JDJW Handbook PDF

1 INDEX S.No Subject Page No 1. General Service Knowledge 7-25 2. Air Campaigns 26-34 3. Aircraft Recognition 35-47 4. Principal Of Flight 48-58 5. Parts of an Aircraft 59-64 6. Aircraft P...

1 INDEX S.No Subject Page No 1. General Service Knowledge 7-25 2. Air Campaigns 26-34 3. Aircraft Recognition 35-47 4. Principal Of Flight 48-58 5. Parts of an Aircraft 59-64 6. Aircraft Particulars 65-71 7. Airfield Layout 72-77 8. Atmosphere 78-82 9. Maps 83-87 10. RT Procedure 88-95 11. Aero Modeling 96-107  2 CHAPTER - I General Service Knowledge Sl No Code Subject Page No 1 GSK-1 Development of Aviation 8-12 2 GSK-2 History of IAF 13-16 3 GSK-3 Organisation of IAF 17-20 4 GSK-4 Branches of the IAF 21-22 5 GSK-5 Career in the IAF as an Officer/ Airman 23-25 CHAPTER - II Air Campaigns (AC) Sl No Code Subject Page No 1 AC -1 Indo Pak War 1971 27-30 2 AC -2 Op Safed Sagar 31-33 3 AC -3 Motivational Movies 34-34 CHAPTER - III Aircraft Recognition (ACR) Sl No Code Subject Page No 1 AC R-1 Helicopters 36-38 2 ACR -2 Transports 39-43 3 AC R-3 Fighters 44-47 CHAPTER -IV Principles of Flight (PF) Sl No Code Subject Page No 1 PF-1 Introduction 49-53 2 PF-2 Glossary of Terms 54-56 3 PF-3 Forces on an Aircraft 57-58 CHAPTER - V Parts of an Aircraft Sl No Code Subject Page No 1 PA-1 Parts of an Aircraft 60-64 CHAPTER - VI Aircraft particulars (AP) Sl No Code Subject Page No 1 AP-1 Aircraft particulars (Type Specific) 66-71 CHAPTER - VII Airfield Layout Sl No Code Subject Page No 1 AL-1 Airfield Layout 73-77 CHAPTER - VII Atmosphere (MET) Sl No Code Subject Page No 1 MT-1 Atmosphere 79-82 CHAPTER - IX Maps (MP) Sl No Code Subject Page No 1 MP-1 Maps 84-87  3 CHAPTER - IX RT Procedure (RT) Sl No Code Subject Page No 1 RT-1 RT Procedure 89-95 CHAPTER -XI Aero-modelling (AM) Sl No Code Subject Page No 1 AE-1 History of Aero modeling 97-98 2 AE-2 Materials used in Aero modeling 99-100 3 AE-3 Types of Aero models 101-102 4 AE-4 Flying / Building of Aero models 103-107  4 SPECIALISED SYLLABUS – JD 1. General Service Knowledge (GSK) Ser 1st 2nd Total Code Subject Type Type No yr yr periods 1 GSK-1 Development of Aviation 1 L,F 1 2 GSK-2 History of IAF 1 L,F 1 3 GSK-3 Organisation of Air Force 1 L 1 4 GSK-4 Branches of the IAF 1 L 1 Career in the IAF as an 5 GSK-5 1 L 1 Officer/Airman Total 5 5 2. Air Campaigns(AC) Ser 1st 2nd Total Code Subject Type Type No yr yr periods 1 AC-1 Indo Pak War 1971 2 L,F 2 2 AC-2 Op Safed Sagar 2 L,F 2 3 AC-3 Motivational Movies 4 F 4 Total 2 6 8 3. Aircraft Recognition (ACR) Ser 1st 2nd Total Code Subject Type Type No yr yr periods 1 ACR-1 Helicopters 1 L,P 1 2 ACR-2 Transports 1 L,P 1 3 ACR-3 Fighters 1 L,P 1 Total 3 3 PRINCIPLES OF FLIGHT (PF) Ser 1st 2nd Total Code Subject Type Type No yr yr periods 1 PF-1 Introduction 1 L 1 2 PF-2 Glossary of Terms 1 L 1 3 PF-3 Forces on an Aircraft 1 L 1 Total 3 3  5 PARTS OF AN AIRCRAFT (PA) Ser 1st 2nd Total Code Subject Type Type No yr yr periods 1 PA-1 Parts of an Aircraft 2 L,P 2 Total 2 2 AIRCRAFT PARTICULARS (AP) Ser 1st 2nd Total Code Subject Type Type No yr yr periods 1 AP-1 Aircraft Particulars (Type specific 1 L,P 1 Total 1 1 AIRFIELD LAYOUT (AL) Ser 1st 2nd Total Code Subject Type Type No yr yr periods 1 AL-1 Airfield Layout 1 L 1 Total 1 1 ATMOSPHERE (MET) Ser 1st 2nd Total Code Subject Type Type No yr yr periods 1 MET-1 Atmosphere 1 L 1 Total 1 1 MAPS (MP) Ser 1st 2nd Total Code Subject Type Type No yr yr periods 1 MP-1 Maps 1 L 1 Total 1 1 RT PROCEDURE (RT) Ser 1st 2nd Total Code Subject Type Type No yr yr periods 1 RT-1 RT Procedure 2 L,P 2 Total 2 2  6 AEROMODELLING (AM) Ser 1st 2nd Total Code Subject Type Type No yr yr periods 1 AM-1 History of Aeromodelling 1 L 1 2 AM-2 Materials used in Aeromodelling 1 L 1 3 Am-3 Types of Aeromoels 1 L 1 4 AM-4 Flying/ Building of Aeromodels 16 D,P 24 D,P 40 Total 19 24 43 Grand Total 35 35 70  7 CHAPTER – I GENERAL SERVICE KNOWLEDGE  8 DEVELOPMENT OF AVIATION Period - GSK-1 Type - Lecture Term - Ist year Revised By - ---------------------------------------------------------------------------------------------------------------- Trg Aids 1. Computer slides, pointer, black board and marker Time Plan 2. (a) Introduction - 05 minutes (b) Explanation - 32 minutes (c) Conclusion - 03 minutes Total - 40 minutes INTRODUCTION 1. The idea of human flight has engaged the thought of many men since the beginning of history. Tracing the evolution of flight, one gets into a world of myths, religious beliefs and legends, when some of form of flying was visualized in the encounter and affairs of ancient life. There are the Vimanas of flying chariots in Indian mythology, the winged deities from Egypt and Assyria, the magic carpet from Arabia, the winged horse Pegasus and winged cap and heals of Hermes in Roman and Greek mythology. Mythologies aside, the first scientific venture in aviation were the tentative steps made in the fourth century B.C in China that eventually led to invention of the kite by the sixth century B.C, kites had found their way in military applications. 2. In 1890 LILIENTHAL in Germany started riding the air in gliders and it was his example, which fired the imagination of Wright brothers in America and turned their attention to solving the practical problems of aviation.The Balloon was joined by the parachute in 1797 when the French man, GARAERIN made the first human at PARIS. In 1852 the stream driven Airship became feasible, and also the light pressure ship of SANTOS and DUMONT. 3. The power airplane took ten years (1895-1905) to emerge from the Glider, which was perfected by the Wright Brothers. In 1906 Wright Flyer 111 emerged which could be banked, turned, circled and flown with ease and which could comfortably stay in the air for more than half an hour at a time.  9 AIM 4. To teach the NCC cadets about the development of aviation. 5. One of the earliest attempts to construct a flying machine was made by Leonardo Da Vinci, the genius of renaissance period, known for his attempt to design a mechanical device using arms and legs which activated flapping wings through system f pulleys and livers. The machine was called Ornithopter which implies flapping wing. This was a flapping wing aircraft powered by human body. Leonardo Da Vinci also designed a screw-copter, the first real concept of the modern helicopter, but even he could not achieve much headway. 6. Francesco Delana-Terzi proposed the first serious project for a lighter aircraft in 1670. It was intended that four thin copper spheres from which all the air had extracted, would lift such an aircraft. Arrival of the balloon as a lighter than air vehicle was a land mark of flight. Two brothers Joseph and Etienne Montgolfier made the first managed lighter than air flight in 1782, while watching a fire in his fire place, Joseph had became interested in the force that caused the spark and smoke to rise. He made a small bag out of silk and lit a fire under the opening at the bottom, so causing it to rise. The brothers thought that such burning created a gas which they called Montgolfier Gas in June 1783. The brothers put on their n first public demonstration using a paper lined linen bag 30 feet in diameter. The balloon rose to an altitude of 6000 feet and travelled for over a mile before landing. 7. Sir George Cayley, known as the father of aerial navigation designed the first airplane with wings, fuselage, tail unit and a means of propulsion in 1799. In 1804 he flew the first model airplane which had a kite’s shaped wing mounted on a pole with a universally jointed tail unit. Five years later he constructed a full sized Glider which was flown successfully, first unmanned and then with a boy just over a few yards. Much experimentation with Gliders kites and various propulsion systems followed in the 19 th century until the first successful manned flight by Orville Wright in 17 December 1903. In 1906, a first flight in Europe was made by the Brazilian, Alborto Santos Dumont over the Bagatelle Park in Paris. 8. Invention of the airship was the next major step in man’s endeavours. The LA France, built by Renard and Kareves in 1884. The first flight was in September 1928 and this pioneer passenger travelled over the Atlantic long before air planes was capable of long range flight. The Zeppline of Friedrichsafen in southern Germany built a series of air ship between 1900 and 1936. 