Vioduie / Licence Category A, B1, B2 and B3 Maintenance Practices 7.1 Safety Precautions — Aircraft and WorkshopWNiodule 7.1 Safety Precautions — Aircraft and Workshop Intentionally Blank 1-2 ‘Total Training Support Lid eee atte Module 7.1 Safety Precautions — Aircraft and Workshop © Copyright 2016Module 7.1 Safety Precautions — Aircraft and Workshop oe Copyright Notice © Copyright. All worldwide rights reserved. No part of this publication may be reproduced, ‘stored in a retrieval system or transmitted in any form by any other means whatsoever: i.e. photocopy, electronic, mechanical recording or otherwise without the prior written permission of Total Training Support Ltd. Knowledge Levels — Category A, B1, B2, B3 and C Aircraft Maintenance Licence Basic knowledge for categories A, B1, B2 and B3 are indicated by the allocation of knowledge levels indicators (1, 2 or 3) against each applicable subject. Category C applicants must meet either the category B1 or the category B2 basic knowledge levels. ‘The knowledge level indicators are defined as follows: LEVEL 1 + _ Afemiliarisation with the principal elements of the subject. Objectives: The applicant should be familiar with the basic elements of the subject. ‘+ The applicant should be able to give a simple description of the whole subject, using common words and examples. The applicant should be able to use typical terms. LEVEL 2 * Ageneral knowledge of the theoretical and practical aspects of the subject. * _Anabilty to apply that knowledge. Objectives: The applicant should be able to understand the theoretical fundamentals of the subject. ‘* The applicant should be able to give a general description of the subject using, as appropriate, typical . The applicant should be able to use mathematical formulae in conjunotion with physical laws describing the . The eppicant should be able to read and understand sketches, drawings and schematics describing the . The appeant should be abie to apply his knowledge in a practical manner using detailed procedures, LEVEL 3 + Adetailed knowledge of the theoretical and practical aspects of the subject. ‘* Acapacity to combine and apply the separate elements of knowledge in a logical and comprehensive manner. Objectives: The applicant should know the theory of the subject and interrelationships with other subjects. ‘© The applicant should be able to give a detailed description of the subject using theoretical fundamentals {and spocitic examples. © The applicant should understand and be able to use mathematical formulae related to the subject. + The applicant shouid be able to read, understand and prepare sketches, simple drawings and schematics describing the subject. + The applicant should be able to apply his knowledge in @ practical manner using manufacturer's instructions, © The applicant should be able to interpret results from various sources and measurements and apply ‘corrective action where appropriate. “otal Training Support Lid 13 Ee ‘© Copyright 2016 Module 7.1 Safety Precautions — Aircraft and Workshop pate eee aeey eeIssue 3 ~ January 2016 Intentionally Blank Module 7.1 Safety Precautions - Aircraft and Workshop, Module 7.1 Safety Precautions — Aircraft and Workshop Total Training Suppor Lid ‘© Copyright 2016Module 7.1 Safety Precautions - Aircraft and Workshop Table of Contents Health and Safety 9 Introduction 9 Employers Duties : Beet Employees Duties CIEE eee ie eee ee Eee eee eee ere eee eee eee, 9 9 ‘Smoking. eee Emergency Contact Numbers _ Fire Arrangements, “1 Escape Routes 4 Assembly Points "1 Fire Wardens. 11 Action to take on discovering a fire 12 Fire Extinguishers 12 Accident Reporting 13 Requirements 13 First Aid Supplies 13 First Aiders. 13 Medical Assistance 13 Risk Assessments ae 13 Health, Safety and First Aid in the Workplace 15 Introduction 15 Personal Safety 7 Workshop Safety 241 Workshop Tidiness 21 Hand Tools Machine Tools Welding Portable Tools Compressed Air Hazardous Substances 26 Manhandling co 27 FTrolleye cee eet err 27 Storage Raoks and Benches 28 Material Safety Data Sheets 29 Hangar Safety 34 Ramp Safety. 33 Jet Engines 33 Propellers. 34 Aircraft Doors. 35 Aircraft Access Panels and Engine Cowlings 35 Fire Precautions. 35 Blanks and Blanking 35 Ground Locks 36 Circuit Breakers 37 Weather Radar 38 Electrical Safety. 39 Total Training Suppor Ls 15 lose situa) ange © Copyright 2016 Module 7.1 Safety Precautions ~ Aircraft and Workshop.e & Module 7.1 Safety Precautions — Aircraft and Workshop The Nature of Electric Shock Resistance of Shock Path Resistance of the Shock Path Electric Shock Path of Electric Shock Current. Protection for Users of Equipment Outdoors Other Electricity Dangers. Electricity Safety Precautions More Protective Devices First Aid Minor Wounds Major Wounds Burns Electric Shook Cardio Pulmonary suscitation (CPR) Fire and Fire Extinguishers Introduction Fire Prevention Aircraft Maintenance Fire Hazards. Classification of Fires. Fire Extinguishing Agents Extinguishants Summary Fires in Unattended Aircraft. Fire Regulations High-Pressure Gases General Safety Around Compressed Gases Gas Bottle Identification High-Pressure Gas Replenishing ‘Oxygen Systems Aviation Oils and Fuels. Other Chemical and Physiolo; Issue 3 - January 2016 16 Module 7.1 Safety Precautions — Aircraft and Workshop ‘otal Training Support Lid ‘@Copmight 2016 (Module 7.1 Safety Precautions — Aircraft and Workshop Module 7.1 Enabling Objectives and Certification Statement Certification Statement These Study Notes comply with the syllabus of EASA Regulation (EU) No. 1321/2014 Annex Ill (Part-66) Appendix |, and the associated Knowledge Levels as specified below: Licence Categoi Objective Ptabncell ‘Module 7A. 7B A Bi B2 BS Safety — Aircraft and Workshop TA 3 [3 3 [3 | ‘Aspects of safe working practices including precautions to take when working with electricity, gases especially oxygen, oils and chemicals. ‘Also, instruction in the remedial action fo be taken in the event of a fire or another accident with one or more of these hazards including knowledge on extinguishing agents. ‘Total Training Support Lid 17 Issue 3 — January 2016 © Copyright 2016 Module 7.1 Safety Precautions — Aircraft and WorkshopModule 7.1 Safety Precautions — Aircraft and Workshop ( Intentionally Blank if 12 Total Taig Suppo is Issue 3—January 2016 progue 7.1 Safety Precautions — Aircraft and Workshop copyright 2016 (Module 7.1 Safety Precautions — Aircraft and Workshop Qa Health and Safety Introduction These health and safety guidelines have been written to make sure that you work in accordance with Corporate and Engineering health and safety standards. Note : These guidelines may not always be up to date. Always check the health and safety manuals which should always be kept in a designated area. Employers Duties Itis the duty of every employee to ensure, so far as reasonably practicable, the health, safety and welfare at work of all employees. Employees Duties Itis the duty of every employee while at work to take reasonable care for the health and safety of himself and others who may be affective by his acts or omissions. No person shall intentionally or recklessly interfere with or misuse anything provided in the interest of health and safety or welfare. Smoking Most companies have a "No Smoking” policy. Smoking is only permitted in designated smoking areas and prohibited in all others. In such organisations, disobeying the smoking policy is a disciplinary offence. If you smoke find out where your local designated smoking areas are. Emergency Contact Numbers It is essential that you give the correct and complete information so that the emergency services can find you as quickly as possible. Always give your full external address and phone number without abbreviations. If unsure never hang up. Heathrow Airport. Total Training Suppor Ltd 19 fH © Copyight 2016 Module 7.1 Safety Precautions ~ Aircraft and Workshop _-/SSue $~ January 2016= Module 7.1 Safety Precautions — Aircraft and Workshop Issue 3 - January 2016 Intentionally Blank 1-10 Module 7.1 Safety Precautions ~ Aircraft and Workshop. “Tote! Training Support Lia © Copyright 2016Wiodule 7.1 Satety Precautions — Aircraft and Workshop Fire Arrangements Most buildings have a two stage system: + Anintermittent alarm means that you should prepare to evacuate. + Acontinuous alarm means that you should leave the building immediately in an orderly manner by the nearest available exit Always; * Leave all belongings behind + Close all doors and windows + Wait to be instructed to do so by the Fire Service before re-entering the building. Escape Routes All fire exits and the paths to them are marked with green signs, some illuminated as necessary. Whenever you enter a new workplace you should familiarise yourself with the escape routes. In an emergency use the most direct route and do not use lifts. ESCAPE ROUTES AND FIRE EXITS Assembly Points Always know where your recognised assembly point is which will be different in every area. The local assemble point is detailed on the fire evacuation notice. Fire Wardens ‘These are appointed in all areas and are recognised by a yellow tabard and hat. Always abide by their instructions. “ota Trinng Suppor Ltd 444 _ © Copyright 2018 Module 7.1 Safety Precautions ~Aircraftand Workshop -_‘'SSUe $~ January 20164 cH Module 7.1 Safety Precautions — Aircraft and Workshop ‘ Action to take on discovering a fire Call for assistance. Raise the alarm by breaking the nearest manual break glass call point. The call points are red in colour. Press the glass with the thumb to break the glass. This will activate the alarms. Call the emergency telephone number. Giving the correct location. If safe to do so, attack the fire using the correct fire extinguisher. Do not put yourself at risk, Keep your escape route clear. Close all doors when leaving the area. Leave by the nearest available fire exit. Report to your designated fire assembly point. Do not enter an area where the alarms are ringing continuous. Fire Extinguishers Always make sure that you have had a local health and safety induction in all separate areas that you work in. This will include which fire extinguishers to use on what fires, where the local fire points are and how to use them. Never put yourself in danger when tackling a fire. (See also the section at the end of these notes) Issue 3 - January 2016 Ni XS = la clev aul Frne aca Efe fof Lalt 1-12 Tota Training Support Lid Module 7.1 Safety Precautions — Aircraft and Workshop © Copytight 2018Module 7.1 Safety Precautions — Aircraft and Workshop Accident Reporting Requirements: Under the Reporting of Injuries, Diseases and Dangerous Occurrences Regulations 1995 {RIDDOR'95) there is a legal requirement for every accident at work to be reported. If you have an accident, however minor, you must inform your immediate Supervisor/First Aider. The following must be reported to the Health and Safety Executive (HSE), which is a government funded organisation; deaths major injuries accidents resulting in over 3 days sickness/injury diseases dangerous occurrences gas incidents All other accidents and incident should be recorded locally. It is your responsibility to make sure that the records are completed. This may include an Accident Book and company documentation for occurrences reportable to the HSE. First Aid Supplies Make sure that you know where the local first aid box and eye wash station is in the area that you are working in First Aiders First Aiders are appointed in all areas and are qualified to give first aid in the event of an accident or illness. A list of your local First Aiders and their contact numbers are usually found beside the first aid box. Medical Assistance In an emergency always call for an ambulance. Send someone to wait at the seourity gate, Emergency Point or other prominent position to guide the crew to the casually. Many organisations have an Occupation Health department. Staff are available to see anyone with a work related health problem or for treatment following minor accident or illness, however all major injuries must be taken directly to hospital. Risk Assessments There is a legal requirement to carry out risk assessments on all tasks and processes that are performed. As a result of these risk assessments health and safety guidelines are often written to ensure that you operate a machine or perform a task safely. You must always abide by these guidelines and follow correct procedures e.g. lathes, drills etc. Some of these machines can be dangerous and could kill or seriously injure you. “otal Training Suppor Lic 143 © Copytight 2016 Module 7.1 Safety Precautions — Aircraft and Workshop _-_‘‘SSU@ $~ January 2016Issue 3 ~ January 2016 Intentionally Blank 114 Module 7.1 Safety Precautions — Aircraft and Workshop, ‘otal ‘Training Suppor Ltd © Copyright 2016 ) Niodule 7.1 Safety Precautions ~ Aircraft and Workshop ( i ( ¢Module 7.1 Safety Precautions — Aircraft and Workshop Health, Safety and First Aid in the Workplace Introduction Aircraft, by their very nature and design, make for a dangerous working environment. The danger is further increased by the wide variety of machines, tools and materials required to support and maintain aircraft. Personal