Professional Documents
Culture Documents
Introduction
Jet fuels can have unwanted water that it collects during
airplane operation. This is because the air can be moist
or wet and condensation can get into the fuel tanks. It
is necessary to drain the fuel tanks sumps regularly to
remove this unwanted water.
Safety
a. Safety Barriers in position
b. MLG Down locks are in
c. Warning notices in flight deck
d. Spark proof lighting
e. Ensure the use of personnel protective equipment
(PPE) - Goggles and gloves – spark proof!
f. Fire equipment is on standby
g. Electrically ground the sump drain tool to the
airplane structure
h. And correct bonding of aircraft is required to
reduce the risk of electrostatic charge build up
i. No use of Portable Electronic Devices risk of Fire,
Distraction, and Aircraft System Interference, may
occur.
Cap 748
Visual Examination and Testing for Contamination
Testing
Sufficient time should be given after landing (45 minutes
to one hour) to allow any water to settle and any frozen
water droplets to thaw and move to the bottom of the
tank. Use the main tank sump drain tool to extract fuel
from the sump drain valve. And ensure that there are no
leaks coming from the valve after the drain tool is
removed. The fluid will move into two layers if there is
fuel in the sample. If the sample stays in one layer it
can be all fuel or all water. Visual testing alone is
inadequate to determine whether it is pure fuel or pure
water. The presence of free or suspended water is
indicated by a distinct change in the color of paste,
paper, powder, or detector element that is used to detect
water in the sample.
CAP 748
If a fuel sample proves to be unsatisfactory then the
sampling procedure should be repeated. If a third sample
is necessary and proves to be unsatisfactory, then action
should be taken to identify the cause of contamination
and no fuel should be dispensed to aircraft from the
installation concerned. It would, in this case, be
advisable to inform and seek advice from the fuel
supplier concerned
Introduction
EC 2042/2003 part 145 says all tools and equipment are to
be controlled and calibrated to an officially recognised
standard. And all serviceable and unserviceable tools and
equipment must be stored separately. Storing conditions
are in accordance with manufactures instructions.
The responsibility of this, in my company, lies with the
tooling manager and the storekeepers.
Tool tags
Computerisation
Stores
Calibration
RESPONSIBILITY
Tooling manager
Storekeepers
3 PROCEDURE
3.1 Issues and Returns
3.1.1 A record is to be maintained of all tools issued from the Tools Store using
the Company Computer system.
3.1.2 The Storekeeper will register issues per individual item of tooling against
each trades person.
3.1.3 Tools will only be loaned when the tradesperson provides their Security
pass.
3.1.4 On return of the tool the Storekeeper will re-position the item to its
permanent location in the Tool Store. The record on the company
computer system will be updated to show the return of the tool.
3.1.5 When the company system is unavailable, the tools will be issued via
labels to maintain control. The tradesperson will sign the label and this is
positioned into the permanent location of the tool. Line stations have tool
tags assigned to each person and this is used to identify who has the tool
signed out.
3.2 Controls
3.2.2 All equipment and tools are to be visually checked for serviceability and
completeness prior to use. Multi-part kits of tools are to be checked to
ensure that all parts of the kit are serviceable and present immediately on
issue and prior to return to stores.
3.2.3 On issue and return Tool Store Personnel must check all grease guns
and sealant guns to ensure that they contain no grease cartridges,
grease or sealant. If found, this must be disposed of, by the engineer.
3.2.6 To identify the period, during which the instrument or tool may be used
before re-calibration is required, the Storekeeper must ensure that a
calibration label has been attached to the item, stating the date when the
re-calibration is due. Also, items which require proof loading will be
checked to ensure a current inspection due date attached.
3.2.9 The Storekeeper will ensure that conditions of storage within the tool
stores are maintained commensurate with the tooling held.
3.2.10 At any time, if it becomes apparent to any member of the Tool Store that
an item is not permanently marked, they must ensure that corrective
action is taken as soon, as is practically possible.
3.2.11 Entry into the Tool Stores is controlled (Restricted Entry to Stores Area).
Notes:
Introduction
CAIPs 6-10 and SRM
The main principle of all repairs is that the repair
shall at least restore the airframe to its original
strength and shape.
