The document provides information on various aircraft maintenance procedures and tasks. It discusses rivet replacement, component life control, additional maintenance like washing and painting, quality control inspections, interfacing maintenance with operations, certification and release procedures, storage procedures, modification processes, maintenance planning, abnormal events like heavy landings and lightning strikes, inspection procedures, corrosion control, jacking, towing, taxiing, and aircraft storage. The document serves as a reference for approved technicians to properly perform maintenance in accordance with regulations.
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M7 Maintenance Practices essay (CAT A1)
1. Module 7 Essay
1.Rivet replace
Centre punch on rivet head
Drill the rivet head. Use twist drill slightly smaller diameter as rivet shank
Remove rivet head use flat chisel or prised out with pin punch
Push rivet shank with pin punch with same diameter
Ensure least possible damage done to the original hole and its surrounding structure
Use a same rivet diameter or bigger if the hole is damage for riveting a new one
Use riveting tool
2.Control of life component
Life = flying hours, cycles, calendar time, operating hours
Correct terminology life is mandatory life limitation. specific length of time in service
Technical control/records department monitor all aircraft document and control
component replacement on completion of their lives
Installed serviced life must not exceed approved service life limit specified in
Approved maintenance Programme and Airworthiness Directive
If reached, certified life limit or non-repairable defect, shall classified as
unsalvageable and not permit to enter component supply system. unless Certified
life limit Extended or Repair solution approved
Each life component have log card while in Quarantine / bonded store. When
installed, log card used in aircraft record.
2. 3.Additional Maintenance Procedures
Apart from regular maintenance check (MM) there are number of additional
maintenance done at irregular intervals
o Wash aircraft
o De-icing (winter)
o Weighing (after certain operation)
o Painting
Other is
o on-going sampling programme
o condition monitoring
That organized by local CAA office, to comply with airworthiness request from
manufacturer
4.Maintenance inspection/ Quality control and assurance
Each approved organisation must be monitored their procedures to determine their
effectiveness and implement appropriate corrective action.
QA=control standard of company
QC=continuing analysis and surveillance (AUDIT)
EASA Part 145 Quality System
All maintenance from pre-departure check to Heavy check D inspection controlled
from Maintenance schedule produced by Aircraft manufacturer
Light aircraft, maintenance schedule is named Light Aircraft Maintenance Scheduled
(LAMS) produced by CAA
Maintenance done by approved personnel by CAA or approved by their
company(approved CAA)
Duplicate inspection needed when it may lead to catastrophic consequences.
5. Interface with aircraft operation
link between aircraft maintenance and flying done
For larger commercial companies all legislation listed in JAR-OPS by JAA where they
obtained their Air operators Certificate
JAR-OPS control
o how company maintain their aircraft
o the documentation
o publication record all the info for engineer/ flight crew
3. o quality of whole operation on acceptable standard
Communication of information between maintenance and flying personnel use
o Tech log
Flight time, defect, fuel and ground maintenance/replenishment
o Log book (aircraft, engine and propeller)
Kept within record department.
Long term record= total flying hour, engine/prop life, maint. Check on
aircraft
o Modification record
Changed made to aircraft. Refer for different maintenance/ flight
operation procedures.
o Minimum Equipment List (MEL)
Aircraft can be operate with particular equipment inoperative
o Configuration Deviation List(CDL)
Missing of part and aircraft can be operate
6.Certification/release procedures
Any COA aircraft must be certified by approved technician.
o Personal certification
o Approved by company
Need Certificate of Airworthiness (COA) for aircraft to fly
Certificate Release To Service (CRS) issued before flight and completion of any
maintenance by approved engineer. CRS certifies that the work been done
accordance with JAR 145 and aircraft is fit for release back to service
7. Stored procedure
All maintenance establishment need Store department purpose:
o Ensure all material, parts and component used on aircraft are to the correct
specification.
o Easily for component to be traced back to its original manufacture and its raw
material
4. Approved store is approved by CAA. there are 3 main department
o Quarantine store= accept item from other companies and check that they are
satisfactory
o Bonded Store = take item from quarantine store after approval and when
requested, issues those component to servicing technician
o Office / administration centre = Keep files and record for cross checking of any
transaction through store system
8.Modification procedures
Modification are changed made to aircraft which CAA agree and accordance with JAR
OPS
Medication must be approved by CAA or approved organization carrying out
modification programme
Must be classified as minor or major modification
MAJOR = organization send AD282 to CAA . when approved, approval note send to
organization
MINOR= organization write to caa requesting modification . when approved, CAA send
AD261 form
o If organization approved by CAA, can approve its own modification and keep
record in aircraft documentation
9.Maintenance planning
A maintenance schedule tell the operator and maintenance organization what and when
thing have to be done on aircraft.