safety starts with being appropriately dressed for the work being undertaken, ‘combined with the correct use of eye and ear protection whenever necessary. Technicians should only operate equipment with which they are familiar and which they can operate safely. Hand tools should be kept in good working order. Good ‘housekeeping’ in workshops, hangars, and on flight line ramps is essential to safe and efficient maintenance. Pedestrian and fire lanes should be clearly marked and NEVER obstructed. They should always be used to keep non-technical personnel clear from the work area. Any spillage of oils, greases and fuels should be immediately covered with absorbent material and cleaned up, to prevent fire or injury. Spillage should be prevented, from running into floor drains. Itis very important, that all personnel know the location of the fixed points where fire-fighting equipment and First Aid treatment are available. They must also be aware of the types of ‘emergency that can occur in the workplace (whether in the workshop, hangar or on the ramp), and of the procedures to be followed in any emergency. While the goal of an aviation technician is to maintain aircraft in such a manner as to assure safe flight, you must also be concerned with creating a safe environment while an aircratt is on the ground. For example, the fuel tanks of transport aircraft contain large amounts of highly flammable fuel and, therefore, can pose a considerable risk of fire. In addition, rotating propellers and operating turbojet engines present a serious risk of injury or death to ground personnel, Therefore, you must make every effort to prevent injury to personnel and damage to aircraft while maintenance and servicing are being performed Accidents in the workplace are one of the leading causes of death and. One reason for this is that after working at a job for a period of time, many people become complacent and do not give workplace safety the attention it requires. Aircraft operation areas contain many dangers to personnel, but a sound safety program and an aware workforce can reduce these dangers dramatically. Make workplace safely one of your primary job duties. Total Training Suppost Lid 1-15 ® Copyrignt 2016 Module 7.1 Safety Precautions - Aircraft and Workshop ‘Sse $— January 2016Module 7.1 Safety Precautions — Aircraft and Workshop Certain compulsory rules are displayed in every workshop. These are workshop safety precautions that are based upon the Factories Act of 1961 and are designed to safeguard the activities of everyone employed in the workshop. They are mainly concerned with the levels of cleanliness, ventilation, heating, lighting, use of electric and pneumatic power, fire protection, accident prevention and first aid, In some jobs there are special risks for which additional local instructions are needed; in these instances attention is drawn to the risks involved by a poster or notice, displayed near the particular danger spot. Accidents rarely just happen. They are more often caused by carelessness or by deliberately disregarding the workshop safety rules. Since the precautions are intended to minimise the risk > of injury, anyone who ignores them not only endangers his own life but also the lives of others _( around him. Furthermore it should be remembered that in law, a person may, in some circumstances, be held responsible for an accident if he has not taken the necessary protective ( measures. i However, despite all warnings and reasonable caution, accidents still happen. It is therefore important that everyone should have an elementary knowledge of first aid and be able to help in an emergency. 25.5% HANDUNG & UFTBNG 8.1% 4 STEPP mG ow on GANST CAUSES OF ACCIDENTS - NATIONAL AVERAGE ( 1-16 Tole Training Support id tssue 3 - January 2016 Module 7.1 Safety Precautions ~ Aircraft and Workshop (© Copyright 20165 Niodule 7.1 Safety Precautions — Aircraft and Workshop 7 Personal Safety Every reasonable safeguard is incorporated in the design of modern workshop equipment but no safety device or set of rules can control a person's behaviour. A careless act or a moment of overconfidence, can be very costly in terms of working hours lost and damage to personnel and equipment. The lesson is simple, THINK before doing anything, However, there are occasions, such as an emergency, when there is little time for thought, when the right actions must be instinctive. In these circumstances everyone must be able to act promptly and efficiently from any part of the workshop. So, for you own safety and that of your colleagues, make certain that you are thoroughly familiar with your surroundings and know the whereabouts of each of the items listed below: Telephones First Aid Boxes. Power Isolators Fire Alarms Fire Extinguishers (all types) Emergency Exits Personal hygiene is always important. In the work area it is essential, not only to your health, but to the safe production of good work. Overalls are provided and must always be worn. Correctly fastened and laundered at regular intervals, they avoid contamination of your normal clothing and provide a reasonable protection against industrial dermatitis, a skin infection that is caused by continual contact with oils, fuels, paints and solvents. Loose items should not be carried in pockets especially when working on aircraft or engines. Jewellery should be removed before work as it can cause a trap hazard. Long hair must be kept ina hat or haimet when using machinery. The hands can be protected by using ‘barrier’ cream and cleansing gel. If your hands are likely fo be exposed to oils, resins, solvents or chemicals for long periods, suitable gloves must be worn. Your skin should be thoroughly washed with an approved cleaning agent before eating, smoking or using the toilet. Do not use solvents or chemical cleaners as these will do more harm than good, The surface of the work bench should be kept clean and without any sharp edges or projections which could cause an injury; use a brush when cleaning down, not your hands. Take care not to sit in pools of oil or fuel as the results can be very unpleasant and very embarrassing! Total Traicing Suppor Lid 17 is © Conyrigh 2016 Module 7.1 Safety Precautions ~ Aircraftand Workshop ‘Se $~ January 2016oo Niodule 7.1 Safety Precautions — Aircraft and Workshop RDY HAIR SHARP TOOLS AND OOSE OBJECTS: OVERALLS, OVERALLS. FASTENED LOOSE CUFFS CORRECTLY LOOSE WATCHES | => ano JEWELLERY CORRECT FITHING ‘OVERALLS. DAMAGED OVERALLS POOR FITTING OVERALLS LIGHTWEIGHT SHOES ‘OR TRAMERS SAFETY SHOES ‘ORBOOTS Personal Protective Equipment (PPE) Personal Protective Equipment must be provided by law but it is your duty to wear it appropriately. PPE includes: Hard Hats and Bump Caps Safety Glasses and Goggles Full Face Masks Ear Plugs Ear Defenders Dust Masks Respirators (filter type and air fed) Overalls (including special Fuel Tank Entry ones) Safety Harness High Visibility Tabard Safety Shoes and boots Foul weather clothing (hats, coats and leggings) Gloves (many types) PPE may be necessary in many locations and when required must be worn, Safety shoes and overalls must be worn at all times, tabards must be worn at all times in ramp areas. Different levels of protection are required in different areas. Ear plugs may provide adequate protection in a normal workshop but ear defenders are required in a loud or sustained noise environment such as machining operations or aircraft engine run. Find out what safety equipment is appropriate for the job to be performed. For example, are the gloves the right ones for handling a particular hazardous substance? do you need safety glasses or goggles for a certain job? should you wear an aspirated face mask or simple dust mask? 1-18 “otal Training Support Lit eet Senne oe Module 71 Safety Precautions ~ Aircraft and Workshop © Copyright 2016Module 7.1 Safety Precautions — Aircraft and Workshop © EAR DEFENDERS, GOGGLES OR SAFETY GLASSES: SAFETY SHOES: ‘ORBOOTS Total Training Support Ltd 1-19 ‘© Copyright 2016 Module 7.1 Safety Precautions ~ Aircraft and Workshop _—-«/SSe 3 ~ January 2016NModule 7.1 Safety Precautions — Aircraft and Workshop Intentionally Blank 4-20 Total Training Support Lis pee ene tet Module 7.1 Safety Precautions ~ Aircraft and Workshop, © Copyright 2016 (Module 7.1 Safety Precautions - Aircraft and Workshop Workshop Safety Workshop Tidiness All persons who work in, or have cause to enter, a workshop or servicing bay should be conscious of the need for tidiness and the simple measures needed to avoid accidents. A tidy workshop is usually a safe place. The floor should be kept clean, free from patches of oil and grease and not littered with equipment over which people may trip and fall. Equipment should be tidily stacked, leaving adequate work space and gangways for escape in case of emergency. General refuse must be placed in the waste bins provided. Certain materials, such as toxic and flammable substances and items contaminated with them, are classed as Special Waste. This must be placed in the marked receptacles and disposed of in the approved manner. Do not put general rubbish in the special waste bins as disposal costs are far higher for this material. Fuels and lubricant that have become contaminated in any way must be collected in containers and returned to the stores for disposal; they are not to be poured into drains to become a fire hazard and a menace to the local environment. (see Health and Safety Manual) Hand Tools Hand tools such as files, screwdrivers, pliers, hammers and spanners are so commonplace that they are seldom considered to be dangerous. But they ARE dangerous, particularly if misused and not properly maintained. In the workshop, hand tools should be arranged so that they are readily to hand and able to be easily checked. Files Never use these tools without a sound, tight fitting handle. These handles should always have a metal ferrule which helps to secure the tang in the handle and minimise the risk of the wood splitting. Hammers Loose-fitting hammer heads are liable to fly off and cause serious injury. Before using a hammer be sure that the shaft is without cracks and securely wedged in the hammer head. Screwdrivers Always select the screwdriver that is the right size and shape for the screw head and check that the tip of the blade is in good condition. The tip of the common screwdriver should be ground or filed square and kept thick enough to fit the screw slot snugly. For electrical work use a screwdriver with an insulated handle. Do NOT carry screwdrivers or similar sharp-ended tools in your pockets. ‘Total Training Support Lid 121 © Copyright 2016 Module 7.1 Safety Precautions — Aircraft and Workshop _-‘/S84@ 3 ~ January 2016Module 7.1 Safety Precautions — Aircraft and Workshop FILE TANG HOT FITTED WITH ‘SUITABLE HANDEL DO NOTUSE FLEAS A LEVER LOOSE HAMMER HEAD 'AND SPLIT SHAET CHIPPRD, CRACKED OR MUSHROOMED HAMMER HEAD ae SCREWDRIVER DAMAGED ‘BY MISUSE Punches Punches with ‘mushroomed’ heads are a danger to users and passersby. Keep the head ground or filed to its original shape; this also applies to chisels and any tool that is repeatedly struck by a hammer. Pliers Pliers are liable to pinch the skin if grasped too near to the close -fitting hinge; grip the plier handles near the end. When using pliers for clipping wire, hold them so that the ends of the wire, when snipped off, are directed towards the ground. NEVER use pliers to tighten or slacken nuts, bolts or screws. Do not place tools where they may be accidentally dislodged, particularly if they are, being used above head level. Moreover, do not ‘throw a spanner in the works’ by leaving tools behind when a job has been completed. Spanners Remember that for every size nut or bolt there is a spanner of the correct size - USE it. Ring and socket spanners are less likely to slip off the nut and are to be preferred to the common open-ended spanner; use an adjustable spanner only as a last resort Whenever possible PULL a spanner rather than push it. When pushing you are more likely to lose your balance when the nut suddenly slackens; the result is usually very painful to the knuckles...or worse. 