Safety
Ensure aircraft is in a safe condition to work on.
1. Gear pins in
2. Flight controls in selected position
3. Landing gear door locked if in gear location
4. Access
5. Lighting – Spark proof lighting
6. Flight deck placards
7. Power tools dust – PBE and components covered
8. Cordons and barriers
9. Safety harness if required
Repair
Corrosion can be intergranular; therefore, the removal of
the surface products of corrosion followed by re-
protection is not necessarily effective.
Re-protection
Will depend on the material it is being applied to.
Depending on the location and extent of corrosion damage,
Repair or replacement of the component may be required.
All repairs necessitated by corrosive attack, of whatever
nature, must be made to an approved repair scheme in
accordance with the manufacturer’s recommendations (SRM).
Classification of repair
1. Negligible
2. Repairable (by patching)
3. Repairable (by insertion)
4. Repairable (by replacement)
Conclusion stuff
CAP 562 Leaflet 6-10
Manufacturers’ maintenance documentation is being updated
to include corrosion control and prevention, programs
that give details of the areas most likely to suffer
corrosion and the required maintenance actions. Poorly
drained areas, the faying surfaces of joints, fuselage
bilges, and structures concealed by soundproofing or
hidden below freight bay floors, are typical of the areas
liable to corrosive attack requiring particular
attention.
Introduction
Snow and ice on aircraft in flight reduce lift, increase
drag, and increase weight. All external surfaces must be
free of snow, ice, and frost before an aircraft can take
off. The Association of European Airlines (AEA) has
recommendations for De-Icing / Anti-Icing of aircraft on
the ground.
Safety
1. De-icing / Anti-icing should be carried out by
trained and qualified people.
2. Plugs to be kept on as long as possible
3. Install MLG down locks
4. Chocks in front and back of wheels
5. Ground the aircraft
6. Make sure the flaps, slats, spoilers, speed brakes
and thrust reversers are retracted
7. Bleed air systems from APU and engine are stopped
8. Make sure all doors and sliding windows are closed
9. Use soft bristle broom to remove snow
WARNING: MAKE SURE YOU USE THE CORRECT EQUIPMENT FOR THE
FLUID YOU USE. MECHANICAL OR EQUIPMENT SHEAR OF
THE FLUID CAN OCCUR IF THE CORRECT EQUIPMENT IS
NOT USED. IF THIS OCCURS, THE VISCOSITY OF MANY
TYPE II FLUIDS WILL DECREASE AND, THUS, THE
APPROXIMATE HOLDOVER TIME. MAKE SURE YOU REFER
TO THE MANUFACTURER'S GUIDELINES FOR THE FLUID
THAT YOU USE.
75/25 HEATED OR
SUITABLE MIX OF
TYPE I FLUID OR 100/00
WITH FP NOT MORE TYPE II
THAN 3°C(5°F)
ABOVE ACTUAL OAT
BELOW BELOW USE OF TYPE II FLUID FOR ANTI-ICING BELOW -25°C
-25 -13 (-13°F) SHALL MAINTAIN 7° (13°F) BUFFER BETWEEN
THE FP OF THE NEAT FLUID AND OAT,AND THE FLUID
SHALL CONFORM TO THE LOWEST OPERATIONAL USE
TEMPERATURE/AERODYNAMICE ACCEPTANCE LIMITATION.
CONSIDER USE OF TYPE I FLUID WHERE TYPE II FLUID
CANNOT BE USED.
CAP 562 Leaflet 10-1
Before Flight
All external surfaces must be free of snow, frost or ice
before an aircraft takes off and de-icing operations
should be carried out as necessary (see CAP 512).
Particular care is necessary when an aircraft has been
removed from a heated hangar into falling snow since the
snow will melt on the warm aircraft then re-freeze as it
cools down, forming a thin layer of ice which may not be
easily visible. Water systems should be filled with warm
water and all covers should be kept in place until as
near to departure time as possible
Inspections
A trained qualified person should do final check
Control surface gaps & hinges
Pressure sensing & radiator honeycombs checked for
blockage
All protrusions & vents for signs of damage
Move flight controls by hand to check full movement or
use control wheel gently, power operated control exert
loads of force & may cause damage if circuits are frozen
Certification
A log book entry must be made as required by the CAA
Notice that the question does not ask for the procedure
to remove ice and snow, but merely your considerations
[before, during and after the job].
