EXPERIMENT NO.

6: AIRCRAFT WALK AROUND INSPECTION, 50 HRS AND 100

HRS MAINTENANCE CHECK- FUELLING AND DEFUELLING PROCEDURES

AIM:

To understand the 50 hrs and 100 hrs maintenance check and conduct fuelling and
defueling procedures for particular aircraft.

TOOLS REQUIRED:

Power magnifying glass inspection mirror, Flashlight, Small wire brush, Dull-bladed
knife, Round bristle brush, Cleaning fluid, Hydrometer, Rags, Small kit of common
hand-tools (screwdriver, end wrenches, diagonal cutters, etc.), Skid-proof stepladder
and Wheel jacks.

SAFETY PRECAUTIONS:

Follow the standard manufacturer’s maintenance and inspection manual for

particular aircraft.

Do's and Don'ts of Inspection:

Do's Don'ts
DON'T be hurried-take plenty of time to
DO have an assortment of proper tools for
properly inspect each item. If you don’t
inspection
know what to do next, ASK.
DON’T move the propeller unless the
DO have an inspection check form and a
magneto switch reads OFF, or the ignition
regular inspection procedure. STICK TO IT.
system is otherwise rendered inoperative.
DO remove all inspection plates and DON'T presume an item is airworthy until
cowlings in the area to be inspected. it has been checked.
DO clean all items to be inspected: This is
essential in order to clearly see the parts DON'T check landing gear by kicking it,
you are inspecting. Inspect before and raise it off the ground.
after cleaning.
DO check all moving parts for proper DON'T perform any complex inspection or
lubrication and check the jam or locking maintenance operation unless you are
nuts on push-pull controls or adjustment properly supervised by a certificated
devices for security. mechanic.
DO familiarize yourself with proper
safetying techniques and inspect for
DON'T take the attitude-it can’t happen to
proper safetying.
me.
Resafety a part you have unsafetied before
inspecting the next item.
DO seek assistance in any questionable
area.
A certificated mechanic, an approved
repair station, or your local FAA inspector
is your prime contact. Use them.
DO the job right the first time-save a life-it
may be your OWN.
GENERAL INFORMATION:

The Required Aircraft Inspections

The Federal Aviation Regulations (FARs) require the inspection of all civil aircraft at
specific intervals, to assure that the aircraft's condition is equal to its original or
properly altered condition with regard to aerodynamic function, structural strength,
and resistance to vibration.

Inspection interval requirements are established considering the purpose for which the
aircraft is used and its operating environment. Some aircraft must be inspected each
100 hours of time in service while others must be inspected only once each 12
calendar months.

The 100-hour and annual inspections require complete inspection of the aircraft at
one time and a certification as to its airworthiness. Some airplanes may be inspected
in accordance with a progressive inspection (FAR 91.171) or an approved inspection
program (FAR 91.217) wherein portions of the aircraft are inspected according to a
predetermined schedule.

The inspection requirements for aircraft, in various types of operation, are stated in
FAR 91, Sections 91.169, 91.171, or Subpart D of FAR 91. The latter prescribes an
inspection program for large and turbine-powered multiengine airplanes (turbojet and
turboprop). If you are concerned with the inspection of a large airplane (over 12,500
pounds) or a turbojet or turbo propeller-powered multiengine airplane, you should
determine the inspection requirements for that specific airplane.

FAR 91-General Operating and Flight Rules:

Subpart C of Part 91 prescribes rules governing the maintenance, preventive

maintenance, and alteration o£ U.S. registered civil aircraft operated within or outside
the United States. (Inspection is part of maintenance.)

FAR 43-Maintenance, Preventive Maintenance, Rebuilding, and Alteration:

Prescribes rules governing the maintenance, preventive maintenance, rebuilding, and
alteration of aircraft as well as standards for their performance.

Inspection:

Inspection is the critical visual examining; testing, measuring and functional checking
required to determine the airworthiness of the items being inspected.

Scope of Inspections:

Aircraft inspection may range from a casual "walk-around" to a detailed inspection

involving complete disassembly and the use of complex inspection aids. The
inspections described in this advisory circular can be made without disturbing the
assembly of the aircraft except for the removal of inspection access covers, fairings,
and removable cowlings.
INSPECTION INTERVALS AND SYSTEMS:

Federal Aviation Regulations require inspection of aircraft at specific intervals and that
it should be approved for return to service by certificated and appropriately rated
personnel. The purpose of this practical is to familiarize interested persons with
general inspection techniques and to assist pilots and owners in establishing an
inspection program which will supplement but not replace the required inspections.