1-22 ‘ota Training Support Lid iabasadubtountitanZudin Module 7.1 Safety Precautions ~ Aircraft and Workshop ‘© Copyright 2016BLUNT CUTTING EDGE, CHIPPED AND MUSHROOMED HEAD DONOTUSE OVERSZE SPANNER ‘AND PACKING. USE CORRECT SIZE OF SPARHER FOR NUT OR BOLT ‘STRAINED AND CRACKED JAWS. CAUSED BY EXTENDING HANDLE ‘WITH TUBE Machine Tools Extra care is needed where electric or pneumatic power is used to operate tools and machines. ‘Such tools are designed to be powerful and once started cannot be stopped immediately. Before using a powered machine be sure that the appropriate guards or fences are securely in place and that no part of your body or clothing can come into contact with the moving parts Ensure that your overalls are correctly fastened and that loose items such as ID passes, ties ec. are either removed or securely tucked away. It is advisable to wear a cap of haimet if your hair is tong. Always protect your eyes when using driling, milling and grinding machines; Safety goggles must be worn whenever you are working with power tools, even though the machines may have Perspex guards fitted. Itis always good practice to notify anyone in the immediate area prior to your work commencing. ‘otal Training Support Lid 1-23 He © Copyright 2016 Module 7.1 Safety Precautions ~ Aircraft and Workshop __‘‘SSue 3 ~ January 2016Module 7.1 Safety Precautions — Aircraft and Workshop The guards and safety covers found on many tools have been put there to protect the operator. ‘Some of these guards may appear to interfere with the operation of the equipment. However, they must never be removed or disabled. The slight inconvenience they cause is more than compensated for by the added safety they provide Dull cutting tools present a greater threat of injury than sharp tools since a dull or improperly sharpened tool requires excessive forces to do its job. As a result, the work can be grabbed or thrown out of the machine. Therefore, always make sure the cutting tool is sharp and serviceable before you use it Be sure the eye-protection shields are in place when using a bench grinder. When using a drill press be sure that the material being worked is securely clamped to the drill press table before you begin drilling a hole. if this is not done, it is possible for the drill or the cutter to grab the metal and spin it around, effectively slicing anything in its way. Furthermore, never leave a chuck Key in a drill motor or a drill press. If the switch is accidentally turned on. the key will be thrown out with considerable force, The use of eye protection cannot be overstressed. Chips coming off metalworking tools can easily penetrate deeply into your eyes. In addition, if someone working near you is using compressed air, a blast of air can easily pick up dirt or dust and spray into your face. To prevent eye injuries, always wear eye protection when using power tools. or when you must enter areas where they are being used In addition to eye protection. you should always wear the appropriate clothing when in the shop For example. you should never wear ties or other clothing that could get caught in a spinning tool. Furthermore, if you wear your hair long, tie it back to keep it out of the way. When adjusting or changing the blade or hit on a power tool, disconnect the tool from its power source. When maintenance is performed on a power tool that cannot be disconnected from its power source, the electrical junction box for that tool should he tured off and locked out, to prevent someone from accidentally turning the power back on. 1-26 Total Training Support Lid basse fuarbonitencthd Module 7.1 Safety Precautions - Aircraft and Workshop. (© Copyright 2016Module 7.1 Safety Precautions — Aircraft and Workshop Power tools are one of the greatest timesavers found in a maintenance shop, but you must not allow their convenience to cause you to misuse the tool. in other words, never be in a hurry around a power tool and never use a tool for a purpose for which it is not intended, Most important of all, think before using any tool. Welding Welded repairs are common in aircraft maintenance and shops should provide a means of safely accomplishing the task. Welding should be performed only in areas that are designated for the purpose. If a part needs to be welded, remove it and take it to the welding area. Welding areas should be equipped with proper tables. ventilation, tool storage. and fire extinguishing ‘equipment. If welding is to be accomplished in a hangar, no other aircraft should be within 35, feet of the hanger, and the area should be roped off and clearly marked. Portable Tools When about to use a portable electrically operated tool, such as a drill or soldering iron, inspect the connecting cable for damage also ensure that the tool has been electrically checked and has a current approved sticker attached. Only tools specifically approved for the purpose may be used in the vicinity of aircraft, always check the validity of the approval before use. BEFORE ‘PLUGGING IN’ TO THE MAINS SUPPLY SOCKET BE SURE THAT THE POWER IS SWITCHED OFF. Ifa lengthy run of cable is used, allow sufficient slack to avoid any strain being placed upon the cable connections. Take care that the cable is not trodden upon, laying in oil or likely to be chafed by any sharp edges such as those of aircraft inspection panels and hatches. Do not use with the cable partially coiled as overheating may occur. Portable electrically-operated tools should be regularly and frequently tested, particular attention being paid to the flexible cable and its connections and to the continuity of the earth conductor. After use or at any time when the tools are left unattended, switch off and remove the electric plug from the supply socket. When returning the tool to its stowage, coil the connecting cable carefully to avoid any kinks. SIMPLE PERSPEXDRILLGUARD TELESCOPIC DRILL GUARD “otal Training Supgert Ltd 1-25 = ‘© Copyright 2016 Module 7.1 Safety Precautions — Aircraft and Workshop: tesue 3 — January 2016Wiodule 7.1 Safety Precautions — Aircraft and Workshop Compressed Air Compressed air is used to operate most portable power tools and lubricating equipment and if misused can be extremely dangerous. Air pressure lines must be handled with care and the nozzles of such equipment must never be pointed towards a person's body. It must be realized that apart from the obvious exposed danger spots, such as the eyes and ears, the air blast from the nozzle can easily penetrate clothing and cause serious injury if the air enters ANY part of the body. It may be considered amusing to direct a jet of air at another person, but pressures as low as 10 to 15 LB per square inch have been known to produce severe internal injury so, DO NOT PLAY ABOUT WITH COMPRESSED AIR Any accidental injection of air, oil or grease into the skin must receive immediate medical attention. Hazardous Substances To comply with the Control Of Substances Hazardous to Health (COSHH) legislation, an assessment of the risks to health arising from hazardous substances is required. The purpose of the risk assessment is to reach an informed and valid decision about the risks, and implement the necessary measures to prevent or adequately control exposure. Hazardous Substances are: + Substances classified as VERY TOXIC, TOXIC, HARMFUL, CORROSIVE, IRRITANT, SENSITISING, under Chemical (Hazard Information & Packaging for supply) regulations 2002 (CHIP). Substances assigned an occupational exposure limit (OEL) Biological agents (bacteria, viruses, fungi) Any dust when present in substantial concentrations Carcinogens Materials Specification Data Sheets (MSDS) and COSHH assessments are published for all materials classed as hazardous and should always be consulted before use. ‘The containers and packaging of hazardous materials (including wastes) should always be clearly marked with a description of the material, the hazards it poses and safety information concerning its handling. A set of internationally recognised symbols is used to provide quick identification. 1-26 Total Training Support Ltd lesue a January 2016 Module 7.1 Safety Precautions Aircraft and Workshop © Copyright 2016Viodule 7.1 Safety Precautions — Aircraft and Workshop Danger i A Irritant substances avold skin contact TRRTANT Ges puso 5 jata sheels, etc Cope A Oxidant GENERAL WARNING OF ‘OXIDISHIG AGENT r Highly Banger | |/A\ rientab| ‘SPECIFIED HAZARD (ASBESTOS) FIRE HAZARD CORROSIVE OR CAUSTIC MATERIAL mgt maa eon spe cre A ae Manhandling Despite all the mechanical aids that are available, we still rely on our hands for a great deal of the everyday lifting and carrying. When you have to manhandle equipment, do it correctly. Remember that most back injuries are caused by incorrect lifting, that is, failing to keep the back straight and using the leg muscles to take most of the strain. Ifit is necessary to manhandie larger articles, this must be done by a group of persons under the supervision of one individual. He alone must give clear, concise moving instructions. Trolleys When using trolleys make sure that the load is securely and tidily stacked and cannot fall off. Total Training Support Ltd 1-27 © Copyright 2016 Module 7.1 Safety Precautions ~ Aircraft and Workshop Issue 3 - January 2016& ; a ( cy Wiodule 7.1 Safety Precautions — Aircraft and Workshop See that the way ahead is clear and watch that your fingers are not trapped in doorways. Storage Racks and Benches ¢ Storage racks and benches must be rigid to be safe. A loose bolt may result in dangerous ( movement, or even collapse; this could trap limbs and cause serious injury. This and similar equipment must be kept clean, particular attention being paid to the tread surfaces of ladders and servicing platforms which are made treacherous by grease spots and spillage of oil, AR vserases \ Adee ‘LOW ENOUGH TO GIVE UNOBSTRUCTED VIEW STRAIGHT i \ BACK 7 IncoRRECT Wav TO FT a Pe CORRECT WAY TO CARRY ¢ Issue 3 — January 2016 1.28 Tos TanneSupontts Module 7.1 Safety Precautions ~ Aircraft and Workshop (© Copyright 2016Module 7.1 Safety Precautions — Aircraft and Workshop -~ Material Safety Data Sheets COSHH regulations require an employer to have copies of relevant Material Safety Data Sheets that are readily available to all shop personnel at all times. These data sheets allow for quick reference in case of a chemical spill or injury. In the case of a chemical injury, a copy of the pertinent data sheet(s) should be sent along to the emergency room to ensure immediate medical attention. A Material Safety Data Sheet consists of nine basic sections: 1, Product identification including trade name, and the address and emergency phone number of the manufacturer/supplier. Principal ingredients including percentages of mixture by weight. Physical data describing the substances appearance, odour, and specific technical information such as boiling point, vapour pressure, solubility, etc. Fire and explosion hazard potential. Reactivity data including stability and incompatibility with other substances. First aid and health hazard data. Ventilation and personal protection gloves, goggles, respirator. etc. Storage and handling precautions. Spill, leak, and disposal procedures en LENO AR Material Safety Data Sheets (MSDS) provide information on hazardous materials that are present in the workplace. Furthermore, all employers must maintain current copies of the Material Safety Data Sheets for reference at any time. Total Training Suppor Ltd 1-29 © Copyright 2016 Module 7.1 Safety Precautions Aircraft and Workshop _-‘‘SSU@ 3 January 2016Issue 3 — January 2016 Intentionally Blank 1-30 Module 7.1 Safety Precautions — Aircraft and Workshop “Tote Training Suppert Lic (© Copyright 2096 ( Module 7.1 Safety Precautions — Aircraft and Workshop (Module 7.1 Safety Precautions — Aircraft and Workshop Hangar Safety In most aircraft hangars, and sometimes on the ramp, there is a requirement to work some way above the ground. There are two main hazards involved with working at heights: + Falls + Falling objects Falls from height are the most common cause of fatal injury. Even a fall from only a few feet can prove fatal. It is inevitable when working with aircraft and using heavy equipment that you will have to work at height. Precautions to be taken when working at height: + Ensure the equipment you are using is serviceable and fit for the job; + Make yourself aware of any risks involved in the job you are doing and what measures are in place to protect you; + Be aware of the.contents of the risk assessment that has been carried out; + Make sure you are aware of any safety features on the equipment you are using, e.g. locks, harness points, safety rails etc. and make sure you use them, Safety harnesses are available and can be attached to your access equipment, the aircraft, or even an overhead crane. Most hangars have docking or staging to provide suitable access, some of it hydraulically, pneumatically or electrically powered. Always be aware of the state of any access equipment you are using. if you have to move a piece of docking make sure access points and walkways are in a safe condition by installing barriers as appropriate. When removing steps from an aircraft doorway ensure the door is closed or a suitable guard is in place. When using lifting equipment such as cranes, hoists and jacks always ensure that you follow the correct operating procedure, are aware of any load limitations and have had the specific training for the equipment concemed. At times it is necessary to functionally check aircraft flying control systems and surfaces. Hydraulically and pneumatically powered surfaces and their mechanisms move very rapidly and with great force. It is the duty of the person supervising the functional checks to brief everyone involved and anyone working in the vicinity of the checks. Despite this, accidents do happen, so you should always be aware of the potential for movement and ensure systems are deactivated and switches and controls identified with ‘Do Not Operate’ labels when you are working on or near the systems. “ota Training Support Lid 1-34 2 © Copyright 2016 Module 71 Safety Precautions — Aircraft and Workshop _-—‘SSue $~ January 2016Issue 3 - January 2016 Intentionally Blank 1-32 ‘Module 7.1 