Professional Documents
Culture Documents
1. SAFETY PRECAUTIONS.......................................................................1-1
1.1 compressed gas..........................................................................1-1
1.1.1 Purpose of The Gases.....................................................1-1
1.1.2 Gas Cylinder Identification...............................................1-1
1.1.3 Safety Precautions...........................................................1-2
1.1.4 Charging Rigs..................................................................1-2
1.1.5 Cascade Charging...........................................................1-2
1.1.6 Before Use Checks..........................................................1-2
1.1.7 Aircraft Compressed Gas Charging.................................1-3
1.1.8 Aircraft Gas Charging Valves...........................................1-3
1.1.9 Typical Gas Charging Precautions...................................1-4
1.2 electric shock...............................................................................1-4
1.3 fire precautions............................................................................1-5
1.3.1 Classification of Fires.......................................................1-5
1.3.2 Fire Extinguishing Agents................................................1-5
1.3.3 Fire Extinguisher Identification.........................................1-6
1.3.4 General Precautions........................................................1-7
1.3.5 Procedure On discovering a fire in the Work-Place.........1-8
1.3.6 Action to be Taken in the Event of Engine Fires..............1-8
1.3.7 Action to be Taken in the Event of Brake Fires................1-8
1.4 the need for safety.......................................................................1-8
1.5 working around aircraft................................................................1-9
2. WORKSHOP PRACTICES.....................................................................2-1
2.1 care & use of tools.......................................................................2-1
2.2 use of materials...........................................................................2-1
2.3 dimensions..................................................................................2-2
2.4 ALLOWANCES & Tolerance.......................................................2-3
2.5 calibration of tools & equipment...................................................2-3
3. TOOLS...................................................................................................3-1
3.1 common hand tools.....................................................................3-1
3.1.1 Marking Out Tools...........................................................3-13
3.2 common power tools...................................................................3-19
3.2.1 Electric Hand Drills..........................................................3-19
3.2.2 Pneumatic Tools..............................................................3-19
3.2.3 Care of Air Operated Tools & Safety Precautions............3-23
3.3 precision measuring tools............................................................3-24
3.3.1 Micrometers.....................................................................3-24
3.3.2 Using Micrometers...........................................................3-26
3.3.3 Vernier Measuring Instruments........................................3-27
LUBRICATION........................................................................................3-31
3.3.4 Purpose...........................................................................3-31
3.3.5 Oil....................................................................................3-31
3.3.6 Greases...........................................................................3-31
3.3.7 Limitation of Oils and Greases.........................................3-31
3.3.8 Lubrication Charts............................................................3-32
4. ENGINEERING DRAWING....................................................................4-1
4.1 drawing types..............................................................................4-1
4.1.1 NOTES ON DRAWING....................................................4-4
4.2 symbols.......................................................................................4-4
Maintenance Practices B1 by COBC Page 1
4.2.1 Welding Symbols.............................................................4-5
4.2.2 Surface Finish..................................................................4-6
4.2.3 Standard Conventions.....................................................4-7
Abbreviations...............................................................................4-9
4.3 dimensions..................................................................................4-9
4.3.1 Leader, Projection & Dimensioning Lines........................4-11
4.3.2 Redundant Dimensions...................................................4-11
4.3.3 Holes & Radii...................................................................4-12
4.3.4 Angles & Chamfers..........................................................4-12
4.4 tolerance......................................................................................4-13
4.4.1 Limits and Tolerances......................................................4-13
4.4.2 Geometric Tolerance.......................................................4-13
4.4.3 Indicators of Geometric Tolerance...................................4-14
4.5 projections...................................................................................4-14
4.5.1 Orthographic Projection...................................................4-14
4.5.2 Pictorial Projections.........................................................4-16