If you know nothing about snow and ice removal, you could
start by reading CAIPs AL/11-3
Introduction
ATA 20-41-01/201
Many electronic line replaceable units (referred to as
LRUs) contain microcircuits and other sensitive devices,
which can be damaged internally by electrostatic
discharges. These LRUs are identified as Electrostatic
Discharge Sensitive (referred to as ESDS).
Safety
1. Power off or system isolated i.e. C/B pulled and
tagged and annotated in log book
2. Keep any contamination or unwanted material away
from sensitive device. Malfunction can occur
3. use a wrist strap with minimum grounding resistance
of 250 kilohms and max 1.5 megohm
4. PCB’s not fitted must be placed in a conductive bag
or container with ESDS placard, bag sealed with 100%
cotton twine
5. Electrostatic charges can be caused be these: Human
hair, clothing, floors, equipment racks, and
equipments units.
6. Damage to components can be caused by one
electrostatic discharge.
Removal
(7) Use the top and bottom (or left and right)
extractors on the printed circuit board to remove it
from the card file.
Installation
Wrist strap
Grounding
ESD bag
Labels
Bag sealing
Storage box
Connector blanks
Tongs
Conclusion
Function check
Correct paperwork i.e. EASA form 1 or 8130-3
Logbook entry signed by approved licensed engineer
Describe how you would make a hole in metal, wood or
a composite compound. Discuss this in context of
aircraft maintenance. State the precautions to be
taken and include any limits or tolerances that the
usage of these tools can achieve.
Introduction
To drill a satisfactory hole in any material, the correct
type of drill bit must be used.
Before selecting the drill type and drilling parameters,
the material type and lay-up should be known to allow the
correct drill type to be selected.
Safety
Use of appropriate dust mask and goggles is required,
depending type of materials being drilled. Electrical
components should be protected from dust and debris
during drilling. Use of dust proof vacuum attachments
could be used. Suitable dust extraction is required not
only for health and safety reasons but also to prevent
conductive and abrasive carbon dust infiltrating any
electrical circuits. Be aware of what’s behind the part
being drilled. Ensure the object being drilled is secure
and not going to move before drilling.
Swarf
Drilling into aluminium structure creates shavings,
called swarf. If those bits of swarf fall onto wire, they
can eventually cut or wear through insulation, giving
rise to intermittent (or worse) electrical failures. To
be sure, it takes time to put a cover over the wires
while drilling, then folding up the covers and removing
them from the airplane. But it may take less time than
involved in finding swarf-related faults in the wiring
weeks or months later,
Aluminium swarf isn't good for wire-bundles and it's
deadly once oxidized by an oxygen gas-flow.
Lubrication
Lubrication prevents excessive heat, which preserves the
temper of the drill. Type of lube depends on the material
being drilled. And size of drill
Wood
Wood being softer than most metals, drilling in wood is
considerably easier and faster than drilling in metal.
Cutting fluids are not used or needed. The main issue in
drilling wood is assuring clean entry and exit holes and
preventing burning. Avoiding burning is a question of
using sharp bits and the appropriate cutting speed. Drill
bits can tear out chips of wood around the top and bottom
of the hole and this is undesirable in fine woodworking
applications
Metal
Under normal usage, swarf is carried up and away from the
tip of the drill bit by the fluting of the drill bit. The
continued production of chips from the cutting edges
produces more chips, which continue the movement of the
chips outwards from the hole. This continues until the
chips pack too tightly, either because of deeper than
normal holes or insufficient backing off (removing the
drill slightly or totally from the hole while drilling).
Lubricants and coolants (i.e. cutting fluid) are
sometimes used to ease this problem and to prolong the
tools life by cooling and lubricating the tip and chip
flow. Coolant is introduced via holes through the drill
shank (see gun drill).
http://en.wikipedia.org/wiki/Drill_bits
http://www.diydata.com/tool/drillbits/drillbits.php
http://composite.about.com/library/weekly/aa991028.htm
http://www.rapra.net/vircon/2_2_1.asp
Drilling holes
Types of drills for each material
Specific methods of using drills (hand, machine, lathe
etc.)