Safety Procautions — Aircraft and Workshop, Module 7.1 Safety Precautions — Aircraft and Workshop Total Training Support Lic ‘© Copyright 2016Wiodule 7.1 Safety Precautions — Aircraft and Workshop Ramp Safety Ramp maintenance areas are particularly hazardous due to the high levels of noise and distraction present. This includes the activities of the various groups involved in the preparations for departure, the weather conditions and the pressures for the punctual operation of a service. Road traffic is a particular problem. Fuel tankers, baggage lorries, loading vehicles, catering trucks, engineering vans, crew buses, passenger coaches and aircraft tugs all manoeuvre around the aeroplane in roughly choreographed chaos, While the normal rules of the road apply, they are seldom policed and irresponsible drivers abound. Falls from open aircraft doors are another problem for both engineers and crew. If you remove steps or walkways, make sure the door is closed or guarded. When leaving an aircraft make sure the steps are present and stationary! Engine operation, both on the ramp and on the engine ground run stand in the maintenance area, is dangerous. Ear defenders must be worn to protect your hearing, but in ramp areas they may reduce your awareness of the hazard. Rotating propellers are difficult to see at the best of times and at night become invisible. A propeller strike is almost invariably fatal. Jet engines suck and blow with great force and either end can kill. You must be aware of the danger areas for the aircraft you work on (which can be found in the Maintenance Manual) and remember that the size of the area varies with power setting and the direction of the blast changes as the aircraft is pushed back. For ground runs ensure intake guards are in place and only approach a running engine via the maintenance access corridor when cleared to do so by the flight deck. During engine runs one observer must be in contact with the flight deck crew at all times via the intercom system. In short, keep your wits about you, be aware of your surroundings and the activities going on around you and wear your tabard. Jet Engines When dealing with running jet engines there are similar dangers. These come not only from the noise risk, which can result in deafness, but also from the risk of intake suction, which has resulted in ramp personnel being sucked into the engine and being Killed. At the rear of the aircraft, there is the risk of jet blast, which, at maximum thrust is quite capable of overturning a vehicle if it passes too close behind the aircraft. Piston-powered aircraft (depending on their size) will have similar danger areas. Tota Traning Suppor Lid 1-33 i © Copy 2016 Module 7.1 Safety Precautions - Aircraft and Workshop __‘Ssue 3~ January 2016é : op Module 7.1 Safety Precautions — Aircraft and Workshop GROUND DLE MainTeNAnce Access TAKEOFF — 1590 FET aim) — “oreeT daa ne TAKEOFF Propellers Most blades have high-visibility markings, to ensure that they can be seen when they are tuming. These markings vary from a yellow blade tip marking, to black and white alternate stripes along the full blade length. To reduce the risk of propeller and rotor blade strikes, it is best to follow strict rules as to the correct way to approach and leave the vicinity of an aircraft or helicopter whilst it is under power. For example (and allowing for the fact that there are specific rules laid down for each aircraft), installing and removing chocks should normally be done from the wing-tip direction. Boarding and leaving a helicopter should always be done from the side. 1-34 ‘Total Tralning Support Lid Module 7.1 Safety Precautions ~ Aircraft and Workshop © Copyright 2016 fesue 3 — January 2016Module 7.1 Safety Precautions - Aircraft and Workshop = Aircraft Doors Never open or close an aircraft passenger door or cargo door without first receiving training on how to do this safety. Most aircraft passenger doors have an emergency operation mode, which activated inadvertently could cause damage and serious injury. Aircraft cargo doors are usually electrically or hydraulically activated. Incorrect operation on these doors will also cause damage or injury, Aircraft Access Panels and Engine Cowlings Always ensure that all aircraft access panels and engine cowlings are supported by their hold open stays, where fitted. Supporting them on steps or ground equipment is likely to cause damage. When closing access pane's and engine cowlings, make sure open stays are correctly stowed, all tools spares and other items used during maintenance are removed, and that all panel and cowling latches and fasteners are locked. Fire Precautions When carrying out maintenance tasks such as engine ground runs, or system function checks, ensure correct fire extinguishing appliances are available, usually a twin cylinder co 2 trolley and a power extinguisher. All fuel spills such as fuel, oil and hydraulic fluid should be cleaned up immediately. If a fuel spill is extensive, then the airport fire service should be contacted to deal with it. Blanks and Blanking Be aware of blanks and covers that can be fitted to all aircraft during maintenance or as the situation requires, these include: * Engine Intake and Exhaust unit blanks Pitot probe and pitot static blanks * Wheel covers * Windscreen covers The above are general, but aircraft type specific blanks are also available. Total Training Support Lid 1-35 i © Copy 2016 Module 7.1 Safety Precautions — Airoraftand Workshop _-_‘"SS@ 3 ~ January 2016¢) Wiodule 7.1 Safety Precautions - Aircraft and Workshop ( When removing and fitting aircraft components, always ensure that blanking caps and covers are transferred from the new component to the old one. If removing a component for maintenance purposes that is not going to be replaced immediately, ensure that the component and the aircraft connections, pipe lines, electrical connections, are all blanked. Failure to do this will allow the ingress of foreign materials, which if go undetected, could cause future system failure. When handling electric or electronic equipment, special anti-static blanks and packaging is always used. It must be remembered that when removing and fitting these blanks, normally coloured black, care must be taken not to touch the pin connections with the fingers, as this will damage the ( internal electronic components. i Ground Locks ( Several systems, especially flight controls and landing gear, are equipped with locks. These are designed to safety hydraulic actuators during maintenance. It is essential, that where available these locks are used to ensure personal safety, and stop systems damage. All locks and pins are equipped with a red pennant, with the words “REMOVE BEFORE FLIGHT" printed on it. Itis ‘of course essential for flight safety, that all locks are removed before flight. A record of ground locks fitted during maintenance is raised on a job card, or in the aircraft technical log. 4-36 “Tota Training Support List escasttieatmesidastia Module 7.1 Safety Precautions — Aircraft and Workshop © Copyright 2016Circuit Breakers Circuit breakers are provided to isolate electrical actuation or electrical control systems. This enables the flight crew to isolate a system during an emergency, and allows ground crew to isolate a system for maintenance. Circuit breakers are usually identified in groups by a number/letter code, and individually by shorted words and/or numbers. Circuit breaker tags Ifa circuit breaker is pulled to deactivate a system, a safety tag must be attached to it to indicate this to other maintenance personnel. On no account should a circuit breaker be reactivated until the person who isolated it has been consulted. Aircraft Systems Isolation - Prior to carrying out maintenance or system breakdown, some aircraft systems will require depressurization, draining, venting or cooling. Hydraulic systems require depressurization of the system, and depressurization of the reservoir head pressure, this is usually pneumatic. On some aircraft, electrically operated valves will isolate sections of the hydraulic system, when operated. Fuel systems often require draining and venting, this is certainly the case with fuel tanks. Fuel supply systems can sometimes be isolated with the use of electrically operated valves. Pneumatic systems sometimes require depressurization. Aircraft toilet and water systems require draining and flushing, Engine oil systems require depressurization and cooling. All systems require deactivation of their motive power, prior to maintenance or breakdown. “otal Training Support Lid 1.37 e © Copyrigt 2016 Module 7.1 Safety Precautions ~ Aireraft and Workshop ‘Sse 3~ January 2046wy Module 7.1 Safety Precautions — Aircraft and Workshop ( Weather Radar : The heating and radiation effects of weather radar can be hazardous to life. Personnel should remain a safe distance from the radar if it is in operation. There are published figures and charts in the maintenance manual of each aircraft, showing the safe distances for personnel, depending on the power of the radar in use. As an example, the aerial in the nose of the aircraft should have an unobstructed ‘view’ of something like 30 metres, with the aerial tilted upwards. There should also be a barrier erected about 3 metres or so from the nose of the aircraft, to prevent personnel getting too close. Finally, there should be no fuelling operations in progress during the testing of weather \ radar. ( Maximum Permizatbte Exposure Level PEL “RY rey ‘ati " Radiation WARNING ‘This instrument generates microwave radiation 20 NOT OPERATE UNTIL YOU HAVE READ ANO.CAREYULLY FOLLOWED ALL SAFETY PRECAUTIONS. AND INSTRUC: TGNSINTHEOPERATNGANO SERVICE IMPROPER USE Of EXPOSURE MAY CAUSE ‘SERIOUS BODILY INJURY. 1-38 Total Training Support Ltd lesue 3 ~ January 2016 ‘Module 7.1 Safety Precautions — Aircraft and Workshop 8 Copyrkg 2018Module 7.1 Safety Precautions — Aircraft and Workshop Electrical Safety The Nature of Electric Shock The nervous system of the human body controls all its movements, both conscious and unconscious. The system carries electrical signals between the brain and the muscles, which are thus stimulated into action. The signals are electro chemical in nature, with levels of a few millivolts, so when the human body becomes part of a much more powerful external circuit, its normal operations are swamped by the outside signals. The current forced through the nervous system of the body by external voltage is electric shock. All the muscles affected receive much stronger signals than those they normally get and ‘operate very much more violently as a result. This causes uncontrolled movements and pain. Even a patient who is still conscious is usually quite unable to counter the effects of the shock, because the signals from his brain, which try to offset the effects of the shock currents, are lost in the strength of the imposed signals. ‘A good example is the ‘no-let-go’ effect. Here, a person touches a conductor which sends shock currents through his hand. The muscles respond by closing the fingers on the conductor, so it is, tightly grasped. The person wants to release the conductor, which is causing pain, but the electrical signals from his brain are swamped by the shock current, and he is unable to let go of the offending conductor. The effects of an electric shock vary considerably depending on the current imposed on the nervous system, and the path taken through the body. The subject is very complex but it has become clear that the damage done to the human body depends on two factors: * the value of shock current flowing. the time for which it flows. These two factors have governed the international movement towards making electrical installations safer. “Total Training Support Lid 1-39 o © Copyright 2016 ‘Module 7.1 Safety Precautions Aircraft and Workshop __‘'®Sue $~ January 2016eS Module 7.1 Safety Precautions — Aircraft and Workshop Resistance of Shock Path In simple terms the human body can be considered as a circuit through which an applied potential difference (voltage) will drive a current. As we know from Ohm's Law, the current flowing will depend on the voltage applied and the resistance of the current path. Of course, we should try to prevent or to limit shock by aiming to stop a dangerous potential difference from being applied across the body. However, we have to accept that there are times when this is impossible, so the important factor becomes the resistance of the current path. The human body is composed largely of water, and has very low resistance. The skin, however, has very high resistance, the value depending on its nature, on the possible presence of water, and on whether it has become burned. Thus, most of the resistance to the passage of current through the human body is at the points of entry and exit through the skin. A person with naturally hard and dry skin will offer much higher resistance to shock current than one with soft and moist skin; the skin resistance becomes very low if it has been burned because of the presence of conducting particles of carbon. In fact, the current is limited by the impedance of the human body, which includes self- capacitance as well as resistance. The impedance values are very difficult to predict, since they depend on a variety of factors including applied voltage, current level and duration, the area of contact with the live system, the pressure of the contact, the condition of the skin, the ambient and the body temperatures and so on. The graph below give approximate impedance values of the human body when undergoing electric shock. (Statistical values of total impedances valid for Jive human beings for the cument path hand to ‘hand or hand to fact, for touch voltages up to TON. 95% (OF POPULATION) ‘TOTAL BODY IMPEDANCE g © 190 200 300 490 500 600 700¥ VARIATION OF BODY IMPEDANCE WITH TOUCH VOLTAGE 1-40 “Total Training Support Lis feet ete Module 7.1 Safety Precautions ~ Aircraft and Workshop ‘© Gopytighi 2016Module 7.1 Safety Precautions — Aircraft and Workshop Resistance of the Shock Path The table below is a guide to the effects of current passing through the human body. In summary, a fraction of an ampere passing through the body for a fraction of a second can kill. The danger, therefore, is obvious and itis to the prevention of danger that the philosophy and detail of the Regulations are addressed. ‘Effects of Current Passing Through the Body Up to 0.5 mA This is the threshold of perception and has no ill effect, aside from a possible unwelcome “tingle” and is independent of the time factor. 