4.6 title block information...................................................................4-17
4.6.1 Borders & Frames............................................................4-17
4.6.2 Amendment to Drawings.................................................4-17
4.7 micro-film & micrO-fiche..............................................................4-18
4.8 computerised presentations.........................................................4-18
4.9 ata 100 specification....................................................................4-19
4.10 aeronautical standards................................................................4-25
4.11 wiring diagrams...........................................................................4-25
4.12 schematic diagrams.....................................................................4-25
5. FITS & CLEARANCES...........................................................................5-1
5.1 Sizes of Holes.............................................................................5-1
5.2 Classes of Fit...............................................................................5-1
5.2.1 Clearance Fit...................................................................5-1
5.2.2 Interference Fit................................................................5-1
5.2.3 Transition Fit....................................................................5-2
5.3 common systems of fits & clearances..........................................5-2
5.3.1 Shaft and Hole Basis.......................................................5-2
5.3.2 Unilateral and Bi-lateral...................................................5-3
5.3.3 Limit System....................................................................5-3
6. AIRCRAFT WEIGHT & BALANCE........................................................6-1
6.1 purpose.......................................................................................6-1
6.2 jar ops requirements....................................................................6-1
6.3 principles of weight and balance..................................................6-1
6.4 definitions....................................................................................6-2
6.5 weight and centre of gravity schedule..........................................6-3
6.6 principles of aircraft weight and balance......................................6-4
6.7 preparation for weighing..............................................................6-6
6.8 weighing on aircraft jacks............................................................6-6
6.9 standard mean chord (s.m.c.)......................................................6-8
6.10 changes in basic weight..............................................................6-8
6.11 examples of alterations to basic weight.......................................6-9
6.12 loading of aircraft.........................................................................6-10
6.13 documentation.............................................................................6-12
Oxygen
Colour - Black with White neck
Lettering - Oxygen in White
Use - Aircrew & Passenger breathing
Carbon Dioxide
Colour – Black
Lettering - Carbon Dioxide in White
Use - Fire Extinguishers and Safety Equipment
Acetylene
Colour - Maroon
Lettering - Acetylene in White
Use - Gas Welding
Maintenance Practices B1 by COBC Page 1
1.1.3 SAFETY PRECAUTIONS
The storage or “transport” cylinders supplied by BOC are large (approximately 6ft
long) and contain gas at a pressure of 4,000 - 6,000 pounds per square inch
(p.s.i.). Extreme care must be taken when working with gas at this pressure. If
the bottles are dropped or damaged they could explode or propel the cylinder at
high velocity like a rocket projectile. Gas at pressure as low as 100 p.s.i. can
inject into the skin and cause serious, even fatal injuries. Some gasses support
combustion and will make fires burn much more fiercely. Oxygen is particularly
dangerous as it is also capable of causing explosions when in contact with oils or
greases. Oxygen safety precautions will be dealt with in more detail in module 11.
A typical aircraft gas charging panel will comprise a charging valve and pressure
gauge. There is sometimes a temperature graph to show how the pressure varies
with temperature.
1.3.1CLASSIFICATION OF FIRES
Fires are classified into four categories. Extinguishers suited for each
classification of fire are marked with the classification letter as shown in the
following table:
Fire extinguishers used in workshops and hangars should now be coloured Red.
It is however, unlikely that everyone will be using the new colour cylinders for a
long time, so be aware of the old codes. Note the fire extinguishers pictured
above use the colour coding.
1.3.4GENERAL PRECAUTIONS
The following general precautions should be observed to minimise the risk of fires
and their affect:
Smoke only in designated areas.
Observe and obey No Smoking signs on flight lines.
Do not carry matches or any other source of combustion.
Do not wear studded or steel tipped footwear.
All flammable liquids such as paint, dope, hydraulic fluid etc. should be stored
in an approved store outside the hangar.
Supervisors should ensure that all reasonable fire safety precautions are
taken and all fire apparatus is serviceable.
Personnel engaged in maintenance should be fully conversant with the use
and operation of fire protection equipment. They should also know the action
to be taken in the event of a fire i.e. escape routes, fire alarms, position of fire
appliances and assembly points.
When fuelling a/c electric's should not be switched on or off.
Aircraft should always be bonded when being worked on.
When fuel tanks are empty there is probably a greater risk of fire than when
they are full.