The interval of your inspection should be adjusted to provide the greatest value to you
considering your aircraft use and the required inspections; e.g., if you are required to
have 100-hour inspections, you might want to inspect the aircraft each 25 and 50
hours. If you are required to have only annual inspections, you may wish to inspect
the aircraft each 50 to 100 hours of operation. The manufacturer's service instructions
will be valuable in establishing these intervals.

Inspection intervals have been established on the basis of flying hours. However, if
utilization is low and flying is done over the weekends, you may find it advisable to
inspect a small group of items each weekend. This will spread your inspection over a
period of time and reduce large demands on your time.

Types of aircraft inspections:

It can be divided into two broad categories, which include

1) Scheduled inspections and 2) Unscheduled inspections.

Both scheduled and unscheduled maintenance and aircraft inspections are necessary
for all aircraft to ensure that they are safe to fly and airworthy. Some inspections and
maintenance schedules are known to both the cabin crew and aircraft technicians.

Scheduled aircraft inspection: refers to any preventative maintenance that either the
cabin crew or technicians perform at regular intervals. It includes annual
examinations, 100-hour inspections, preflight checks, and progressive inspections to
ensure that an aircraft is ready to fly and airworthy.

50 and 100 Hour Inspections:

All aircraft that are operated for flight instruction or hire must undergo 50-hour or
100-hour inspections. However, aircraft owners and cabin crew should understand
that the FAA doesn’t mandate the 50-hour maintenance. But aircraft technicians and
owners should consider it, given that all aircraft have to change the oil every 50 hours.

Preflight Checks:

The cabin crew has to perform some preflight checks before the plane flies to make
sure that nothing is malfunctioned or in a defect. Pilots and student pilots alike must
use a checklist so that nothing is forgotten when performing a preflight check. The
preflight plane inspection includes walking around the plane and inspecting any flight
control surfaces and fuselage components for wear and tear and defects.
Progressive Inspections:

Also known as phase inspection, continuous inspection is utilized when an airplane

with a tight flight schedule cannot take long in the maintenance hangar. Ongoing
checks should take place at regular intervals. An aircraft owner can schedule a regular
inspection every 25 or 50 hours.

Unscheduled Aircraft Inspection:

Unscheduled aircraft inspection can happen anytime a component is suspected of

having malfunctioned. In short, unscheduled aircraft inspection refers to any
unforeseen maintenance. Unscheduled aircraft inspection can happen after the cabin
crew finds a problem with an aircraft during the preflight inspection. Unscheduled
aircraft inspection can occur when a problem is found during the progressive, annual,
or 100-hour inspection or after a flight malfunction.

Here are some examples of types of inspection intervals:

By hours:

o Daily preflight inspection

o Powerplant (including propeller and engine controls)-every 25 hours
o Flight control systems-every 25 hours
o Landing gear-every 50 hours
o Cabin or cockpit-every 75 hours
o Covering (fabric or metal)-every 100 hours
o Fuselage interior-every 100 hours, etc.

By calendar weeks (eight-week cycle):

o Daily preflight inspection (including propeller and engine controls)

o Powerplant-first and fifth weekend
o Flight control system-second and sixth weekend
o Landing gear-third and seventh weekend
o Cabin or cockpit-forth and eighth weekend
o Covering (fabric or metal)-eighth weekend
o Fuselage interior-eighth weekend

This weekly inspection schedule will provide a complete aircraft inspection every eight
weeks. You may wish to extend or shorten this inspection cycle.

In some cases, it may be convenient to establish a combination of both methods.

Regardless of the method chosen, adhere to it faithfully. Do not assume that an item is
in good condition. Make a personal inspection each time an inspection is due,
according to your plan. There are many inspection items; each of which is essential.
Aircraft Logs:

“Logs” as commonly used, is an inclusive term which applies to the aircraft record
“books” and to all supplemental records concerning the aircraft. These logs and
records provide a history of maintenance and operation, a control for inspection
schedules, data needed to properly accomplish time replacements of components or
accessories, and a record of Airworthiness Directive compliance. Most Airworthiness
Directive compliance is based on aircraft time-in-service, and it is a regulatory
requirement that records be kept up-to-date.

Tools of Inspection:

The tools of inspection are many and varied. They range from a pocket-sized
magnifying glass to a complex X-ray machine. The tools required to make a simple
inspection, of the type which may be performed by the aircraft owner, are inexpensive
and readily available.