The period of maintenance can be small or large depending on type of aircraft
Maintenance programme contain a list of the most significant items and
recommendation as to the maintenance action
Type Abnormal event
Heavy landing
Lightning strike
Flight in turbulence
Tyre burst
Mercury spillage
Engine seizure
5. 10.Heavy landing
Landing gear designed to withstand particular aircraft weight and rate of descend. If
exceed the parameter, caused damaged to landing gear,structure and airframe.
Primary damaged occur to around the landing gear. Which is supporting structures in
the wing or fuselage, wing and tailplane attachment and engine mounting.
Secondary damage may found on upper and lower fuselage skin and on wing skin and
structure.
Questioned flight crew
o Aircraft weight
o Fuel distribution
o Landing condition
o Unusual noises
Post heavy landing Inspection
Landing Gear
Tyre=creep,damage,cut
Wheel & brake= crack or other damage
Shock strut = leak, scoring and abnormal extension
Gear attachment = crack, damage, movement
Structure = vicinity of gear attachment point
Door and fairing = Damage
Test retraction and steering
Mainplane /wing
Upper/ lower skin = wrinkles & pulled rivet
Fuel leak
Root attachment = crack
Flying control = function and freedom of movement
Check wing spar
6. Fuselage
Skin = damage & wrinkles
Pressure bulkhead
Check supporting structure of heavy component (galley, batteries,water tank & APU)
Instrument and panel functional
Pipes and ducts for security
Door and panel fit correctly
Engines
Check controls for freedom of movement.
mountings and pylons = damage and distortion.
turbine engines = freedom of rotation.
cowlings = wrinkling and distortion.
fluid lines, filters and chip detectors.
propeller = check for shock-loading, propeller attachments and counterweight
installations.
Tail Unit
flying controls = freedom of movement.
hinges = distortion or cracks
attachments, fairings and mountings of screw jacks.
May need
Engine run
Aircraft system functional check
Rigging and symmetry check
11. Turbulance
Damage may occur same as Heavy landing. It is possible that damage can occur on
wing,fuselage, tail unit & flying control where greatest bending forces take place
Check can be done same as heavy landing
7. 12.Lightning Strike
Is a discharge of electricity in atmosphere. If hit aircraft, result high voltages and
currents passing through the structure
All aircraft part need to be bonded together to provide low resistance path to conduct
electricity away to prevent damage to aircraft
Effect, on Strike damage and Static Discharge damage refer AMM for more information
on damaged and inspection.
Strike damage
o Wing tip
o Wing & tail Leading edge
o Fuselage nose
Static Discharge damage
o Wing tip
o Trailing edge
o Antennae
External component
o Nose radome
o Nacelles
o Elevator
o Landing gear
o Water and waste drain mast
o Pitot probe
13. Lightning strike Inspection
static discharge damage
bonding strips and discharge wicks = burning and disintegration
Engine cowl = burning / pitting
Fuselage skin rivet = burning / pitting
functional check on control system= freedom of movement
o radio & radar equipment
o Instruments
o Compasses
o Electrical circuit
8. 14. Basic Protection against lightning strike
External Surface
o The thickness of the metal surface is sufficient to protect the internal spaces
from a lightning strike
o protection from the entrance of electromagnetic energy into the electrical wires
of the aircraft
15. SIGN of lightning strike
METAL
pits
burn mark
small circular holes
discolored skin
Composite
burned
punctured
de-laminated skin plies
Aircraft Component (Ferromagneticmaterial)
caused magnetization
Electrical Component
lightning strike hit static discharge wick caused damage or unserviceable
if static charge not discharge from aircraft caused disturbance or ‘noise’ in radio
9. 16. Examine external surface, functional test, internal component
find entrance and exit point
look for sign on metal / composite structure
use NDT on composite to detect non visible damage
17. High Intensity Radiated Fields (HIRF)
electromagnetic interference
HIRF environment area
o Aircraft structure
o Electrical Wiring installation Protection (solid/braided shielding connectors)
o Equipment Protection (LRU case)
Test HIRF use milliohm meter measure resistance of bonding
Protect against HIRF interference
o Bonding of aircraft
o Correct crimping
o Bonding terminal correctly torque loaded
18. Type Of defect
Metal
Cleanliness and external evidence of damage
Leaks and discharge
Overheating
Fluid ingress
Obstruction of drainage
Correct seating of panels and fairings and serviceability of fasteners
Distortion, dents, scores, and chafing
Pulled or missing fasteners, rivets, bolts or screws
Evidence of cracks or wear
Failures of welds or spot welds
Security of attachments, fasteners, connections, locking and bonding.
