vioaguie / Licence Category A, B1, B2 and B3 Maintenance Practices 7.17 Aircraft Handling and StorageModule 7.17 Aircraft Handling and Storage Intentionally Blank lesue 3 — January 2016 47-2 Total Trang Suppor ts Module 7.17 Aircraft Handling and Storage Copyright 2016Module 7.17 Aircraft Handling and Storage 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, 201 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 4 © A familiarisation 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. © Anability to apply that knowledge. (Objectives: The applicant should be able to understand the theoretical fundamentals ofthe subject. * The applicant should be able to give a general description of the subject using, 2s appropriate, typical + Theaplian shoud be ale to read and understand stlchs, cravings and schematic descrbing the «The applicant shouldbe abe to apply his knowledge in a practical manner using detailed procedures LEVEL 3 A detailed 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 specific examples. ‘The applicant should understand and be able to use mathematical formulae related to the subject. ‘The applicant should 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 a 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. “ota Training Support Lid 17-3 © Copyright 2016 Module 7.17 Aircraft Handling and Storage aaa ry aayModule 7.17 Aircraft Handling and Storage Intentionally Blank 174 Total Trang Support id Inoue 3 — Janmary 2016 Module 7.17 Aireraft Handling and Storage Cony 2016Module 7.17 Aircraft Handling and Storage Table of Contents Aircraft Storage “4 General 4 Buildings 4 Fire Precautions, "1 Suspension of Servicing 12 Storage Process Conclusion 12 Phase | Airframe Storage upto 30 Days. 13 Phase | Airframe Storage over60Days_—— Phase II/Ill Keep the Parked Aeroplane Serviceable 7 Storage of Gas Turbine Engines 24 Storage Conditions for Aircraft Spares and Supplies 24 Protective Materials for Storage Purposes. 26 ‘Storage Conditions of Specific Components 27 Aircraft Handling — Effects of Environmental Conditions 34 The Effects of Snow & Frozen Deposits on an Aircraft 31 Ice Formation 32 Cold Weather Operations 35 Other Environmental Factors 36 Ground De-icing / Anticing Aircraft 37 General 37 Ice and Snow Deposit - Method of Treatment 37 Fluid Types 38 Methods of De-icing 39 Spraying Strategy 4 Checks for Ice 42 Operation from Snowbound Airports 45 High Wind Conditions 46 Aircraft Fueling a7 Introduction aT Characteristics of Aviation Fuels 49 Performance Numbers. 50 Turbine Fuels. 51 Colour Coding of Turbine Fuels 51 Additional Markings Fire Hazards 53 Volatility 53 Static Electricity 5 When handling aviation fuel 54 When handling turbine fuels: 54 Safety. 55 Overwing (Gravity) Fueling 55 Pressure Fueling of Large Aircraft Fueling Station 59 Refuel System 61 Fuel Quantity 63 Water Contamination 65 “Tolal Training Support Lid 175 © Copyright 2016 Module 7.17 Aireraft Handling and Storage CTSModule 7.17 Aircraft Handling and Storage Specific Gravity (SG) 67 Fueling Precaution: 68 Fueling Passenger Aircraft. ___72 Fueling Process 73 Defueling 74 Fuel Level Indicators 75 Aircraft Towing and Taxing 81 General 81 Aircraft Taxiing 83 Introduction 83 Pre-start Checks 83 Prior to Start 83 Forward Thrust at Ground Idle Power. —__84 Forward Thrust at Break Away Power 85 Forward Thrust at Take Off Power. 86 Reverse Thrust at Ground Idle Power 87 Entry Corridor — Ground Idle Forward Thrust Only 88 Engine Starting 89 Engine Close-Down 89 Directional Control 89 Precautions 90 Limitations 1 Example: RB211 -524 Series Engine Noise Hazard Areas 92 Marshalling 93 Tailwheel Aircraft 95 Light Signals 95 Towing Equipment 96 Helicopter Ground Handling 97 Moving Methods 98 Precautions when Towing Aircraft 101 Aircraft Jacking, Chocking, Hoisting and Securing 103 General 103 Special Considerations 105 Jack Maintenance and General Notes. 107 Jacking Precautions, 107 Jacking Procedures 107 Trestles 108 Lowering Aircraft from the Jacks 109 Slinging 109 Lifting Tackle 109 Mooring (Picketing) 111 Seaplanes 116 Ski planes 116 Typical Small Aircraft Mooring Procedure 117 Typical Large Aircraft Mooring Procedure 417 Chocking of Aircraft 118 Lowering the Aircraft 119 Jacking One Wheel 119 Issue 3 — January 2016 176 Total Training Support Lis Module 7.17 Aircraft Handling and Storage © Copyright 2016Module 7.17 Aircraft Handling and Storage Aircraft Servicing 124 General 124 Ground Equipment 124 Connection of Electrical Power 122 Aircraft Leveling 124 Lifting 126 Ground Hydraulic Supplies 128 Ground Pneumatic Supplies 131 Oxygen Servicing Equipment. 132 Total Training Support Lid a7 © Conytght 2016 Module 7.17 Aircraft Handling and Storage aan aeModule 7.17 Aircraft Handling and Storage Intentionally Blank Total Training Support Lid ee aera ante Module 7.17 Aircraft Handling and Storage © Conyriht 2016Module 7.17 Aircraft Handling and Storage Module 7.17 Enabling Objectives and Certification Statement Certification Statement These Study Notes comply with the syllabus of EASA Regulation (EU) No. 1321/2014 Annex III (Part-66) Appendix |, and the associated Knowledge Levels as specified below: Licence Categor Objective Rent $6 | [Module 7A 7B A_| Bi | B2 | BS Aircraft Handling and Storage 2 2 2 2 Aircraft taxiing/towing and associated safety precautions; Aircraft jacking, chocking, securing and associated safety precautions; Aircraft storage methods; Refuelling/defuelling procedures; De-icing/anti-icing procedures; Electrical, hydraulic and pneumatic ground supplies; Effects of environmental conditions on aircraft handling and operation. ‘oat Training Support Lid 179 © Copyright 2016 Module 7.17 Aircraft Handling and Storage te erm nee)Module 7.17 Aircraft Handling and Storage Intentionally Blank 17-10 Total Training Support Lid a Sanat 8a) Module 7.17 Aircraft Handling and Storage © Copyright 2016Module 7.17 Aircraft Handling and Storage - Aircraft Storage General An aircraft may spend a large part of its life in storage and it is important that while stored it receives care and attention to prevent deterioration in its condition. Corrosion of metals, damage to structures and systems resulting from unsatisfactory storage may well cause failure in flight and death or injury to the occupants. Aircraft should be stored fully assembled and inside buildings when possible. If lack of space prevents this, partial dismantling of smaller aircraft may be carried out, or outdoor storage resorted to. In this case priorities for covered storage are allocated in this order: © Light aircraft and gliders. * Helicopters. © Other aircraft. Allowance is made, however, for obsolescence and vulnerability of equipment in other aircraft and priority adjusted accordingly. Buildings Storage buildings should be of brick construction embodying heating and good ventilation or humidity control. Windows should be of wired glass to prevent damage to aircraft if broken. Spaces over doors and eaves should be wired off to exclude birds. Overseas, where possible, building should be dust and sand proof. Metal construction buildings may be used, but are not ideal. Ideal storage temperatures are 50°- 60°F, and humidity as low as possible for metal aircraft. Buildings must be kept clear of birds and rodents, and precautions taken against insect damage, especially overseas. Where disinfectant is used for cleaning buildings, it must not be allowed to contact aircraft due to its corrosive properties. Fire Precautions Outside, aircraft must be stored in rows for easy manoeuvre with minimum obstruction from other aircraft and with sufficient space to prevent spread of fire. There must be at least one gangway for fire-truck access so that fire in any aircraft may be tackled. Fire extinguishers must be placed at accessible points. All attractive and easily removable equipment or items that may deteriorate if left installed, are to be removed and labelled with the aircraft number and appropriately stored. “oll Training Support Lis a7-44 . © Copyrat 2016 Module 7.17 Aircraft Handling and Storage CTModule 7.17 Aircraft Handling and Storage Suspension of Servicing In general, when flying hours cease to progress, routine servicing stops. However, certain limitations are applied to this principle. When servicing is suspended for a period, it is necessary that the batteries are removed, and placed in storage, and that inhibiting, storage, care and maintenance operations carried out in accordance with instructions given in the relevant manual. Storage Process Typically, there are four phases of treatment for stored aircraft. Phase | - Preparation for storage. The aircraft is surveyed in accordance with the relevant manual and defects recorded. The structure is prepared and protected as specified. The systems are serviced, drained or inhibited as required. Certain lifed, sensitive and valuable components and equipment are removed from the aircraft for storage in a secure facility. The depth of the preparation may depend on the expected period of withdrawal from service. Phase Il - Routine Servicing During storage aircraft are serviced in accordance with the relevant manuals to ensure that protectives have not deteriorated and that any corrosion is treated. Frequency depends on conditions, e.g. climate, covered, or in the open. Servicing is carried out on a periodical basis and varied from superficial examination to detailed examination for aircraft in the open after severe weather. In all cases systems are examined for leaks, tyres and oleos for deflation, and security of pickets in the open Phase Ill - Re-protection in storage Restoration of protectives has to be carried out periodically on aircraft equipment, and engines re-inhibited. Phase IV - Preparation for use Depth of servicing required when taken from storage will depend on the length of time in ‘storage condition. The procedures will be laid down in the relevant manuals. In addition to the servicing specified by the maintenance manuals, any outstanding service bulletins will have to be satisfied, and essential modifications embodied. Conclusion The purpose of storage procedures is to ensure that all stored aircraft are maintained in peak condition while servicing is suspended. This will achieve the aim of preparing an aircraft for operation in the least possible time. 17-12 Total Training Support Ltd ceed Module 7.17 Aireraft Handling and Storage ‘© Copyright 2016Module 7.17 Aircraft Handling and Storage Phase | Airframe Storage upto 30 Days If the aircraft is to be out of service for less than a week or if it is out of service for maintenance or repair it will not require any special treatment. If it is to be withdrawn from use for a longer period it will require preparation, the depth of which depends on the expected duration of the storage. Below is a typical schedule of work for preparation for storage. Air Conditioning System Deactivation; Drain the water from the water separators, aspirators, and connecting tubing. Clean the water separator coalescer . Seal the external openings to the air conditioning system. Electrical/Electronic Systems Deactivation; Electrically ground the aeroplane. Put all the switches in the OFF position. Open the circuit breakers for all electrical/electronic components that have been removed from the aeroplane. Equipment/Furnishings Deactivation; Install the cotton seat covers if the seats stay in the aircraft when you park it for more than 7, days. Close the window shades if the seats and the carpet are not removed. Make sure all the tray carriers and waste containers are empty and clean. Make sure the airsick bag containers and used travel bag containers in the lavatories are empty and clean. Make sure the galleys and toilets are in good condition. Remove the seats and carpet in the flight compartment and the passenger compartment if high humidity is expected. If the humidity in the parked aircraft is controlled