9. At the beginning when Orville Wright first experienced a drift in body velocity and felt the defiance of gravity during his flight on 17 December 1903 at Kitty Hawk North Carolina. He was not merely proving yet another of man scientific endeavors into the  10 unknown. His brother Wilbur and he had in fact achieved man’s aeons old yearning to fly like a bird and defy the laws of gravity and air current elements of nature believed not to be under his control till then. Three flights on covering over a half a mile the Wright flyer had achieved the first over flight by heavier than aircraft in the recorded history. Men’s urge to fly goes back to his earliest observation of birds. The effortless act of flying accomplished by the species drew him to the dynamics of gravity and the air. 10. The first Indian aviator both pilot and aircraft constructor was Prof Venketa Subba Setty of Mysore who was a remarkable person, being the first Indian to fly, and as a pioneer in aeronautical engineer, to design, build and fly an aircraft. This was on 16 June 1912, while he was with A.V Roe and CO (Avro) at Brooklands in the Manchester area of England. VS Setty had joined A.V Roe on 08 May 1911 as a time keeper and within some weeks on 27 May 1911 along with another Indian SV Sippe began to practice for flight in a Gnome powered Farman pusher biplane. Within some months he had rolled (flown) in a 35 H.P Viale engined Avro type D (No.6). On 27 September 1911 Setty had his first flying incident ending up in the sewage farm adjacent to Brooklands which happened frequently to early aviators and Setty ended up there again on 21 February 1912 while flying on Avro type B; but was uninjured. Prof Setty’s interests included automobiles, he participated in car races in the U.K and first Indian on a motor cycle born in 1879, this pioneer of aviation only lived till the age of 39, passing away in 1918. There was barely any aviation activity in India during years of the Great War. However a central flying school had been set up in Sitapur on 1 October 1915 under the control of Army HQ with the object of Officers gaining experience under Indian conditions, with some five air planes in service. Individual Indian aviator had, however engaged themselves in aviation pursuits when they managed to enlist in the Royal Flying Course. Lt Hardeep Singh Malik, Lt Indra Lal Roy, D.F.C and Lt SG Welingkar, M.C, where amongst the Indian in the RFC. Although the First World War had disrupted the development of aviation in India, it had given an opportunity for these young pilots to distinguish themselves. Lt Indra Lal Roy was one of the first Indian to receive the king’s commission at the age of 18. He was with No.56 Squadron RFC on the western front and No 40 Squadron during July 1918 shooting down several German fighters. Sardar Hardeep Singh Malik who was later to be Indian Ambassador to Paris served in both the RFC and RAF. He had joined the RFC in April 1917, later was in operation with No.28 Squadron and flew Sopwith Camels as a fighter pilot. In 1913 there was about five air machines in India. There was no pilot apart from a few British Officers of the Indian Army who had learned to fly in England in 1915. At the end of the First World War Royal Air Force as the largest bomber in the world. 11. Civil aviation in India picked up soon when intercontinental flights started between Europe and India. As part of British Empire the initiative for development of the aviation, civil and military in India was naturally the prerogative of the British  11 government. One of Britain’s immediate objectives was to have independent air route to India. With Seften Brancker being director of civil aviation during this period, India naturally became the focus point in British aviation plans. Seften Brancker’s ambitious plans for intercontinental air links were realized when, on 17 March 1925, he flew aboard a D.H 50 from Croyvon terminal in London to Rangoon in Burma and returned back, thereby completing an 8000 miles air trip to India and back. This adventures expedition laid the foundation for intercontinental civil air services. However the first proving flight of KLM Royal Dutch Air lines to Java, passed through India even before Brancker took off from London. The KLM flight landed in Karachi on 9 November 1924. The directorate of civil aviation was established in 1927 as an integral part of the department of industries and labour, Lt Col Shelmderdine being appointed as the first director of civil aviation. His first priority was the creation of chain of aerodromes with good permanent hangars incorporating workshops and offices on the Karachi-Calcutta and Karachi-Southern India routes. Another vital task to be accomplished was establishing a wireless communication network and direction finding station, comprising point to point communication on the entire route. Shelmderdine spent considerable time in organizing the state owned India state air services to operate the Indian sector of the entire route between London and Far East. He was also the person pushing for establishing flying clubs across the country as also the aero club of India. 12. Among the early aviators of India, there was an elite class of incredibly talented flying enthusiastic who contributed majorly to the growth and sustenance of aviation in India. There were A.M Engineer, popularly known as ASPY, Man Mohan Singh and JRD Tata. Born on 15 December 1912, A.M Engineer was, at 17 the youngest Indian pilot of the time. He won the Aga Khan Trophy being the first Indian to fly solo from England to India in a Gypsy Moth. Later, he trained at RAF Cranwel where he was adjudged the best all-round cadet was commissioned in to A Flight of IAF, and flew the Wapitis in the North Western frontier province. No 1 Squadron was formed in July 1938, Engineer was appointed the Flight Commander and flew operations in North Waziristan in May 1939. A flight under Engineer’s command carried out 403 hours of flying operation, a feat which was acknowledged as remarkable in view of the small number of aircraft and crew available. 13. Another distinguished aviator who became a legend in Indian aviation history was Man Mohan Singh a remarkable person. An engineer from Bristol University, he was the first Indian to fly solo from England to India. He had earlier completed a two years course in flying and aeronautical engineering at Bristol on an Indian government scholarship. In 1934-35 Man Mohan Singh accomplished another solo flight in a light aircraft, again the first by an Indian, from England to South Africa. 14. J.R.D Tata, was the first Indian to secure an A-license within the shortest number of the hours and is perhaps the most acclaimed personality of Indian aviation, the  12 visionary who laid the foundation for commercial air transport in India. The passion for flying was kindled in him from the legendary Bleriot, the first man to fly across the English Channel. J.R.D’s first flight during his childhood days was with a joy-riding pilot in Hardelot. The first entry in his flight logbook was on 22 January 1929 when he made his first flight in a Gypsy Moth at the Bombay flying Club, done remarkable after only 12 days 3 hours and 45 minutes of dual flying experience at the flying club. He lost his air lines service on 15 October 1932 with a Push Moth airmail service to Karachi in 1938 at the age of 34. The pioneering efforts by the house of Tata’s ably assisted and nourished by Neville Vintcent, a former RAF pilot who came to India in 1929 and built up the aviation department of Tata Sons as a full fledged domestic air line service which was, two turbulent decades later to evolve into the country’s international career, Air India International in 1948. Lay out of chronological development Year Event 1799-1809 George Cayley laid the foundation for the field of Ariel Navigation, Balloons were tried 1890- Lilienthal discovered gliders 1895-1905 Wright flier 111 was developed 1910 Roe’s bi- plane appeared 1919 Rolls –Royce engine was developed 1928 Hele-Shaw –Beachan propeller was designed 1941 Whittle W-1Turbo Jet was developed 1942 Germans V-2Rocket engine 1947 Bristol centaurs engine was designed 1954 Rolls- Royse Vertical test rig was developed CONCLUSION 15. We have seen here the chronological development of aviation from beginning to era where man flies with the help of machines.  13 HISTORY OF IAF Period - GSK-2 Type - Lesson Term - Ist year Revised - ________________________________________________________________ TRG AIDS Computer slides, pointer, black board and marker TIME PLAN (a) Introduction - 05minutes (b) Birth, Growth & expansion of IAF - 20minutes (c) The Indian Air Force Today - 10minutes (d) Conclusion - 05minutes Total - 40 Minutes ______________________________________________________________________ INTRODUCTION 1. The Indian Air Force is the youngest the three services. Even though young it has a bright history. The bravery, valour and achievement of the officers and airmen of the IAF are integral part of its proud heritage. AIM 2. To teach the NCC cadets about the history of Indian Air Force. PREVIEW 3. The class will be conducted in following parts. (a) Part I - Birth, Growth and Expansion of IAF (b) Part II - The Indian Air Force today  14 BIRTH OF THE IAF 4. The origin of the IAF can be traced to the Indian Sandthurst committee known as a Skeeny committee. This committee was setup by the Govt. of India in 1925 with Sir Andrew Skeen, The Chief of General Staff as its chairman to enquire and recommend the rate at which Indians should be recruited for the grant of commissions in the Armed forces. The report was published on 1st April 1927. The Skeeny committee recommended that steps should be taken t create an Air Arm of the Indian Army and till such time facilities for flying training made available in India, its officers should be trained at Royal Air Force(RAF) college, Cranwell. From 1928 onwards 2 seats were reserved at the RAF College, Carnwell for Indians in 1930, six Indians, selected by the government of India enter the college. They were S.C. Sarkar, Subroto Mukharjee, Bhupinder Singh, Awan, Amarjit singh and J.N.Tandon. 