10. Rubber, Fabric, Glass Fibre and Plastic Parts
Cleanliness
Cracks, cuts, chafing, kinking, twisting, crushing
Deterioration, crazing, loss of flexibility
Overheating
Fluid soakage
Security of attachment, correct connections and locking.
corrosion control
Adequate and regular cleaning of the aircraft
Periodic lubrication (often after the cleaning) of moving parts
Regular and detailed inspection for corrosion and failure of protective treatments
Prompt treatment of corrosion and touch-up of damaged paint
Keeping of drain holes clear
Draining of fuel cell sumps
Daily wiping down of most critical areas
Sealing of aircraft during foul weather and ventilation on sunny days
Use of protective covers and blanks.
Corrosion Removal
Cleaning and stripping of the protective coating in the corroded area.
Removal of as much of the corrosion products as possible.
Neutralisation of the remaining residue.
Checking if damage is within limits
Restoration of protective surface films
Application of temporary or permanent coatings or paint finishes.
Ferrous metal
Mechanically remove by abrasive paper, power buffer, wire brush and steel wool
11. Acid / alkali spillage
Mop up as much of the spilled acid using wet rags or paper wipes. Try not to spread
the acid.
If possible, flood the area with large quantities of clean water, taking care that
electrical equipment is suitably protected from the water.
If flooding is not practical, neutralise the area with a 10% (by weight) solution of
bicarbonate of soda (sodium bicarbonate) Alkaline or 5% by weight chromic acid
with water.
Wash the area using this mixture and rinse with cold water.
Test the area, using universal indicating paper (or litmus paper),to check if acid has
been cleaned up.
Dry the area completely and examine the area for signs of damaged
Remove corrosion, repair damage and restore surface protection as appropriate
Cleaning and Paint Removal
Use water-removeable stripper
Adequate ventilation
Protect all synthehtic, rubber part
Proper PPE rubber glove, acid repellant apron and google
Mask the vulnerable area
Brush the area with stripper, to a depth of approximately 0.8 mm - 1.6 mm. Ensure that
the brush is only used for paint stripping.
Allow stripper to remain on the surface long enough for the paint to wrinkle. This may
take from 10 minutes to several hours.
Re-apply the stripper to those areas which have not stripped. Non-metallic scrapers
may be used.
Remove the loosened paint and residual stripper by washing and scrubbing the surface
with water and a broom or brush. Water spray may assist, or the use of steam cleaning
equipment may be necessary.