0.5 mA- 10 mA Unpleasant but usually no harmful physiological effect and is the threshold of "let-go", which is the maximum value of current at which a person holding live electrodes can let go of them. 10 mA - 500 mA In this range the threshold of ventricular fibrillation (a disturbance of the rhythm of the heart upsetting the blood flow and causing rapid deterioration) is more and more likely as the duration of current flow increases. Thus at 500 mA and with electricity flowing for as little as, 100 milliseconds (ms) there is a risk of reversible disturbance of the heart function and cardiac arrest. 500 mA and Upwards The risk of ventricular fibrillation, cardiac and breathing arrest, heavy bums and death, increases with increasing magnitude and time of current flow. For currents of 1000 mA (1 amp) | flowing for as little as 200 ms the risk of death is high. Tote Trinng Suppor Lid 441 Issue 3 - January 2016 © Copyright 2016 Module 7.1 Safety Precautions — Aircraft and WorkshopModule 7.1 Safety Precautions — Aircraft and Workshop Electric Shock For a person to receive an electric shock it is necessary for the body to become part if an electric circuit, i.e. acting as a conductor of electricity. This requires two point contact - a point of entry and a point of exit. The route through the body between these two points is known as the shock path. Typical shock paths are hand to feet and hand to hand (see the diagram). Since the feet are generally in contact with the ground (or general mass of earth) it is only necessary for one other part of the body (usually a hand) to make contact with an exposed live conductor to complete the circuit through the body. In such cases the magnitude of the current flow, in simple terms, will be limited by the body impedance (Z:) plus contact impedance to earth (Z,). The value of Zswill be the most significant in determining whether the current flow is likely to be sufficient to prove fatal. This can best be illustrated by two examples, involving a person with a typical body impedance, Z.of 1500 ohms, who suffers a 240V shock whilst using a portable electric tool. In the first example a shock is received when the person is indoors standing on a dry floor covering, where Zg might be of the order of 1M ohm (1000000 ohms). In this case the current flow is, using Ohms Law: 240 [ioanoon 7595 =92MA approximately In the second example the person is outdoors, standing on damp ground in bare feet, where Zs might be only 100 ohms. In this case the current flow equals: 240 (100+ 1500) = 150 mA EXPOSED LE CONDUCTORIES. “AT 240V) 1-42 Total Training Support Lid tssue 3 - January 2016 (Module 7.1 Safety Precautions — Aircraft and Workshop, (© Copyright 2016Module 7.1 Safety Precautions — Aircraft and Workshop Path of Electric Shock Current It must be appreciated that the diagram is very approximate; the flow of current through the body will, for example, cause the victim to sweat, reducing the resistance of the skin very quickly after the shock commences. Fortunately, people using electrical installations rarely have bare feet, and so the resistance of the footwear, as well as of the floor coverings, will often increase overall shock path resistance and reduce shock current to a safer level. There are few reliable figures for shock current effects, because they differ from person to person, and for a particular person, with time. However, we know that something over one milliampere of current in the body produces the sensation of shock and that one hundred milliamperes is likely quickly to prove fatal, particularly if it passes through the heart. Ifa shock persists, its effects are likely to prove to be more dangerous. For example, a shock current of 500 mA may have no lasting ill effects if its duration is less than 20ms, but 50 mA for 10 s could well prove to be fatal. The effects of the shock will vary, but the most dangerous results are ventricular fibrillation (where the heart beat sequence is disrupted) and compression of the chest, resulting in a failure to breathe. The resistance of the shock path is of crucial importance. The Regulations insist on special measures where shock hazard is increased by a reduction in body resistance and good contact of the body with earth potential exists. Such situations include locations containing bath tubs or showers, swimming pools, saunas and so on. Protection for Users of Equipment Outdoors Because of the reduced resistance to earth which is likely for people outdoors, special requirements apply to portable equipment used by them. Experience shows that many accidents have occurred whilst people are using lawn mowers, hedge trimmers etc. There must be a suitable plug (a weather proof type if installed outdoors) installed in a position which will not result in the need for flexible cords of excessive length. The plug must be protected by an RCD with a rating no greater than 30mA. Where equipment is fed from a transformer (e.g. the centre tapped 110V system on construction sites) the transformer primary must be fed through a 30mA rated RCD. These requirements do not apply to extra-low voltage sockets installed for special purposes, such as exterior low voltage garden lighting ‘Total Training Support Lid 1-43 i © Copyright 2018 Module 7.1 Safety Precautions — Aircraft and Workshop "68 3~ January 2016Module 7.1 Safety Precautions — Aircraft and Workshop ( Other Electricity Dangers ‘ Burns These may be external, for example, one hands, due to an electric shock or to touching a hot \ soldering iron. The treatment is to cool the affected part with cold water till the pain goes. Extensive burns require medical care. Internal burns can result, with litle feeling of electric shock, if high frequency currents pass through the body. Fires Each year in the UK about 30,000 house fires and 8,000 industria/commercial fires have an electrical origin. The main causes include defective insulation on wiring producing excessive currents when conductors touch (i.e. short circuit), overloaded conductors, poor connections, sparking at switch contacts and overheating of electric motors, cooking, lighting and heating \ appliances. Electrical fires are best fought with carbon dioxide or powder extinguishers. Water or foam types may cause short circuits. Explosions Care is needed when electrical equipment is used in hazardous atmospheres. These are created not only by flammable gasses and vapours but by carbon based dusts (produced for example, when grain, sugar or coal are ground) since they form explosive concentrations if mixed with air in certain proportions. An explosion can be started by an electric spark or byan electrical appliance with a surface temperature high enough to ignite any vapour or dust present. 1.44 Total Training Support Lis Issue 3 — January 2016 Module 7.1 Safety Precautions ~ Aircraft and Workshop (© Copyright 2016Module 7.1 Safety Precautions — Aircraft and Workshop Electricity Safety Precautions The following help to prevent accidents: Mains Plugs ‘These must be correctly connected, the outer sheath of the cable secured by the cord grip and the correct fuse fitted. Cables to Equipment Should have a rubber grommet where they enter the metal case, to prevent the insulation wearing, Fuses, Circuit Breakers and Single Pole Switches These must be in the live (brown) lead of mains operated equipment. Earthing Regulations Must be satisfied. In most accidents someone receives a 'shock to earth’. To prevent this, there is a legal requirement that one point of every supply system shall be earthed. This is usually done at the Electricity Board substation by connecting the neutral wire to a metal plate buried deep in the ground. Also, if the non-statutory IFE (Institute of Electrical Engineers) regulations are adopted, each consumer has an earth connection (e.g. to a metal water pipe) and the fault current’ then passes from the consumer's faulty circuit or appliance back to the substation via the earth The resistance of the ‘fault circuit’ must be very low to enable the ‘fault current’ to be large ‘enough to blow the circuit fuse, i.e. good earth connections are essential. In practice the fault current should be at least three times the fuse current. Therefore for a 30A fuse on 240V mains, the total resistance of the ‘fault circuit’ must not be more than 240V/90A = 2.7. ‘SUBSTATION CONSUMER otal Training Support Lid 1-45 © Copyright 2016 Module 7.1 Safety Precautions ~ Aireraftand Workshop __"SSue $~ January 2016Module 7.1 Safety Precautions — Aircraft and Workshop More Protective Devices Earth Leakage Circuit Breaker (ELCB) This is an adaptation of the miniature circuit breaker and is used when the resistance of the earth path (between the consumer and the substation) is not small enough for the fault current to blow the fuse. In the type shown, current passes to earth through a relay type ‘trip’ coil when, for example, the metal case of the appliance becomes ‘live’ due to a fault. As a result, the rod is pulled into the coil by magnetic attraction so opening the switch which can be set to break the circuit before the case voltage exceeds 30V. Earth leakage circuit breakers are available for plugging into sockets supplying power to. portable appliances such as electric lawnmowers and hedge trimmer, where the risk of electrocution is greater because the user is generally making a good earth connection to ground via his feet and so additional protection i.e. earth leakage circuit breaker is advisable. Thermal Trips To stop an appliance overheating a thermal trip can be placed in contact with it so that it opens the circuit at a certain temperature. The principle of such a device is shown using a bimetal strip in which metal A expands more than metal B when heated. The strip bends upwards and breaks the contact. Isolating Transformer \t separates a piece of equipment from the mains supply. Its floating secondary winding reduces the risk of a shock since one connection from the live wire to earth does not give a complete circuit (but two connections will). An earthed metal screen between the windings (turns ratio usually 1:1) offers further protection. Double Insulation Appliances such as vacuum cleaners, hair dryers and food mixers are usually double insulation shown by the sign on their specific plate. Connection to the supply is by a 2 core insulated cable, with no earth wire and the appliance is enclosed in an insulating plastic case. Any metal attachments which the user might touch are fitted into this case so that they do not make a direct connection with the internal electrical parts, e.g. a motor. There is then no risk of a shock should a fault develop. 