below 70 %, the seats and carpets can stay onboard. Examine the seats and carpet for moisture and mildew every 30 days. Put all the main entry doors in the manual mode and install the safety pins. Remove the door and slide gas bottles from the aircraft. If the humidity in the aircraft will not be maintained below 70%, remove all slides, rafts, slide/raft assemblies and life vests and store them in a temperature and humidity controlled environment. Fire Protection Deactivation; If the engines or the APU will be operated during prolonged parking, keep the fire extinguishing system in the serviceable “full” condition Flight Controls Deactivation; Move all flying control surfaces, trim systems and high lift devices through three full range of movement cycles. Lubricate all the flight control actuator rams with grease. Lubricate the control cables which are external to the fuselage pressurised area Make sure the drain holes for the flap and the flap fairing are open. Return all surfaces to their normal neutral or stowed position. Fuel System Deactivation; Fill and keep all of the fuel tanks at greater than 10% capacity . The fuel should contain a fuel additive (e.g. Biobor) to prevent micro-organisms in fuel tanks. Drain all the water from the fuel tanks, the surge tanks, and the boost pumps. After 24 hours drain again Cover each vent opening and jettison nozzle with cotton wipe, using tape to make sure that insects do not go into the vents. Attach red flags to each installation. Total Teling Suppor Lid 17-18 - © Copyright 2016 Module 7.17 Aircraft Handling and Storage leans Sa sanbery 2012)Module 7.17 Aircraft Handling and Storage Hydraulic System Deactivation Do a check of the hydraulic system for leaks and make repairs if it is necessary. Fill the systems and the reservoirs with hydraulic fluid. Lubricate all the hydraulic components which have lubrication fittings. Service the hydraulic reservoirs and accumulators before each engine run. Service the hydraulic brake accumulator with nitrogen. Fill the air driven hydraulic pump pneumatic drive gearbox with oil and put a cover on the pneumatic drive exhaust port, Instruments Deactivation Install pitot static probe covers, and attach the pitot-static probe streamers to prevent abrasion damage to the skin and the painted surface. Attach a “PITOT PROBES COVERED" tag to the top of the left control wheel in the flight deck. Put the covers on all of the static ports. Attach the static port covers using orange hi-viz tape that has “REMOVE BEFORE FLIGHT" printed on it in black letters. Attach a “STATIC PORTS COVERED” tag to the left control wheel in the flight deck. Put the cover on the temperature probe. Put the angle of attack vane cover on the angle of attack vane. Put the probe cover, SPL-1513 on the ice detector. Landing Gear Deactivation Put wheel chocks forward and aft of the wheels. Release the parking brakes. Install the nose and main landing gear lockpin assemblies. Close the wheel well doors. Lubricate the following with grease; the uplock hook surfaces on all gears, the surfaces of all bearing which are open to the outside air, the bungees-jury brace rods. Lubricate all the lubrication points on the landing gear. Extend the inner cylinder of the shock strut approximately half wayand butter lubricate the chrome area with grease. Lower the shock struts to force grease into the inner cylinder. Make sure the tyre pressure is not less than 15 psi (103 kPa) below the serviceable inflation pressure. Apply corrosion prevention compound on to all unpainted landing gear parts which are open to the outside air. Apply protective coating compound again after you wash the aeroplane. Operate the landing gear doors until you complete three full movements of travel. Put the doors in the closed position when the aeroplane is parked. Install tyre covers to keep weathering and UV damage to a minimum. Service the shock struts with Lubrizol 1395 lubricant, and charge with nitrogen if the aircraft is to be moved. ‘Oxygen System Deactivation (Storage Up to 60 Days) Make sure the portable and system oxygen bottles are not due for hydrostatic test while the aeroplanes is parked. _ 17-44 Tota Training Support Lis ee rene Module 7.17 Aircraft Handling and Storage © Copynht 2016Module 7.17 Aircraft Handling and Storage oe Water and Waste Deactivation Drain and disinfect the water system. Drain and flush all of the toilet tanks. Make sure all of the tanks are empty. Power Plant and APU Deactivation Refer to AMM chapter 71 for engine storage requirements. If the engines are removed from the aeroplane, do these steps: Remove the pressure in the hydraulic reservoirs and accumulators Cap and stow all engine fuel lines, hydraulic lines, and wire bundles Cover exposed metal surfaces on the pylon with a moisture barrier Provide suitable drains in the moisture barrier to allow the escape of water Use a desiccant within the moisture barrier to maintain a low humidity around the pylon. For storage periods exceeding 30 days, complete the following tasks in addition to the afore mentioned procedures: Electrical/Electronic Systems Deactivation Remove the APU battery. Remove the megaphone batteries. Remove the emergency light and power supply module batteries. CAUTION: IF HUMIDITY CANNOT BE MAINTAINED BELOW 70%, ALL ELECTRONIC EQUIPMENT MUST BE REMOVED FROM THE AIRCRAFT. Remove the following electronic equipment: The rack-mounted electronic packages from all of the Equipment Centres. All circuit cards/card files if prolonged exposure to greater than 70% humidity is expected. * Specific equipment from the flight deck as identified in the AMM. Make sure the electronic packages are clean, in good condition and have no corrosion. Put the packages in moisture resistant containers or plastic bags and store in a bonded storage area which is dry and not subjected to extremely high temperatures. If the plastic bags used to store the electronic equipment are not fully moisture proof, include a desiccant contained in a suitable protective bag to prevent direct contact with metal parts of the equipment. Cover the cooling duct openings with plastic sheet material and secure with tape. Use plastic protective plugs or caps at all disconnect points. Apply electrical power to all the electrical/electronic equipment remaining in the aircraft for a minimum of 2 hours. Make sure the main battery is in the fully charged condition “oll Training Support Lid 17-45 _ © Copyright 2016 Module 7.17 Aircraft Handling and Storage ee ery ceeModule 7.17 Aircraft Handling and Storage Ice and Rain Protection Deactivation Remove the containers for the rain repellent system and clean the rain repellent lines with dry, filtered air. Make sure the windshield washing fluid bottle is empty and operate the windshield washing pump until the lines are empty. Phase | Airframe Storage over 60 Days For storage periods exceeding 60 days, complete the following tasks in addition to those previously listed: Hydraulic System Deactivation Clean and apply a layer of protective fluid to all of the finished surfaces on the actuator rods and the valve slides which are open to the outside air. Make sure the ground lock pins are installed on all of the gears to prevent operation. Move the main landing gear doors and the nose landing gear doors until you complete one full movement of travel. Oxygen System Deactivation Make sure the portable and system oxygen bottles are not due for hydrostatic test when the aircraft is parked. Remove the crew oxygen system masks and put them in clean polyethylene bags. Exterior of Aeroplane Deactiviation Wash and dry the aeroplane. Do a check of all of the surfaces for stains. Oil and other liquids can mix with dust particles and unwanted material and can cause damage to the aircraft finish. The accumulation of rain- streaked dust is not dangerous unless the dust contains pollutants that can cause corrosion and damage to the finish. To remove the stains, wash or polish the aircraft with approved polishes. Apply approved tape, to these locations to make a seal so that water does not go into the aeroplane: * All external doors © The upper half of the nose radome * Allexternal hatches. Make sure the doors and hatches are closed when they are unattended. Cut a small water drain hole, approximately 3/8-inch diameter, in the lowest part of the tape seal on all entry doors and hatches, If you park the aircraft for more than 60 days, put aluminium foil or other reflective material such as aluminized mylar on the outside of the windshields and control cabin windows. Do not put covers on the windshield that can cause heat to increase on the windshield. Make sure all of the structural drain holes are open 17-16 ‘otal Training Support Lid eee Sa Ze Module 7.17 Aircraft Handling and Storage © Copyright 2016,Module 7.17 Aircraft Handling and Storage To keep the unpainted extemal surfaces serviceable, do one of these: * Wash the aeroplane after each 7 to 14 days. © Apply a temporary layer of protective coating on all unpainted metal, except the engine hot section. Remove and apply the protective coating each 6 months. Do a check for damage to the coating and corrosion of substrate each 14 days. Phase II/IIl Keep the Parked Aeroplane Serviceable To ensure continued serviceability you must perform regular maintenance, typically after each 7 days, 14 days, 30 days, 60 days, 90 days, 180 days and after each year. 7 Day Maintenance Keep the fuel system serviceable; © Make sure each vent opening is covered with a piece of woven screen mesh, if the cover material is torn or damaged, replace the mesh. © Make sure all protective coverings are installed correctly. Reinstall the protective coverings where required. 14 Day Maintenance Keep the electrical/electronic systems serviceable; Apply electrical power for a minimum of 2 hours to all electrical/ electronic equipment which stays in the aircraft. © Make sure the main battery is in the fully-charged condition. Keep the flight controls serviceable; ‘© Make sure the drain holes for the flap and flap fairing are open. Keep the leading edge and trailing edge flaps in the FULL UP position. Keep the landing gear serviceable. © Make sure the tire pressure is not less than 15 psi below the serviceable inflation pressure Do a check of the tyres for leaks: Repair the leaks if it is necessary. Make sure that the tyres do not have flat spots: If flat spots are observed, rotate the tires or tow the aircraft a short distance. 30 Day Maintenance Keep the equipment/fumishings serviceable. * Doa check each 30 days for moisture and mildew. If the humidity is not controlled, remove the seats and carpet and put them in a humidity controlled area. Keep the fuel system serviceable. Drain all of the water from the fuel tanks, the surge tanks, and the boost pumps. “otal Training Support Lid 17-47 . © Copyright 2016 Module 7.17 Aircraft Handling and Storage Issue 3 — January 2016Module 7.17 Aircraft Handling and Storage Keep the landing gear serviceable. * Disconnect the nose gear torsion link, if not previously disconnected Operate the steering actuators (using the system hydraulic pressure) through several full movements of travel. * Puta layer of grease, on the torsion link bearing which is open to the outside air for protection. * Apply grease to the finished surfaces of the steering piston rods which are open to the outside air after operation. * Operate the landing gear doors through three full movements of travel * Put the doors in the closed position when you park the aircraft. Keep the exterior skin surfaces serviceable ‘* Make sure all of the structural drain holes are open. * Doa check of the surfaces with strippable coating for blisters, peeling, or other signs of deterioration, * Doa check of all painted surfaces for stains. 