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Training has misinterpreted by most of us as a platform for project
performation . Industrial training in true sense has been included in curriculumto make the student well versed with the technical procedure of various
industries, the basic criteria for management of various resources in a company
or industry. The educational institution sole aim by industrial training is to
improve the technical knowledge and to have a hand on experienced to make
them realistic in thinking, to understand the procedure for manufacturing
keeping mind the minute detail which will benefit the customer like nolearning is proper without implementation. Doctors, Lawyers, hotel
management student surely hold a upper hand. It’s because right from the
second year of their graduation they are made to face the world and their
problems with a tender mind. In due course of time slowly but steadily they,
develop a competitive attitude and have a definite plan and aim as they
complete their graduation. Unlike the pitiable engineers like us who are
completely isolated from industry. Therefore there should be industry
institutions made compulsory for every engineering institutes
Hindustan Aeronautics Limited (HAL) came into existence on 1st October 1964. The
Company was formed by the merger of Hindustan Aircraft Limited with Aeronautics India
Limited and Aircraft Manufacturing Depot, Kanpur. The Company traces its roots to the
pioneering efforts of an industrialist with extraordinary vision, the late Seth WalchandHirachand, who set up Hindustan Aircraft Limited at Bangalore in association with the
erstwhile princely State of Mysore in December 1940. The Government of India became a
shareholder in March 1941 and took over the Management in 1942. Today, HAL has 19
Production Units and 10 Research & Design Centres in 8 locations in India. The Company
has an impressive product track record - 15 types of Aircraft/Helicopters manufactured with
in-house R & D and 14 types produced under license. HAL has manufactured over 3658
Aircraft/Helicopters, 4178 Engines, Upgraded 272 Aircraft and overhauled over 9643
The Su-30 two-seat fighter-bomber is intended to defeat aerial, ground, sea and surface
targets, including small and moving ones, while conducting autonomous and group combat
actions by day and night, in any weather and in conditions of enemy's jamming, fire and
information opposition, as well as to conduct aerial reconnaissance. The Su-30 multiroleaircraft combines the properties of an air superiority fighter, an air-defence suppression
aircraft, and a strike aircraft. It can equally defeat diverse aerial, ground, and sea targets. All
stages of its flight, including low-altitude nap-of-earth flying, as well as solo and group
combat employment against aerial and ground targets are automated. The Su-30 weapons
complement enables its crew to deliver a preventive attack against any aerial targets,
including stealth ones, effectively fight against air superiority fighters, electronic warfare
and airborne early warning aircraft, and flying command posts, neutralize air-defence
weapon control systems when performing en-route flight to a target, and deliver standoff
attacks against ground and surface targets. The Su-30 is developed from the Su-27 air
superiority fighter with due account for the combat use of the Su-24 front-line bomber and
its modifications, the Su-25 close-support aircraft and its modified versions, as well as
advanced weapons and the most up-to-date technologies. For the first time in the world
practice for aircraft of this class, the cockpit is made as an armored all-welded titanium
capsule. It can be refuelled from the 11-78 (П-78М) flying tanker or other aircraft equipped
with unified fuel dispensing units.
The powerful multimode enhanced-definition phased-array radar enables it to detect small-
size ground targets and simultaneously track while scan several aerial targets. The radar
features a ground-mapping mode and ensures nap-of-earth flying. The weapon control
system ensures automatic missile launch with preset intervals and in assigned sequence. The
Su-30 is equipped with a navigation complex incorporating a laser gyro-based inertial
navigation system combined with a satellite navigation system receiver, and radio
navigation facilities. The automatic flight control system makes it possible to perform a
planned-route flight and return to a preprogrammed airfield in the manual, automatic or
director flight modes, including a prelanding maneuver, landing approach down to an
altitude of 50 m and repeated approach for landing. The aircraft is equipped with a powerful
automated ECM system with provision for its further upgrading. The multifunctional control
consoles are a core of the avionics control system intended to detect launch of missiles by an
attacker by referring to their thermal radiation, and a chaff/hot decoy dispenser intended toset up passive jamming. Its high flight performance, advanced avionics, powerful ECM
system, and diverse weapon options make the Su-30 the world's most powerful new-
generation fighter-bomber. Owing to multihour flights with air refueling, the Su-30 is
capable of loitering over wide areas and executing deterrence missions, quickly ferrying to
areas, which pose a threat. Engineering solutions invested in the design configuration of theSu-30 open up wide potentialities for developing the entire family of advanced
modifications of this aircraft at customer's request.