1-46 Total Training Support Lid oe eoveaeetente! Module 7.1 Safety Precautions — Aircraft and Workshop © Copyright 2016WNodule 7.1 Safety Precautions — Aircraft and Workshop Total Training Support Ltd 4-47 fea ® Copyright 2016 Module 7.1 Safety Precautions ~ Aircraft and Workshop _‘"SSue $~ January 2016Moduie 7.1 Safety Precautions — Aircraft and Workshop ( Intentionally Blank ( ( Total Training Support Ltd 1-48 Issue 3 ~ January 2016 Module 7.1 Safety Precautions ~ Aircraft and Workshop © Copyright 2016ook Module 7.1 Safety Precautions — Aircraft and Workshop ow rst Aid First aid is the immediate help given to a person who is injured or has suddenly become ill. Your task in giving first aid is to be able to: . Treat a minor injury. * Keep a seriously injured person alive and prevent a worsening of his condition. . Obtain expert medical help as soon as possible. Fortunately first aid in the workshop is largely concerned with minor injuries and ailments. With any other condition the ‘first aider’ has only to know what to do until medical help arrives. Minor Wounds With most small cuts and abrasions the bleeding stops fairly quickly. Nevertheless, it is important that all cuts and abrasions are thoroughly cleansed by washing under a running tap. Cover the wound with a sterile dressing, taking care not to touch either the wound or the sterile surface of the dressing. Where it is considered necessary further treatment must be obtained from the Medical Centre. Major Wounds These injuries need expert medical attention. Until this help arrives, avoid further infection and stop the bleeding: a) Seat the injured person or lay them down. b) Raise the part that is bleeding, if possible, above the level of the rest of the body and support it. ¢) Place a sterile dressing, or clean pad, over the wound and bind it firmly in place. Do not try to remove anything embedded in the wound. d) If bleeding continues and blood comes through the dressing, add further dressings and bandage firmly. e) Send for medical help. Burns A dry burn may be caused by contact with hot or very cold metal or an electric shook. A chemical burn results from contact with corrosive chemicals such as the acid or alkaline electrolyte of electric batteries or cleaning solutions and paint strippers. Burns are always extremely painful and are usually accompanied by shock. For a Dry Burn: a) Reduce pain and the spread of heat by immersing the burnt part in clean cold water. b) Lightly cover the burn with a clean dry dressing. c) Treat for shock if necessary. d) Send for medical aid or take the person to the medical centre without delay. “otal Training Support Lid 1-49 a © Copyigh 2010 Module 7.1 Safety Precautions ~ Aircraftand Workshop [Seu $~ January 2016§ = Module 7.1 Safety Precautions — Aircraft and Workshop For a Chemical Burn: a) Flush the burn thoroughly using plenty of water, warm if possible. Burnt eyes should be held open and flushed out for at least 15 minutes. b) Carefully remove contaminated clothing while flushing continues. ©) Send for medical help. Electric Shock Every aircraft maintenance shop uses electrical power for day to day activities. While electricity performs many useful functions, you must remember that it can injure or kill f mishandled. Therefore, it is the responsibility of everyone that uses electrical power to be aware of the safety procedures regarding it. The human body conducts electricity, Furthermore, electrical current passing through the body disrupts the nervous system and causes burns at the entry and exit points. Common 220/240- volt, AC house current is particularly dangerous because it affects nerves in such a way that a person holding a current-carrying wire is unable to release it. Since water conducts electricity, you must avoid handling electrical equipment while standing on a wet surface or wearing wet shoes. The water provides a path to ground and heightens the possibility of electric shock. To understand how common hand tools can create an electrical hazard. consider a typical electric drill that has an AC motor inside a metal housing. One wire is connected to the power terminal of the motor, and the other terminal connects to ground through a white wire. there are only two wires in the cord and the power lead becomes shorted to the housing, the return current flows to ground through the operators body. However, if the drill motor is wired with a three-conductor cord, return current flows through the third (green) wire to ground To minimize the risk of shock, make sure that ail electrical equipment is connected with three- wire extension cords of adequate capacity. Furthermore, do not use cords that are frayed, or that have any of the wires exposed, and be sure to replace any plugs that are cracked. The human body conducts electricity. Furthermore, electrical current, passing through the body, disrupts the nervous system and causes burns at the entry and exit points. The current, used in domestic 220-240 volt, 50Hz ac electricity, is particularly dangerous because it affects nerves in such a way that a person, holding a current-carrying conductor, is unable to release it. 4-60 Total Training Support Lid Issue 3 - January 2016 Module 7.1 Safety Precautions ~ Aircraft and Workshop © Copyright 2016Module 7.1 Safety Precautions — Aircraft and Workshop Voltage/Current _| Possible Outcome 5OV ac or 100V de_ | May give rise to dangerous shocks 4 mA Harmless tingle 1-12mA Painful, but can be released 12-20 mA Very painful, cannot be released 20 — 50 mA Paralysis of respiration > 50 mA Heart stoppage Harmful Values of Electricity Since water also conducts electricity, great care must be taken to avoid handling electrical equipment of all kinds when standing on a wet surface or when wearing wet shoes. The water provides a path to earth and heightens the possibility of electric shock. To ensure that equipment is safe, the minimum requirement is through the use of three-core cable (which includes an earth lead) and, possibly, a safety cut-out device. Shock is a dangerous state of collapse which may develop after a serious injury. When a person is shocked: a) They are very pale. b) Their skin is cold yet moist with sweat. ©) Their pulse is weak but fast. 4) Their breathing is rapid but shallow. e) They are restless at first but may lapse into unconsciousness. A person in this condition needs URGENT MEDICAL ATTENTION. In the meantime: a) Stop any bleeding. b) Move the patient as little as possible. Lay them down, turn their head to one side and providing his legs are not fractured, raise them above the level of the head. c) Loosen any tight clothing. d) Protect them with blankets, coats or rugs. ) Stay with them and do all you can to relieve anxiety and reassure them until medical help arrives DO NOT GIVE ANYTHING TO EAT OR DRINK Toll Training Support Lid 1.51 a © Copyright 2016 Module 7.1 Safety Precautions ~ Aircraft and Workshop _-‘SSue $~ January 20165 @ Module 7.1 Safety Precautions — Aircraft and Workshop Unconsciousness Loss of consciousness occurs when the brain ceases to work correctly. This may be caused in many ways. In a workshop a person rendered unconscious may have suffered a blow on the head, an electric shock or have been overcome by smoke or the toxic fumes of industrial cleaning fluids. Whatever the circumstances the treatment for the unconscious person is as follows: a) Stop any serious bleeding. b) Ifnecessary give artificial respiration. ©) Roll the person over into the semi-prone position supporting any obvious fractures they may have sustained. Put a pillow beneath their head. d) Clear the mouth of obstructions including false teeth, if any. e) Loosen clothing at neck, chest and waist, f) Protect them with blankets or coats. g) Send for medical help. DO NOT GIVE ANY FOOD OR DRINK DO NOT SLAP OR THROW WATER OVER THEM DO NOT MOVE THEM UNLESS ABSOLUTELY NECESSARY AND THEN ONLY INTO THE SEMI-PRONE POSITION. Broken Bones In the workshop accidents, resulting in broken bones are comparatively rare. When they do occur they are usually caused by persons slipping on an oil or grease patch, tripping and falling over equipment, or by heavy objects falling on hands or feet. The treatment of broken bones is the job of the medical expert; the role of the ‘first aider is to look after the person until such help arrives: DO NOT ATTEMPT TO STRAIGHTEN THE INJURED PART. DO NOT MOVE THE PATIENT WITHOUT SUPPORT FOR THE INJURED PART. Electric Shock Most electrical accidents in workshops are due to faulty electrical apparatus and hand tools. Ashock may vary from a slight tingle to sudden unconsciousness. The first move in the event of a person still receiving an electric shock is to disconnect them from the source of the electricity. DO NOT TOUCH THE PERSON WHILE HE IS STILL IN CONTACT WITH THE ELECTRICITY OR YOU WILL RISK ELECTROCUTION YOURSELF. a) Switch off the power. If this is not possible: Standing on a DRY surface push or pull the person clear of the electrical contact using something dry that will not conduct electricity, for example a broom handle. b) Once the person is clear summon help, shout for assistance and send someone to call an ambulance. c) As soon as possible, commence Cardio Pulmonary Resuscitation (CPR) (see next page) Whilst continuing with CPR it may be possible for an assistant to deal with other injuries or cover the person and make him comfortable. d) When the person begins to breathe unaided they should be laid on their side in the recovery position until medical help arrives. Stay with them in case breathing stops and further help is needed. Issue 3 - January 2016 1-52 Module 7.1 Safety Precautions ~ Aircraft and Workshop “Tota Training Support Lic (© Copyright 2016Module 7.1 Safety Precautions — Aircraft and Workshop FRAYED CABLES a A UNINSULATED, BADLY UNEARTHED PLUGS. babes Total Training Support Lia 1-53 © Copyright 2016 Module 7.1 Safety Precautions - Aircraft and Workshop _—«‘‘S8ue 3— January 2016- Module 7.1 Safety Precautions — Aircraft and Workshop Cardio Pulmonary Resuscitation (CPR) The Resuscitation Sequence Cardio Pulmonary Resuscitation (CPR) or the “Kiss of Life” is a method used to preserve life. There have been several alterations over recent years to the sequence of events regarding CPR. It is easy to apply and since no movement of the casuallty's limbs is required it avoids worsening any injury’s the person may have. In this method the First Aider or suitably trained person becomes the beating heart and the lungs of the casualty. By carrying out chest compressions the first aider becomes the casualty’s pumping heart and by giving rescue breaths he/she becomes the casualty’s lungs. The whole procedure can simply be remembered as D.R.S.A.B.C. for DANGER for RESPONSE for SHOUT FOR HELP for AIRWAY for BREATHING for CIRCULATION OUrODnoD DANGER Be aware of the surroundings. Assess for dangers not only to the casualty but also to yourself. If possible remove the casually from the danger. For example if the casualty is being electrocuted, isolate the electrical supply or try to move it by the use of a non-conductive pole (wooden broom handle etc). RESPONSE Check whether the casualty is conscious. If you know it, call their name, give them a simple command such as “open your eyes for me”. A mild stimulus could also be applied at this stage, a pinching of an ear lobe or squeezing of a fingernail is a method commonly used. SHOUT FOR HELP Get assistance not only to help you with the resuscitation but also to call an ambulance. AIRWAY The ainway is the mouth, nose and trachea (windpipe). In an unconscious casualty the muscles relax allowing the tongue to fall backwards and block the airway. Food or other foreign objects such as false teeth can also block the airway. Firstly look into the mouth and remove any obvious obstruction. To open the airway lift the chin with two fingers and at the same time place the palm of the other hand on the casualty’s forehead and gently tilt the head back. This will manually lift the tongue off the back of the windpipe. 1-54 Total Training Suppor Ltd fesue 3 — January 2016 Module 7.1 Safety Precautions ~ Aircraft and Workshop, ‘© Copyright 2016Module 7.1 Safety Precautions — Aircraft and Workshop - BREATHING To check if the casualty is breathing you must check for 10 seconds, look to see if the chest is rising, listen near to their face for breathing sounds, and feel for a breath on your cheek. If there are no signs of breathing and your help has now arrived ask them to calll for an ambulance stating that you have an unconscious, non breathing casualty. This action must be done as the ambulance services now prioritise calls in order of emergency. In the first few minutes of a cardiac arrest, a casualty may be barely breathing, or taking irregular, noisy gasps. Do not confuse this with normal breathing. Ifyou have any doubts whether the breathing is normal, act as if it is not normal If you are alone summon emergency assistance first then start Resuscitation CIRCULATION If the casualty is not breathing normally, the first aider/suitably trained person must create a circulation for the casualty. The absence of breathing indicates that the heart has stopped working Kneel by the side of the casualty, Place the heel of one hand in the centre of the casualty's chest. Place the heel of the other hand on top of the first and interlock the fingers. Keeping your arms and back straight apply enough pressure to depress the casualty's chest approximately 4- 5m. Do not remove your hands between compressions. Compress the chest 30 times at a rate of 100 compressions per minute. After 30 chest compressions give 2 rescue breaths. “ota Traiing Support Ltd 1-55 i: © Copyright 2016 Module 7.1 Safety Precautions Aircraft and Workshop _-—-*"S8e 3 January 2016oe Module 7.1 Safety Precautions — Aircraft and Workshop Ensure the airway is open, pinch the casualty’s nose and with your mouth, make a good seal around their mouth. Breath into the casualty’s mouth, for approximately 1 second. Release the seal and let the casualty's chest deflate, look to see if the chest rises and falls as you give rescue breaths. Repeat this operation twice and then return to give 30 chest compressions followed by 2 rescue breaths. You should continue with resuscitation until; + Professional help arrives Your own life is in danger or you are exhausted and unable to continue, + The