12. Disassembly and Re-assembly Techniques
In event of
o Complete airframe disassembly for shipment
o Replacement of major components/modules (large maintenance base)
o Replacement of minor components/modules (repair bay)
o Disassembly & re-assembly of major components
o Disassembly & re-assembly of minor components
Instruction can found in AMM/ Special dismantling procedure by manufacturer
Precaution
o dismantled within a hangar. If not possible, level and firm ground will suffice
o Sufficient clearance in the hangar for
airframe when on jacks
allow heavy lifting cranes enough room to manoeuvre over the aircraft
o All precautions, in accordance with the manufacturer's instructions, must be
taken
o When the aircraft is jacked-up, all trestles must also be placed in position and
ensures that it will not overbalance when a major part (such as a wing), is
removed
Order of disassembly
o Main plane (wing)
o Tail
o Undercarriage
o Centre
o fuselage
13. 19. Towing
moving aircraft without pilot
need tug and towing arm
when towing using hand, use proper handling procedure
do not push at
o control surface
o propeller
use tow bar to move and steering the aircraft attached to wheel axle
do not lock rudder control system
do not exceed steering limit marked on nose gear door. Or can disconnect torque link
and other attachment
person
o Qualified tug driver
o Supervisor
o Brake man , do not try to steer the aircraft, check brake systemand accumulator
o Lookout for clearance
o Radio to communicate with crew
Clearance for towing
Speed must be below 5mph
All door closed
Safety precaution and procedures based on AMM
20. Taxiing
Qualified person to do taxiing
Check clearance from people or equipment before start engine
View from cockpit is limited, need signalman or marshaller to check for any obstruction
Make sure marshaller can be view from the cockpit
Receive clearance from ground control before taxiing
Once aircraft in motion, make sure brake and steering is operate
14. 21. Jacking
For weighing,maintenance or repair
Refer safety procedures and precaution in AMM
Check clearance and leveling
1 or 2 person at each jack
If jack outside, aircraft nose to wind
Jacking surface strong and level
Brakes at off position
Choke installed, when jacking commence, remove chock
When remove wheel or brake, can jack at 1 point only
o Attach at jack point that approved my manufacturer only
Use proper and serviceable jack and leveling equipment to prevent aircraft move
sideway or tilt
Attach at proper jack pad refer from AMM
Position jack properly at jacking point to prevent slipping
Safety collar must be screwed down to prevent collapse or lock pin must be place at
lowest position as aircraft raised
As aircraft raised, the cg may be forward or backward. Attach ballast or check the fuel
load to bring COG to safe limit
When jacking complete, install support (tresle) under wing and fuselage
Lowering
Ensure brake off by rotate the wheel
Clearance
Lowered jack together straight and level
Remove jack pad and adapter
Install chock
15. 22.Aircraft storage
Protect against to deactivated aircraft for an extended time (30 days to 2 years)
o corrosion
o deterioration
o environment condition during storage
Refer MM ATA chapter 10 : parking and mooring
Chock aircraft
Rotate tyre to prevet flat spot every 30 days
Change to dummy tyre (not suitable for flight)
Tank filled with water
Toilet drained
Fuel tank part fill
Propeller feathered and strap
Circulate by open internal door but closed external door and panel
Battery removed and store in battery bay
Greased or lubricate
Blank and cover the hole, pitot and engine intake
Perform weekly check or 2 week check such as
o Run engine
o Reinstall battery
o Perform functional test
Refuelling/defueling
Use of the wrong type, wrong grade, intermixed, or contaminated fuels can lead to
engine failure and catastrophe
Bonding aircraft to ground, aircraft to fuel truck, fuel truck to ground
minimize static electricity because 3 factor caused fire. Fuel, oxygen and heat
So use correct procedure and ensure clean supply of fuel
Trained personnel in handling fuel.
Don’t do in enclosed space (hangar)
2 method, gravity and pressure
Check fuel contamination (water, solid, microbial growth, intermixing of fuel)
Do not punctured the fuel tank when performing gravity refuelling
16. Fuel spilled, wiped or washed away with water ASAP. Don’t swept with broom, static
electricity can ignite the vapour
Stored fuel in approved container, kept close, cool and isolated area in approved fuel
storage
2 method defueling, Gravity and pressure. Pressure use bowser to draws the fuel from
the suction point
Deicing/ anti-icing procedure
Remove ice before flight because it can affect aircraft performance
o Decreased aerofoil lift
o Increased aerofoil drag
o Increased weight
o Decreased engine thrust
o Freezing of moisture in control hinges
o Freezing of micro-switches that affect systems such as the landing gear
retraction
o Ingestion of ice into the engine.
Before aircraft begin take-off, clear the aircraft from ice on critical area
o Pitot tubes & heads
o Temperature probes
o Static ports
o Ram air intakes for engine control and flight instruments
o Engine inlets
o Wings & Tail section
o Flight control surface
It used fluid that contain Freezing Point Depressant (FPD) which are very soluble in
water
17. DE-ICING
Before spray deice fluid. Remove the snow first using broom or squeegees
o Ensure no sharp edge or FOD that can damage aircraft
o Push from LE to TE
For engine intake, remove by hand with clean brush or gloves
Inspect after deicing or anti-icing
Make entry on tech log for completion of deicing procedure
Hoisting
Mooring
Picketing