The following list of tools of inspection is typical:

o Eight or ten-power magnifying glass inspection mirror

o Flashlight
o Small wire brush
o Dull-bladed knife
o Round bristle brush
o Cleaning fluid (use caution when selecting cleaning fluids)
o Hydrometer
o Some rags
o Small kit of common hand-tools (screwdriver, end wrenches, diagonal cutters,
etc.)
o Skid-proof stepladder and
o Wheel jacks

100-HOUR INSPECTION PROCEDURE:

 Each person performing an annual or 100-hour inspection shall, before that

inspection, remove or open all necessary inspection plates, access doors,
fairing, and cowling.
 He shall thoroughly clean the aircraft and aircraft engine.
 Each person performing an annual or 100-hour inspection shall inspect (where
applicable) the following components of the fuselage and hull group:
1) Fabric and skin--for deterioration, distortion, other evidence of failure, and
defective or insecure attachment of fittings.
2) Systems and components--for improper installation, apparent defects, and
unsatisfactory operation.
3) Envelope, gas bags, ballast tanks, and related parts--for poor condition.
 Each person performing an annual or 100-hour inspection shall inspect (where
applicable) the following components of the cabin and cockpit group:
1) Generally--for uncleanliness and loose equipment that might foul the
controls.
2) Seats and safety belts--for poor condition and apparent defects.
3) Windows and windshields--for deterioration and breakage.
 4) Instruments--for poor condition, mounting, marking, and (where practicable)
improper operation.
5) Flight and engine controls--for improper installation and improper operation.
6) Batteries--for improper installation and improper charge.
7) All systems--for improper installation, poor general condition, apparent and
obvious defects, and insecurity of attachment.
 Each person performing an annual or 100-hour inspection shall inspect (where
applicable) components of the engine and nacelle group as follows:
1) Engine section--for visual evidence of excessive oil, fuel, or hydraulic leaks,
and sources of such leaks.
2) Studs and nuts--for improper torquing and obvious defects.
3) Internal engine--for cylinder compression and for metal particles or foreign
matter on screens and sump drain plugs.
4) Engine mount--for cracks, looseness of mounting, and looseness of engine to
mount.
5) Flexible vibration dampeners--for poor condition and deterioration.
6) Engine controls--for defects, improper travel, and improper safetying.
7) Lines, hoses, and clamps--for leaks, improper condition and looseness.
8) Exhaust stacks--for cracks, defects, and improper attachment.
9) Accessories--for apparent defects in security of mounting.
10) All systems--for improper installation, poor general condition, defects, and
insecure attachment.
11) Cowling--for cracks, and defects.
 Each person performing an annual or 100-hour inspection shall inspect (where
applicable) the following components of the landing gear group:
1) All units--for poor condition and insecurity of attachment.
2) Shock absorbing devices--for improper oleo fluid level.
3) Linkages, trusses, and members--for undue or excessive wear fatigue, and
distortion.
4) Retracting and locking mechanism--for improper operation.
5) Hydraulic lines--for leakage.
6) Electrical system--for chafing and improper operation of switches.
7) Wheels--for cracks, defects, and condition of bearings.
8) Tires--for wear and cuts.
9) Brakes--for improper adjustment.
10) Floats and skis--for insecure attachment and obvious or apparent defects.
 Each person performing an annual or 100-hour inspection shall inspect (where
applicable) all components of the wing and center section assembly for poor
general condition, fabric or skin deterioration, distortion, evidence of failure,
and insecurity of attachment.
 Each person performing an annual or 100-hour inspection shall inspect (where
applicable) all components and systems that make up the complete empennage
assembly for poor general condition, fabric or skin deterioration, distortion,
evidence of failure, insecure attachment, improper component installation, and
improper component operation.
 Each person performing an annual or 100-hour inspection shall inspect (where
applicable) the following components of the propeller group:
1) Propeller assembly--for cracks, nicks, binds, and oil leakage.
2) Bolts--for improper torquing and lack of safetying.
 3) Anti-icing devices--for improper operations and obvious defects.
4) Control mechanisms--for improper operation, insecure mounting, and
restricted travel.
 Each person performing an annual or 100-hour inspection shall inspect (where
applicable) the following components of the radio group:
1) Radio and electronic equipment--for improper installation and insecure
mounting.
2) Wiring and conduits--for improper routing, insecure mounting, and obvious
defects.
3) Bonding and shielding--for improper installation and poor condition.
4) Antenna including trailing antenna--for poor condition, insecure mounting,
and improper operation.
j) Each person performing an annual or 100-hour inspection shall inspect
(where applicable) each installed miscellaneous item that is not otherwise
covered by this listing for improper installation and improper operation.