casually starts to breath unassisted Should the casualty start to breath unassisted then they should be place in the “Recovery” position For further information including the treatment of babies and children contact St John, Ambulance. Issue 3 - January 2016 1-58 Module 7.1 Safety Precautions - Aircraft and Workshop Total raising Support Lid ‘© Copyright 2016 {Module 7.1 Safety Precautions — Aircraft and Workshop Fire and Fire Extinguishers Introduction ‘Combustion, or the destruction of material by fire, takes place when a fuel, solid or liquid, combines chemically with oxygen causing a rapid rise in temperature. In order that the fuel can combine readily with oxygen it must either be in a gaseous state or be converted into a gas by the application of heat. The amount of heat required varies according to the type of heat involved, as does the actual amount of heat produced during the combustion. Among the materials which require little heat to become gases, and produce considerable heat during the burning process, are explosive compounds; their combustion is so rapid it is almost impossible fo control. Some substances are liable to spontaneous combustion without the help of an external heat source, quantities of damp straw, paper, and sawdust are common examples of such material, as are the accumulations of cotton waste, used for cleaning purposes, which become impregnated with oil or cleaning fluid. If these materials are left undisturbed for long enough, they will heat up internally, smoke, and finally burst into flame. Fire Prevention There is no doubt that the most alarming and spectacular cause of accidents, both in the domestic and working environments, is fire. It is not surprising, therefore, that a lot of time and money is spent in devising ways of preventing fire and, when these measures fail, of minimising the effect of the outbreak. Before any fire can start there must be a source of ignition and something to burn. It follows, therefore, that if either of these two elements can be removed, or separated from the other, there can be no outbreak of fire. Whilst this may be an ideal solution it is one which may not be practical in a particular working situation, it is, nevertheless, the principle upon which all fire prevention schemes and methods of fire suppression are based. The prevention of fire is everybody's business, and all persons employed in the handling and servicing of aircraft should be constantly aware of their responsibilities in this respect. Working on aircraft, with the attendant fuel loading risks, can be a dangerous occupation and one where the fire hazard is never far away. In this environment, it is only by adhering to the correct servicing procedures and observing the fire regulations which are displayed in all hangars and servicing bays, that the risk of fire can be reduced to an acceptable level. If, despite all the preventive measures taken, a fire does occur, it is vital that all persons in the vicinity of the outbreak are able to deal with it effectively using the fire-fighting equipment provided. Aircraft Maintenance Fire Hazards The following are some examples of the potential sources of fire with which aircraft ground crew are in daily contact: Flammable Liquids Aircraft fuels, lubricants, hydraulic oil, and de-icing fluid are common liquids which are easily ignited. Some of these fluids not only burn but also give off a flammable, even explosive, vapour at ordinary temperatures. Furthermore, some vapours, being heavier than air, can travel considerable distances along the ground towards a source of ignition. In such instances, when ignition occurs the resulting flash travels very swiftly back along the vapour stream and may set the bulk of the liquid on fire. The risk of fire is particularly high during aircraft refuelling and “ota Training Support Ltd 1-87 Z © Copyright 2016 Module 7.1 Safety Precautions ~ Aircraft and Workshop tesue 3 - January 2016@ Module 7.1 Safety Precautions — Aircraft and Workshop defuelling operations when there is a danger of the flammable fue! vapour being ignited by a spark caused by static electricity discharging to earth. Leakage's from aircraft brakes and neighbouring hydraulic systems are also dangerous, particularly if the hydraulic fluid flows on to brake discs made hot by heavy or continuous braking. Any spillage of fuel or leakage from an aircraft's hydraulic system is to be investigated immediately and cleaned up as quickly as, possible. Drums containing flammable liquid are to be opened using non-sparking, non-ferrous tools. Oxygen Oxygen is an essential component of any fire, and atmospheric oxygen will support combustion in many materials. Pure oxygen, carried on board aircraft for emergency and therapeutic purposes, has the potential to make materials which are not normally flammable burn fiercely, and combustible materials such as oils and greases can ignite spontaneously in its presence. Leakage from any part of an aircraft's oxygen system will, therefore, add considerably to the risk of ignition and the ferocity of a fire. Concentrations of oxygen which can become trapped in overalls during servicing render the clothing highly combustible. Persons exposed to such risks need to shake the clothing thoroughly after removal to release the trapped gas. No cil or grease is to be applied to parts of the oxygen system because of the risk of explosion and persons working on the systems must wear clean overalls. ‘Oxygen replenishment and system servicing must not be performed when; the engines are running fuelling is in progress hydraulic fluid replenishment is taking place local electrical system maintenance is taking place welding operation is being performed on the aircraft there are passenger on board Naked lights Smoking is not permitted in the vicinity of aircraft, hangars, ramp areas, fuel installations etc. Neither matches nor cigarette lighters are to be carried by persons working on aircraft. Electrical equipment Poor electrical contacts, overloaded circuits, and chafed or degraded connecting cable insulation are common causes of fire in electrical equipment. All inspection and maintenance of aircraft electrical systems must be thorough and rigorous. The use of electrical equipment in the vicinity of aircraft should, as far as possible, be avoided. Where unavoidable only approved equipment may be used. The connecting cables of all portable electrical tools need regular inspection to ensure that the insulating cover is sound and that an earthed plug or socket is securely fitted. Portable lighting equipment is to be of the safety type with a protective screen fitted around the bulb or tube to avoid accidental breakage. When aircraft fuel tanks are being serviced, the only form of illumination allowed is an approved explosion proof lamp or torch. Personal electrical equipment such as mobile telephones, radios and portable entertainment devices must not be used in the vicinity of aircraft or live aircraft equipment. 1-58 Total Training Support Ltd seeue 2 penven ase Module 7.1 Safety Precautions ~ Aircraft and Workshop © Copyright 2016Module 7.1 Safety Precautions — Aircraft and Workshop Cleaning materials Waste fuels, lubricants, and cleaning fluids from drip trays and degreasing tanks are not to be allowed to accumulate in hangars, workshops, and servicing bays. These potentially dangerous fluids are to be removed in accordance with company procedures. Any cotton waste used for cleaning purposes which becomes impregnated with cleaning fluid, paint, or wax, is to be kept in a metal container fitted with a sprung loaded lid and, subsequently, be destroyed as per the Procedures. Metal Fires Under the right circumstances most metals will burn. A typical aircraft metal fire would involve magnesium or aluminium castings, such as wheels, over heated by emergency braking. The extreme intensity with which the combustion process take place manifests itself in the production of intense light (which could possibly cause irreparable damage the eyes) and large volumes of highly toxic smoke. Fine particles of metal or filings produced by machining in the hangar or workshop also pose a fire hazard. Because of the severe nature and unpredictability of metal fires, unless they can be controlled ata very early stage after ignition, they are best left to the fire brigade or other specially trained personnel Arson Itis a sad but undeniable fact that some fires are started deliberately and maliciously. Although the airline is a secure environment, you should always be on your guard. “Tota Training Support Lic 1-59 © Copyright 2016 Module 7.1 Safety Precautions ~ Aircraft and Workshop -«‘S8ue $~ January 2016Module 7.1 Safety Precautions — Aircraft and Workshop Classification of Fires BS EN 2 1992 ‘Classification of Fires’ is the European Standard that categorises fires into distinct classes according to the material undergoing combustion. This scheme of classification is particularly useful when selecting the appropriate variety of portable fire-fighting equipment for use. The recognised classes are as follows: A} class a: Fires involving solid materials, usually of an organic nature, in which combustion takes place with the formation of glowing embers. Materials include wood, paper, cloth, rubber and some plastics. B} class B: Fires involving liquids or liquefiable solids. Flammable liquids include as petrol, paraffin (kerosene), oil, grease, thinners and paints. Class C: Fires involving gases or liquefied gases such as acetylene, methane and propane etc. Class D: Psy Fires involving motals such as magnesium, sodium, aluminium, phosphorus etc. Electrical fires: Fires involving energised electrical equipment or apparatus such as appliances, switches, panel boxes and power tools. ‘| F | Class F: Fires involving hot cooking oils and fats including chip pan fires, deep fat fryers es va oo While BS EN 2 aligns with international standard ISO 3941, the United States and some other countries use National Fire Protection Association NFPA 10 in which flammable gases are included in Class B, electrical fires are classified Class C and cooking fats as Class K. Imported fire protection equipment may be marked accordingly so care must be taken to ensure only the correct equipment is used = 1-60 Total Training Suppo Lid eee ommend atte Module 7.1 Safety Precautions Aircraft and Workshop © Copyright 2016Wiodule 7.1 Safety Precautions — Aircrait and Worksho| Fire Extinguishing Agents Since fires are caused by the chemical combination of fuel, oxygen from the atmosphere and heat, it naturally follows that a fire can be extinguished by removing any one of the three. Stopping the flow of fuel is an effective means of extinguishing a fire but is not always practical. Blanketing the fire to exclude oxygen is a method often used. A fire can also be put out by lowering the temperature of the burning mass sufficiently to prevent the flammable gas being released from the fuel. The latter two are the methods used by most of the fire extinguishing agents in modern portable fire appliances. However, whilst the aims may be the same, the way they are achieved varies depending mainly upon the type of material that is burning and its environment. Consequently, in practice, there are several types of extinguishing agent each designed to combat certain categories of fire. oxyGEn LL RENOVE HEAT REMOVE OXYGEN REMOVE ENERGY SOURCE LWHEN SOLIDS ARE ON FIRE LIQUIDS, SUCHAS PETROL ETC, ON ELECTRICAL OR GAS FIRES CAN REMOVE HEAT BY ABPLYING FIRE CAN SE EXTINGUSHED BY USUALLY BE EXTIRIGUISHED BY WATER REMOUMG OXYGENUSING FOAM.OR TURNING OFF THE SUPPLY OF ‘DRY POWDER EXTINGUISHERS ENERGY Total Training Suppor Lid 161 Issue 3 ~ January 2046 ©Copyright 2016 Module 7.1 Safoty Precautions - Aircraft and WorkshopExtinguishants Water Use only on Class A fires. Water is an efficient fire extinguishing agent provided that it can be applied in sufficient quantity to greatly reduce the temperature of the fire. It is used mainly for the protection of buildings and for extinguishing fires involving solid combustible materials such as wood, paper, and textiles. Although highly-rated as an extinguishing agent, water is not suitable to put out fires in live electrical equipment and those involving flammable liquids such as aircraft fuels and lubricants. Against the electrical fire, water would only produce an additional conductor which, in a ‘power- on’ situation, could electrocute or cause serious injury to the person operating the portable fire appliance. Against the flammable liquid fire, water is both dangerous and ineffective. The density of the water is, in most instances, greater than that of the fuel, with the result that the burning mass tends to float on the surface of the water and, by so doing, spreads the area of the fire, Water, sometimes with additives, can be supplied from pressurised extinguishers, fixed hose reels located at strategic points around the facility and sprinkler and deluge systems built into the facility. Foam Water can be made to float upon the surface of fuels and oil, separating them from the atmospheric oxygen, by reducing its density to a point below that of the burning liquid. This is done by