maintaining stable the given flight altitude but as soon as the pilot takes up the control
both systems " helicopter autopilot and helicopter pilot "start functioning. this is known as the
control duty.

Stabilization DUTY :- we shall consider the yaw channel to example the stabilization duty

suppose the helicopter make straight and level flight some kind of perturbation arising , the
helicopter deviates from the initial heading. two signal reach the autopilot :- the yaw change

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signal ᵠ -from the course system and the rate of yaw signal ɯy -from the rate gyro scope
(angular velocity transducer) path signal are summed up amplified and applied to the actuator
which shifts the corresponding control element (in this particular case it changes the pitch of a
tail rotor ) by an amount δH which is proportional to the input signal. due to the change of tail
rotor pitch the helicopter begins to restore its initial altitude :- the yaw change signal ᵠ decreases
correspondingly following which the increment of tail rotor pitch δH decreases too

if the proportional between the increment of tail rotor pitch δH and the command signal ᵠ and
ɯy have been correctly and on condition that permanent perturbations are absent the following

equation are involved :- ᵠ=0, ɯy = 0 , δH = 0 as soon as the helicopter resumes its original
altitude this means that the autopilot resistors the original heading of the helicopter and the tail
rotor pitch remain unchanged hence we can write down the law of yaw control put the autopilot
in the form of equation

δH =iᵠ. ᵠ + µy. ɯy ...........................................................................................(1)

where:-

iᵠ- is the yaw transmission ratio such that the proportionality factor between yaw change signal

ᵠ and amount of tail rotor pitch change.

µy - is the yaw transmission ratio such that the proportionality factors by yaw rate signal ɯy
and the amount of tail rotor pitch change

As for the roll and pitch channels the stabilization duty and the law of control are analogous to
the one just described. hence we can express the law of control regarding the yaw, roll and pitch
channels in the following general form

δ= iᵠ +µ ɯy .........................................................................................................(2)

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Where:

δ - is the deflection of helicopter control elements

i - is the angle of transmission ratio

ᵠ - is the angle departure of the helicopter from the stabilized

µ- is the angle rate transmission ratio

ɯy - is the rate of helicopter angular departure

CONTROL DUTY

Yaw channel: it has been mentioned already that the pilot can interfere with the autopilot control
any time he desire.

let us suppose that with the helicopter following a straight and level course the pilot wishes to
correct the leading within ±5degrees the autopilot being engaged. A centering knob is provided
on the control desk for this purpose a complete revolution of the knob corresponding to 10
degrees of helicopter turn. The knob is graduated with ten marks the value of each deviation
being therefore one degree course change rotating or the knob in that design the pilot turn the
helicopter to the right or left of the previous leading through the desired angle.

in this case fig 2.1 stabilization duty is involved these being only one closed control loop namely
"helicopter autopilot " and the displacement control law holds true.

ROLL AND PITCH CHANNEL : the way of control of both roll and pitch channels are
identical in autopilot so the control duty shall be illustrated for the roll channel alone. in all
other respects however the control of roll and pitch channels differs materially from the control
of yaw .

these differences lies in the following.

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when the pilot interfere with the autopilot using his visual controls the roll and pitch channels
both remain engaged. an electric signal proportional to the pilot control deflection is impressed
to the autopilot input . this signal is generated by special compensation transducer
accommodated in the control system of the helicopter (fig 2.2) hence in the case of roll and
pitch control with the autopilot running in each of these channels these are two closed loop
systems operating "helicopter pilot"

ALTITUDE CHANNEL

The mode of control in altitude channel is similar to that characteristics to the yaw channel .

when we wanting to alter the altitude of flight the pilot shifts the" collective pitch " lever as usual
. while taking hold of this lever the pilot presses the button which switches off the altitude

channel and engages it in matching duty once the helicopter gained the required altitude , and if
the latter should be maintained automatically , the pilot must switch on the control desk .

Hence in case of altitude channel control of the latter is effected through the closed loop system
"helicopter pilot" there is no centering knob in the altitude channel for introducing correction.

3. 2, GYRO SHOP

The primary task of this shop is to over haul all types of aircraft;

- Direction gyro system

- gyro horizon system

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The over haul process steps

- acceptance - detection
- visual checking - plating hard wares
- parameter checking - reassembling
- disassembling - parameter checking by technicians
and quality control
- cleaning - delivering to the preassembling shop

Gyro is the indicator of position and the measure of angular movement of the
aircraft. It works by the principle of induction motor.

The two fundamental properties of gyro's are

*rigidity(inertia): is the property of gyro which resists any force tending to
displace the rotor from its plane of rotation.
* precision(action and reaction): is that property which causes the rotor to be
displaced not in line with the applied force but 90◦ away the direction of rotation
of the rotor.