DOCUMENTATION:

 Enter the inspection and maintenance activity record in aircraft log book.
 Enter the maintenance activity carried out aircraft servicing form.
 Fill the 50 hrs and 100 hrs annual inspection checklist and enter the details of
inspection and maintenance in the annual inspection form.

CERTIFICATE OF AIRWORTHINESS:

 An Airworthiness Certificate is issued by a representative of the Federal

Aviation Administration after the inspection has been completed, and the
aircraft is found to meet the requirements of the Federal Aviation Regulations
(FARs), and is in a condition for safe operation.
 The certificate must be displayed in the aircraft so that it is legible to
passengers or crew whenever the aircraft is operated.
 The Airworthiness Certificate is transferred with the aircraft when it is sold.
 The Standard Airworthiness Certificate, FAA Form 8100-2, is issued for
aircraft type certificated in the: (1) normal; (2) utility; (3) acrobatic; (4) glider;
(5) manned free balloon; and (6) transport categories.
 The Special Airworthiness Certificate, FAA Form 8130-7, is issued for all
aircraft certificated in other than the standard classifications, such as
experimental, restricted, limited, and provisional.
AIRCRAFT FUELING AND DEFUELING PROCEDURES:

Maintenance technicians are often asked to fuel or defuel aircraft. Fueling procedure
can vary from aircraft to aircraft. Tanks may need to be fueled in a prescribed
sequence to prevent structural damage to the airframe. The proper procedure should
be confirmed before fueling an unfamiliar aircraft.

FUELING PROCEDURES:

o Always fuel aircraft outside, not in a hangar where fuel vapors may accumulate
and increase the risk and severity of an accident.
o Generally, there are two types of fueling process:
1) Over-the-wing refueling and pressure refueling.
2) Over-the-wing refueling is accomplished by opening the fuel tank cap on the
upper surface of the wing or fuselage, if equipped with fuselage tanks.
o The fueling nozzle is carefully inserted into the fill opening and fuel is pumped
into the tank.
o This process is similar to the process used to refuel an automobile gas tank.
When finished, the cap is secured and subsequent tanks are opened and
refilled until the aircraft has the desired fuel load onboard.
o Pressure refueling occurs at the bottom, front, or rear of the fuel tank.
o A pressure refueling nozzle locks onto the fueling port at the aircraft fueling
station.
o Fuel is pumped into the aircraft through this secured and sealed connection.
o Gauges are monitored to ascertain when the tanks are properly loaded.
o An automatic shutoff system may be part of the aircraft system. It closes the
fueling valve when the tanks are full.

Fig: Float switch installed in fuel tank to close refueling valve when tank filled during pressure fueling.

Fig: AVGAS fueling nozzle with static bonding grounding wire.

 Fig. Refueling operation schematic

Aircraft refueling and defueling is controlled by a separate subsystem within the

overall fuel system. The aircraft is fuelled by means of a refueling receptacle that
connects to the refueling tanker. From the receptacle it enters a refueling gallery
which distributes the incoming fuel to the various aircraft tanks. The control of fuel
entry into each tank is undertaken by valves that are under the control of the fuel
management system. In the crudest sense fuel will enter the tanks until they are full,
whereupon the refueling valve will be shut off preventing the entry of any more.

In a very simple system this shut-off may be accomplished by means of a simple float-
operated mechanical valve. In more sophisticated systems the fuel management
system has control over the operation of the refueling valve, usually by electrical
means such as a solenoid operated or motorized valve. A typical system may comprise
a mixture of both types. In most cases the aircraft is not filled to capacity, rather the
maintenance crew select a fuel load and set the appropriate levels at the refuel/defuel
panel adjacent to the refueling receptacle – often located under the aircraft wing in an
accessible position.
PRECAUTIONS DURING FUELING:

o It is essential that the correct fuel be put in the aircraft. The type of fuel to be
used is placarded near the fill port on over-the-wing systems and at the fueling
station on pressure refueled aircraft. Consult manufacturer’s
maintenance/operations manual before refueling aircraft.
o Clean the area adjacent to the fill port when refueling over the wing. Ensure the
fuel nozzle is also clean.
o Aviation fuel nozzles are equipped with static bonding wires that must be
attached to the aircraft before the fuel cap is opened.
o Open the cap only when ready to dispense the fuel.
o Insert the nozzle into the opening with care.
o Do not insert the neck of the nozzle deeply enough to hit bottom. This could
dent the tank, or the aircraft skin, if it is an integral tank.
o Exercise caution to avoid damage to the surface of the airframe by the heavy
fuel hose.
o Lay the hose over your shoulder or use a refueling mat to protect the paint.
o Ensure that the pressure developed by the refueling pump is correct for the
aircraft before pumping fuel.
o Properly maneuver the fuel truck into position for refueling.
o The aircraft should be approached slowly.
o The truck should be parked parallel to the wings and in front of the fuselage if
possible.
o Set the parking brake and chock the wheels.
o Connect a static bonding cable from the truck to the aircraft.
o Filler nozzles should be clean to avoid contamination of the fuel.
o They should not leak and should be repaired at the earliest sign of leak or
malfunction.
o Keep the fueling nozzle in constant contact with the filler neck spout when
fueling.
o Never leave the nozzle in the fill spout unattended.
o When fueling is complete, always double check the security of all fuel caps and
ensure that bonding wires have been removed and stowed.

