TYPES OF DAMAGE

1. External Damage
 Damage to the outside of the airframe can occur by interference between moving
parts such as flying controls and flaps, although this is quite rare. The most common
reasons for airframe damage are by being struck by ground equipment or severe hail
in flight.
 During ground servicing many vehicles need to be maneuvered close to the airframe
and some have to be in light contact with it to work properly. Contact with the
airframe by any of these vehicles can cause dents or puncturing of the pressure hull,
resulting in a time-consuming repair.
2. Inlet and Exhaust
Any inlet or exhaust can be a potential nest site for wildlife. The damage done by these
birds, rodents and insects can be very expensive to rectify. Other items that have been
known to block access holes include branches, leaves and polythene bags. A careful check of
all inlets and exhausts, during inspections, must be made, to ensure that there is nothing
blocking them. A blocked duct can result in the overheating of equipment, or major damage
to the internal working parts of the engine.
3. Liquid system
 Liquid systems usually have gauges to ascertain the quantity in that particular
system. A physical quantity check is often done in addition to using the gauges, as
the gauges are not always reliable.
 These systems usually include oil tanks for the engine, APU and Integrated Drive
Generators (IDG), and also the hydraulics, fuel and potable water tanks.
4. Gaseous systems
 These include gases such as oxygen, nitrogen and air. If the gas is to be used from a
system during flight, a leak will be very hard to confirm unless a physical check is
carried out using a leak detector such as 'Snoop' or 'Sherlock'.
 A leak from an oxygen system is extremely dangerous, due to the chances of an
explosion, if it comes into contact with oil or grease. Once the leak has been cured,
the system can be re-charged and leak tested. Nitrogen, used in hydraulic
accumulators, can leak into the liquid part of the hydraulic system. This will make
the hydraulic system feel spongy and reduce the response of the operating
actuators. If the gas leaks into the atmosphere, the system will not function correctly
and the efficiency of the system may be reduced.
 Pneumatic systems contain high-pressure air of a stated pressure, and should have
the same pressure at the end of the flight as at the start. If the pressure is low at the
end of the flight, then the compressor could be suspected. If the pressure falls
between flights, it is probably due to a slow leak in the storage system, and this can
be investigated using leak-detecting fluids.

TYPES OF INSPECTION
 TVI (Through Visual Check)
 A visual examination of an exterior area to detect damage/failure, this "Visual Check" is an
observation to determine that an item is fulfilling its intended purpose. It does not require
quantitative tolerances. This is a failure finding task.
 GVI (General Visual Inspection)
  A visual examination of an interior or exterior area, installation or assembly to detect
obvious damage, failure or irregularity. This level of inspection is made from within touching
distance unless otherwise specified.
 DET (Detailed Inspection)
 An intensive examination of a specific item, installation, or assembly to detect damage,
failure, or irregularity. Available lighting is normally supplemented with a direct source of
good lighting at an intensity deemed appropriate. Inspection aids such as mirrors,
magnifying lenses, etc. may be necessary. Surface cleaning and elaborate access procedures
may be required.
 SPC (Special Inspection)
 An intensive examination of a specific item(s), installation or assembly to detect damage,
failure or irregularity. The examination is likely to make extensive use of specialized
inspection techniques and/or equipment. Intricate cleaning and substantial access or
disassembly procedures may be required.
DIMENSION CHECK
There are a number of places where checking the measurement of a component can establish its
serviceability. Landing gear oleo shock struts can be checked for correct inflation, by measuring their
extension. If the dimension is less than quoted in the manual, then it may be low on pressure and
further checks will be required. These checks are usually only done during line maintenance, with
checking of the pressure being required for trouble shooting or hangar maintenance.

1. Combine hydraulic and spring bump

Combined hydraulic and spring dampers, fitted to some landing gears, often have one or more
engraved lines on the sliding portion of the unit. This can indicate whether the hydraulic pre-
charge is correct or requires replenishment.
2. Tyres
Most tyres can be re-treaded a number of times after they have reached their wear limits, but
the retread can only be completed if the complete tyre has not been damaged badly. Creep is
the movement of a cover around the rim, in very small movements, due to heavy braking action.
This movement is dangerous if the tyre is fitted with a tube, as the movement can tear the
charging valve out of the tube, causing a rapid loss of pressure.