Heading and reference / compass system component

directional/heading indicator

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a, Flux gate transmitter: the purpose of flux detector to determine the direction of
the earth magnetic field strength vector horizontal component and hence of the
magnetic heading of the airplane which permits corrections of the gyro unit
indication in azimuth.

b, Correction mechanism: to correct the signal it receives from the flux gate
transmitter. Is the component part of the magnetic corrector. It serves the
following functions
- coupling of flux detector and gyro unit
- elimination of deviation and instrumental errors by means of a cam
device
- input of magnetic declination data
- reduction of magnetic heading to the great circle heading during flight

c, Automatic slaving unit; an electronic device which incorporate for the

following main component:
* timing relay and electromagnetic relay, serves to put out a +27v signal for
selection of the fast slaving rate during the starting mode
* amplifier, which employs transistor -amplifies the magnetic heading signal
delivered from the correction mechanism.

d, Control panel; to select the magnetic heading /directional gyro operating mode
and to introduce latitude corrections into the gyro to compensate for earth diurnal
rotation in the northern and southern hemispheres and to compensate for the
azimuth gyro drift due to an balance. To accomplishes functional checks of the
compass system.
The main data of this equipment is :

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supply voltage
- DC circuit.............................................................27±2.7 v
- AC circuit.............................................................36±1.8v,400Hz
-weight ....................................................................1KG,max
e, Pilot indicators: is designed to display the air plane heading, turn angles air
plane Bearing and radio bearing.

f, gyro heading /sensor: is used to indicate the heading of the aircraft in which they are installed
and to provide means for determining the potion by cross bearing in an aircraft.

DIRECTION AND VERTICAL GYRO UNIT.

The directional and vertical gyro unit is designed to produce heading ,roll and pitch signal It is
incorporates a directional gyro element vertical gyro element.

DIRECTIONAL GYRO ELEMENT

It incorporates a three of freedom gyroscope suspended from an additional served gimbals frame.
it is an static 3- degree of freedom gyro scope whose own axis of rotation is positioned
horizontally the gyro scope of this design funds to maintain its axis position in the azimuth
constant the operation of the directional gyro element is based on this property of is the
directional gyros cope.

The directional gyro is an aircraft instrument aircraft from the selected flight direction . It
utilizes the property of a true directional gyroscope to maintain a constant direction of its
spinning axis (arranged horizontally ) in space.

The axis of the rotor rotation is called the spinning axis and the rotor rotation about this axis is
called the gyroscope rotor proper rotation

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since under the roll and pitch condition , some gimbals error occur (which depends on the
aircraft roll and pitch angles), the gyroscope of the directional gyro element is suspended from
two additional gimbals frame to eliminate this error.

The gyroscope employ rotor quickly about its axis of symmetry. the rotor is suspended from two
gimbals frame composing the gimbals suspension assembly. these are inner frame and outer
frame . The two frames keep the gyroscope outer gimbals frame axis in a vertical direction
through the use of the servo system which receive respective signals from the vertical gyro
element.

The directional gyro element is connected with vertical gyro element with the aid of the servoed
gimbals frame . Vertical gyro element is an static 3- degree of freedom gyroscope whose spin
axis is positioned vertically. such gyros cope tends to keep its position in the space

GIMBALS FRAME SERVO: the gyros frame

The gimbals frame servo used in CKB-2H2M is designed to continuously produce pitch and roll
signals. It stabilizes the roll servoed gimbals frame under the vertical flight condition where the
aircraft flight with an angle range of ±20 degree with respect to the vertical.

The gimbals frame servo is designed to control the roll gimbals frame of the directional and
vertical gyro unit when the air craft performs a vertical man over. It in corporate yaw and pitch
synchronizing unit and three amplifiers.

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HEAADING AND VERTICAL REFERANCE SYSTEM CKB-2H2M

The heading and vertical reference system CKB-2H2M is designed for estimation of the aircraft
heading, roll and pitch angle and supply the respective equipment with the signal corresponding
to the estimated angle.

Main component of heading and vertical reference system CKB-2H2M

It is provided with two operating channel a main channel and a stand by one

the heading and vertical system incorporate the following unit

a, Two directional and vertical gyro unit KB-2HM.

b, Two amplifier unit 6y- series 2

c, Two gimbals frame servos PP1-series

d, One course setter 3K-4

e, One compensating mechanism KM-5

f, One flux gate transmitter µπ-5

g, One latitude correction panel nwk-1

the unit µπ-5,KM-5,3K-4, are common for both channel

the two channel heading & vertical operation is based on an independent function of two similar
directional.