5. The first batch was granted their commission as pilots with the exception of Tandon. He was commissioned in the equipment branch and he became the first equipment officer in Indian Air Force. 6. 22 Airmen were selected on 19 Jan 1932 as a ground staff. They begin their training at Karachi. They were known as hawai sepoys. 7 The Government passed the IAF bill on 4 April 1932. The Indian Air Force came into being with the promulgation of the IAF bill on 8 Oct 1932. The Governor General-in- Council at that time consequently ordered the establishment of Indian Air Force with effect from 8 Oct 1932. The Indian Air force anniversary is celebrated on 8 Oct every year. 8. No.1 Squadron (A Flight) of the IAF was formed at Drigh Road, Karachi. It consists of 4 wapiti aircraft, 6 Officers and 22 airmen then known as hawai sepoys. The six officers included the two ex-chiefs of the Air Force, Air Marshal S Mukharjee and Air Marshal AM Engineer. 9. Two more flights (B&C) were formed and added to No.1 Squadron in 1936 and 1939 respectively. Flight lieutenant S Mukharjee took over the command of No.1 Squadron. 10. When World War II broke out in 1939 the problem was of guarding India’s vast coastline across and the IAF took active steps to solve it. 11. Training of volunteer reserves began in November, 1939. Six coastal defense flights (CDF) were formed at Madras, Bombay, Calcutta, Cochin, Karachi and Vishakapatnam with Wapiti and Atlanta aircraft. Towards the end of 1942, these flights were disbanded and the new squadrons were formed.  15 GROWTH AND EXPANSION 12. In its early years expansion of IAF was rather slow. In Sep, 1939 it consisted of only one squadron with a complement of 16 officers and 144 airmen. During World War II the increasing commitments of the RAF in Europe and the impact of Japanese invasion in south-east Asia accelerated the pace of progress. 13. At the end of March 1941, No.1 Squadron and 3 CDFs gave up their Wapitis which were requisitioned to equip No.2 Squadron raised at Peshawar in the following months and were issued instead with Armstrong Withworth Atlanta transport, used to patrol the Sunder bans Delta area south of Calcutta. No.2 CDF had meanwhile received requisitioned D.H.89 Dragon Rapides for convoy and coastal patrol, while No.5 CDF took on strength a single D.H.86 which it used for convoy and patrol the waters of Cape Comorin and the Malabar Coast. By Oct 1943, the strength rose to 8 full squadrons with 911 officers and 40146 airmen. By the end of war two more squadrons were added to it. The squadrons were equipped with variety of aircrafts, viz., Lysander, Wapiti, Audax, Hurricane, Vengeance and Spitfire. THE INDIAN AIR FORCE TODAY 14. There are five operational Air commands, The Western Air Command with headquarters in Delhi being the prime such and responsible for Air operations from Kashmir southwards to Rajasthan and including the capital and the Punjab, with an operational group dedicated for Jammu and Kashmir including Ladakh. Central Air Command based at Allahabad, encompasses most of Indo-Gangetic plain while, Eastern Air Command, from Shillong, is responsible for Bengal, Assam, the Eastern states of Arunachal Pradesh, Meghalaya, Mizoram and the other bordering on Tibet, Bangladesh and Burma. 15. South Western Air Command, at Gandhinagar, is responsible for air operations in most of Rajasthan, southwards through Gujarat to Saurashtra and the Kutch area. Southern air command was formed in July 1984 with headquarters at Thiruvananthapuram and has, geographically, the largest territory, from the Deccan plateau area to the southern tip of the peninsula and including the islands territories of Lakshadweep and the Andaman and Nicobar islands. 16. Training command has its headquarters at Bangalore with the majority flying and ground training establishment located in southern India. The Maintenance Command functions in Nagpur in central India. 17. The five operational commands through administrative wings, control some 45 fixed wings squadrons, 20 helicopter units and numerous surface to air missile squadrons, with unit establishments varying from 12 to 18 aircrafts. This represents total aircrafts strength of 1700 including training and support types, manned by some 170000 personnel.  16 CONCLUSION 18. From the raising of Air Force, It has seen various changes and is marching towards the modernization. Since it is the youngest force it has the responsibility of defending the Air territory of our Country. 19. It is the eye in the sky and has the nature of devastating the enemy of the country. From the organization of the Air force and having a few personnel now it has more than a lakh personnel. 20. The five operational commands through administrative wings, control some 45 fix wings squadrons, 20 helicopter units and numerous surface to air missile squadrons, with unit establishments varying from 12 to 18 aircrafts. This represents total aircrafts strength of 1700 including training and support types, manned by some 170000 personnel.  17 ORGANISATION OF IAF Period - GSK-3 Type - Lecture Term - Ist Year Revised By - --------------------------------------------------------------------------------------------------------------------- Trg Aids 1. Computer slides, pointer, black board and marker Time Plan 2. (a) Introduction - 05 minutes (b) Explanation - 30 minutes (d) Conclusion - 05 minutes Total - 40 Minutes INTRODUCTION The President is the Supreme Commander of the Armed Forces of Indian Republic. The primary role of the Air Force is the air defence of the country, means Guarding of our air space from enemy intrusion and giving support to the Army and the Navy. Its secondary role is to aid the civil power in maintaining law and order and in providing relief during natural calamities. AIM To teach the NCC cadets about the organization of IAF  18 EXPLANATION President (Supreme commander) Minister of Defence Army Air Force Navy Chief of the Air Staff VCAS DCAS AOA AOP AOM IG COMMANDS WINGS/STATION UNITS SECTIONS/FLIGHTS  19 ORGANIZATION CHART OF A WING/STATION AOC/Station Commander Flying Sqns COO C Adm O C Eng O Nav ATC Met Ops&Adm Flt Safety Signal Armament Logistics Accounts Education Catering Security Org&Qtr MCC Refuelling Tech Sqn Works & Environment Administration Medical MT STATION/WING Station/Wing is always what is called a self accounting unit, i.e it is fully capable and independently responsible for its own administration. A Sqn/lodger units is essentially a non-self accounting unit and it is a lodger to a Wing/Station and depends fully on that Wing/Station for its administration. A Wing/Station exercises its functional and administrative control over its lodger units.  20 ORGANISATION CHART – OPERATIONAL COMMAND Air Officer Commanding in Chief (AOC-in-C) Senior Air Staff Officer Senior Officer in Charge Adm Senior Maint Staff Officer (SASO) (SOA) (SMSO) Commands The Western, Central, Easter, South Western, Southern Air Commands control all operational units. Operational Commands execute the operational roles of the Air Force in war. They also handle the training of paratroopers for airborne operating. Training Command is responsible for training of Officers and Airman in all flying and ground training at various academy/training institution/colleges under it. Maintenance Command is responsible for the maintenance, repair and storage of aircraft, MT, Signal equipment, Armament, Ammunition and explosives etc, and exercise functional and administrative control over Base Repair Depot (BRDs) and Equipment Depot (EDs). Following are the Air Command with their Head Quarters:- Southern Air Command --- Trivandrum Training Command --- Bangalore Eastern Air Command --- Shillong Maintenance Command --- Nagpur Western Air Command --- New Delhi South West Air Command --- Gandhi Nagar Central Air Command --- Allahabad  21 BRANCHES OF IAF Period - GSK-4 Type - Lecture Term - Ist Year Revised By - ------------------------------------------------------------------------------------------------------------------------------- Trg Aids Computer slides, pointer, black board and marker Time Plan (a) Introduction - 05minutes (b) Explanation - 30minutes (d) Conclusion - 05minutes Total - 40 Minutes INTRODUCTION 3. For smooth functioning of organization different branches among staff is essential. Vast organization like Indian Air Force requires various branches to