adding a foaming agent to the water which, is then aerated, that is, charge with air or carbon dioxide gas. There are two types of foam is use in current fire-fighting equipment: Chemical foam Use on Class A and B fires. Aqueous Film Forming Foam (AFFF) extinguishers contain water mixed with solvent under pressure which form a foam on release. Each bubble of the foam is filled with carbon dioxide gas (C0:), a gas which will not support combustion and is heavier than air. Consequently, when the foam is applied to the burning liquid, the close-textured blanket of gas-filled bubbles displaces the oxygen in the fire zone and so smothers the fire while the water content cools the fuel to prevent re-ignition. Mechanical foam Water containing a foaming agent can also be converted to foam by mechanical agitation but, in this case, the bubbles will be filled with air. The blanketing effect of mechanical foam is less. than that of chemical foam because of the presence of air in the bubbles and, as a result, a much greater mass of foam needs to be applied to achieve comparable results. Mechanical foam can be used effectively against fires involving solid or liquid combustible material, However, since foam is basically water, it is not to be used to combat fires in electrical equipment in situations where the electrical power supply cannot, with certainty, be switched off. Mechanical foam is usually produced by machine which is either fixed plant in a facility or installed on a fire engine. All water and foam extinguishers leave a residue and/or cause damage to unbumt areas. tt 1-62 ‘ola Training Support Ltd Sane Module 7.1 Safety Precautions ~ Aircraft and Workshop © Copyright 2016Module 7.1 Safety Precautions — Aircraft and Workshop Dry Powder Use on Class A, B, C and Electrical fires. A concentrated cloud of dry powder can also be effective in smothering an outbreak of fire. The powder, usually a mixture of mono-ammonium phosphate, ammonium sulphate and additives, is ‘expelled from a portable container by high pressure inert gas (C0:). The discharge forms a dense cloud of powder which occupies the space immediately above the surface of the fire, replacing the oxygen available for combustion. In addition, the powder particles themselves rapidly absorb heat and, in this way, reduce the temperature within the fire zone, The powder is non-conductive and can safely be used on electrical fires. While this type of extinguishant leaves a residue it is normally easy to remove. Special Dry Powder Use on Class D fires. Burning metals require very careful treatment. In areas where they are most likely to occur, specially formulated dry powders may be provided for the type of metal involved A general purpose extinguishant for metal fires is graphite powder. This is delivered in a low pressure spray fo prevent spreading the burning material, and gently blankets the fire. The extinguisher usually has a long delivery lance to protect the user. Graphite is electrically conductive and must not be used on live electrical equipment. Carbon Dioxide Use on Class B and Electrical fires. Mention has already been made of the blanketing effect of carbon dioxide (CO2) gas in chemical foam. Any inert gas, provided it is heavier than air, will produce similar results when applied to the seat of a fire. CO2is stored as a pressurised liquid and, when released, undergoes a rapid volume increase and temperature decrease as can be seen by the build-up of ice on the horn of a COzextinguisher. It forms a white cloud which is a not electrically conductive and is particularly suited for extinguishing small fires. However, although non-toxic, due to the gas concentration required to suppress a fire, the oxygen level in confined areas can fall dangerously low, leading to a risk of asphyxiation. Therefore CO: extinguishers are unsuitable for enclosed spaces. Onis also used in deluge systems in areas which are not normally occupied such as plant rooms and machine bays. These systems must be deactivated before you enter such an area. Wet Chemical Use on Class A and F fires. Because of the intense heat and usual location of chip pan and deep fat fires conventional fire extinguishers are inappropriate. Water and foam turn instantly to steam with explosive force, spreading the fire, pressurised CO2 blows the burning fat out of the pan as does dry powder. Total Training Suppor Ltd 1-63 © Copyright 2016 Module 7.1 Safety Procautions — Aircraft and Workshop ‘Sue 3 ~ January 2016Module 7.1 Safety Precautions — Aircraft and Workshop ( Wet Chemical extinguishers have been specifically designed for this type of fire. The chemical is designed to cool and emulsify the fat, sealing the surface and preventing re-ignition. ( Fire Blankets ( Fire blankets are made of fire resistant materials. They are particularly useful for smothering fat pan fires or for wrapping round a person whose clothing is on fire. Fire blankets conforming to ( British Standard BS 6575 are suitable for use in the home. They are of limited use in the work place. Halons We have seen that starving a fire of fuel, heat or oxygen will extinguish it. Halons add a fourth dimension to fire-fighting ~ breaking the chemical chain reaction that allows a fire to self-sustain once started. Halons stop the chemical reaction necessary for a fire to continue. They do this at ( low concentrations without displacing oxygen. They leave no residue, are non-conductive and non-toxic in normal concentrations (although they can become toxic if used on extreme high temperature fires like burning metal). ( Halons are organic compounds that are similar to CFCs (chlorofluorocarbons - ‘greenhouse gases’), They contain carbon, fluorine, and bromine and may also contain chlorine. Because of their bromine content they are even more destructive to ozone than CFCs, and are banned ( under the Montreal Protocol. They are, however, still approved for use as extinguishants in i specialist applications where no suitable alternative exists, such as on commercial aircraft. BCF (Bromochlorodifiuoromethane) MB (methyl bromide) and CBM (chlorobromomethane) are halon type extinguishants which may be found in aircraft fire extinguisher systems, and BCF ( particularly in hand held cabin extinguishers which are normally coloured green. Various alternatives to halons have been developed but none yet meet the requirements of the aviation industry. 1-64 Total Training Support Lic Issue 3 January 2016 Module 7.1 Safety Precautions ~ Aircraft and Workshop Scopynght 206 (Wlodule 7.1 Safety Precautions — Aircrait and Workshop Summary METAL FIRE TYPE Fiammasce | FLauwaste | FLawmaste| eLecrricaL| cooxING tuguios | Gases | metais | HAZARDS | OILaFAT HOSE REEL WATER A A roan | Z\ A DRY POWDER SPECIAL A owners conoas wer CHEMICAL TALON orc | A USE ONLY) A considerable number of the fires that occur are discovered early enough to be put out by the prompt use of first aid fire fighting appliances. These are the extinguishers which are provided in all commercial buildings, hangars, and servicing bays, for instant use by persons in the vicinity of an outbreak of fire. Although they vary in size and content, all extinguishers are portable and simple to operate. It is vitally important that the correct type of extinguisher is used, therefore, YOU MUST MAKE YOURSELF AWARE OF THE FIRE EXTINGUISHER IDENTIFICATION SYSTEM. PI> > > | > |p > > Prior to 1997 fire extinguisher bodies were colour coded to indicate their contents. BS EN 3 stipulates that all extinguishers are coloured red in accordance with European standards. Extinguisher contents are indicated by a coloured panel on the label, and suitability by the fire Class letter and graphic symbol. Fire extinguishers fitted to aircraft may not comply with these standards. Tote Traling Suppor Lis 1-65 : © Copy 2018, Module 7.1 Safety Precautions ~AlreraR and Workshop 'SSe 3 January 2016tssue 3 — January 2016 ta 1-66 Module 7.1 Safety Precautions ~ Aircraft and Workshop ‘otal Traine Support Lid © Copyright 2018iViodule 7.1 Satety Precautions — Aircraft and Workshop Fires in Unattended Aircraft When a fire is discovered in an unattended aircraft, immediate action should be taken to extinguish it if safe to do so, either with the fire extinguishers available in the aircraft or those situated on the ramp. The airport Fire Service must be informed immediately. Persons carrying out fire-fighting action must never place themselves in a position of danger. In some instances, it nay not be possible to extinguish the fire, or alternatively, the fire may have developed to a point where the fire extinguishers readily available, are inadequate. If so, the progress of the fire and the damage caused may be reduced by vacating the aircraft and closing all doors and hatches Re-entry should only be made by professional fire fighters as great care must be taken against the possible danger of re-ignition with a flash over. Since an aircraft cabin is a long slender vessel it can have a flue effect on the fire when there is an opening at each end. Thus, closing off the air to the fire, even at one end, will help reduce and control the intensity of the fire. “otal Training Support Ltd +67 e © Copyright 2016 Module 7.1 Safety Precautions ~ Aircraft and Workshop _-‘“Ssue 3 January 2046) Module 7.1 Satety Precautions — Aircraft and Workshop Fire Regulations Whenever possible portable fire-fighting equipment should be grouped to form a fire point. The fire point should be clearly indicated so that it can be readily identified. in premises that are uniform in layout extinguishers should, whenever possible, be located at the same point on each floor. If for any reason extinguishers are placed in positions hidden from direct view their position should be indicated by suitable signs, as described in BS 5499 : Parts 1 and 3. BREOINT : wi No person should have to travel more than 30 metres from the site of a fire to reach an extinguisher. ( i 1-68 Total Training Suppor Lid pee eee eote) Module 7.1 Safety Precautions ~ Aircraft and Workshop @copyngnt 2016 {iz Module 7.1 Safety Precautions — Aircraft and Workshop Cl” Type and Number of Portable Fire-fighting Equipment The basic provision of extinguishers within a building should be one extinguisher, of at least 13A rating, for every 200m? of floor area, or part thereof, with at least two per floor. * However, for those buildings where an upper floor area is less than 100m?, one single 1A rated extinguisher may be acceptable on each floor. * Should the premises contain risks from flammable liquids, then B rated extinguishers should be provided. e Under normal circumstances a 34B rated extinguisher would equate to a 13A in this respect. Location of Portable Fire-fighting Equipment Extinguishers should be sited in conspicuous positions where they are visible to anyone using an escape route. * They should be mounted on brackets fixed to the walll or some other convenient structural feature. ‘* Ideally, larger extinguishers should be mounted so that they can be conveniently de- mounted for use without undue effort or risk of injury. In effect, this will mean mounting the extinguisher with the handle no more than 1m from the floor but, circumstances may dictate variations from this recommendation. * Smaller and more easily handled extinguishers may be mounted with the handle about 1.5m from the floor level. Suitably constructed floor cradles may be acceptable in certain locations, Where there are special risks, extinguishers should be grouped conveniently in positions where any user will not be placed in danger whilst attempting to use them. ‘* Other suitable positions include near exits to rooms or store's, corridors or lobbies, stairways and landings. ¢ Extinguishers should not be sited behind doors or inaccessible positions such as deep recesses or in cupboards. © Itis also necessary to consider their exposure to extremes of heat or cold as well as the risk of accidental damage during the normal day-to-day use of the premises. The operation of an extinguisher will be affected by temperature and this could even cause accidental discharge. * In premises where theft and vandalism are a problem, extinguishers may be located in secure areas, but always under the supervision of trained staff. Hose Reels and Fire Blankets Where hose reels are provided, they should be located where they are conspicuous and always accessible, such as in corridors, * Fire blankets should be located in the vicinity of the fire hazard they are to be used on, but in a position that can be safely accessed in the event of a fire. They are classified as either light-duty or heavy-duty. Light-duty fire blankets are suitable for dealing with small fires in containers of cooking oils or fats and fires involving clothing. Heavy-duty fire blankets are for industrial use where there is a need for the blanket to resist penetration by molten materials. * Ifyou are unsure about the number, type or, location of portable fire-fighting equipment or hose reels you need, you should check with the local fire authority before purchasing any such equipment. “otal Tang Suppet Lid 1-69 © Copyright 2018 Module 7.1 Safety Precautions Aircraft and Workshop _-«-'®84e 3 ~ January 2016