CHAPTER 3
ELECTRONIC FLIGHT INSTRUMENT SYSTEM
An electronic flight instrument system (EFIS) is a flight deck instrument display system in
which the display technology used is electronic rather than electromechanical. EFIS
normally consists of a primary flight display (PFD), multi-function display (MFD) and
engine indicating and crew alerting system (EICAS) display. Although cathode ray
tube (CRT) displays were used at first, liquid crystal displays (LCD) are now more
common.
The complex electromechanical attitude director indicator (ADI) and horizontal situation
indicator (HSI) were the first candidates for replacement by EFIS. However, there are now
few flight deck instruments for which no electronic display is available.
OVERVIEW
EFIS installations vary greatly. A light aircraft might be equipped with one display unit, on
which are displayed flight and navigation data. A wide-body aircraft is likely to have six or
more display units. Typical EFIS displays and controls can be seen at this B737 technical
information web site. An EFIS installation will have the following components:
digital readouts of the parameters. EICAS improves situational awareness by allowing
the aircrew to view complex information in a graphical format and also by alerting the
crew to unusual or hazardous situations. For example, if an engine begins to lose oil
pressure, the EICAS might sound an alert, switch the display to the page with the oilsystem information and outline the low oil pressure data with a red box. Unlike
traditional round gauges, many levels of warnings and alarms can be set. Proper care
must be taken when designing EICAS to ensure that the aircrew are always provided
with the most important information and not overloaded with warnings or alarms.
ECAM is a similar system used by Airbus, which in addition to providing EICAS
functions also recommend remedial action.
CONTROL PANEL:
The pilots are provided with controls, with which they select display range and mode
(for example, map or compass rose) and enter data (such as selected heading).
Where inputs by the pilot are used by other equipment, data buses broadcast the pilot's
selections so that the pilot only needs to enter the selection once. For example, the pilot
selects the desired level-off altitude on a control unit. The EFIS repeats this selected
altitude on the PFD and by comparing it with the actual altitude (from the air data
computer) generates an altitude error display. This same altitude selection is used by the
automatic flight control system to level off, and by the altitude alerting system to
provide appropriate warnings.
DATA PROCESSORS:
The EFIS visual display is produced by the symbol generator. This receives data inputs
from the pilot, signals from sensors, and EFIS format selections made by the pilot. The
symbol generator can go by other names, such as display processing computer, display
electronics unit, etc.
The symbol generator does more than generate symbols. It has (at the least) monitoring
facilities, a graphics generator and a display driver. Inputs from sensors and controls
True full authority digital engine controls have no form of manual override available,
placing full authority over the operating parameters of the engine in the hands of the
computer. If a total FADEC failure occurs, the engine fails. If the engine is controlled
digitally and electronically but allows for manual override, it is considered solely an EECor ECU. An EEC, though a component of a FADEC, is not by itself FADEC. When
standing alone, the EEC makes all of the decisions until the pilot wishes to intervene.
FADEC works by receiving multiple input variables of the current flight condition
including air density, throttle lever position, engine temperatures, engine pressures, and
many other parameters. The inputs are received by the EEC and analyzed up to 70 times per
second. Engine operating parameters such as fuel flow, stator vane position, bleed valve
position, and others are computed from this data and applied as appropriate. FADEC also
controls engine starting and restarting. The FADEC's basic purpose is to provide optimum
engine efficiency for a given flight condition.
FADEC not only provides for efficient engine operation, it also allows the manufacturer to
program engine limitations and receive engine health and maintenance reports. For example,
to avoid exceeding a certain engine temperature, the FADEC can be programmed to
automatically take the necessary measures without pilot intervention.
With the operation of the engines so heavily relying on automation, safety is a great
concern. Redundancy is provided in the form of two or more, separate identical digital
channels. Each channel may provide all engine functions without restriction. FADEC also
monitors a variety of analog, digital and discrete data coming from the engine subsystemsand related aircraft systems, providing for fault tolerant engine control.