make the organization successful and flawless. The responsibility of branches like flying, Medical, Administration and so on has got their respective role. In this lesson we will discuss about branches in IAF. AIM 4. To teach the NCC cadets about the Branches in IAF EXPLANATION Following are the different Branches in the IAF (a) Flying Branch (b) Navigation Branch (c) Education Branch (d) Medical Branch (e) Administration Branch (f) Logistic Branch (g) Meteorology Branch (h) Engineering Branch  22 CONCLUSION 5. In this lesson we learnt about various branches of IAF. The branches among personnel made the organization to function smoothly. The role and responsibilities of the branches in IAF perform their activities selflessly and obediently. Without the co-operation there is no existence of an important defence organization like IAF.  23 MODES OF ENTRY IN THE IAF Period - GSK-5 Type - Lecture Term - Ist Year Revised By - --------------------------------------------------------------------------------------------------------------------- Trg Aids Computer slides, pointer, black board and chalk Time Plan (a) Introduction - 05minutes (b) Different types of Entry - 30minutes (d) Conclusion - 05minutes Total - 40 Minutes AIM To learn about the Modes of Entry in the IAF & Qualification required to enter in the IAF.  24 EXPLANATION 3. Followings are the essential requirements for entry in the IAF to become Commissioned Officer Branch/Type of Entry Educational Qualification Age Limit Advertisement Schedule (A) FLYING BRANCH 1.National Defence Academy 10+2 With Physics& Math 16 1/2 –19 Mar/Oct (NDA) For Men only 2. Combined Defence Service Any Grad. With Physics & 19-23 Apr/Sep (CDSE) For Men only Math at 10+2 or BE 3. NCC Special Entry (Through Any Grad. with Physics & 19-23 Jun/Dec COMMANDING OFFICER unit Math at 10+2 or BE&NCC Air /DG NCC) For Men only Wing Sr Div. “C’ Certificate 4. Short Service Commission Any Grad. With Physics 19-23 Mar/Sep (For Women only) Maths at10+2 or BE (B) TECHNICAL BRANCH (PC For Men/ SCC For Women) 1. Aeronautical Engineering First class degree in 18-28 Feb/Aug (Electronics) Engineering or GATE score of 70% & above in Electronics 2. Aeronautical Engineering / Mechanical/ Allied subjects (Mechanical) as per advertisement (C) GROUND DUTY BRANCH (PC For Men / SCC For Women 1. Administration First Class Graduate or PG in 20-23 Mar/Sep subjects as per advertisement 2. Logistics 20-25 3. Accounts 4. Education PG in subjects as per 20-25 Mar/Sep advertisement 5. Meteorology  25 TO BECOME AN AIRMEN GROUP *AGE EDUCATIONAL QUALIFICATION (As on date of Enrolment) Passed Intermediate / 10+2 / equivalent examination with Mathematics, Physics and English with a minimum of 50% marks in aggregate. Group 'X' OR (Technical) 17 - 22 Years Trades Three years Diploma course in Engineering (Mechanical / Electrical / Electronics / Automobile / Computer Science / Instrumentation Technology / Information Technology) with at least 50% marks in overall aggregate from a Government recognised Polytechnic Institute. Graduate in Arts, Commerce or Science with B. Ed degree/two years teaching experience in a Government recognised School/College. Candidate should have scored a minimum of 50% marks in aggregate in 20-25 Years Graduation as well as B. Ed. Group 'X' (Education Instructor) OR Trade Passed MA English / M Sc in Mathematics, Physics, Computer Science / MCA with B Ed degree /2 Years teaching experience in a Government 20-28 Years recognised School / College. Passed Intermediate /10+2 / equivalent examination with Science, Arts or Commerce subjects or equivalent vocational course with minimum Group 'Y' 50% marks in aggregate. Vocational courses should be recognised by Trades ( Except Association of Indian Universities. Med Asst and 17-22 Years Musician OR Trade) Three years Diploma in any stream of Engineering from a Government recognised Polytechnic Institute. Group 'Y' Passed 10+2 / Intermediate / equivalent exam with Physics, Chemistry, (Med Asst) 17-22 Years Biology and English with a minimum of 50% marks in aggregate. Trade Passed Matriculation /10th class or equivalent with minimum pass marks from any Government recognised School/Boards and should be Group 'Y' proficient in playing at least one of the following musical instrument: ( Musician ) 17-25 Years Trumpet / Bass / Violin / Saxophone / Clarinet / Euphonium / Jazz- Trade Drum / Piccolo / Bass Trombone / Key Board / Guitar / Sarod / Viola / Cello / Contra Bass (String Bass). # Age Date on enrolment CONCLUSION During the lecture different types of entry have been discussed for entry in the IAF which including the qualifications and advertisement schedule.  26 CHAPTER – II AIR CAMPAIGNS  27 INDO PAK WAR- 1971 Period - AC-1 Type - Lecture Term - Ist year Revised by - *********************************************************************************************** Trg Aids 1. Computer slides, pointer, white board and marker pen. Time Plan 2. (a) Introduction - 05 mins (b) Aggression by Pakistan - 05 mins (c) Aggression Anticipated - 05 mins (d) Damage Reported - 05 mins (i) Civil Areas (ii) Military airfields and aircraft (e) Pakistani Soldiers Surrender - 02 mins (f) Emergency Declaration - 03 mins (g) Why Indo Pak War? - 05 mins (h) Recognition of Bangladesh by India - 05 mins (j) Summary - 05 mins Total - 40 Mins  28 INTRODUCTION 1. India’s commitment to peace has always been total and irrevocable. This does not, however, mean submission before force or violence. Gandhiji always made the subtle but significant distinction between non violence and cowardice. Hence, when the Pakistan hordes descended on us on the evening of 3 rd December, we were left with no option but to give a fitting reply. This is what precisely our defence forces did. In the process the enemy’s war machinery was dealt crippling blows. What is more, our armed forces in conjunction with the Mukti Bahini ended the dark night of oppression and brutality in East Bengal and ushered in the new state of Bangladesh. All this was achieved in a remarkably short period of fourteen days. In fact the unconditional surrender by the enemy’s one lakh armed forces is unprecedented. AGGRESSION BY PAKISTAN 2. Darkness had just fallen on the evening of 3 rd December 1971 when air raid alert was sounded at 6 PM in most of the cities in India. With the sounding of siren all lights went off. Everyone including the President, the Cabinet Ministers, the Member of Parliament, the newsmen was taken unaware. The briefing officer told newsmen that the raid alert was a genuine one. Soon people realised the seriousness of the situation. The street lights were never switched ON. The cities were plunged into darkness. The A.I.R then revealed the unfortunate incident of unprovoked aggression by Pakistan. 3. The military junta of Pakistan seemed to have chosen the hour of attack with some deliberation and care. The Prime Minister Smt Indira Gandhi was away from New Delhi on days visit to Calcutta, where she had just finished speaking to a large gathering on the Pakistani threat to India’s security and the liberation struggle in the Bangladesh. The Defence Minister, Shri Jagjivan Ram was at Patna. The Finance Minister YE Chavan left the capital minutes before the Pakistani attack was launched. 4. The Pakistani Air Force and ground troops following the Israeli type pre-emptive strike had launched a massive attack on the Western front stretching from Jammu & Kashmir to Rajasthan. Pakistani Radio went on the air alleging an Indian attack, when the Pakistani planes were bombing our air fields in sneak raids. Pakistan’s friend, philosopher and guide Peking’s New China News Agency also broadcasted similar allegations. 5. In addition to air raids by the Pakistani Air Force the ground forces also launched a massive attack on our border posts.  29 AGGRESSION ANTICIPATED 6. Although unprovoked aggression came as a surprise to the people in general, and they were taken unaware, the Govt of India is reported to have anticipated it. The aircraft had been removed from those airfields well in advance. In view of, while damage had been caused to runways or otherwise to some airports, Pakistan’s basic strategy failed. The intruding Pakistani fighter planes, despite the persisted raids made on various airfields, could not destroy any Indian aircraft. Necessary steps had been taken by Govt to ensure the safety of our aircraft. Indian anti aircraft guns went into action and IAF Gnats chased the Pakistani planes away. In this process three Pakistani planes had been shot down. DAMAGE REPORTED 7. Civil Areas: (a) In Rajasthan six people were injured, when a Pakistani aircraft dropped two bombs near bus stand. (b) In Pathankot one person was killed in the Pakistani bombing. (c) Houses in Gandhinagar were rocked by the unprovoked Pakistani shelling. 