Use and reasons for different drill angles, cutting
speeds, lubricants, specialist methods (pilot drilling
etc.)
Safety precautions (clamping, dust, eye protection etc.)
Describe:
Types of drills for each material
Specific methods of using drills (hand, machine, lathe
etc.)
Introduction
HIRF – High Intensity Radiated Fields is the
electromagnetic environment that exists from the
transmission of high power RF energy into free space.
This could be external or internal of the aircraft.
Safety
No fuelling going on
Both the system causing fault and being affected by the
fault must be safe to work on.
Chocks in
Flight control in selected position
Protection
- Cable shielding - adequate and undamaged
- LRU access panels - closed and sealed properly
- EMI filters - fitted and correct type
- Full backshell connectors - fitted correctly and not
damaged
Inspections
are to make sure that the designed protections are in
good shape such as:
A. Bonding wires are not corroded, damaged...not to
gain resistance.
B. Shielding are in good shape by checking their
resistance with loop resistance test....
C. Fillet seals at connectors, plugs....are not
deteriorated, which may cause moisture ingestion,
corrosion, loss of shielding....
D. Static wicks are not broken, missing
E. Structural and other repairs/mods are performed in
a manner not to affect the existing....
Example of a fault
MaxJet – during HF transmission Auto Pilot inputs being
made. Cause was Co-axial cable shielding in poor
condition on back of HF transceiver.
Include a function test where possible.
Safety
Main landing gear door locks in, chocks in, flight
controls in selected position. MLG down lock gear pins
installed. Persons and equipment clear of thrust
reversers, flight control surfaces and landing gear when
hydraulic power is switched on. Ensure brakes are not
hot.
Replacement part
Part number – correct effectivity
Serial number
Inspection
Look for leaks
Position of wear indicator
NOTE: You can set the parking brake to hold the brake
pedals.
(b) For each brake (4 locations), make sure the
wear indicator pins extend out of the guides.
(c) Replace the brake if the end of a wear
indicator pin is level with, or below the face
of a guide.
Conclusion
Replacement brake must be correct part number and
effectivity IAW IPC. Part must be from an approved
source, which will be indicated on the 8130-3 or the EASA
form 1
8. There is no hydraulic pressure indicated on the left
system. Detail your actions to make the aircraft
serviceable.
Safety
Chocks down lock pins
Flight controls in selected position
Persons and equipment clear of thrust reversers, flight
control surfaces and landing gear when hydraulic power is
switched on.
HYDRAULIC FLUID CAN CAUSE INJURIES TO PERSONS. IF THE
HYDRAULIC FLUID TOUCHES THE SKIN, FLUSH YOUR SKIN WITH
WATER. IF THE HYDRAULIC FLUID TOUCHES YOUR EYES, FLUSH
THE EYES WITH WATER AND GET MEDICAL AID.
Checks
A. Quantity low
B. Is the pump running? Move Flight Controls to
check. Make sure there is a safety man.
C. Pressure transmitter
D. Indicator
E. Wiring
F. CB tripped
G. Is pump running
Safety
Gathering info.
Troubleshooting
Possible causes
Rectification
Inspection and test
Paperwork and certification
Any follow-ups
And only after you have narrowed down the possible cause,
do you need to make certain systems/areas safe to work
for visual inspection and possible component replacement.
Precautions
Temperature of instrument and work piece should be the
same
Lay instruments on side when not in use
When taking internal measurements with a micrometer you
must add the width of the nibs
Accuracy
Accuracy depends on the user, the temperature of the
instrument/work piece, and the quality of the instrument.
Some instruments have a temperature marked on them and
this is the temperature at which they are most accurate.
Usually 20°C
Vernier calliper
Apart from inaccuracies caused by the permitted
tolerances of manufacture, the accuracy is adversely
affected by wear or dirt on the gauging faces, and
unskilful handling.
Limitations