60 Day Maintenance Keep the landing gear serviceable. * Re-lubricate the following with grease all of the bearings, hinge, links and fittings which were greased during preparation 90 Day Maintenance Keep the flight controls serviceable. Move the trailing and leading edge flaps through one full movement of travel. Move the stabiliser, rudder, and aileron trim through one full movement of travel. Put the surfaces within 1/2 degree of the previous position, but not the same position. Move the elevator, the rudder, and the aileron through three full movements of travel. Lubricate all of the flight controls with grease. Lubricate the control cables which are out of the fuselage pressurised area. Keep the hydraulic systems serviceable. © Clean all of the finished surfaces on actuator rods and valve slides which are open to the outside air and apply a layer of protective fluid. ‘+ Move the main and nose landing gear doors through one full movement of travel. Keep the landing gear serviceable. Re-apply protective compound on all of the unpainted landing gear parts which are open to the outside air. Keep the water and waste serviceable. * Disinfect the potable water system . 17-18 Total Training Support Ltd ee Saray ZO Module 7.17 Aircraft Handling and Storage (© Copyright 20162 Module 7.17 Aircraft Handling and Storage oe 180 Day Maintenance Keep the hydraulic systems serviceable. * Service the hydraulic reservoirs and accumulators before you operate each engine. «Ifthe engines are removed form the aeroplane, depressurize the hydraulic reservoirs and accumulators and pressurize to 40 psi with dry nitrogen. Keep the landing gear serviceable. © Lubricate all of the lubrication points on the landing gear. 4 Year Maintenance Keep the fuel system serviceable. Drain the fuel from one main fuel tank. Open the tank and examine the tank and the fuel lines for corrosion. If corrosion is found in the tank, drain all of the other tanks. Make necessary repairs. Open the dry bay areas. Examine the dry bay area for corrosion. If corrosion is found, make necessary repairs. Close the dry bay and fuel tank areas that were opened. Fill and keep all of the fuel tanks at greater than 10 percent capacity Keep the landing gear serviceable. Extend the inner cylinder of the shock strut approximately half way. © Butter lubricate the chrome area with grease, D00633. Lower the shock struts to force grease into the inner cylinder. Remove any remaining grease if the shock strut is to be completely deflated or if the aeroplane is to be moved. Phase IV Prepare to Operate the Aeroplane Perform the following procedures to prepare the aeroplane for return to operation. Perform the tasks relevant to the steps taken for preservation. Do a visual inspection for possible indications of deterioration of the items not prepared for parking. © Close all of the circuit breakers. Extend all of the flaps and lubricate alll of the flaps components. Remove the wheel chocks and covers from all of the wheels. Jack the aeroplane, remove the wheels, apply grease to the wheel bearings and install the wheels. Install the main and nose landing gear ground locks. Service the shock struts for the landing gear. Inflate the tyres to the correct pressures. Remove all of the corrosion preventive compound from the unpainted components on the landing gear. Lubricate all of the landing gear fittings. * Depreserve each power plant in accordance with Ch 71, if it was preserved. Remove all blanks and covers fitted. Depreserve the APU and remove the exhaust and cooling air covers. Make sure all of the aircraft drains are open and clean. Remove the cotton wipe, red flags, and tape from all of the vent and openings. Remove the strippable protective coating where used. Remove the tape and the covers from all of the doors, access panels and windows. Remove the reflective material from the surface of the windshields and windows. “otal Training Suppor Lis 17-19 . © Copyright 2016 Module 7.17 Aircraft Handling and Storage CalModule 7.17 Aircraft Handling and Storage * Ifthe aeroplane has been stored for longer than 1 year, test for microbial growth in the fuel tanks. Service the fuel tanks, if it is necessary, for planned flight. Check the fuel lines and component connections for leaks at O-ring seal locations around the fuel system equipment (i.e. pumps, valves and measuring sticks). + Perform an operational test for the main battery. If the APU, megaphone, and emergency lights batteries were removed, install fully charged batteries. * Ifthe rack-mounted electronic modules were removed from the equipment racks, install cleaned, serviceable units * Remove the pitot-static probe covers (4 places). Remove the “PITOT PROBES COVERED" tag from the left control wheel in the flight deck. Remove the covers from the ice detector probe. Remove the covers from the temperature probes and the angle-of- attack sensor. + Remove all blanking materials from the static ports. Inspect each static port and if necessary use solvent to remove all tape residue, dirt and other contaminants around the static ports. Remove the “STATIC PORTS COVERED" tag from the left control wheel in the flight deck. Make sure the pitot-static systems are drained. WARNING: FAILURE TO REMOVE COVERS AND BLANKS FROM PITOT PROBES AND STATIC PORTS BEFORE FLIGHT MAY CAUSE LARGE ERRORS IN AIRSPEED-SENSING AND ALTITUDE-SENSING SIGNALS. THIS HAS CAUSED FATAL ACCIDENTS ON SEVERAL OCCASIONS. * Service the windshield washer system and the rain repellent system. * Do an operations check on the electrical and electronic systems removed when the aeroplane went into storage. If the aircraft has been parked for longer than three months ‘on the same heading, then a compass swing check will be necessary. * Perform Operational Tests on the AC Generation system, the AC Standby Power Generation, the Main Battery and DC Electrical system. Perform the operation test of any electrical or electronic components that were removed during aircraft storage. * Install a clean coalescer in each airconditioning water separator. * Service the hydraulic accumulators and reservoirs. Replace the hydraulic system filter elements. Pressurise the hydraulic systems and do a check of the system for leaks. * Do a visual inspection of the cable rigging in all of the flight control primary and secondary systems. Lubricate the cables in all of the flight control primary and secondary systems. Do an operational test of all of the primary and secondary control systems. Recharge the toilet tanks and operate the flush system to make sure it operates correctly. Replace the filter cartridges for the potable water, if they are installed. Disinfect, service, and pressurise the potable water system. Do a check of all of the galley and lavatory plumbing and drains to release air locks and make sure there are no leaks. If the seats and carpet were removed, install clean seats and carpet, if it is necessary. If the crew and passenger (if applicable) oxygen masks were removed, install clean serviceable masks. Do the system test of the emergency light system Wash the aeroplane. Make sure the interior is clean. Remove the static ground connection when aircraft is ready to be moved 47-20 Total Training Support Lid site Sa anuary 201s Module 7.17 Aircraft Handling and Storage © Copyiaht 2016Module 7.17 Aircraft Handling and Storage Storage of Gas Turbine Engines General When an engine is installed in an aircraft and operating under normal conditions, the internal parts of the engine are subject to a continuous flow and covering of lubricating oil and this, plus the normal operating temperatures of the engine, protects the engine against corrosion. When the engine is shut down a residual film of oil gives the engine protection for a short period. If the engine is not in service regularly then this protection no longer exists and the engine is exposed and prone to corrosion. Installed engines which are to be out of use for up to seven days require no special protection apart from blanking off, intake, exhaust and any other aperture to prevent the ingress of dust, rain, snow etc. If engines are not expected to be in use for an extended period then precautions must be taken to prevent corrosion both intemally and externally. Engines that are out of use for any length of time should either be ground run periodically or anti-corrosive treatment applied externally and internally to prevent deterioration. The type of protective treatment applied to an engine depends on how long it is to be out of service, if it is installed in an aircraft and if it can be tuned. The manufacturer may produce a matrix to show what measures are required under which circumstances. These notes deal with several procedures used to prevent corrosion in gas turbine engines but if the maintenance for any particular engine specifies different procedures then the manufacturers instruction are to be followed. The storage times quoted and precautions required depend on the environment and conditions in the storage area... Reference must always be made to the appropriate maintenance manual. Lubrication System If the engine is to be stored for more than 7 days perform the mainline bearing preservation procedure; drain the engine oil tank, put the required amount of clean/approved engine lubricating oil into the oil tank. Dry motor the engine until you see an oil pressure indication on the flight deck display (if the engine is not installed on the aeroplane, dry motor the engine for approximately 2 minutes). When the engine stops, make sure that there is sufficient oil in the oil tank and top-up if required. Dry motor the engine again until you see an oil pressure indication on the flight deck display (or approximately 2 minutes if the engine is not installed). Service the engine Starter Motor and Integrated Drive Generator / Constant Speed Drive with the appropriate oil. “otal Training Support Lid 17-24 . © Copyright 2016 Module 7.17 Aircraft Handling and Storage ese Seared cee)Module 7.17 Aircraft Handling and Storage ATTACH COVERS ‘AND BLANKS, ‘ADD DESSICANT TO THE ENGINE PRESERVE MAIN UNE BEARING. FUEL SYSTEM INHIBIT THE ENVIRONMENTAL CONDITIONS __ STORAGE PERIOD CLIMATE CONTROLLED OR IP TO7 DAYS Z NON-CLIMATE CONTROLLED: 7 DAYS TO 30 DAYS: v v MAXIMUM RELATIVE HUMIDITY “St 3 wpe pets g 40% OR LESS. “OVERS MONTH ST NON-CLIMATE CONTROLLED x ~~ ENVIRONMENT, HIGH (40%) RELATIVE HUMIDITY [I PIO7 DAYS. 7 DAYS 10 30 DAYS. 31 DAYS TO 3 MONTHS, OUTSIDE Fuel System If the storage is to be for more than 30 days, inhibit the engine fuel system as follows; pull the circuit breakers for the ignition systems, drain the engine LP fuel supply tube by disconnecting it at the engine/aeroplane interface. Drain the engine LP fuel system by attaching a hose to the drain valve outlet, if installed, putting the free end of the hose into a clean container, and turning the drain valve handle to open the drain valve. Alternatively, position a container under the fuel filter housing, remove the drain plug from the housing and let the fuel drain into the container. Fit an adapter to the LP fuel supply tube and connect to a suitable pressure rig, filled with approved mineral oil. Pressurise the rig and open the supply valve. Wait for fuel-free oil to flow from drain valve/drain plug then close drain valve or fit drain plug. Wet cycle the engine for a minimum of two minutes. When fuel-free oil flows from turbine section drain, move engine control lever to the ‘cut-off position. Stop the engine, depressurise rig and disconnect fuel supply tube. Remake the aircraft interface connection. Attach a label to the fuel metering unit stating the type of inhibiting oil used and the date the engine fuel system was inhibited. Engine Exterior Certain electronic units may be sensitive to extremes of temperature. If very high or very low temperatures may be encountered, these units must be removed and stored in a controlled environment. Make sure the inner and outer surfaces of the power plant are dry. If it is necessary, use an electric blower/heater, to blow warm dry air through the engine. Perform the following steps if the engine is installed on the aircraft; put the applicable quantity of the desiccant and humidity indicator, into the power plant in accordance with the table below. 