8. Military airfields and aircrafts (a) Aircraft and one 3 tonne vehicle had been hit by Pakistani bombs near Amritsar. In Halwara Pakistani planes dropped four time bombs which exploded after the aircraft fled. PAKISTANI SOLDIERS SURRENDER 9. In Akhaura area 12 soldiers of the Pakistani army and 10 personnel from among Pakistani para military troops surrendered to the Indian army. EMERGENCY DECLARATION 10. It was felt that a state of emergency be declared in the country in order to combat the aggression. The decision was subsequently endorsed by the full cabinet and within five hours of the Pakistani attack, President VV Giri proclaimed a national emergency at 11 PM under article 353 of the constitution.  30 WHY INDO-PAK WAR? 11 The main problem was creation of conditions in Bangladesh which would be conducive to the safe and speedy return of 11 million refugees which had crossed our borders from East Bengal. During 1972, the cost of feeding refugees would amount to £290 million as against the international aid of about £190 million. On 5 th December 1971, Sunday Times, London reported “one result of India’s victory would be the collapse of military rule and the triumph of democracy. It is no paradox therefore, to see that India is fighting to bring freedom to all the people of the sub-continent, who are in the eye of God, one people”. RECOGNITION OF BANGLA DESH BY INDIA 12. The East Pakistan Rifles and East Bengal Regiment became the Mukti Fouj and later the Mukti Bahini which was joined by thousands of young East Bengal’s determined to sacrifice their lives for freedom. Government of Bengla Desh and Government of India unanimously decided to grant recognition to the ‘Gana Prajatantra Bangladesh’. The father of the new state became Sheikh Mujibur Rehman, Dhaka became the capital. SUMMARY 13 In fact the suppression by military junta of Pakistan carried on in Bangladesh and the exemplary courage displayed by the people of Bangladesh in facing such situation is not a secret. It has been recorded in the world press. No one can say that India’s decision to recognise Bangladesh is based on emotions and not based on present and future realities. It can also not be said to be a hasty step for recognition was accorded only after Pakistan was unable to exercise any control over the people of Bangladesh. “The will of the nation substantially expressed”. The act of according of recognition to Bangladesh is to admit realities, and since history has such precedence, when an emerging colony was accorded independence, recognition Bangladesh, which has been treated as a colony and which was emerged successfully from its parent country, cannot be condemned by any nation. Later on National flag and National song sung by free country Bangladesh ‘Amar Sonar Banglatomai ami bhalobasi’.  31 OPERATION SAFED SAGAR Period - AC -2 Type - Lecture Term - Ist year Revised By - Trg Aids 1. Computer slides, pointer, black board and marker Time Plan 2. (a) Introduction - 05 minutes (b) Operation Details - 30 minutes (d) Conclusion - 05 minutes Total - 40 minutes INTRODUCTION 1. Operation Safed Sagar was the codename assigned to the Indian Air Force's strike to support the Ground troops during Operation Vijay that was aimed to flush out Regular and Irregular troops of the Pakistani Army from vacated Indian Positions in the Kargil sector along the Line of Control. It was the first large scale use of air power in the Jammu and Kashmir region since the Indo-Pakistani War of 1971. AIM 2. To teach the NCC cadets about the how our country has protected our sovereignty and use military power against infiltration using Air Power. Ground operations 3. Initial infiltrations were noticed in Kargil in early May, 1999. Because of the extreme winter weather in Kashmir, it was common practice for the Indian and Pakistan Army to abandon forward posts and reoccupy them in the spring. That particular spring, the Pakistan Army reoccupied the forward posts before the scheduled time not only theirs but also which belonged to India, in a bid to capture Kashmir. 4. By the second week of May, an ambush on an Indian army patrol acting on a tip- off by a local shepherd in the Batalik sector led to the exposure of the infiltration. Initially  32 with little knowledge of the nature or extent of the encroachment, the Indian troops in the area initially claimed that they would evict them within a few days. However, soon reports of infiltration elsewhere along the LoC made it clear that the entire plan of attack was on a much bigger scale. India responded with Operation Vijay, a mobilization of 200,000 Indian troops. However, because of the nature of the terrain, division and corps operations could not be mounted; the scale of most fighting was at the regimental or battalion level. In effect, two divisions of the Indian Army numbering 20,000, along with several thousand from the Paramilitary forces of India and the air force were deployed in the conflict zone. the Indian Army moved into the region in full force. Soon, the intruders were found to be well entrenched and while artillery attacks had produced results in certain areas, more remote ones needed the help of the air force. Air operations 5. The Indian Air Force (IAF) was first approached to provide air support on 11 May with the use of helicopters. On 21 May a Canberra on a reconnaissance mission was hit by ground fire. The flight was however, recovered safely, and returned to base on one engine. On 25 May, the Cabinet Committee on Security authorized the IAF to mount attacks on the infiltrators without crossing the LoC. Initial indications from the government to the IAF was to operate only Attack helicopters. However, the Chief of Air Staff put forth the argument that in order to create a suitable environment for the helicopters, fighter action was required. On 26 May, the go-ahead was given and the IAF started its strike role. Flying from the Indian airfields of Srinagar, Avantipur and Adampur, ground attack aircraft MiG-21s, MiG-23s, MiG-27s, Jaguars and the Mirage 2000 struck insurgent positions. 6. The first strikes were launched on the 26 May, when the Indian Air Force struck infiltrator positions with fighter aircraft and helicopter gunships. The initial strikes saw MiG-27s carrying out offensive sorties, with MiG-21s and (later) MiG-29s providing fighter cover. Mil Mi-17 gunships were also deployed in the Tololing sector. Srinagar Airport was at this time closed to civilian air-traffic and dedicated to the Indian Air Force. 7. However, on 27 May, the first fatalities were suffered when a MiG-21 and a MiG- 27 jets were shot down over Batalik Sector by Pakistan Army. The following day, a Mi- 17 was lost- with the loss of all four of the crew- when it was hit by three Stinger missiles while on an offensive sortie. These losses forced the Indian Air Force to reassess its strategy. The helicopters were immediately withdrawn from offensive roles as a measure against the man-portable missiles in possession of the infiltrators. 8. On 30 May, the Indian Air Force called into operation the Mirage 2000 which was deemed the best aircraft capable of optimum performance under the conditions of high- altitude seen in the zone of conflict. Armed initially with 250 kg "dumb" bombs, No.7 Squadron over three days, struck infiltrator positions in Muntho Dhalo, Tiger Hill and Point 4388 in the Drass Sector. The strikes on Muntho Dhalo on 17 June also destroyed logistics and re-supply capabilities of the infiltrators in the Batalik Sector. Through the  33 last weeks of June, the Mirages, armed with LGBs as well as with "dumbs", repeatedly struck the heavily defended Tiger Hill. 9. The choppers used were Mi-8 and the Mi-17. The transport planes were Avro, An-32 and IL-76. On May 27, the IAF had sent a MiG-27 on a photo reconnaissance mission over the Indian side of the Line of Control in Kashmir Pilot ejected from MiG-27 after an engine flameout due to Pakistani retaliation. 10. The next day the Air Force lost an Mi-17 Helicopter to a shoulder fired missile near Tololing, killing the crew of four. This resulted in a change in strategy and technology. With the Israelis providing around 100 Laser-guided bomb kits to the Indian Military, the air force chose to make maximum use of this and retaliated with regular sorties on Pakistani occupied bunkers. The aircraft operated at 10,000 meters AGL (33,000 feet above sea level), well out of MANPADs range, leading to a drop in the accuracy rate of the bombs. The low number of airstrips for take off and landing of the flights also constrained the efficiency of the attacks. Despite this, there were hundreds of sorties on the intruders with no further material or personnel casualties enabling a gradual takeover of the mountain posts by Indian troops. According to IAF the "air strikes against the Pakistani infiltrators, supply camps and other targets yielded rich dividends." 