MOHAMED SATHAK ENGINEERING COLLEGE

KILAKARAI – 623 806

Department of Aeronautical Engineering

INTERNAL ASSESSMENT TEST III

SET 2
SUBJECT CODE/NAME : AE 8009 / AIRFRAME MAINTENANCE AND DATE : 02 /11 /2023 FN
REPAIR
BRANCH / SEMESTER : AERO / VII TIME : 09.45-11.30 AM
ACADEMIC YEAR : 2023 – 2024 MARK : 50
Co3: Understand aircraft component disassembly and trouble shooting
CO4: know about a/c adhesive, sealants, bonding techniques, repair procedures and types of defects.
CO5: identify, install, inspect, fabricate and repair a/c sheet and synthetic material structures.
BLOOM'S TAXONOMY
Applying Evaluating
Remembering

Understanding Analyzing Creating

PART A (5 x 2 = 10 marks)
CO3 R 1. What are the four classes of chemical agents? (2)
CO4 R 2. Name the hazardous materials being handled in storage. (2)
CO5 R 3. List reactive agents used in aircraft industry.
(2)
CO4 R 4. What is FACTOR in hazardous materials? (2)
CO5 R 5. Differentiate between tracking and balancing of main rotor. (2)

PART B (2x13 = 26 marks)

Explain quoting any example of trouble shooting procedure followed in aircraft
(a) 13
R 6. servicing
CO4
Or
CO4 R (b) Explain in detail about hazardous materials storage and handling in aviation industry. 13

Describe about
R (a)
CO 3 7. (i) pneumatic rain –repellant system (13)
(ii) take off warning system
Or
CO5 R (b) Explain about 13
(i) Ice protection system
(ii) Rain removal system
PART C (1x14 = 14 marks)
(a) Write brief notes on aircraft furnishing practices.
CO5 R 8. 14

Or
CO5 R (b Explain about MSDS in detail with a sketch. 14
)

PREPARED BY CHECKED BY APPROVED BY

 INTERNAL ASSESSMENT TEST III
SUBJECT CODE/NAME : AE 8009 / AIRFRAME MAINTENANCE AND DATE : /10 /2023 FN
REPAIR
BRANCH / SEMESTER : AERO / VII TIME : 09.45-11.30 AM
ACADEMIC YEAR : 2023 – 2024 MARK : 50

Part-A (5*2=10)

What are the four classes of chemical agents?

1.
Flammable And Corrosive Toxic Or Reactive

Name the hazardous materials being handled in storage.

2. • Flammable toxins and corrosive toxic materials should be stored separately. The corrosive gases could attack the
flammable containers, eventually leading to a leak of flammable material.

List reactive agents used in aircraft industry.

1. Oxidizers, which add oxygen to situations where high levels of heat and burning are present a. Peroxides b.
3.
Perchloric acid and chromic acid c. Halogens, such as bromine and iodine

2. Water-reactive materials, such as lithium, react with water and form hydrogen gases, which are very explosive.

What is FACTOR in hazardous materials?

4.
FACTOR™ stands for Flammable And Corrosive Toxic Or Reactive

Differentiate between tracking and balancing of main rotor.

Tracking of a helicopter rotor simply means determining if one blade follows the path or track of the other blade
5. or blades as they rotate during operation.
The balancer is the electronic circuitry that receives the signals from the accelerometers and magnetic pickup and
then converts these inputs to readings that are transferred to the charts from which corrective information
regarding the location and amount of weight required is obtained.