17-22 Total Training Support Lis ae Sera zu Module 7.17 Aircraft Handling and Storage (© Copyright 2016Module 7.17 Aircraft Handling and Storage oe Engine Interior Apply the desiccant and humidity indicator evenly through the engine in the nose cowl, the cold ‘stream duct, aft of the LP fan case and in the exhaust case. Put vapour phase inhibitor paper (VPI) on the front of the LP compressor rotor, coated side adjacent to the blades. Put VPI on the rear of the LP compressor outlet guide vanes, coated side adjacent to the vanes. Put VPI between the exhaust cone and the transition case, coated side adjacent to the turbine. Install the storage blanks on the engine. Attach the seals and the covers to the power plant openings. Seal all the disconnected electrical hamess connectors and safely attach them to the adjacent structures where it is necessary. If you do not have the applicable seals, seal the openings with some greaseproof paper, and tape. If the engine is to be stored uninstalled for a prolonged period, it may be placed in a Moisture and Vapour Proof (MVP) bag. Depending on the size of the engine this may be a simple enclosure or an integral part of the storage/transport stand. The engine will be cleaned, dried and prepared in a similar manner to that described above. Humidity indicators will normally be visible through windows in the bag. The state of the desiccant and/or humidity indicators must be checked at the periods stated in the AMM. This is usually weekly initially, then monthly when the effectiveness of the precautions is established. When the engine is unsealed to inspect the humidity indicators during storage, ensure that it is done on a dry day with low humidity. To ensure continued serviceability the engine will need to be inspected and the preservation processes repeated periodically, typically every 3 months. Return to Service Return to service or ‘depreservation’ requires the removal of all blanks and storage covers, removal of all preservative materials (desiccant, VPI etc.). Remove any temporary protective coatings and inspect all exposed surfaces for corrosion. Drain, inspect and replace engine oil filter, if there are signs carbon particles or contamination, drain and refill the oil system. Drain and service the Starter Motor and Integrated Drive Generator/Constant Speed Drive. Wet cycle the engine with ignition isolated until fuel is evident in the exhaust and check for leaks. Allow inhibitor/fuel to drain then perform an engine run to test the engine parameters. “Total Trsining Support Lis 17-23 . © Copyright 2016 Module 7.17 Aircraft Handling and Storage atte aa anuaeY cee)Module 7.17 Aircraft Handling and Storage Storage Conditions for Aircraft Spares and Supplies Introduction Great care is necessary in handling aircraft spares and supplies to ensure that the parts or material are not damaged by chafing, scratching, bruising or indentation and material is not excessively strained by bending, otherwise the mechanical properties of the material may be seriously affected General Storage Conditions The conditions for storage of aircraft parts are most important. The stores premises must be clean, well ventilated and maintained at an even temperature to minimise the effects of condensation. Normally the manufacturer will specify the temperature and relative humidity in which the product must be stored. To ensure that these conditions are maintained within the specified range, instruments are used to ensure the temperature and relative humidity of the storeroom. Temperature & Relative Humidity Temperature and humidity should be checked at regular intervals by means of a Hygrometer. The wall type Hygrometer is often used and consists of Wet and Dry thermometer bulbs. The dry bulb records the actual temperature, the wet bulb, kept moist by a wick, is subject to cooling by evaporation. A comparison between these readings will indicate the percentage of relative humidity in the atmosphere. Digital electronic instruments are available to measure and record these parameters. Racks and Bins Open racks allow a free circulation of air and are preferable when the nature of the stock permits their use. The painted metal type of bin is more suitable than the wooden type, since with the latter there is the risk of corrosion due to mould or dampness. Plastic bins are most suitable for storing small parts. Rotation of Issue Storage methods and control should be such that batches of parts and materials are issued in strict rotation. For example bins should have stock cards, so that old stock is issued before new stock and showing minimum stock to be held. This is particularly important for goods that have a definite storage-limiting period. Storage Limiting Period Manufacturers of certain aircraft parts and units lay down a storage limiting period after which time they will not guarantee the efficient functioning of the equipment. On expiry of the storage- limiting period the parts should be withdrawn from stores for checking or overhaul as recommended by the manufacturer. Storage limiting periods quoted by manufacturers can only be applicable if the prescribed conditions for storage are in operation, so therefore the correct storage conditions must be maintained at all times. 17-24 oat Training Support Lis ee Sala cose) Module 7.17 Aircraft Handling and Storage © Copyeight 2016Module 7.17 Aircraft Handling and Storage oS Segregation of Stock Great care must be taken to separate materials which may have a serious effect on other materials, containers of acids should not be placed in a store where escaping fumes may cause corrosive action on other material or finished parts for example. Bonded and Quarantine Stores and Stores Records of all approved parts certifications must be maintained in accordance with EASA and CAA requirements. Flammable Materials All materials of a flammable nature such as dope, thinners, paints and oils etc. must be kept in a locked metal cabinet identified for that use. Bulk quantities must be held in a separate ‘dope! store isolated from the main buildings. The exact precautions to be taken vary with the quantity and volatility of the materials stored and must comply with the requirements of H.M. Inspector of Factories. This will dictate the nature and construction of the storage facility. “Tota Training Support Lid 17-25 . © Copy 2016 Module 7.17 Aircraft Handling and Storage a ae aoe)Module 7.17 Aircraft Handling and Storage Protective Materials for Storage Purposes Vapour Phase Inhibitor (VPI) This is a method of protection against corrosion, often used for stored articles made of ferrous metals. VPI protects by its vapour, which entirely covers any article in an enclosed space. Direct contact with the metal is not required, moisture and oxygen are excluded by the vapour, inhibiting their corrosive action. The method most commonly used is treated paper or cardboard, the article to be protected being wrapped in paper which has been treated with VPI or alternatively enclosed in a box made of VPI treated board or lined with treated paper. Protective Oils, Fluids & Compounds Certain oils, fluids or compounds are used as a temporary protection on metal articles, but it must be established that the material and the method of application is approved by the manufacturer of the article. Where protective oil, fluids or compounds are used, handling should be avoided as much as possible. When parts or components are stored for long periods they should be inspected to ensure that the coating remains in a satisfactory condition Desiccants Desiccants such as Silica Gel or Activated Alumina are commonly used because of their hygroscope nature; these desiccants are capable of absorbing moisture inside a packaging container, or component, thereby preventing corrosion. Desiccants should be inspected or renewed at specified periods or when an airtight container has been opened. It is most important when inspecting or changing a desiccant that the prescribed method be used to avoid entry of moisture into a dry container. Tell Tale Desiccant is an indicating type of desiccant, treated with chemical which changes colour according to its moisture content. The following table gives guidance on the relative humidity of the surrounding air: A simple heat treatment process can reactivate Silica Gel and Activated Alumina. The time and temperature required to reactivate the desiccant should be as stated by the manufacturer, but a general guide is 135°C for at least 2 hours for Silica Gel and 250 °C for 4 hours for Activated Alumina. The desiccant should then be placed in a sealed container until it has cooled, after which it should be completely reactivated. 17-26 ‘ola Training Support Lia EEE Module 7.17 Aircraft Handling and Storage © Copyrt 2016Module 7.17 Aircraft Handling and Storage ow Storage Conditions of Specific Components Lead Acid Batteries Charged batteries which are to be stored for any length of time must be in the ‘fully charged’ condition. Before storing, the electrolyte level should be checked and the battery bench charged in accordance with the manufacturer's instructions. When fully charged, the battery should be stored in a cool, dry, well ventilated store on acid resistant trays. Batteries may also be stored in the dry, uncharged state. The following points must be noted for batteries in the charged state: © Every 4 to 6 weeks, depending on the manufacturer's instructions, the battery should be removed from storage and fully re-charged i.e. until voltage and specific gravity readings cease to rise. Regardless of periodic check charges the battery should be given a complete charge and capacity check immediately before being put into service. * For new batteries a complete capacity test to the manufacturer's instructions should be made every 6 months, but if the battery has been in service this test may be required every 3 months. © Every 12 months, or earfier if a leak is suspected, an insulation resistance test must be carried out. © Batteries must never be allowed to stand in a discharged condition. If the conditions mentioned in the previous paragraphs are observed, a battery may remain in storage for up to 18 months. Note: Trickle charging at low rates is not recommended, as damage will occur if idle batteries are subjected to this form of charging. SilveriZinc & Nickel/Cadmium Batteries Filled and formed batteries required for use at very short notice may be stored in the charged condition. ® Manufacturers normally recommend that such batteries should be discharged and recharged every 4 to 6 weeks. Batteries to be stored out of use for long periods should be discharged at the 40-hour rate until the voltage level, measured while discharging, falls below the equivalent of 0.8 volts per cell. « Before storing batteries the electrolyte level should be adjusted to near the maximum specified by topping up using a Potassium Hydroxide Solution of 1.300 SG. Care in handling Potassium Hydroxide is stressed, because of its caustic content. Cleanliness is essential. “oll Training Support Lid 17-27 . © Copyright 2016 Module 7.17 Aircraft Handling and Storage ee Satay cee)Module 7.17 Aircraft Handling and Storage Storage of Fuel System Components All components removed from the fuel system should be inhibited as soon as possible to prevent internal corrosion. Alll fuel should be drained out and inhibiting oil poured in through the inlet connection until full. A blank should then be fitted and the component rotated, topping up through each outlet in turn and fitting blanks until it is completely full of oil and securely sealed, Drive shafts of pumps and fuel flow