11. By July all the remaining intruders had withdrawn and the operation was ended, being declared a success by the IAF in having achieved its primary objectives. However there has also been criticism of the methods initially used and the type of planes being unsuitable to the terrain that resulted in early losses. This is believed by many in the air force as coming as a wakeup call to upgrade the aging fleet of craft (especially the attack aircraft and helicopters) to better enable them to fight in the mountainous region. But, in the context of the war and in light of the poor information available on the infiltrations, the Indian Air Force was able to coordinate well with the Army and provide air support to the recapture of most the posts before Pakistan decided to withdraw its remaining troops. Conclusion 12. Operation Safed Sagar, as the air operation in the Kargil area was called, was indeed a milestone in the history of military aviation. This was the first time that air power was employed in such an environment. Fighters as well as armed helicopters carried out many hundreds of sorties against the armed intruders who had infiltrated into the Indian Territory. The use of air power in this theatre was instrumental in accelerating the end of the conflict to India’s advantage. IAF’s air strikes against enemy supply camps and other targets yielded rich dividends. A noteworthy fact is that there was not a single operation on ground that was not preceded by air strikes, each and every action was a result of coordinated planning. The enemy was kept off the backs of the Indian Army. In the area of interdiction of enemy supplies, the successful and incessant attacks on the enemy’s logistic machines, over the weeks, culminated in a serious degradation of the enemy’s ability to sustain them.  34 MOTIVATIONAL MOVIES Period - AC-3 Type - Movie Term - Ist year Revised By - --------------------------------------------------------------------------------------- Trg Aids 1. Computer , Projector and speakers Time Plan 2. (a) Introduction - 05 minutes (b) Branches of IAF - 05 minutes (c) Join IAF - 25 minutes (d) Conclusion - 05 minutes  35 CHAPTER – III AIRCRAFT RECOGNITION  36 HELICOPTERS (ACR-1) Period - ACR-1 Type - Lecture Term - IInd year Revised By - Trg Aids 1. Computer slides, pointer, black board and marker Time Plan 2. (a) Introduction - 05minutes (b) Identification - 05minutes (c) Salient features - 25minutes (d) Conclusion - 05minutes Total - 40 Minutes INTRODUCTION 1. Aircraft Recognition is essential to identify the aircraft during both in peace and war. Identification of Helicopters 2. DURING PEACE TIME: Aircraft recognition helps to identify the different types of aircraft possessed by the enemy and assess the strength of the country and prepare for own self defense. 3. DURING WAR TIME: Aircraft recognition helps the MOP (mobile observation post) to identify while Aircraft is friend or foe. It also helps to know the capability of the aircraft by identifying its type.  37 SALIENT FEATURES - HELICOPTERS Chetak (Alouette-III) Role: General Purpose Light Transport. Particulars: Length/ Height-- 10.03 /3.09 Metres Max Take-Off Weight-- 2100 Kgs Fuel Capacity-- 575 Litres Pay Load-- 05 Passengers Performance: Cruise/Max Speed-- 190/210 KMPH Range-- 500 Km Engine (Power)-- Single Turbo shaft(586 HP) Special Features  French design, built under licence by HAL.  It’s other version, Cheetah is lighter by 150 Kg, thus suitable for operations at high altitudes of Leh, Ladakh and Siachen Glacier. MI-8 Role: Medium Range Lift Helicopter. Particulars: Length/Height-- 25.24 / 5.65 Metres Fuel Capacity-- 2960 Litres Pay Load-- 24 Combat Troops Special Features  It has tail rotor on starboard side of vertical stabiliser.  38 MI-17 Role: Medium Range Lift Helicopter. Particulars: Length/Height-- 18.2 / 5.65 Metres Max Take-Off Weight-- 13000 Kgs Fuel Capacity-- 3680 Litres Pay Load-- 3300 Kgs (24 Combat Troops) Performance: Cruise/Max Speed-- 240/256 KMPH Range-- 950 Km Engine (Thrust)-- Two Turbo shafts(1900 hp each) Special Features  It is an upgraded version of MI-8, with better engine power. It has tail rotor on port side of vertical stabiliser.  It can carry six pods of 57 mm rockets. CONCLUSION The individual has to learn to recognize aircraft. In this lesson we have learnt about how to recognize various helicopter of IAF. Many factors are involved in making an identification of an aircraft and the distance at which it can be positively identified. Some of these are size, viewing angle, visibility, aircraft finish, visual characteristics, colour and external markings  39 TRANSPORTS (ACR-2) Period - ACR-2 Type - Lecture Term - IInd year Revised By - Trg Aids 1. Computer slides, pointer, black board and marker Time Plan 2. (a) Introduction - 05minutes (b) Identification - 05minutes (c) Salient features - 25minutes (d) Conclusion - 05minutes Total - 40 Minutes INTRODUCTION 1. Aircraft Recognition is essential to identify the aircraft during both in peace and war. Identification of Transport Aircrafts 2. DURING PEACE TIME: Aircraft recognition helps to identify the different types of aircraft possessed by the enemy and assess the strength of the country and prepare for own self defense. 3. DURING WAR TIME: Aircraft recognition helps the MOP (mobile observation post) to identify while Aircraft is friend or foe. It also helps to know the capability of the aircraft by identifying its type.  40 EXPLANATION There are various methods used to identify the aircrafts: (a) Wing position (b) Wing shape (c) Shape of wing tips (d) Shape of canopy (e) Shape of fins and tail plane (f) Markings (a) Recognition by the wing position: (i) High wing (ii) Shoulder wing (iii) Mid wing (iv) Low mid wing (v) Low wing (vi) Parasol wing High Wing Shoulder Wing Mid Wing Low Mid Wing Low Wing Parasol Wing (b) Wing shape: (i) Rectangular (ii) Elliptical (iii) Forward taper (iv) Backward taper (v) Equitaper (vi) Delta (vii) Crescent (viii) Swept back (ix) Swept forward (x) Bi-plane (xi) Mono plane (xii) Dihedral (xiii) Anhedral (c) Shape of wing tip: (i) Circular (ii) Taper (iii) Pointed (iv) Square (d) Shape of canopy: (i) In line canopy (ii) Submerged canopy (iii) Tear drop canopy (v) Glass house canopy (iv) Bubble canopy  41 (d) Shape of fin and tail plane: (i) High tail plane (ii) High mid tail plane (iii) Mid tail plane (iv) Low mid tail plane (v) Low tail plane (f) Markings: (a) Indian Air Force GREEN WHITE SAFFRON On fuselage & below wing SAFFRON WHITE GREEN SALIENT FEATURES - TRANSPORT AIRCRAFTS DORNIER-228 Role: Utility/Commuter Aircraft. Particulars: Length/Span/Height-- 16.56 / 16.97/ 4.86 Metres Max Take-Off Weight-- 5980 Kgs Fuel Capacity-- 2380 Litres Pay Load-- 1900 Kgs (upto 19 passengers) Performance: Cruise/Max Speed-- 428 Kmph Range-- 2700 Km Engine (Power)-- Two Turbo-props (715 HP each) Special Features  For maritime role, it is fitted with high-resolution radar with a scanning range of 475 Km with a capacity of track 32 targets.  Two under-wing pods for carrying guns for spraying oil binding pollutants in pollution-prevention role.  42 AVRO (HS-748) Role: Medium Lift Transport. Particulars: Length/Span/Height-- 20.42 / 30.02/ 7.57 Metres Max Take-Off Weight-- 21000 Kgs Fuel Capacity-- 6550 Litres Pay Load-- 5220 Kgs Performance: Cruise Speed-- 452 Kmph Range-- 1482 Km Engine (Power)-- Two Turbo-props (2280 hp each) Special Features  British Aerospace Design, first produced by HAL, Kanpur Division under licence in 1964.  Used by the IAF, BSF and other agencies in a variety of roles like VIP duties, navigator/signaller training and para-dropping. AN - 32 Role: Short/Medium Lift Transport. Particulars: Length/Span/Height-- 23.8 / 29.2/ 8.6 Metres Max Take-Off Weight-- 26000 Kgs Fuel Capacity-- 7000 Litres Pay Load-- 6700 Kgs (upto 39 para-troopers) Performance: Cruise Speed-- 530 Kmph Range-- 2500 Km Engine (Power)-- Two Turbo-props (5170 hp each) Special Features  It is able to operate from high altitude airfields such as Leh.  43 CONCLUSION The individual has to learn to recognize aircraft. In this lesson we have learnt about how to recognize the various transport aircrafts of IAF. Many factors are involved in making an identification of an aircraft and the distance at which it can be positively identified. Some of these are size, viewing angle, visibility, aircraft finish, visual characteristics, colour and external markings  44 FIGHTERS (ACR-3) Period - ACR-3 Type - Lecture Term - IInd year Revised By - Trg Aids 1. Computer slides, pointer, black board and marker. Time Plan 2. (a) Introduction - 05minutes (b) Identification - 05minutes (c) Salient features - 25minutes (d) Conclusion - 05minutes. Total - 40 Minutes INTRODUCTION 1. Aircraft Recognition is essential to identify the aircraft during both in peace and war. IDENTIFICATION OF FIGHTER AIRCRAFTS 1. DURING PEACE TIME: Aircraft recognition helps to identify the different types of aircraft possessed by the enemy and assess the strength of the country and prepare for own self defense. 