Maintenance Practices B1 by COBC Page 7
1.3.5 PROCEDURE ON DISCOVERING A FIRE IN THE WORK-PLACE
The scale of the rule shown is in millimetres, with the smallest sub-division
representing 5mm. The line A is between 30mm and 35mm. You should not
estimate the value of A as 33mm (or 34mm). Its value can only be accurately
stated as 30mm. If you need to measure more accurately, you need to use a
more accurate measuring device such as a vernier caliper.
Hacksaws. Classified by frame size and type (fixed, adjustable, tubular etc.).
The blade is tensioned by either tightening a wing nut or the handle itself.
Lengths vary from approximately 8" - 14", frequently 10" and the blade will be
made from carbon or alloy steel. Hacksaws may also be fitted with a round blade
for cutting in all directions (useful for cutting out damaged structure in sheet
metal). Usually the blade teeth only will be hardened, but the blade may be
hardened throughout. Number of teeth vary, 18 T.P.I. (teeth per inch) being
satisfactory for general cutting use, while 30 T.P.I would be preferable for cutting
thin sheet or tubing and 14 T.P.I. is suitable for cutting solid brass or copper. The
main cause of accidents to operators using hacksaws is blade breakage,
resulting in hands coming sharply into contact with the work. Breakage is usually
due to either insufficient tightening of the blade, excessive downward pressure or
excessive twisting of the blade on the forward stroke. Special care is necessary
when cutting thin sheet or tube, only a slightly downward pressure is required.
Note: The blade is designed to cut only on the forward stroke, with the blade
installed correctly, i.e. teeth forward.
Vee Blocks These are used on a marking table or surface plate to support round
work. They are made of cast iron or case hardened mild steel, are supplied in
identical pairs, each unit of a pair being stamped with the same identification
number. All surfaces are accurately machines and the Vee angle is exactly 90º.
Vee blocks are classified by the maximum diameter of the work which can be
held. The clearance slot at the base of the Vee allows objects to be set firmly.
Scribing Blocks (see diagram below). A scribing block is used to mark out lines
parallel to a true surface, such as the working surface of a marking off table or a
surface plate. The accurately machines base is made of cast iron, or case-
hardened mild steel, the scriber is of high carbon steel, hardened and tempered
and the pillar angle, scriber height and angle are all adjustable. A fine
adjustment is provided for the pillar and dowels in the base can be pushed down
so that lines can be scribed parallel to the edge of the surface table or plate.
Scribing blocks are classified by the height of the pillar.
Feeler Gauges 'Feelers' are used to measure small clearances or gaps; they
consist of a series of thin flexible steel blades in graduated thickness varying in
most cases from 1.5 to 15 or 25 thousandths of an inch. The blades are secured
in a protective metal scabbard by a fulcrum pin and all blades not in actual use
should be withdrawn into the scabbard to prevent accidental distortion. Feeler
gauges are classified by the length of the blades. When not in use, the blades
should be lightly smeared with oil to prevent rusting.
Centre Punches A centre punch is used to make a small indentation for locating
the cutting edge of a drill at the start of a drilling operation. Centre punches are
made of high carbon steel, the point being hardened and tempered. A sharp
point should be maintained by careful grinding and should have an angle of 90º
for general work or 60º for light work, such as marking out. Automatic centre
punches are available which are spring loaded and simply require pushing down
to give an indentation. The depth being determined by the spring setting.
Marking-Out - Summary
Only boundary lines and cutting lines should be scribed on Light Alloy sheet.
Scribed lines on this type of material may give rise to cracks. Any lines other
than cutting lines should be marked with a soft graphite pencil (all traces
should be removed afterwards) or a wax crayon (not black - it may contain
graphite).
The points of scribers and dividers must be kept clean to produce very fine
scribing lines. Thick lines lead to inaccuracies.
Scribing lines must be clear and distinct; prior to marking out, it may be
advantageous to apply chalk or white wash to the surface. Bright steel
surfaces should be coated with copper sulphate or engineers blue.
When the scriber is used in a scribing block, it must be clamped rigidly and
scribing should be done firmly so that there is no necessity to retrace lines.
The scriber point should be set as close as possible to the pillar, thus
reducing the tendency of the point to whip.
Always trail the point when using the scriber so that it does not dig in to the
material.
An accuracy of 0.010" is often accepted for marking out although more accuracy
may be obtained using a vernier height gauge.