3. Wheels & brakes

Wheels
Defects to aircraft wheels are usually due to impact damage from heavy landings or from items
on the runway hitting the wheel rim. Other problems can arise from corrosion starting as a result
of the impact damage and the shearing of wheel bolts, which hold the two halves of a split
wheel together. Wheels are usually inspected thoroughly during tyre replacement and it is very
unusual for serious defects to be found during normal inspections of a wheel.
Brakes
Brake units are normally attached onto the axle of an undercarriage leg, and located inside the
well of the main wheels. During braking operation they absorb large amounts of energy as heat.
This results in the brake rotors and stators wearing away and, if they become too hot, the stator
material may break up.
LANDING GEAR LOCKS AND INDICATORS
 Landing Gear Locks
 These items are normally fitted to the aircraft's undercarriage as a safety device to prevent
them inadvertently collapsing. They are usually fitted when the aircraft is to stay on the
 ground for some time, and removed before the next flight. The most likely defects will be
damage to the locking pin ball bearing device or the loss of the high visibility warning flags.
These flags will, hopefully, attract attention to themselves to ensure that they are not left in
position when the aircraft next goes flying.
 Indicators
 The most common type of indicator is the 'blowout' disc used in fire extinguishing and
oxygen systems. This shows that a high-pressure gas bottle has discharged its contents
overboard, blowing the disc from its flush housing in the aircraft's skin.
 The reason for the ruptured disc could be due to a fire extinguisher having been operated or
the extinguishant having been discharged due to an excessive pressure being reached.
EXTERNAL PROBES
There are several different types of probe, projecting into the airflow, to send information to the
flight deck. These can include the pitot/static probes and the angle-of attack (AOA) probes. To
prevent these from freezing they have electrical heating elements built into them and, occasionally,
they can become overheated
1. wheels (WOW) switch.
 This switch is designed to reduce or remove power to the probes when on the ground,
and to increase or restore it in flight. On smaller aircraft there is no WOW switch and it is
up to the pilot to turn them off after landing. If the elements overheat they can burn out
and the probes will show this by discoloration.
2. Handles and Latches
 Handles and latches usually wear through constant use. The handles and latches of
cargo bays and baggage holds, which are operated every time the aircraft lands, are
particularly prone to wear. Technicians have to be aware that all panel fasteners will
wear slowly and these panels must be secured in flight.
3. Panels and Doors
 These items can be of any size and can be faulty for several reasons. They can be
damaged by excessive use and their frames can become damaged where items have to
be passed through them (such as with baggage hold doors).