2. DURING WAR TIME: Aircraft recognition helps the MOP (mobile observation post) to identify while Aircraft is friend or foe. It also helps to know the capability of the aircraft by identifying its type. EXPLANATION There are various methods used to identify the aircrafts: (a) Wing position (b) Wing shape (c) Shape of wing tips  45 (d) Shape of canopy (e) Shape of fins and tail plane (f) Markings (a) Recognition by the wing position: (i) High wing (ii) Shoulder wing (iii) Mid wing (iv) Low mid wing (v) Low wing (vi) Parasol wing High Wing Shoulder Wing Mid Wing Low Mid Wing Low Wing Parasol Wing (b) Wing shape: (i) Rectangular (ii) Elliptical (iii) Forward taper (iv) Backward taper (v) Equitaper (vi) Delta (vii) Crescent (viii) Swept back (ix) Swept forward (x) Bi-plane (xi) Mono plane (xii) Dihedral (xiii) Anhedral (c) Shape of wing tip: (i) Circular (ii) Taper (iii) Pointed (iv) Square (d) Shape of canopy: (i) In line canopy (ii) Submerged canopy (iii) Tear drop canopy (v) Glass house canopy (iv) Bubble canopy (d) Shape of fin and tail plane: (i) High tail plane (ii) High mid tail plane (iii) Mid tail plane (iv) Low mid tail plane (v) Low tail plane  46 (f) Markings: (a) Indian Air Force GREEN WHITE SAFFRON On fuselage & below wing SAFFRON WHITE GREEN SALIENT FEATURES - FIGHTER AIRCRAFTS KIRAN (HJT-16) Role: Basic Jet and Armament Trainer Particulars: Length/Span/Height-- 10.6 / 10.7 / 2.67 Metres Max Take-Off Weight-- 5000 Kgs Fuel Capacity-- 1345+4X255 Litres (Drop Tanks) Pay Load-- 2X250 Kg Bombs (or Rocket Pods) plus 2X7.62 mm Guns Performance: Cruise/Max Speed-- 600/715 KMPH Range-- 1075 Km Engine (Thrust)-- Single Turbojet(1900 Kg) Special Features  Indigenous design of HAL.MK-II has high powered engine and four (instead of two) hard points for weapons.  Still in use with the IAF.  47 MIG- 21 BIS Role: Single Seater Air Combat/Ground Attack. Particulars: Length/Span/Height-- 15.0 / 7.15/ 4.13 Metres Max Take-Off Weight-- 10,470 Kgs Fuel Capacity-- 2,885 + 1,780 Litres(Drop Tanks) Pay Load-- 2,020 Kgs including four close combat missiles plus 23 mm twin barrel gun. Performance: Cruise / Max Speed-- 1,480/2,175 Kmph Range-- 1900 Km Engine (Thrust)-- Single Turbojet (7500 Kg) Special Features  Five hard-points(Four under wings and one under fuselage)  125 aircraft shall undergo up gradation at HAL as a result of Rs.1100 crore agreement with Russian design Bureau ANPK-MIG. CONCLUSION The individual has to learn to recognize aircraft. In this lesson we have learnt about how to recognize the various fighter aircrafts of IAF. Many factors are involved in making an identification of an aircraft and the distance at which it can be positively identified. Some of these are size, viewing angle, visibility, aircraft finish, visual characteristics, colour and external markings  48 CHAPTER – IV PRINCIPLES OF FLIGHT  49 INTRODUCTION Period -- PF-1 Type -- Lecture Term -- I/I Revised by -- *************************************************************************************************** Trg Aids 1. Computer slides, pointer, black board and chalk. Time Plan 2. (a) Intro - 05 mins (b) Stalling - 30 mins (c) Conclusion - 05 mins ____________________________ Total - 40 Mins _____________ "When once you have tasted flight, you will forever walk the earth with your eyes turned skyward, for there you have been, and there you will always long to return." - Leonardo da Vinci INTRODUCTION (Slide 01) 1. It is essential to have a basic knowledge of elementary mechanics to understand the various Principles of Flight, because both the aircraft and the atmosphere in which it files are Matters and all matter are subjected to the laws of mechanics. Terms like Mass, Density, Motion, Speed, Velocity, Acceleration, Newton’s First Law of Motion, Momentum, Force, Pressure, Newton’s Third Law of Motion, Weight, Work, Power, Energy, Law of Conversation of Energy, Moment of a Force, Couple, and Equilibrium. AIM (Slide 02) 4. To teach Flying Cadets about elementary mechanics required to understand aerodynamics.  50 PREVIEW (Slide 03) 5. The class will be conducted in the following parts:- (a) Mass (b) Density (c) Speed (d) Velocity (e) Acceleration (f) Newton’s First Law of Motion (g) Momentum (h) Force (j) Pressure (k) Newton’s Second Law of Motion (l) Newton’s Third Law of Motion (m) Weight (n) Work (o) Power (p) Energy (m) Law of Conversation of Energy (n) Momentum of a Force (o) Couple (p) Equilibrium (q) Centre of Gravity (CG) (r) Kinetic Enenrgy  51 LAWS OF MOTION (Slide 04) 6. Mass: Unit - Kilogram (kg) - ‘The quantity of matter in a body.’ The mass of a body is a measure of how difficult it is to start or stop, (“a body”, in this context, means a substance. Any substance a gas, a liquid or a solid). 7. Density: It is the mass per unit volume. 8. Motion: Motion is said to be there when a body changes its position in relation to its surroundings. 9. Speed: Speed is the rate of change of position. 10. Velocity: Velocity is speed in particular direction. Velocity is a vector quantity having both magnitude and direction. 11. Acceleration: Acceleration is the rate of change of velocity. The change may be in magnitude or direction or in both. Thus a body moving along a circular path at constant speed has acceleration. Force Acceleration = Mass 12. Newton’s First Law of Motion: A body will continue to be in state of rest or of uniform motion in a straight line unless acted upon by an external force. This property of all bodies is called inertia and a body in such a state is said to be in Equilibrium. 13. Momentum: Unit - Mass x Velocity (kg-m/s) - ‘The quantity of motion possessed by a body’. The tendency of a body to continue in motion after being placed in motion..14. Force: Unit - Newton (N) -‘A push or a pull’. Thatwhich causes or tends to cause a change in motion of a body. 15. Pressure: Pressure is force per unit area. 16. Newton’s Second Law of Motion: The rate of change of momentum of a body is directly proportional to the applied force and takes place in the direction of the application of the said force. 17. Newton’s Third Law of Motion: To every action, there is an equal and opposite reaction. 18.Weight: (a) The earth exerts a certain force towards its centre on all objects on  52 its surface. This force is called Weight of the body and is equal to the mass of the body multiplied by the acceleration due to gravity ‘g’.Unit - Newton (N) - ‘The force due to gravity’. (F = m x g) 19. Work: Unit - Joule (J) - A force is said to do work on a body when it moves the body in the direction in which the force is acting. The amount of work done on a body is the product of the force applied to the body and the distance moved by that force in the direction in which it is acting. If a force is exerted and no movement takes place, no work has been done. e.g. (a) Work = Force x Distance (through which the force is applied).20. Power: Unit - Watt (W) - Power is simply the rate of doing work, (the time taken to do work) Force (N) x Distance (m) e.g. (a) Power (W) = Time (s) 21. Energy: Unit - Joule (J) - Mass has energy if it has the ability to do work. The amount of energy a body possesses is measured by the amount of work it can do. The unit of energy will therefore be the same as those of work, joules..22. Law of Conversation of Energy: The sum total of all energy in the universe remains constant. 23. Momentum of a Force: Moment of a force is the turning effect of the force about a point and is measured as the product of the force and the perpendicular distance between the point and the line of action o the force. 24. Couple: A couple consists of two equal and opposite and parallel forces not acting through the same point. The moment of a couple is equal to the force multiplied by the perpendicular distance between the two lines of action. 25. Equilibrium: A body is said to be in equilibrium when (i) Algebric sum of all the forces acting on the body is zero. (ii) Clockwise moment is equal to the anticlock wise moment about any point.  53 26. Centre of Gravity (CG): The point through which the weight of an aircraft acts. (a) An aircraft in flight is said to rotate around its CG. (b) The CG of an aircraft must remain within certain forward and aft limits, for reasons of both stability and control 27. Kinetic Energy: Unit - Joule (J) - ‘The energy possessed by mass because of its motion’. ‘A mass that is moving can do work in coming to rest’. KE = 1/2 m V2 joules CONCLUSION 28. A flying object is a mechanical body in a three dimensional space. The knowledge of above definitions is necessary for effective understating of Principle of Flight.  54 PRINCIPLE OF FLIGHT - GLOSSARY OF TERMS Period -- PF-2 Type -- Lecture Term -- I/II Revised by -- **************************************************************************************************** Trg Aids 1. Computer slides, pointer, black board and chalk. Time Plan 2. (a) Intro - 05 mins (b) Stalling - 30 mins (c) Conclusion - 05 mins ____________________________ Total - 40 Mins _____________ “Do not let yourself be forced into doing anything before you are ready.”