3.2.2PNEUMATIC TOOLS
These are used mainly in structural repair work.
Air Operated (Windy) Drills (see diagrams below). These are available in either
straight or pistol grip form. They will, depending on size, accept drills up to 8mm
diameter. Angled and off-set drills are provisioned for drilling holes in restricted
positions. These drills require a separate collet for each size of drill.
Pneumatic Blind Riveters. These are designed for easy forming of various
types of blind rivets. There is usually a special riveter for each type of rivet.
Sometimes the riveter is air operated, but many incorporate a hydraulic
intensifier. Many types exist, so only a selection is shown below.
3.3.1 MICROMETERS
Micrometers are used for measuring both internal and external dimension to a
normal accuracy of 0.001” or 0.01mm. In the Imperial micrometer shown, the
spindle and barrel threads have a pitch of 0.025” (40 threads per inch), therefore
one complete turn of the spindle and sleeve will advance the spindle by 0.025” or
25 thousandths of an inch. The sleeve is sub-divided into 25 equal divisions and
so rotation of the sleeve by one division will move the spindle 0.025/25 = 0.001”
or 0ne thousandth of an inch.
A metric micrometer uses the same principle except that the thread pitch is
0.5mm and the sleeve is divided into 50 equal divisions. Movement of one sleeve
division is therefore equal to 0.5/50 = 0.01mm.
The main scale of an imperial micrometer is one inch long, and so external
micrometers are available in a variety of sizes. The standard size is 0-1”, but 1-2”,
2-3” and so on are available to measure larger external sizes. As explained
previously, accurate extension pieces are available for the internal micrometers.
Before using an external micrometer, the zero reading should be checked. This is
done with the O - 1” instrument by closing it right up and checking the 0 on the
thimble is in line with the axis. A machined distance piece is inserted in the larger
sizes to check for their zero. Accuracy depends on cleanliness; both of the
instrument and the component you are measuring. Micrometers may be fitted
with a ratchet so that a uniform result may be obtained.
Adjustment of the zero setting may be achieved by moving the barrel within the
frame with a “C” spanner, or by adjusting the anvil. Compensation for wear of the
thread is often available by having a tapered thread on the barrel screw thread
that can be adjusted for tightness.
Upper scale reading coinciding with the 0 on the sliding scale is 30.50
The 14 mark on the sliding scale exactly coincides with a mark
on the upper scale. This represents 14 x 0.02 mm 0.28
Total Reading = 30.78 mm
On the top scale, 1” is divided into 10 parts and each part is further divided into
four parts. Each division has a length of ¼ of 1/10” = 1/40 = 0.025”. On the lower
sliding scale there are 25 divisions and this gives us our accuracy of 0.025/25 =
0.001”
In the example shown an upper scale reading coinciding with the 0
on the sliding scale is 3.075
The 11 mark on the sliding scale exactly coincides with a mark
on the upper scale. This represents 11 x 0.001” 0.011
Total Reading = 3.086”
Vernier Protractor
This is used to take angular measurements and consists of a solid base or stock,
with an adjustable straight edge attachment which can be set at an angle relative
to the base. Angular movement of the straight-edge rotates a disc on which is
mounted a circular protractor scale graduated in degrees. This scale is read in
conjunction with a vernier scale which gives an overall accuracy of 5 minutes or
5’.
3.3.4PURPOSE
When two parts are moving in relation to each other, particularly when they are
heavily loaded, the friction between them will generated heat. A lubricant applied
between the two surfaces will provide more than one function. It will:
separate the two surfaces and thus reduce the friction.
help dissipate the heat built up due to the friction
form an anti-corrosive barrier
There are many, and varied lubrication tasks, ranging from a simple access panel
hinge requiring lubrication with light oil, to a wheel bearing on which a high
melting point grease is used. A wide range of lubricants is needed to satisfy the
requirements of modern aircraft. The lubricant will normally be oil or grease, but
there are many specialised forms of oils or greases.
3.3.5OIL
There are three main types of oil :
Mineral Oil is refined from crude oil
Vegetable Oil is manufactured from vegetable based products e.g. Rape
seed (Duckhams)
Synthetic Oil May be mineral or vegetable based, but does not fit into
specifications for the other types.