EMERGENCY SYSTEM INDICATION

Some systems use protective covers, to prevent inadvertent operation of a switch. These covers are
usually held closed by some form of frangible device that will indicate the system has been operated
when it is broken.
INSPECTION TECHNIQUES/PRACTICES
 Before starting an inspection, be certain all plates, access doors, fairings, and cowling have
been opened or removed and the structure cleaned. When opening inspection plates and
cowling and before cleaning the area, take note of any oil or other evidence of fluid leakage.
 Preparation
 In order to conduct a thorough inspection, a great deal of paperwork and/or reference
information must be accessed and studied before actually proceeding to the aircraft to
conduct the inspection. The aircraft logbooks must be reviewed to provide background
information and a maintenance history of the particular aircraft. The appropriate checklist or
checklists must be utilized to ensure that no items will be forgotten or overlooked during the
inspection. Also, many additional publications must be available, either in hard copy or in
electronic format to assist in the inspections. These additional publications may include
information provided by the aircraft and engine manufacturers, appliance manufacturers,
parts venders, and the authority requirement.
 Aircraft Logs
 “Aircraft logs,” as used in this handbook, is an inclu-sive term which applies to the aircraft
logbook and all supplemental records concerned with the aircraft. They may come in a
variety of formats. Aircraft that have been in service for a long time are likely to have several
logbooks.
 Always use a checklist when performing an inspection. The checklist may be of your own
design, one provided by the manufacturer of the equipment being inspected, or one
obtained from some other source. The checklist should include the following:
 1. Fuselage and hull group.
 a. Fabric and skin—for deterioration, distortion, other evidence of failure, and
defective or insecure attachment of fittings.
 b. Systems and components—for proper installation, apparent defects, and
satisfactory operation.
 c. Envelope gas bags, ballast tanks, and related parts—for condition.
 2. Cabin and cockpit group.
 a. Generally—for cleanliness and loose equipment that should be secured.
 b. Seats and safety belts—for condition and security.
 c. Windows and windshields—for deterioration and breakage.
 d. Instruments—for condition, mounting, marking, and (where practicable) for
proper operation.
 e. Flight and engine controls—for proper installation and operation.
 f. Batteries—for proper installation and charge.
 g. All systems—for proper installation, general condition, apparent defects, and
security of attachment.
 . Engine and nacelle group.
 a. Engine section—for visual evidence of excessive oil, fuel, or hydraulic leaks, and
sources of such leaks.
 b. Studs and nuts—for proper torquing and obvious defects.
 c. Internal engine—for cylinder compression and for metal particles or foreign
matter on screens and sump drain plugs. If cylinder compression is weak, check for
improper internal condition and improper internal tolerances.
 d. Engine mount—for cracks, looseness of mounting, and looseness of engine to
mount.
 e. Flexible vibration dampeners—for condition and deterioration.
 f. Engine controls—for defects, proper travel, and proper safetying.
 g. Lines, hoses, and clamps—for leaks, condition, and looseness.
 h. Exhaust stacks—for cracks, defects, and proper attachment.
 i. Accessories—for apparent defects in security of mounting.
 j. All systems—for proper installation, general condition defects, and secure
attachment.
 k. Cowling—for cracks and defects.
 l. Ground runup and functional check—check all powerplant controls and systems
for correct response, all instruments for proper operation and indication.
 4. Landing gear group.
 a. All units—for condition and security of attachment.
 b. Shock absorbing devices—for proper oleo fluid level.
 c. Linkage, trusses, and members—for undue or excessive wear, fatigue, and
distortion.
  d. Retracting and locking mechanism—for proper operation.
 e. Hydraulic lines—for leakage.
 f. Electrical system—for chafing and proper operation of switches.
 g. Wheels—for cracks, defects, and condition of bearings.
 h. Tires—for wear and cuts.
 i. Brakes—for proper adjustment.
 5. Wing and center section.
 a. All components—for condition and security.
 b. Fabric and skin—for deterioration, distortion, other evidence of failure, and
security of attachment.
 c. Internal structure (spars, ribs compression members)—for cracks, bends, and
security.
 d. Movable surfaces—for damage or obvious defects, unsatisfactory fabric or skin
attachment and proper travel.
 e. Control mechanism—for freedom of movement, alignment, and security.
 f. Control cables—for proper tension, fraying, wear and proper routing through
fairleads and pulleys.
 6. Empennage group.
 a. Fixed surfaces—for damage or obvious defects, loose fasteners, and security of
attachment.
 b. Movable control surfaces—for damage or obvious defects, loose fasteners, loose
fabric, or skin distortion.
 c. Fabric or skin—for abrasion, tears, cuts or defects, distortion, and deterioration.
 7. Communication and navigation group.
 a. Radio and electronic equipment—for proper installation and secure mounting.
 b. Wiring and conduits—for proper routing, secure mounting, and obvious defects.
 c. Bonding and shielding—for proper installation and condition.
 d. Antennas—for condition, secure mounting, and proper operation.
 8. Miscellaneous.
 a. Emergency and first aid equipment—for general condition and proper stowage.
 b. Parachutes, life rafts, flares, and so forth—inspect in accordance with the
manufacturer’s recommendations.
 c. Autopilot system—for general condition, security of attachment, and proper
operation.