- Wilbur Wright INTRO (Slide 01) 3. The following are the Main Glossary of Terms which required for understanding, Principle of Flight. Like Aerofoil, Chord line, Chord length, angle of attack, angle of incidence, total reaction, lift, drag, Thrust and weight. AIM (Slide 02) 5. To teach Flying Cadets about different Glossary of Terms used in aerodynamics.  55 PREVIEW (Slide 03) 5. The class will be conducted in the following parts:- (a) Aerofoil (b) Chord line (c) Chord length (d) Angle of Attack (e) Angle of Incidence (f) Total Reaction (g) Lift (h) Drag (j) Thrust (k) Weight GLOSSARY OF TERMS (Slide 04) 6. Aerofoil: A body designed to produce more lift than drag. A typical aerofoil section is cambered on top surface and is more or less straight at bottom. 7. Chord line: It is a line joining the centres of curvature of leading and trailing edges of an aerofoil section. 8. Chord length: It is the length of chord line intercepted between the leading and trailing edges. 9. Angle of attack: It is the angle between the chord line and the relative air flow undisturbed by the presence of aerofoil.  56 10. Angle of incidence: The angle between the chord line and the longitudinal axis of the aircraft. 11. Total Reaction: It is one single force representing all the pressures (force per unit area) over the surface of the aerofoil. It acts through the centre of pressure which is situated on the chord line. 12. Lift: The vertical component of Total Reaction, resolved at right angles to the relative airflow. 13. Drag: The horizontal component of the Total Reaction acting angles and in the same direction as the relative airflow. CONCLUSION 14. The Flying cadets should have thorough understanding of the above definitions for better understanding of Principle of Flight and aerodynamics of flying objects.  57 FORCES ACTING ON AIRCRAFT Period -- PF-3 Type -- Lecture Term -- I/III Revised by -- *************************************************************************************************** Trg Aids 1. Computer slides, pointer, black board and chalk. Time Plan 2. (a) Intro - 05 mins (b) Stalling - 30 mins (c) Conclusion - 05 mins ____________________________ Total - 40 Mins “It is possible to fly without motors, but not without knowledge and skill.”- Wilbur Wright INTRO DUCTION (Slide 01) 3. An Aircraft is considered to be in straight and level flight when it is flying at a constant altitude and speed, maintaining lateral level and direction. Force acting on aircraft and any given movement are Lift, Drag, Thrust and Weight. AIM (Slide 02) 4. To teach the flying Cadets about forces acting on aircraft. PREVIEW (Slide 03) 5. The class will be conducted in the following parts:- (a) Lift (b) Drag (c) Thrust (d) Weight  58 FORCES ACTING ON AIRCRAFT (Slide 04) 6. Lift is a positive force caused by the difference in air pressure under and above a wing. The higher air pressure beneath a wing creates lift, and is affected by the shape of the wing. Changing a wing's angle of attack affects the speed of the air flowing over the wing and the amount of lift that the wing creates. 7. Weightis the force that causes objects to fall downwards. In flight, the force of weight is countered by the forces of lift and thrust. 8. Thrust is the force that propels an object forward. An engine spinning a propeller or a jet engine expelling hot air out the tailpipe are examples of thrust. In bats, thrust is created by muscles making the wings flap. 9. Drag is the resistance of the air to anything moving through it. Different wing shapes greatly affect drag. Air divides smoothly around a wing's rounded leading edge, and flows neatly off its tapered trailing edge...this is called streamlining. CONCLUSION - 10. The flying cadets should thoroughly understanding the above basic concepts of level flight for better understanding of aerodynamics.  59 CHAPTER – V PARTS OF AN AIRCRAFT  60 PARTS OF AN AIRCRAFT Period -- PA-1 Type -- Lecture Term -- I/II Revised by -- *************************************************************************************************** Trg Aids 1. Computer slides, pointer, black board and chalk. Time Plan 2. (a) Intro - 05 mins (b) Parts of an aircraft - 30 mins (c) Conclusion - 05 mins ____________________________ Total - 40 Mins INTRO DUCTION (Slide 01) 3. Fuselage is the main body of the aircraft to which all the other components like wings, ailerons, rudders, elevators and undercarriage are attached. It also contains the cockpit from where the pilot controls the aero-plane. It provides the space for the freight and passengers. AIM (Slide 02) 4. To teach about the parts of an aircraft. BASIC DESIGN OF A FUSELAGE (Slide 03) 5. The basic design of fuselage should satisfy the following: (a) Smooth skin of the required aerodynamic form. (b) Sufficient strength to withstand aerodynamic loads. (c) Sufficient stiffness to retain its correct shape under all loads. (d) Mounting points for engine, armament, fuel tanks and equipment.  61 (e) Protection of aircrew and passengers from ambient conditions. 6. A basic fuselage layout is shown below for easy understanding. As can be seen, it comprises fire wall, wing attachment points, landing gear attachment points, stringers, bulk head/formers and stressed skin. MATERIALS USED 7. The various types of materials can be classified as follows: (a) Wood (b) Metals (c) Composites MAIN PLANE AND TAIL PLANE 8. Main plane and Tail plane play a major role in ensuring effective control of aircraft during its flight. MAIN PLANE  62 9. There are various types of wings as shown in figure below. They are as follows: (a) Straight wing (b) Swept back wing (c) Delta wing (d) Tapered wing (e) Variable geometry wing TAIL PLANE 10. As shown in figure above, a tail plane, also known as horizontal stabilizer is a small lifting surface located on the tail behind the main lifting surfaces of a fixed-wing aircraft as well as other non-fixed wing aircraft such as helicopters. The tail plane serves three purposes: equilibrium, stability and control. AILERON AND ELEVATORS 11. The main control surfaces such as Aileron and Elevators of a fixed-wing aircraft are attached to the airframe on hinges or tracks so that they may move and thereby deflect the air stream passing over them.  63 AILERONS 12. The figure below shows the position of Aileron and Elevator on an aircraft. Aileron Elevator 13. Ailerons are mounted on the trailing edge of each wing near the wingtips and move in opposite directions. When the pilot moves the stick left, the left aileron goes up and the right aileron goes down. A raised aileron reduces lift on that wing and a lowered one increases lift, so moving the stick left causes the left wing to drop and the right wing to rise. This causes the aircraft to roll to the left and begin to turn to the left. ELEVATORS 14. An elevator is mounted on the trailing edge of the horizontal stabilizer on each side of the fin in the tail, as shown in the figure above. They move up and down together. When the pilot pulls the stick backward, the elevators go up. Pushing the stick forward causes the elevators to go down. Raised elevators push down on the tail and cause the nose to pitch up. RUDDERS 15. The rudder is a fundamental control surface in order to provide means of controlling yaw of an airplane about its vertical axis. 16. A typical view of Rudder is shown below.  64 17. The rudder is a control surface which is controlled by pedals rather than at the stick. It is the primary means of controlling yaw-the rotation of an airplane about its vertical axis. On an aircraft, the rudder is a directional control surface. The rudder is usually attached to the fin which allows the pilot to control yaw about the vertical axis. LANDING GEAR 18. The undercarriage or landing gear in aviation is the structure that supports an aircraft on the ground and allows it to taxi, take-off and land. Typically wheels are used, but skids, skis, floats or a combination of these and other elements can be deployed, depending on the surface. TYPES OF LANDING GEAR 19. A typical landing gear is shown below. 20. A Landing gear can be classified in to two types as follows: (a) Fixed Landing gear. A fixed gear always remains extended and has the advantage of simplicity combined with low maintenance. (b) Retractable Landing gear. To decrease drag in flight, some undercarriages retract into the wings and/or fuselage with wheels flush against the surface or concealed behind doors. This is called retractable gear. CONCLUSION 21. The fuselage is an aircraft's main body section that holds crew and passengers or cargo. In single-engine aircraft it will usually contain an engine The fuselage also serves to position control and stabilization surfaces in specific relationships to lifting surfaces, required for aircraft stability and maneuverability Since fuselage is the main attachment point for wing attachment, landing gear, stringers, bulk head/formers etc, its basic design and selection of materials play a major role in deciding the strengt