3.3.6GREASES
These normally consist of a petroleum base oil thickened with gelling agents and
modified by filling agents. Typical gelling agents are Sodium or lithium which are
used in high temperature greases, Aluminium gives a grease adhesive properties
and Calcium give water resistance. Typical applications for grease would be
wheel bearings, Engine and flying control joints, universal joints and screw
threads. Grease may be used instead of oil for the following reasons:
Less prone to leaking out of the component.
They generally give better protection.
Longer lasting.
4.2 SYMBOLS
The advantages of using symbols are:
The use of symbols and boxes eliminates lengthy descriptive notes.
Symbols are international.
Brief and precise.
One type of Geometric Tolerance can control another.
The surface texture required is expressed in m (micro metres) using one of the
following symbols (this is not a comprehensive list and is only provided as an
example).
4.3 DIMENSIONS
4.3.2REDUNDANT DIMENSIONS
Where an overall dimension is shown (as in the diagram below) one of the
intermediate distances is redundant and should not be dimensioned. Exception
may be made where redundant dimensions would provide useful information, in
which case they should be given as 'auxiliary' dimensions. Where all the
intermediate dimensions are shown, the overall distance should generally be
given as an auxiliary dimension (see both diagrams below).
Auxiliary dimensions should not be toleranced but should be included in
parentheses (….) as in the diagrams below. Auxiliary dimensions do not govern
acceptance of the product.
The figures used to denote each dimension will normally appear, in millimetres or
inches, beside the appropriate dimension or leader line. All figures are positioned
so that they can be read from the bottom on the right-hand side of the drawing.
Some examples of how dimensions should be shown are given below:
Sixty-one and a half millimetres - 61.50mm
Half a millimetre - 0.5mm
Twelve Thousand, Three Hundred millimetres - 12 300mm
Maintenance Practices (CE) by COBC Page 11-69
Issue 1 - 4 April 2000
Five and Three Quarter inches - 5¾" or 5.75"
Two feet, half an inch - 2'-0½" or 2'-0.5
25 + 0·05
+ 0·01
25 0
0
25 - 0·01
4.4.2GEOMETRIC TOLERANCE
We have already covered dimensional tolerance (i.e. size) however, there are
circumstances when this is not sufficiently precise to control form, attitude and
location.
Geometric tolerance is defined as the maximum permissible overall variation of
form, or position. To eliminate the need for descriptive notes geometric
tolerances are indicated on drawings by symbols, tolerances and datums - all
contained in compartments of a rectangular frame as shown in the diagram below
in the next section.
illustrates the symbol for squareness, the tolerance and the datum to which true
position relates.
4.5 PROJECTIONS
Third Angle Projection. In this projection the layout of the drawing is usually
rather different from that of the First Angle Projection.
It is a characteristic of the Third Angle Projection that each view shows what
would be seen by looking on the near side of an adjacent view.
The First Angle Projection is the traditional method of representation in this
country, but it is being replaced gradually by the Third Angle Projection, this
latter system being preferred by draughtsmen. Both projections are
commonly encountered and the drawing must clearly indicate which
projection is used.
In a Third Angle Projection an object is positioned in the space of the third
angle quadrant, between two principle planes. The planes are imagined to be
transparent and the projected views of the object are viewed through the
planes as shown in the diagram below. The symbol used to indicate third
angle projection on drawings is derived as for the first angle projection but the
views are positioned differently as shown in the diagram below.
Isometric Projection. A simple item such as a plain shear pin could quite
easily be drawn on a single sheet of drawing paper, as with the bracket in the
diagram below. In this case the bracket is drawn in pictorial fashion in a
method called Isometric Projection.
This method is quite acceptable for simple parts and is often used to give an
engineer an idea of what an item looks like. Like other similar projections, this
projection is not normally suitable for production purposes. It uses as its
basis, a flat surface represented in the diagram above by the outline OABC,
which is tilted so that its sides OA and OC form an angle of 30º with the
horizontal. The item to be drawn is shown placed on the flat surface and is
reproduced without perspective.