DEFUELING:

The defueling process is almost the reverse of that for refueling. It may be necessary to
defuel the aircraft for maintenance reasons. In general defueling is carried out
relatively infrequently compared to refueling. Removing the fuel contained in aircraft
fuel tanks is sometimes required. This can occur for maintenance, inspection, or due
to contamination. Occasionally, a change in flight plan may require defueling. Safety
procedures for defueling are the same as those for fueling. Always defuel outside. Fire
extinguishers should be on hand. Bonding cables should be attached to guard against
static electricity buildup. Defueling should be performed by experienced personnel,
and inexperienced personnel must be checked out before doing so without assistance.
Remember that there may be a sequence in defueling an aircraft’s fuel tanks just as
there is when fueling to avoid structural damage. Consult the manufacturer’s
maintenance/operations manual(s) if in doubt.

Pressure fueled aircraft normally defuel through the pressure fueling port. The
aircraft’s in-tank boost pumps can be used to pump the fuel out. The pump on a fuel
truck can also be used to draw fuel out. These tanks can also be drained through the
tank sump drains, but the large size of the tanks usually makes this impractical.
Aircraft fueled over the wing are normally drained through the tank sump drains.
Follow the manufacturer’s procedure for defueling the aircraft.

What to do with the fuel coming out of a tank depends on a few factors. First, if the
tank is being drained due to fuel contamination or suspected contamination, it should
not be mixed with any other fuel. It should be stored in a separate container from good
fuel, treated if possible, or disposed of properly. Take measures to ensure that
contaminated fuel is never placed onboard an aircraft or mixed with good fuel. Second,
the manufacturer may have requirements for good fuel that has been defueled from an
aircraft, specifying whether it can be reused and the type of storage container in which
it must be stored. Above all, fuel removed from an aircraft must not be mixed with any
other type of fuel.

Good fuel removed from an aircraft must be handled with all precautions used when
handling any fuel. It must only be put into clean tanks and efforts must be made to
keep it clean. It may be put back in the aircraft or another aircraft if the manufacturer
allows. Large aircraft can often transfer fuel from a tank requiring maintenance to
another tank to avoid the defueling process.

FIRE HAZARDS WHEN FUELING OR DEFUELING:

Due to the combustible nature of AVGAS and turbine engine fuel, the potential for fire
while fueling and defueling aircraft must be addressed. Always fuel and defuel outside,
not in a hangar that serves as an enclosed area for vapors to build up to a
combustible level. Clothing worn by refueling personnel should not promote static
electricity buildup. Synthetics, such as nylon, should be avoided. Cotton has proved to
be safe for fuel handling attire.

As previously mentioned, the most controllable of the three ingredients required for
fire is the source of ignition. It is absolutely necessary to prevent a source of ignition
anywhere near the aircraft during fueling or refueling. Any open flame, such as a lit
cigarette, must be extinguished. Operation of any electrical devices must be avoided.
Radio and radar use is prohibited. It is important to note that fuel vapors proliferate
well beyond the actual fuel tank opening and a simple spark, even one caused by
static electricity, could be enough for ignition. Any potential for sparks must be
nullified.

Spilled fuel poses an additional fire hazard. A thin layer of fuel vaporizes quickly.
Small spills should be wiped up immediately. Larger spills can be flooded with water to
dissipate the fuel and the potential for ignition. Do not sweep fuel that has spilled onto
the ramp.
Class B fire extinguishers need to be charged and accessible nearby during the fueling
and defueling processes. Fueling personnel must know exactly where they are and
how to use them. In case of an emergency, the fuel truck, if used, may need to be
quickly driven away from the area. For this reason alone, it should be positioned
correctly on the ramp relative to the aircraft.

Fig. Typical civil aircraft fuel tank configuration

RESULT:

The 50 hrs and 100 hrs maintenance check procedure is understood and conducted
fuelling and defueling procedures for particular aircraft.