regulations should be turning while inhibiting and the throttle valve operated several times to ensure complete distribution of oil. To check that the blanks are not leaking, the part should be thoroughly dried and left for thirty minutes, Any leaking blanks should be replaced, the oil level topped up and a further test carried out until satisfactory results are obtained. Drive shafts should then be smeared with the recommended storage oil. All components, including the electrical ones that are not inhibited, should be wrapped in greaseproof paper; sharp edges being double wrapped, then enclosed in VPI paper and secured with adhesive tape. The wrapped parts, together with a label giving details of the modification state, reason for return, etc. should be enclosed in a polythene bag, as much air as possible excluded and the bag heat sealed. Transport boxes are normally provided for alll components and the wrapped part should be kept in one of these during storage. A label should be affixed to the box giving details of the contents, inhibiting date and storage life. Components should be stored in conditions that are dry and free from corrosive fumes. Every six months, the shafts of fuel pumps and fuel flow regulations should be rotated a few turns without removing them from the sealed bag. Some components may be given a maximum storage life. When this life has expired, the components should be subjected to such overhaul and testing as may be specified by the manufacturer. Hydraulic and Pneumatic System Components In many instances, hydraulic components are stored filled with their working hydraulic fluid, which may leak slightly from the component. It is therefore important to ensure that fluid (particularly phosphate ester type) will not come into contact with other stored items. If the stored component is filled with a fluid other than that used in the aircraft system (e.g. DTD 55405 is a hydraulic component storage fluid only) the component should be clearly labelled to ensure the removal of all traces of storage fluid prior to installation in the hydraulic system. To avoid adhesion and to exercise the seals, it is in some cases recommended that the component be operated several times at three-monthly intervals. If the seals are square or rectangular in section, special care should be used in the initial operation as experience has shown that there is a tendency for seal ‘stiction’ on its bearing surface and, if the part incorporating the seal is moved rapidly, the seal may tend to rotate and be damaged. This applies also where spring-loaded seals are concerned; growth of the rubber may result in damage to the sealing lip. _ 1728 ota Training Suppo Li a any oe Module 7.17 Aircraft Handling and Storage © Copyright 2016,Module 7.17 Aircraft Handling and Storage Instruments All instruments should be stored and transported in boxes designed for that purpose. Suitable blanks should be fitted to all open ports and connections and protective packaging used as appropriate. The box should be labelled or placarded to indicate that the contents are delicate and require care when handled. In the absence of any specific recommendations from the manufacturer the storage limiting period for instruments should not exceed 3 years and on completion of this time the item should be re-certified in accordance with the relevant overhaul manual. Any equipment containing Gyro assemblies should be exercised and Gyro wheels run for a period of 24 hours at the completion of each 12 months in storage. Rubber Parts & Components Containing Rubber Temperature The storage temperature should be controlled between 100 C and 210 C and sources of heat should be at least 3 feet from the stored articles to minimise exposure to radiant heat. Humidity The relative humidity in the storeroom should be about 75 %. Very moist or dry conditions must be avoided. Light Rubber parts should not be exposed to direct daylight or sunlight. Unless articles are packed in opaque containers, store room windows or skylights should be screened or covered with a suitable transparent red or amber coating. Storerooms should be kept as dark as possible. Use of artificial light, which has a high ultra-violet level, should be avoided. ‘Oxygen and Ozone Isolation from atmospheric oxygen greatly increases the storage-limiting period of rubber parts. Where possible parts should be packed in airtight containers or wrappings using talc or French chalk. Where parts are packed in airtight tins, the tins should be lined with wax paper or polythene to avoid direct contact with the metal. Exposure to air containing ozone even in minute quantities should be avoided. Storage rooms should not contain any apparatus liable to generate ozone, such as high voltage electrical equipment, electric motors or other plant which may produce electrical sparks. Still indoor air is normally ozone-free because wall and ceiling coverings and organic materials rapidly destroy ozone. Deformation Rubber parts should be stored in a relaxed position free from compression or distortion with the least possible deformation. Stress greatly aggravates the action of ozone and also leads to permanent changes in shape and dimension. Tyres Should be stored vertically in special racks embodying support tubes, so that each tyre is supported at two points. Two thirds should be above the support tubes and one third below. By this method the weight of the tyre is taken by the tread and distortion is reduced to a minimum. They should be turned to a new position every two or three months. Where tyres are delivered with protective wrapings, the wrappers should be left on during storage. otal Training Support Ltd 17-29 . copyright 2016, Module 7.17 Alrcraft Handling and Storage at Sa Janay 206Module 7.17 Aircraft Handling and Storage Inner Tubes These should be stored in the cartons in which they were received, but where this is not possible the tubes should be lightly inflated and stored inside tyres of appropriate size to prevent damage. They should not be secured in a fixed position by rubber bands or tapes as this may cause the rubber to crack. Note: Care should be taken to ensure that the plastic storage materials selected are compatible with the component, since some, including PVC, can have a deleterious effect on rubber. Pipes and Hoses Rigid pipes should be adequately supported during storage to prevent distortion. Flexible hoses should, unless otherwise stated by the manufacturer, be suitably wrapped, for example, in a sealed plastic sleeve before being stored in a darkened room, maintained at a temperature of approximately 150 C. In hot climates, flexible pipes should be stored in cool places where air circulates freely, since high temperatures tend to accelerate surface hardening of the outer cover. Flexible hoses should be stored in a completely unstressed condition and where possible, should be suspended vertically. The ends of all pipes and hoses should be blanked, using a type of blank that does not allow it to be left in position when the pipes are fitted. The use of rags or paper for this purpose is prohibited. The blanks should not be removed until just prior to fitting the pipe. Chloride based materials, such as Neoprene and glass fibre tape should not be used for the wrapping of Stainless Steel and Titanium pipes. Chloride based materials break down with heat (temperatures above 1500 C) to produce corrosive salts which will attack Stainless Stee! and Titanium components resulting in premature failure. In addition it is also possible that smears of chloride material may be left on components which have been touched by PVC (Plasticised Polyvinyl Chloride) sheeting while covered over by, or packed in, such material Unless otherwise specified by the manufacturer, rubber hoses should be inspected and tested every 2 years; they should also be inspected and tested immediately prior to installation, Sealing Blanks The correct sealing blanks should always be fitted to items in store. Plugs and caps conforming to AGS specifications are suitable but where standard blanks cannot be fitted, the blanks must be so designed that they cannot enter the pipe or be left in position when the assembly is coupled up. It is also important that the materials used for blanking purposes will not ‘pick-up’ or leave small particles inside a coupling after long periods of storage. Tape, rag or paper should not be used. 17-30 Total Training Support Ltd ee aay cae Module 7.17 Aircraft Handling and Storage © Copyright 2016Module 7.17 Aircraft Handling and Storage UZ Aircraft Handling — Effects of Environmental Con: The ground level weather at airports will have a marked effect on the operation and maintenance of commercial aircraft. These, of course, will vary from region to region. Rain, snow and ice affect some areas, while high ambient temperatures, sand storms and volcanic ash occur in others. High winds can occur practically anywhere on the planet. The Effects of Snow & Frozen Deposits on an Aircraft Deposits of ice, snow or frost on the aircraft may have the following effects: ‘* decrease in lift due to a change in shape of the wing aerofoil section and loss of the streamline flow of air around the leading edges and top surfaces. ‘* An increase in drag for the same reasons that cause a loss of lift. The rough surface produced increases skin friction. ‘* Decreased propeller efficiency because of the change in blade-shape. There is also the possibility of damage to the fuselage as a result of ice being flung off the propellers. ‘* There may be loss of control due to ice interfering with the airflow around control surfaces or restricting/preventing movement of the control. © An increase in weight due to the accumulation of ice. A change in distribution of the weight can cause a change in the trim of the aircraft and possibly a loss of stability. Blockage of pitot & static heads. Loss of vision through the forward facing cabin windows or windshields. Damage to turbine engines caused by ingested ice chunks. Associated low temperatures may cause the contraction of metal parts and seals, causing fluid leaks from shock absorbers and hydraulic jacks. Low temperatures may also cause a reduction in the pressure in tyres and shock absorbers. All deposits of ice, snow and frost must be removed before flight. Since the in-flight de-icing system may not become effective until after take-off, the measures taken to remove frozen deposits on the ground, must also provide adequate protection during the initial stages of flight. ‘ot! raring Suppor Lis 47-31 _ © Copyright 2016 Module 7.17 Aircraft Handling and Storage Ce TSCoy’ Module 7.17 Aircraft Handiing and Storage Ice Formation Airborne In flight, ice will only form on an aircraft when it is flying in cloud or precipitation where the water droplets are supercooled. The term supercooled means the water is present in liquid form at a temperature below freezing point (00C). In order to freeze, water must lose its Latent Heat to its Surroundings: a droplet suspended in cold air will lose heat to the surrounding air slowly and so there is a tendency for a droplet to remain as a supercooled liquid, When it strikes an aircraft however, the metal structure conducts away the latent heat and so it freezes. The phenomenon of ‘freezing rain’ sometimes occurs at ground level due to the same causes. Icing | Cumulus Cloud | Stratiform Cloud Rain & Drizzle Risk | (2000-13000 ft) (0-30000 ft) (0 and up) (600-4000m, _ (0-9000m) a ee 3 — Med -20 to 40°C -15 to -30°C Low <4AVC <-30°C In International Standard Atmosphere conditions the global average Sea Level air temperature is 15°C and lapses at a rate of approximately 1.98°C per 1000ft (6.49°C/1000m). At this temperature gradient, icing conditions (0°C) would commence at about 7500ft (2300m). Due to seasonal and geographical variations in the local altitude/temperature gradient the altitude at