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OPIRATING PRINCIPLE

The CKB-2H2M is a complex system employing two gyroscopes topple free directional &v
vertical gyro unit which combines in one unit of directional gyro element &vertical gyro element

the two channel CKB-2H2M operation is based on an independent function of two similar
directional &vertical gyro unit with every unit being provided with its own amplifier unit and
gimbals frame servo.

The one of directional &vertical gyro unit is called the main unit which supplied all the user with
it heading, roll& pitch other directional and vertical gyro unit has no external users of it signal
&it is called stand by unit.

the CKB-2H2M can function under three operating conditions.

1, Directional gyro operating conditions(DGOC)

2, Magnetic slaved operating condition

(MSOC)

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3, Course initial setting operating condition (CISOC)

The DGOC are the main mode of the system functioning. under the DGOC the directional
gyroscope apparent drift caused by the earth's directional rotation can be compensated for. a
signal produced by a special potentiometer located in the latitude correction panel is fed to motor
-generator set of the slaving mechanism.

when a button KH1 located on the instrument board is pressed the system starts functioning
under magnet slaved operation conditions. as soon as it happens the heading &vertical reference
system gets rapidly slaved in the magnetic heading to the magnetic corrector using the flux gate
transmitter &the compensating mechanism . The fact slaving of the system to the corrector is
achieved at the expense of a reducing in the slaving mechanism gear train transmission ratio.

Gear train means comprises two pair of gear with pinions' , output shaft with gear mounted
between plates &four pivots.

MSOC are intended for slaving the heading signal produced by the directional gyroscope, to the
signal of the magnetic corrector composed of the flux gate transmitter & the compensating
mechanism.

The initial slaving of the heading signal produced by the direction gyroscope to the magnetic or
true heading signal is effected by an additional turn of the differential selsyn of the slaving
mechanism, arranged in the amplifier unit . the additional turn of selsyn is carried out in response
to the signal supplied by heading sensor. Under the CISOC the heading and vertical reference
system uses the course setter which is designed for the initial setting of the system with respect
to selected course. The system begins to operate under these condition after the course setter
selector switch is set to position "3K'& button KH2is pressed.

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Course initial setting button KH2is located on the course setter attach men tome panel. The
course setter selsyn rotor feeds the correction signal to the slaving mechanism of the amplifier
unit via the latitude correction panel. The slaving mechanism differential selsyn slaving rate is
about 15 deg/sec. CISCK7 get alive after button KH2 is pressed . the button KH2 barky pressed.
the ±27v supply voltage is fed to the coil of relay of latitude correction panel.

After button KH2 is released, heading &vertical reference system signal will become corrected
by course setter signal &the system will be automatically switched over to function used to
DGOC.

generally :

The fast rate of slaving , heading & vertical reference system with the aid of the magnetic
corrector is achieved when the fast rate slaving button KH1 is pressed. employed under the
course initial setter operation condition is the course setter it can be employed after course initial
setting button KH2 is pressed. After the button KH2is released the system starts operatory under
DGOC.

Flux gate transmitter:

It is designed to sense the air craft magnetic heading and to form the signals used for correction
of the heading signals produced by the directional gyroscope of the directional &vertical gyro
unit passed through amplifier unit. the purpose of the flux gate transmitter is to determine the
direction of the earth's magnetic field strength vector horizontal component & hence of the
magnetic heading of the airplane which permits correction of the gyro unit indication in the
azimuth.

compensating mechanism

It is designed for the following purpose:

a, For coupling the flux gate transmitter with directional &vertical gyro unit

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b, For compensating for the quadrant deviation & for eliminating the instrumental error with
the aid of can device

c, For introducing the magnetic variation

Compensating mechanism accommodates two selsyns , one of them serves for synchronizing
the position of this selsyn rotor with the position of the flux gate transmitter sensing element with

respect to the direction of the earth's magnetic field horizontal component the other selsyn is
used to supply directional & vertical gyro unit with the heading signal received from the flux
gate transmitter &corrected with the aid of the cam device &the setting knob of the
compensating mechanism.

Magnetic variation the angle between the northern direction of the true &magnetic meridians.
The magnetic variation is measured in degrees from the true meridian northern direction it is
measured clock wise &counter clock wise (negative magnetic variation).

Flux gate transmitter as a sensor of flux magnetic heading. The true heading can be estimated
under the MSOC. the magnetic heading of the flight is an angle measured clock wise in degrees
(from 0 to 360deg) between the magnetic variation.

Latitude correction panel

It is designed for manual introduction of the latitude correction to both directional & vertical
gyro unit of the heading &vertical reference system.

It is also used to ensure required commutation and electrical coupling of the directional gyro
element component of the system . the housing of the latitude correction panel accommodate the
following.