Part-B (2*13=26)

6. (A) Explain quoting any example of trouble shooting procedure followed in aircraft servicing

Several typical examples of fuel-system troubleshooting procedures are as follows. The daily line inspection shows an
adequate fuel supply. Check of the strainer indicates a normal flow of fuel through the strainer drain, but when the
boost pump is turned on, the fuel-pressure-indicator needle fluctuates slightly and does not register the correct
pressure. Since the flow of fuel to the strainer is normal, the trouble could not be in the tank screen, the selector valve,
or the lines to the strainer. The trouble must exist between the strainer and the carburetor. Because the fuel-pressure
connection is taken from the float-chamber side of the carburetor screen, improper fuel pressure at the gauge would
indicate that the fuel is restricted at some point between the carburetor bowl and the strainer. This would call for the
removal of the carburetor screen. If it is clear, hose fittings between the carburetor and the strainer are loosened and
the hoses are disconnected in succession. After each hose is disconnected, the boost pump is operated to check for a
free flow of fuel at this point. The restriction in the line is thus located systematically. Another example of a
troubleshooting procedure is as follows: An engine is started on the primer charge but does not continue to run unless
the boost pump is left on.

The fuel-pressure indicator shows normal pressure as long as the pump is operated, but it becomes erratic and the
reading drops when the boost pump is turned off. The trouble should be approached logically. In the discussion earlier
in the text, it was shown that the boost pump uses the same line as the engine-driven pump to force fuel to the
carburetor. It was also shown that a bypass valve is incorporated in the engine-driven fuel pump to allow fuel under
boost-pump pressure to flow around the engine-driven pump rotor and vanes. The lines and units of the system are not
blocked, since the engine will operate under boost-pump pressure. Thus the trouble is in the engine-driven pump. (ii)
Fire protection system inspection.
6. (B) Explain in detail about hazardous materials storage and handling in aviation industry.

Physical Hazards

Physical hazards are those to which the aviation maintenance technician is exposed that are usually caused by the use
of some type of equipment not directly controllable by the technician. Typically, this type of hazard is generated by
the operation of equipment that can be detected by the human senses. However, many physical hazards that fall into
this classification are not detectable by the human senses. These hazards include X rays, microwaves, beta or gamma
rays, invisible laser beams, and high-frequency (ultrasonic) sound waves. Compressed liquids and gases, such as
welding oxygen and acetylene, aviator’s breathing oxygen, nitrogen, and hydraulic accumulators, present another
physical hazard to the aviation maintenance technician. Although some of these substances by themselves present
hazards as chemical agents, placing them under pressure may create another unique hazard.

Biological Hazards

Biological hazards, although not normally a major concern to the aviation maintenance technician, may occasionally
exist in the work environment. Biological hazards are living organisms that may cause illness or disease. Some
biological hazards also have toxic by-products. Typically, biological hazards are transmitted in the form of air droplets
or spores and enter the body through contact with contaminated objects or individuals. The practicing aviation
maintenance technician in the workplace would most likely be exposed to biological hazards when working on cargo
aircraft or in a cargo (baggage) compartment where breakage or leakage of biologically hazardous materials has
occurred. FAA regulations require that the transportation of biologically hazardous

Chemical Agents Within the chemical agent’s category, four classes exist. Comprehensive Loss Management, Inc., a
professional developer of and consultant for safety and health awareness systems headquartered in Minneapolis,
Minnesota, has trade-marked the acronym FACTOR™ to help remember the classes of chemical agents. Much of the
information in this chapter comes from and is included in their programs. Because each class of chemical agent
requires different usage, handling, and storage techniques,

7. (A). (1) Pneumatic rain –repellant system

Some turbine-powered aircraft use engine bleed air to prevent rain from striking the windshield. When the pilot turns
on the rain-removal system, bleed air at a high temperature and pressure is directed to an outlet at the base of the
windshield, as shown in Fig. 18-42. This flow of air over the windshield carries away the rain drops before they can
strike
The windshield. Any raindrops on the windshield when the system is turned on are also blown away.