which icing occurs can vary significantly. In winter in temperate and polar latitudes icing conditions will be confined to the ground or lower levels, however in tropical zones it may extend to a significant altitude throughout the year. Glaze Ice Glaze ice (or Clear Ice) will occur in very dense clouds where the water particles are large and only slightly supercooled or in supercooled rain where the water drops are of large size. The size of the droplet will delay the freezing process. The water remains a liquid for a period and flows back over the surface until it has lost enough heat to freeze. The ice formed under these circumstances is a continuous smooth layer of transparent ice known as glaze ice. Due to the difficulty in seeing it and the effect it has, it is the most dangerous form of icing. ‘GLAZE ICE CAUSED BY FREEZING RAIN 17-32 ‘ola Training Support Ltd ee Ses enuery 206 Module 7.17 Aircraft Handling and Storage ‘© Copyright 2016Module 7.17 Aircraft Handling and Storage - Rime Ice If the air temperature is very low and the cloud water droplets are smalll the droplets striking an unheated surface freeze immediately on impact and produce a rough, relatively opaque ice formation known as rime ice. Mixed Icing Under certain conditions both Glaze and Rime ice can form. ‘Total Traing Support Lid 17-33 _ © Copyright 2016 Module 7.17 Alrcraft Handling and Storage ieee 5 canary 2018)Module 7.17 Aircraft Handling and Storage High Altitude Icing Normal icing does not occur below about ~30°C since the droplets are all frozen and in the form of ice crystals and will not adhere to the aircraft's surface. However, if the ice crystals are present in sufficient volume, they can accumulate in air intakes, probes and auxiliary cooling ducts, causing blockage. Ground Icing There are various circumstances in which ice can form or collect on or in an aircraft on the ground. Hoar Frost Hoar frost occurs on a surface, which is below the freezing point of 00C (even if the air temperature is slightly above). It forms in clear air, water vapour being converted directly into ice crystals forming a white feathery coating. It sometimes occurs on the surface of the wings after ianding, where integral fuel tanks act as a heat sink and draws the skin temperature down below ambient. "MOAR FROST Air Frost When the air temperature drops below 0°C any moisture on the aircraft or in the structure will freeze. Any rain or condensation on the surfaces, in openings and apertures will rapidly solidity and expand. Condensation and fluid leakage inside the structure will also freeze as the temperature drops further. Precipitation Sleet, Hail and Snow falling on the aircraft will settle readily on cold structures, and adhere to sub-zero surfaces. While it will melt on warmer components such as engines, it may run into structures where it will freeze later. 17-34 Total Training Support Lid Issue 3 - January 2016 Module 7.17 Aircraft Handling and Storage (© Conyraht 2016Module 7.17 Aircraft Handling and Storage - ‘SNOWFALL ON THE RAMP Slush Where Slush and snow have accumulated on the ground they may be thrown up by the wheels during taxiing and towing operations and may contaminate the landing gear, landing gear bays, undersurfaces and engines. Laying snow may also be disturbed by the jet thrust or propeller wash of manoeuvring aircraft and thrown over parked machines. Cold Weather Operations ‘When snow or ice is present, towing and taxiing should be carried out with extreme caution and aircraft movements should be kept to a minimum; parking areas should, if possible, be cleared of snow and ice, so as to prevent aircraft tyres from freezing to the ground. If sand or grit is used to increase tractive effort of aircraft tugs or assist the braking of aircraft, care should be taken to prevent these materials being drawn into operating engines; taxiways and hard standings should be swept to remove any sand or grit after the snow and ice have melted. Before Flight All external surfaces must be free of snow, frost or ice before aircraft takes off, and de-icing operations should be carried out as necessary. Particular care is necessary when an aircraft has been removed from a heated hanger into falling snow since the snow will melt on the warm aircraft then re-freeze as it cools down, forming a thin layer of ice which may not be easily visible. Water systems should be filled with warm water, and all covers should be kept in place until as near to departure time as possible. Tota Training Suppor Lis 17-35 . © Copyright 2016 Module 7.17 Alreraft Handling and Storage Heo 2 Sanur Lie)Module 7.17 Aircraft Handling and Storage After Flight When parking an aircraft, all covers, plugs and ground locks should be fitted as soon as possible. If the airframe is wet or affected by snow or ice, the surface under the covers should be given a light coating of antifreeze liquid. Anti-freeze liquid should not, however, be applied to the windows, since it has an adverse effect on plastic materials. Engine covers should be fitted a soon as the engine has cooled sufficiently, but in the case of turbine engines an inspection should be made for the presence of ice in the air intake, since this could melt while the engine is hot, drain to the lowest part of the compressor. This could then re-freeze, when the engine cools, locking the lower compressor blades in ice. If ice is present it should be allowed to melt, then removed before finally fitting covers. Drain valves in the fuel and pitot/static systems should be opened to remove any accumulation of water, and the domestic water and toilet systems and water injection tanks should be drained or treated with anti-freeze liquid as. appropriate. Other Environmental Factors Sand and Dust Aircraft operating in areas prone to sand or dust storms, or volcanic ash fallout may require additional protection while parked. Blanks and covers should always be fitted and window transparencies my require covers to be fitted to prevent erosion. Flight operation do not normally require special precautions, but inflight exposure to sand, ash or dust will necessitate the appropriate Chapter 5 Conditional Inspection. Hot Weather During hot weather operations, the principal difficulties encountered are high turbine gas temperatures (TGT) during engine starting, over-heating and slower cooling of brakes, and longer take-off and landing distances due to the higher density altitudes encountered. In areas where high humidity is encountered, electrical equipment (such as communication equipment and instruments) will be subject to malfunction by corrosion, fungi, and moisture absorption by non-metallic materials. Some tyres will have a tendency to wear more quickly as high ambient heat will soften the tyre material. Fuel tanks water separation and condensation of atmospheric moisture will be more prevalent in hot humid conditions. For passenger comfort it may be necessary to run the APU continuously or connect a source of conditioned air. _ 17-36 “otal Training Support id tesue 3 - January 2046 Module 7.17 Aircraft Handling and Storage © Copyright 2016Module 7.17 Aircraft Handling and Storage oe Ground De-icing / Anticing Aircraft General All aircraft which are expected to operate in icing conditions are equipped with Anti-icing or De- icing systems (Note; Anti-ice prevents ice forming, De-ice removes it when it has formed). These systems (which are described in detail in Module 11) are designed to remove or prevent the formation of ice on a limited area of the wings, tail and engine nacelles and would not normally be effective in removing deposits that have accumulated while the aircraft is stationary. Also, they may not become fully effective until the aircraft is airborne. Itis most important that all frozen deposits are removed from an aircraft before take-off, otherwise its performance may be seriously affected. Any measure taken to remove frozen deposits on the ground must prevent the possible re-freezing of liquid during taxiing and the initial stages of flight when the inflight de-icing or anti-icing systems are either not functioning or not yet fully effective. Ice and Snow Deposit - Method of Treatment Wet snow may be removed from a small aircraft using a brush or squeegee while light and dry snow can be removed using compressed air. It is not advisable to use a hot blower owing to the possibility of the wet snow re-freezing. Moderate to heavy ice and residual frozen snow should be removed with a de-icing fluid. This may be applied by brush but is more usually sprayed, particularly on large aircraft. Care should also be exercised to prevent fluid from contaminating the aircraft windscreen and cabin windows as it will damage them. Total Training Support Lid 17-37 . © Copyright 2016 Module 7.17 Aircraft Handling and Storage ee Sma one)Module 7.17 Aircraft Handling and Storage Fluid Types De-icing fluids come in a variety of types, and are typically composed of ethylene glycol (EG) or propylene glycol (PG), with other ingredients such as thickening agents, surfactants (wetting agents), corrosion inhibitors, and coloured dye. Propylene Glycol fluid is more common as it is less toxic than ethylene glycol. The Society of Automotive Engineers publishes standards for four different types of aviation de- icing fluids: ‘+ Type | fluids have a low viscosity, and are considered "unthickened”. They provide only short term protection because they quickly flow off surfaces after use. They are typically sprayed on hot (55-80°C) at high pressure to remove snow, ice, and frost. Usually they are dyed orange to aid in identification and application, ‘* Type ll fluids contain a thickening agent to prevent their immediate flow off of aircraft surfaces. Typically the fluid film will remain in place until the aircraft attains about 100 knots, when the viscosity breaks down due to shear stress. Type Il fluids are generally light yellow in colour. * Type Ill fluids are a compromise between Type | and II fluids. They are intended for use on slower aircraft, with a rotation speed of less than 100 knots. Type Ill fluids are generally light yellow in colour. + Type IV fluids meet the same AMS standards as type II fluids, but they provide a longer holdover time. They are typically dyed green to aid in the application of a consistent layer of fluid. De-icing fluids containing thickeners (Types II, Ill, and IV) are also known as anti-icing fluids, because they are used to prevent icing from re-occurring after an initial de-icing with a type | fluid. _ 17-38 Teta Traling Support Lis ‘esue 3 - January 2046 Module 7.17 Aircraft Handling and Storage © Copyright 2016Module 7.17 Aircraft Handling and Storage Methods of De-icing Each of the fiuids may be applied diluted with water or undiluted and heated or unheated, depending on the conditions and requirements. A typical de-icing scheme may require the application of heated Type | undiluted or Type II or IV diluted, to remove ice and snow (de- icing), followed by an application of unheated undiluted Type II or IV to prevent further ice formation (anti-icing). Delayed departure at extreme low temperatures may require repeated anti-icing treatments. Holdover Time The period for which the fluid will prevent the formation or refreezing of ice is known as the Holdover Time. This will vary with fluid type and the ambient conditions at application. Lower temperatures, heavier precipitation and higher wind speed will all reduce the holdover time of a particular fluid. Outside Air | Concentration | Approximate Holdover Times Temperature | _Fluid-Water (Hours: Minutes) °C. Vol%:Vol% | Typell_| Type il | Type iV “Vand above 1000 8:00 200 | 12:00 T5125 5:00 1:00 5:00 5050 3:00, 030 3:00 13 10000 8:00 200__| 12:00 7525 5:00 1:00 5:00 ‘50/50 1:30 0:30 3:00 Sto-10 710010 8:00 200_|_ 10:00 T5125 500 1:00 5:00 10 14 1000 6:00, 2200 6:00 75/25 7:00 7:00 1:00 4027 10070 6:00 2200 