BT06

Aircraft areas inspection for HIRF Protection

 Explanation of HIRF and means of HIRF protection

1. Electromagnetic interference (EMI) of critical on-board electronic systems.

2. These concerns are based on the phenomena where electronic circuitry fails to
operate as intended when exposed to high level of electromagnetic radiation

3. High Intensity Radiated Field (HIRF) testing is designed to verify and ensure safety
during flight and landing

4. Electromagnetic HIRF environment exists because of the transmission of

electromagnetic RF energy from radar, radio, television, and other ground based
shipborne, or airborne RF transmitter

5. Protection by visible protection wires, shield, connectors, bonding straps, or

raceway between connectors or termination points

6. Protection of conduit is done by schedule zonal inspection and confirming the

integrity of the protective covering

 Brief explanation/description of grounding and bonding for minimizing effect of HIRF

1. Protect aircraft and personnel from static discharge due to lightning charge
2. Provide current return paths
3. Prevent development of RF potentials
4. Protect personnel from shock hazard
5. Provide stability and homogeneity of radio transmission
6. Prevent unwanted static discharge
7. Grounding is the electrical connection of a conducting object to primary structure,
earth electrode for return of current
8. Earthing differs somewhat from grounding as earthing is the connecting of parts that
don’t carry current under normal conditions to earth. E.g. electrical equipment
frames
9. Primary bonding is designed for carrying lightning discharges and to provide
electrical current paths
10. Secondary bonding is used to dissipates static electricity and keep all structure at the
same potential

 Significant precautions associated with grounding procedure and bonding procedure

1. Bond/ground parts individually whenever possible
2. Make bonding and grounding connections against smooth, clean surfaces
3. Install bonding and grounding so that vibrations, expansion or contraction or relative
movement incident to normal service use will not break or loosen
4. Make sure area is well ventilated
5. If the area is prone to fuel vapor, use a suitable test meter (non-spark bonding
meter)
 6. Aircraft is not parked on painted surface (no proper grounding due to tyres being
obstructed
7. Aircraft static grounding cable is disconnected
8. Ohmmeter/safety ohmmeter is calibrated (check calibration sticker)
9. Make sure the area is clean from (rust/paint)

 Correct sequence of steps for grounding procedure and bonding procedure

1. Clean the specified area. Examine the bond surface. Make sure that the bond
surface is clean.
2. Bond resistance meters are acceptable if all of these conditions occur:
 The meter is calibrated
 The meter has an accuracy of ±5 percent of the reading in the range
specified by the manufacturer of the equipment
 For digital equipment, the accuracy is certified to ±5 percent, and ±1 percent
of the display count
 The meter has a four-probe design
 The meter has different probes for current and potential
3. The satisfactory alternatives to measure resistances that are greater than 1 ohm are:
 Ohmmeter
 Multi meter
4. Sequence of step:
 Clean area (inspect grounding point)
 Inspect bonding jumper/strips (not damaged or frayed)
 Remove paint if required (paint strip/sand disk. Clean using alcohol. Re-
protect using Alodine)
 Install jumper and measure
 If satisfactory, apply protection to the grounding stud

 Measure aircraft electrical resistance to ground following correct procedure

1. Make sure that the airplane is not parked on painted surfaces
2. Remove Electrical Power
3. Disconnect the airplane static ground cables if connected
4. Use these precautions for possible fuel vapours when you use a megohmmeter to
measure the discharger resistance.
5. Make sure that:
 The area is well ventilated.
 The metal work stands are grounded.
 The megohmmeter is plugged into a grounded receptacle.
 The megohmmeter is insulated from the metal work stand.
 The measurement is taken from outside the main wheel well and the
flammable leakage zone.
6. Connect an insulation meter to suitable grounding point
7. Connect the other end of the insulation meter to the test subject
8. Set the insulation meter, or equivalent, to the 50 VDC range
9. Measure the resistance to ground and record the resistance in the maintenance log
10. Disconnect the insulation meter
11. Put the Airplane Back to Its Usual Condition
BT07

Inspection of lightning strike protection

1. Knowledge of the critical strike zones

 Zone 1 (High probability) – outer extremities include radomes, engine nacelle,
leading and trailing edge of wings, wing tips, trailing edges and tip of horizontal stab,
top tip of vertical stab, elevator, landing gear, drain mask
 Zone 2 (Normal probability) – main fuselage, engine mounting, pitot probes, static
ports, AOA sensor
 Zone 3 (Less probability) – main wing area, vertical stab, horizontal stab, external
lights, flight control surfaces, landing gear door, standby magnetic compass, fuel
quantity system

2. Indication/signs of lightning damage

 Lightning strikes the aircraft structure at the entry and exit through exit point
 Indication shows pitting, burn marks, small circular holes, burnt/discolored skin
 Damage to structure, aircraft structure melt through, pitting burn indications around
fasteners, worse case missing structure at extremities
 Damage to bonding wire/straps

3. Effects of lightning strike/magnetization

 Magnetization of ferrous metal structures causing instruments to deviate
 Damage to bonding, control cable and hinges causing stiffness in controls
 Damage to aircraft skin causing it to tear or break away (loss of pressurization)

4. Inspection tests for lightning strike

 Examine the external surfaces for any signs of lightning strikes
 If there is any system malfunction, check standby compass for deviation and fuel
quantity for accuracy
 Check the accuracy/deviation of the navigation system
 Check as referred to AMM
 Bonding test if required
 Grounding test if required
 Bulk current injection where LAE sit inside a simulated thunderstorm and test all the
system