(2) Take off warning indicator

System is used to advise the pilot that one or more items are not properly positioned for takeoff. When a takeoff
warning system actuates, an intermittent horn is sounded until the incorrect situation is corrected or until the takeoff is
aborted. A simplified takeoff warning system schematic for a large jet transport is shown in Fig. 18-47. Note that if
any one of the several items is not in the correct position for takeoff and the throttle for no. 3 engine is advanced
beyond a certain position when the aircraft weight is on the landing gear, the horn will sound. The items that are
checked by this system are that the elevator trim is in the takeoff range, the speedbrake (spoilers) handle is in the 0°
position, the steerable fuselage landing gear is centered, the wing flaps are at 10°, and the leading-edge wing flaps are
extended. The exact aircraft configuration monitored by a takeoff warning system will vary, but the intent of each
system is to prevent a takeoff with the aircraft in an unsafe configuration off warning system

7. (B) Explain

(1) Ice protection system:

All aircraft that operate in weather conditions where ice is likely to form must be provided with ice protection. This
protection may be in the form of anti-icing systems or deicing systems. An anti-icing system prevents the formation of
ice on the airplane, and a deicing system removes ice that has already formed. Among the parts of the airplane where
ice prevention or removal is essential are the windshield, wing leading edges, tail airfoil leading edges, propellers,
engine air inlets, pitot protection system

Tubes, water drains, and any other part where the formation of ice can interfere with the operation of the airplane or
its systems. On piston-engine airplanes, especially those equipped with float-type carburetors, carburetor anti-icing is
necessary, even in clear weather, when the temperature and humidity are conductive to the formation of ice in the
throat of the carburetor

Rain removal system

 Rain-removal systems are designed to allow the pilot to have a clear view of the airport when taxiing and to allow
him or her to see the approach and departure paths and runway environment when taking off and landing during rain.
The systems are not commonly used during flight at altitude. Rain may be removed by the use of windshield wipers,
chemical repellents in combination with windshield wipers, or by a flow of air.
Windshield-Wiper Systems Windshield-wiper systems may be operated electrically, hydraulically, or pneumatically.
A typical electrically operated windshield-wiper system is illustrated in Fig. 18-39. This drawing shows the
components of the wipers installed on an airliner. Each wiper on the airplane is operated by a separate system to
ensure that clear vision through one of the windows will be maintained in the event of a system failure. The wiper
blades clear a path 15 in [38.1 cm] wide through an arc of 40°. Both wiper systems are electrically operated and
controlled by a common gang switch located on the pilot’s overhead panel. The switch provides a selection of four
wiper-action speeds ranging from 190 to 275 strokes per minute and controls the stowing of the wiper blades in a
PARK position when the system is not in use. Each windshield-wiper system consists of a drive motor, a control
switch, a resistor box, a flexible drive shaft, a torque converter, and a windshield-wiper assembly. Speed control for
the windshield wipers is accomplished by changing the voltage applied to the windshield-wiper motor by means of
resistances arranged in the resistor box. The required resistance is connected into the motor circuit
Part-c (1*14=14)
8. (a) Write brief notes on aircraft furnishing practices.
The following inspections are typical of those that should be made for control systems; however, the inspections for a
particular type of aircraft should follow the instructions given in the manufacturer’s service or maintenance manual.
1. Examine all cables for wear or corrosion. Wear will be most apparent at or near pulleys, the ends of cable fittings,
fairleads, and other points where the cable may come into contact with another part of the system. Broken strands of
cable can be detected by wrapping a rag around the cable and moving the rag back and forth. Cables that are badly
worn, have broken strands, or are appreciably corroded should be replaced.
2. Examine all pulleys for wear, cracks, and alignment. If a pulley is worn to an appreciable extent or cracked, it
should be replaced. The pulleys should turn freely when the control cables are moved. If a pulley is out of line, it will
cause wear to both the pulley and the cable. The mountings for such pulleys should be corrected and the cable
carefully examined for wear.
3. Where cables pass through fairleads or guides, the deflection of the cable should be noted. If it is more than 3°, a
correction must be made. The wear of the cable and the fairlead should be checked. 4. Wear of pulley bearings,
bearing bolts, bushings, clevis pins, and all other moving parts should be checked. Replacement must be made of all
parts worn beyond specified limits.
5. Cable tension should be checked by means of a tensiometer. The cable tension is adjusted by means of turnbuckles.
6. The system should be checked to see that no cable fitting comes within 2 in [5.08 cm] of a pulley, fairlead, or guide
when the control is moved to its limits.
7. Control surface travel should be checked to verify that it corresponds to the Type Certificate Data Sheet. Travel can
be adjusted by means of the stop bolts and/or rod ends. The control surface stops should be set to make contact before
the cockpit control has reached the end of its travel.
8. After all adjustments are made, all safetying of turnbuckles, clevis pins, nuts, etc., must be examined for correct
application and effectiveness. Defective safetying must be corrected
9. Upon completion of inspection, adjustment, and service, the control system should be given an operational check.
The controls should move smoothly and easily through their full range of travel and should not exhibit any looseness
or play.
The systems must be checked for direction of control movement because it is often possible to cross cables and cause
reverse movement. This is particularly true of aileron systems. When the right rudder pedal is pressed, the rudder
should move to the right; when the control is pulled back, the elevator should move upward; and when the wheel is
moved to the right, the left aileron should move down and the right aileron should move up.