6:00 =21 to 25 7000 200 2:00 4200 Typical Times Fluid Spray Method of De-Icing For large aircraff, the spray facility is usually mounted on a lorry with control cabin on a hydraulic arm and a directable telescopic lance/s for accurate delivery of the fluid. The vehicle may carry one, two or three tanks, heating equipment, mixing system and pumps. A one tank unit will normally contain a pre-mixed, preheated solution, while a three tank de-icer will have ‘one tank of hot water, one tank of Type | fluid and one tank of Type Il or IV fluid, and may dispense either fluid neat or mixed with water to a dilution determined on site. A heat exchanger in the hot water will heat neat fluid before application. Normal spray temperatures of 60 - 80:C and a pressure of 50 psi at 20-30 GPM (3.5 bar at 76-114 LPM). This heat when transferred to the aircraft skin, breaks the ice bond and large areas of ice may be flushed away using the side of the nozzle. Fluid remaining on the aircraft skin being only slightly diluted is effective in preventing ice reforming. Total Tralong Support Lid 17-39 _ © Copprignt 2016 Module 7.17 Aircraft Handling and Storage ee en eee!Module 7.17 Aircraft Handling and Storage Delanti-icing fluid is a chemical product with environmental impact. Avoid any unnecessary spillage and comply with local environmental and health laws and with the manufacturer's safety data sheet. Spraying is only permitted in certain areas of each airport and use of fluid in the wrong area may contaminate the environment and lead to prosecution. Environmentally friendly alternatives to the current formulations are under development. Equipment and surfaces contaminated with de-icing fluid will be slippery so care must be taken when moving around the area. Contact with the fluid does not normally cause health problems although breathing the spray may, and swallowing in quantity will cause liver and kidney damage Fluid De-icing During the de-icing process certain areas of the aircraft must not be directly sprayed with fluid. These include; cabin and flight-deck windows, radome (not undiluted) pitot probes and static vents, TAT probes, AoA sensors, tyres, brakes, cooling intakes and vents engine and APU intakes and exhausts, flight control hinges and flap tracks Non-metallic materials may deteriorate after contact with de-icing fluid. Door seals and windows may be unseated by the spray pressure. Probes, vents and sensors may become blocked by fluid which thickens and becomes sticky as it dries. Lubrication may be washed from bearings and sliding surfaces by pressure if sprayed directly. Pipe work and cooling passages may be blocked or restricted if contaminated. Engine and APU rotors may be contaminated and bleed air used for cabin air conditioning may contain unpleasant vapours. 17-40 ‘Tota Training Suppoet Lic a See ce Module 7.17 Aircraft Handling and Storage © Copyright 2016Module 7.17 Aircraft Handling and Storage “otal Training Support Lid 47-41 . SCopprignt 2016 Module 7.17 Aircraft Handling and Storage ee eee Ue)Module 7.17 Aircraft Handling and Storage Spraying Strategy General: Start at the highest surface to be sprayed and work down. This will prevent contamination being washed down onto previously de-iced surfaces. Continue spraying each section until all frozen contamination is removed, and an even layer of uncontaminated fluid is achieved. Vertical Surfaces/Fin/Rudder: Start at the top and work down. Do not spray directly into gaps around the rudder. Fuselage — Aft of Flight Deck: Spray along the top centre-line and then work outboard. Ensure the fuselage is clear of snow, slush or ice in accordance with aircraft manufacturers’ manuals. Frost may be allowed in accordance with aircraft manufacturers’ manuals. Do not spray directly ‘onto windows or into intakes or ports. If de-icing of these areas is required, spray above the area and allow the fluid to run down. Fuselage — Nose/Radome Area and Flight Deck Windows: Any significant deposits of snow/ice forward of the windscreens should be removed prior to departure. Type | fluid or manual methods of removal (such as squeegees or brushes) are recommended. Heated flight deck windows will not normally require de-icing. Avoid spraying thickened fluids near flight deck windows, as fluid residues can cause a severe loss of visibility during flight. Any thickened fluid remaining on nose areas where it could blow back onto the windscreens should be removed prior to departure, using squeegees or equivalent. If flight deck windows are contaminated with thickened fluids, clean them prior to departure using a low freezing point windscreen washing fluid (Kilfrost WWF or equivalent). Wings/Stabiliser: Work from the highest point to the lowest. For example, where the tip of the wing or horizontal stabiliser is the highest point, work from the tip to the root. Start spraying at the leading edge, directing the spray aft, i.e. towards the trailing edge. Checks for Ice The Captain is responsible for assessing whether an aircraft requires de-icing and/or anti-icing. The Captain will carry out a “Check for the Need to De-ice”, before each departure in ground icing conditions (or if the aircraft has been subject to ground icing conditions since arrival), to establish whether the aircraft requires de-icing and/or anti-icing. The Engineer releasing the aircraft will carry out an additional “Ad Hoc Contamination Check” if requested by the Captain. The findings will be reported to the Captain, who will request de- icing if frozen contamination is found which is outside Dispatch Requirements. If the aircraft encounters severe icing conditions during final approach, or lands on a runway contaminated with snow, slush or ice, the Captain will leave the flaps extended, and request Engineering to carry out an “Arrival Check”. The Captain will also inform Engineering of any arrival in freezing fog conditions. Engineering shall then carry out an “Arrival Check” and remove, or supervise the removal, of any frozen deposits found 17-42 Total Training Support Ltd CT) Module 7.17 Aircraft Handling and Storage ‘© Copyright 2016Module 7.17 Aircraft Handling and Storage cc The “Lead” De-icing Operative is responsible for making sure that the aircraft has been correctly configured for de-icing/anti-icing before the start of spraying. The Lead De-icing Operative is responsible for making sure that the de-icing/anti-icing operation is performed in compliance with BA standards and requirements. Engineering are responsible for either removing or supervising the removal of deposits from Landing Gears/Gear Bays/Engine Intakes/Fan Blades. At each Cold Weather Station, specific members of staff are trained and approved to release aircraft that have been de-iced / anti-iced. One of these approved persons shall be assigned to release the aircraft whenever an aircraft is de-iced/anti-iced, and that person shall carry out a “Post De-icing/Anti-icing Check”, before passing clearance to the flight deck. ‘The Lead De-icing Operative shall record the details of each de-icing / anti-icing operation performed, For all de-icing/anti-icing operations, the Captain will enter the appropriate anti-icing code into the aircraft technical log. If significant ground icing conditions are encountered before take-off, the Captain will perform a “Pre-Take-off Check”. The person releasing the aircraft may carry out this check, if possible, ‘on request from the Captain. The Captain shall then decide whether a further de-icing/anti-icing treatment is required. Check for the Need to De-ice © The Flight Crew will inspect the exterior of the aircraft for frozen contamination during the pre- flight walk round. Surfaces that have been de-/anti-iced before the Flight Crew's arrival will also be checked, to make sure that the treated surfaces are still clear of frozen contamination. The Captain will also consider whether an anti-icing treatment is needed, to keep the relevant aircraft surfaces free of contamination until take-off. If frozen contamination is found which is outside Dispatch Limits, or if anti-icing is needed, the Captain will request de-icing/ anti-icing, specifying the surfaces that require treatment. The Captain will also give the person releasing the aircraft details of the treatment(s) requested. ‘Ad Hoc Contamination Check The Captain may request this check when there is any doubt about the presence on the aircraft surfaces of any form of snow, ice, slush or frost, following the “Check for the Need To De-ice”. © The person releasing the aircraft shall contact the Captain to establish which areas of the aircraft are to be checked. Suitable access equipment shall be used, to allow close inspection. To confirm the presence of clear ice, it may be necessary to touch the surface with an un-gloved hand. © Safe working practices shall be used, including use of a safety harness where appropriate. Aircraft main engines/APU shall be shut down if necessary, to provide a safe working environment. Toa Traring Supodt id 17-43 . © Conyight 2018 Module 7.17 Aircraft Handling and Storage tesue 3 — January 2016Module 7.17 Aircraft Handling and Storage Arrival Checks Arrival checks are the responsibility of the trained and approved engineering staff. Flap Checks * Ifthe aircraft encounters severe icing conditions during approach, or if the landing runway was covered with slush or snow, the Captain will inform engineering staff, and will leave the flaps extended until the aircraft arrives on stand. * Engineering shall meet the aircraft and make sure that the flaps are free of any frozen contamination before retraction. If de-icing with fluids is prohibited on stand, and frozen deposits are found that cannot be removed using manual methods, engineering staff must make sure that the flaps/slats are de-iced when the aircraft arrives at the de-icing stand, and are then retracted before any other surfaces are treated. Engine Checks ‘* The Flight Crew will inform engineering staff of any landing in freezing fog conditions. * Engineering shall then check for ice build-up on the back of the fan blades. If ice is present, engines shalll remove it, or supervise its removal, prior to engine start. Refer to the appropriate Aircraft Maintenance Manual for procedures. Post De-icing/Anti-icing Check A “Post De-icing/Anti-icing Check” shall be completed whenever a de-icing/anti-icing operation has been performed on a departing aircraft. * Before pushback the person releasing the aircraft shall perform a visual check of the aircraft. This visual check shall cover wings, horizontal stabiliser, vertical stabiliser, fuselage, and all other parts of the aircraft on which the de-icing/anti-icing treatment was performed, according to the Captain's de-icing request. The check shall be performed from points offering sufficient visibility of all prescribed surfaces (e.g. from the deicer itself or other equipment suitable for gaining access). The person releasing the aircraft will also confirm that any requested anti-icing treatment has been completed. * Ifclear ice has been removed from the aircraft, the person releasing the aircraft shall carry out a close inspection of the wing as part of the check, using suitable access equipment. + The person releasing the aircraft shall then confirm to the Captain that the check has been completed or immediately report to the Captain, detection of any evidence of contamination that is outside the defined limits. Pre-Take-off Check The Captain is responsible for carrying out a “Pre-Take-off Check” whenever the aircraft encounters ground icing conditions following departure from stand ‘+ The assessment is performed from within the flight deck to validate that the holdover time calculated has not expired, i.e. that no deposits have started to accumulate. * A visual check is required when any doubt exists, when significant freezing/frozen precipitation has been encountered on the ground after de-/anti-icing has been completed, or when the Captain extends the estimated holdover time. Aircraft wings, must be checked visually just prior to entering the active runway for take-off, to confirm they have remained free of frozen contaminants. 