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a, Two multi turn potentiometer used for balancing main &stand by directional &vertical gyro
unit .

b, One multi turn potentiometer used for latitude correction introduce .

c, voltage regulator

The balancing potentiometers introduce a correction to compensate for the magnitude of the
directional gyroscope constant unbalance.

Amplifier unit.

The amplifier unit is designed for amplification of the signal produced by the roll, pitch
&heading servo system. for introduction of the latitude correction signals into the respective data
&for slaving of the heading signal to the magnetic or the meridian. The amplifier unit

incorporates the difference type amplifier &slaving mechanism . For example Y-97 amplifier is
used to convert dc signal into an AC signal in the latitude correction introduction circuit.

Requirement &regulation for accepting unit for repair:

The unit are accepted after exasperation of the specified service life. The unit accepted for repair
should have certificated with the indicated number of an accumulated operating hours.

Requirement for repair personnel

All the operating involving adjustment &test of the energized unit should be performed only by
the specially trained qualified personnel of the repair agency.

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3. 3, INISTRUMENTATION SHOP

Is one of the electrical shop in which instrument are to be tested .from that instruments some of
that is :

Pitote : to take air in or out so that as the air pressure increases the speed of aircraft increases
when it takes and decreases when it gives out receives dynamic air pressure (by motion) and
static air pressure (from atmosphere) to increase speed of aircraft .

Altimeter: is an instrument to indicate the altitude

application the autosyn system is essentially an electrical method of transmitting mechanical

measurements such function as pressure ,temperature engine rpm fuel flow liquid levels and
position of unit assemblies such as flaps are indicated electrically at a point remote from the
place of measurement of the quantity or position thus saving weight and greatly reducing fire
hazard ,mechanical difficult and the possibility of losing fuel and oil.

COMPONENTS OF A SYSTEM:

The autosyn for a given instrument function consists of two unit: transmitters and

indicator.

a, Transmitter: The transmitter is composed of two main parts : an instrument mechanism and
an autoyn.

The instrument mechanism has a standard measuring device which may be bourdon tube,
diaphragm, centrifugal mechanism or float mechanism. Each mechanism also has a linkage for
converting the action for converting the action of the measuring devise into rotary motion.

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b, indicator: the indicator consists essentially of an autosyn graduating dial and pointer.
movement of the rotor containing in the autosyn causes the pointer to rotate and indicate on the
dial the value received from the transmitter.

AUTYOSYN : The autosyn used in transmitter and indicator are similar in constriction and
identical in electrical characteristics

FLIGHT DATA RECORDER : the system is designed for registering the flight parameters by
recording them with a light beam on the photographic film under normal condition or in case of
emergency storing the recorded data in case of crash.

_ The flight data recorder : It records :- static pressure corresponding to a flight altitude

:- engine rpm

:- angle of bank and angle of pitch

:- on/ off signal

:- time

BLACK BOX : It is international colored red, It records all command from starting / take of till
landing

-it records emergency/ fault situation

ANGLE OF ATTACK: Is indicatory wing /blade wing position so that with the position of the
wing the pressure on the blade of aircraft may increases or decreases which intern also increases

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or decreases the speed of aircraft internally it contains resistor / potentiometer for adjusting
purpose this implies that there is a voltage difference which is displayed on the indication in
terms of degree /angle for the pilot. angle of attack transmitter → angle of attack indicator.

Fire sensor: To sense when there is the probability of fire occurrence at some placing the aircraft
by sensing the flame and sends the in function to the pilot by the carrier signal so that the pilot
can take necessary measurement.

temperature regulator :- It regulates the level of temperature

The need of gyro horizon

It indicate the position of the aircraft to the pilot along to the longitudinal and lateral axis.

When the air craft moves along the longitudinal axis the pilot can understand the aircraft is on
roll motion and when the aircraft moves along the lateral axis the pilot can understand the
aircraft becomes pitch up/pitch down.

CHAPTER FOUR

CONCLUSION , LIMITATION AND RECOMENDATION

4.1 Conclusion

To sum up the main tasks of gyro and autopilot shop is to overhaul all types of aircraft;

- autopilot system

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- direction gyro system and

- gyro horizon system

-the instrumentation system

4.2, Limitation
All of the materials are labeled or named by Russian language so that it is difficult for us to
understand without the lab technicians or interpretations.
As it is the security center :
- it is not allowed to use / take data from the company even if by flash
- no access of computer / internet even if outside of the company /in the town.

4.3 Recommendation
 The concerned body should have to assure that the existence of materials for the some
project and the accuses should be fulfill such as computer and also other electronics
material should be allowed to inter the company.
 The company (concerned body) should focused more on the safety program rather than
other .

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