8. (b) Explain about MSDS in detail with a sketch.Explain procedure for Aircraft leveling?

A material safety data sheet (MSDS) is a document provided by the material manufacturer or subsequent material
processor that contains information related to the material hazard and includes safe handling and disposal procedures.
The format of these sheets must be consistent with the requirements of the OSHA Hazard Communications Standard.
MSDSs should be provided by the manufacturer for each hazardous material supplied by them. Normally MSDSs are
provided with each shipment of a hazardous material. If one is not provided the technician should request one from the
manufacturer.
Most manufacturers post their MSDSs on their websites. Figure 1-2 is an example of a 16-section standardized
MSDS. This format is used by most manufacturers. The Occupational Safety and Health Administration (OSHA)
specifies that certain information must be included on MSDSs, but does not require that any particular format be
followed in presenting this information. OSHA recommends that MSDSs follow the 16-section format established by
the American National Standards Institute (ANSI) for preparation of MSDSs. By following this recommended format,
the information of greatest concern to workers is featured at the beginning of the data sheet, including information on
chemical composition and first aid measures.
More technical information that addresses topics such as the physical and chemical properties of the material and
toxicological data appears later in the document. While some of this information (such as ecological information) is
not required by the Hazard Communication Standard (HCS), the 16-section MSDS is becoming the international
norm. As of June 1, 2015, MSDSs will be replaced by Safety Data Sheets (SDSs).
The HCS will require chemical manufacturers, distributors, or importers to provide SDSs to communicate the hazards
of hazardous chemical products. The new SDS will have a uniform format, and will include the section numbers, the
headings, and associated information under the headings below:
Section 1: Identification includes product identifier; manufacturer or distributor name, address, phone number;
emergency phone number; recommended use; restrictions on us
Section 2: Hazard(s) Identification includes all hazards regarding the chemical; required label elements. Section 3:
Composition/Information on Ingredients includes information on chemical ingredients; trade secret claims. Section 4:
First-Aid Measures includes important symptoms/effects (acute, delayed); required treatment. Section 5: Firefighting
Measures lists suitable extinguishing techniques, equipment; chemical hazards from fire. Section 6: Accidental
Release Measures lists emergency procedures; protective equipment; proper methods of containment and cleanup.
Section 7: Handling and Storage lists precautions for safe handling and storage, including incompatibilities. Section 8:
Exposure Controls/Personal Protection lists OSHA’s Permissible Exposure Limits (PELs); Threshold Limit Values
(TLVs); appropriate engineering controls; personal protective equipment (PPE). Section 9: Physical and Chemical
Properties lists the chemical’s characteristics. Section 10: Stability and Reactivity lists chemical stability and
possibility of hazardous reactions. Section 11: Toxicological Information includes routes of exposure; related
symptoms; acute and chronic effects; numerical measures of toxicity. Section 12: Ecological Information* Section 13:
Disposal Considerations* Section 14: Transport Information* Section 15: Regulatory Information* Section 16: Other
Information includes the date of preparation