17-44 Total Training Support Lid a ene coe Module 7.17 Aircraft Handling and Storage © Copyraht 2016Module 7.17 Aircraft Handling and Storage ~ If there is any doubt that the actual holdover time has expired, i.e. that contamination is accumulating, the aircraft will normally need to return to the ramp for further de-icing. At some stations it may be possible to request a “Pre-Take-off Contamination Check" which is normally accomplished externally by a qualified person. If, due to restricted visibility or any other reason, the Captain is unable to assess whether the aircraft surfaces have remained free of contamination during taxi-out by performing a “Pre- Take-off Check”, an external check may be requested. The check is identical to the “Ad Hoc Contamination Check”, except that it shall be carried out at a location close to the active runway, so that the aircraft will not become contaminated in the time between the check having been completed, and take-off. Operation from Snowbound Airports Itis the responsibility of the airport authority to ensure that the airport runways, taxiways and ramp areas are safe to operate from. Normally light to moderate accumulations are removed by mechanical means; snowploughs, snowblowers and spades where necessary. Chemical de- icers can be used but they must be environmentally friendly and compatible with aircraft structures (e.g. no salt, urea etc.). In areas prone to heavy snowfalls, some aircraft may be operated from compacted snow runways. The aircraft weight and its suitability to be moved on a frozen surface should always be checked prior to movement. Taxiing and towing speeds must be reduced when the aircraft is being moved on ice, snow, slush or excessively wet taxiways. Care must be taken when walking and working on frozen surfaces or those contaminated with de-icing fluid. Sand may be used to provide extra grip but it must not be excessively used as it may become and engine ingestion hazard. It must also be ensured that snow, slush and contamination are not carried on-board the aircraft on shoes and boots. Overshoes may be required when entering the cabin. Maintenance task performed in cold weather may vary from the normal procedures. Before parking the aircraft it may be necessary to lay mats under the tyres to prevent them from freezing to the ground. Lubrication activities may require that the grease, grease gun and even the aircraft components are heated to ensure adequate penetration. Fuel tank water draining will need to be done more frequently. “ota Tring Suppor Lid 17-45 _ © Copyright 2016 Module 7.17 Aircraft Handling and Storage a any ue)Module 7.17 Aircraft Handling and Storage High Wind Conditions The measures required in high wind conditions depend very much on the size and weight of the aircraft. A correctly prepared Boeing 747 can resist wind speed in excess of 130 knots, while a light aircraft may be damaged by wind speeds as low as 30 knots. Whenever possible, aircraft should be flown away from areas where exceptionally high winds are anticipated. If this is not possible aircraft should be parked in a structurally secure hangar. If they are to be parked in the open the AMM recommendations must be followed. Aircraft being towed or taxied in strong winds may exhibit unpredictable swinging or movement, Particularly if the taxiway surface is wet or slippery. If wind gusting makes the manoeuvring difficult, the process should be halted until the weather has moderated, ‘Small aircraft may be parked in a sheltered area, adjacent to a building for example. All aircraft parked in the open should be parked facing into the direction of the expected maximum wind speed. Small to medium sized aircraft will need to be ‘picketed’ - tied down with ropes or chains attached to ground anchors. Most affected aircraft have dedicated tie-down points. Large aircraft can generally withstand high wind speeds if properly parked. If the aircraft is not equipped with flight control Gust Locks or powered flight control actuators it will be necessary to fix the control surface positions to prevent them being deflected or overloaded by the wind. This may be done with purpose-made clamps or make-shift bungees tied around the aerofoil. A Gust Lock system will prevent movement of the surfaces while hydraulic actuators will act as dampers to slow and restrict the movement. Intake blanks, plugs and covers must be installed to prevent ingress of wind-blown contaminants. The parking brake must be applied and chocks installed at all wheels. All doors, hatches and access panels must be securely closed and locked, Lift spoiler devices may be fitted to the upper wing surfaces of smaller aircraft to prevent them ‘lifting-off in strong winds (a Cessna 150 becomes airborne at around 55 knots). Large aircraft should have their flaps retracted and the tailplane incidence set to neutral. If the AMM indicates that the centre of gravity position may be an issue in high winds it will be necessary to load ballast into the cargo hold or cabin. The area around the parked aircraft must be cleared of loose debris and unsecured equipment which may be blown into the aircraft. 17-46 ‘oat Training Support Lis eS ena) Module 7.17 Aircraft Handling and Storage © Copyright 2016Module 7.17 Aircraft Handling and Storage ow Aircraft Fueling Introduction The term fueling embraces both fueling and defueling. ‘One of the most important operations performed by flight line personnel is that of fueling aircraft. An engine may be destroyed if the aircraft is serviced with the incorrect fuel, and numerous aircraft crashes with their attendant loss of human lives have been attributed to improper fueling The main fuel tanks of most modem aircraft are integral to the wing structure. They are divided according to the aircraft size into a number of smaller tanks which must be filled and used in a set order. Some aircraft have additional or auxiliary tanks in the horizontal or vertical stabiliser or in the freight holds. — an Ke] ere seis Tota Training Support Lid 17-47 fesue 3 — January 2016 © Copyright 2016 Module 7.17 Aircraft Handling and StorageModule 7.17 Aircraft Handling and Storage Large Aircraft Fuel System _ 17-48 Teta Traling Suppo is a Module 7.17 Aircraft Handling and Storage © Copyright 2016Module 7.17 Aircraft Handling and Storage Characteristics of Aviation Fuels Weight is always a primary consideration in aircraft operation. Every extra pound used in the airframe and powerplant subtracts one pound from the air-crafts useful load. For this reason, aviation fuels must have the highest possible energy. or heat value per pound. Typical 100LL aviation gasoline has 18,720 British Thermal Units (BTUs) per pound. Jet A turbine fuel has about 18,401 BTUs per pound. However, Jet A weighs 6.7 pounds per gallon while a gallon of 400LL weighs 6 pounds. In other words, jet fuel is denser than avgas and, as a result, Jet A supplies 123,287 BTUs per gallon whereas 100LL supplies 112,320 BTUs per gallon. The dynamics of the internal combustion cycle demand certain properties from gasoline. Aircraft engines compound these demands because of the wide range of atmospheric conditions they must operate under. One of the most critical characteristics of aviation gasoline is its volatility, which is a measure of a fuels ability to change from a liquid into a vapour. Volatility is usually expressed in terms of Reid vapour pressure which represents the pres-sure above the liquid required to prevent vapours from escaping from the liquid at a given temperature. The vapour pressure of 100LL aviation gasoline is approximately seven pounds per square inch at 100 degrees F. Jet A. on the other hand, has a vapour pressure of less than 0.1 PSI at 100 degrees F and Jet B has a vapour pressure of between two and three pounds per square inch at 100 degrees F. For obvious reasons, a fuels volatility is critical to its performance in an aircraft engine. For example, in a piston engine, the fuel must vaporize readily in the carburetor to burn evenly in the cylinder. Fuel that is only partially atomized leads to hard starting and rough running. On the other hand, fuel which vaporizes too readily can evaporate in the fuel lines and lead to vapour lock. Furthermore, in an aircraft carburetor. an excessively volatile fuel causes extreme cooling within the carburetor body when the fuel evaporates. This increases the chances for the formation of carburetor ice, which can cause rough running or a complete loss of engine power. Therefore, the ideal aviation fuel has a high volatility that is not excessive to the point of causing vapour lock. Total Training Support Lid 17-49 _ © Copyright 2016 Module 7.17 Aircraft Handling and Storage lees a Sanuary 2c)Module 7.17 Aircraft Handling and Storage Performance Numbers Aviation gasoline is formulated to burn smoothly without detonating, or knocking, and fuels are numerically graded according to their ability to resist detonation. The higher the number, the more resistant the fuel is to knocking. The most common grading system used for this purpose is the octane rating system. The octane number assigned to a fuel compares the anti-knock properties of that fuel to a mixture of iso-octane and normal heptane. For example, grade 80 fuel has the same anti-knock properties as a mixture of 80 percent iso-octane and 20 percent heptane. ‘Some fuels have two performance numbers, such as 100/130. The first number is the lean mixture rating, whereas the second number represents the fuels rich mixture rating. To avoid confusion and to minimize errors in handling different grades of aviation gasolines. it has. become common practice to designate the different grades by the lean mixture performance numbers only. Therefore, aviation gasolines are identified as Avgas 80, 100, and 100LL. Although 100LL performs the same as grade 100 fuel the 100LL indicates it has a low lead content. Another way petroleum companies help prevent detonation is to mix tetraethyl lead into aviation fuels. However, it has the drawback of forming corrosive compounds in the combustion chamber. For this reason, additional additives such as ethylene bromide are added to the fuel These bromides actively combine with lead oxides produced by the tetraethyl lead allowing the oxides to be discharged from the cylinder during engine operation. Colour Coding of Aviation Gasolines In the past, there were four grades of aviation gasoline, each identified by colour. The old colour identifiers were as follows: 80/87—Red 91/96—Blue 100/130—Green 115/145—Purple The only reason for mentioning the old ratings is because manuals on older aeroplanes may still contain references to these colours. The colour code for the aviation gasoline currently available is as follows: 80—Red 100—Green 100LL—Blue Turbine engines can operate for limited periods on aviation gasoline. However, prolonged use of leaded avgas forms tetraethyl lead deposits on turbine blades and decreases engine efficiency. Turbine engine manufacturers specify the conditions under which gasoline can be used in their engines, and these instructions should be strictly followed. Reciprocating engines do not operate on turbine fuel. Never put jet fuel into a piston engined aircraft. 17-50 “Tota Training Support Lic eee ene Module 7.17 Aircraft Handling and Storage © Copysight 2016,Module 7.17 Aircraft Handling and Storage

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  Modül 7a Volume 1

  İsmail Uçar

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• Modül 7a Volume 3

  

  Document410 pages

  Modül 7a Volume 3

  İsmail Uçar

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