Dimensions are difficult to show on an Isometric Projection unless the item is
an extremely simple one, and this is one of the reasons for the limited
suitability of the projection for production purposes.
4.6.2AMENDMENT TO DRAWINGS
An alteration of a drawing may be necessary due to any one of a number of
reasons, e.g. a change in specification of material, a variation in a dimension etc.
Whatever the reason, alterations to a drawing must be authorised by a qualified
person in an approved design organisation only, and no attempt must be made to
vary the requirements of a drawing without first obtaining the necessary authority.
5.2.1CLEARANCE FIT
The first example where the shaft is required to
rotate in the hole is classed as a “clearance fit”. It
is also sometimes called a “running fit”. If we use
a nominal size of 25mm and ensure that the hole
is made between 25.00 and 25.02mm, the shaft
must always be made slightly smaller, for
example between 24.96 and 24.98mm. This will
give a minimum “clearance” of 0.02mm and a
maximum clearance of 0.06mm.
5.2.2INTERFERENCE FIT
In the second example we want the shaft to drive
the wheel and so the shaft must not rotate in the
wheel. This is called an “interference fit” or
“driving fit”. In this case we again use a nominal
size of 25mm and ensure that the hole is made
between 24.98 and 25.00mm, the shaft must
always be made slightly larger, for example
between 25.02 and 25.04mm. This will mean that
the shaft will always be at least 0.02mm larger
than the largest hole size.
6.1 PURPOSE
The main purposes of aircraft weight and balance are to maintain safety and to
achieve efficiency in flight. The position of loads such as passengers, fuel, cargo
and equipment will alter the position of the Centre of Gravity (C of G) of the
aircraft. Incorrect loading will affect the aircraft rate of climb, manoeuvrability,
ceiling, speed and fuel consumption. If the C of G is too far forward, it would
result in a nose heavy condition which could be potentially dangerous on take-off
and landing. If the C of G is too far aft, the tail-heavy condition will increase the
tendency of the aircraft to stall and make landing more difficult. Stability of the
aircraft will also be affected with the C of G outside the normal operational limits.
Provided the C of G lies within specified limits, the aircraft should be safe to fly.
The weight and C.G. position of an aircraft is calculated in much the same way as
the previous example. The Basic Weight or 'Dry Operating Mass' of the aircraft
corresponds to the weight of the beam, and is usually found out by weighing the
aircraft. The variable and disposable loads or 'Traffic Loads', such as fuel, crew,
passengers and cargo correspond to the beam loads. Before each flight, the
weight and moment of these items should be determined so that the aircraft
weight and position of the C.G. can be determined prior to flight to see if they are
within the approved limits. The operational limits for the fore and aft positions of
the C.G. are defined in the aircraft flight manual or other document associated
with the Certificate of Airworthiness, such as the Owners Manual.
Weighing Equipment may consist of weighbridge scales, hydrostatic weighing
units or electrical/electronic weighing equipment based on the strain gauge
principle. The capacity of the equipment must be compatible with the load so that
accurate measurements may be obtained. All weighing equipment should be
checked, adjusted and certified by a competent authority at periods not
exceeding one year and the zero indication checked before any weighing
commences. The weighing equipment may consist of one of the following:
Weighbridge Scales - This consists of a separate weighing platform for
each wheel or bogey, the weight at each reaction point being indicated
directly on the balance arm or on a dial indicator. Large aircraft may be
weighed in a hangar using portable weighbridge scales or on a weighbridge
set permanently into the floor.
Hydrostatic Weighing Units - The operation of these units is based on the
principle that fluid pressure in a cylinder in which a piston is working depends
on the area of the piston and the load applied to it. The units are placed
between the lifting jacks and the aircraft jacking points and the weight at each
position recorded on a gauge. The gauge may be calibrated directly into
weight units or a conversion may be required to obtain the correct units. It is
important that the jacks used with these units are vertical and the units
correctly positioned, otherwise side loads may be imposed on the units and
inaccurate readings obtained.
Electrical or Electronic Weighing Equipment - Equipment of this type
incorporates three or more weighing cells using metallic resistance elements
or strain gauges, whose resistance varies with change in length due to elastic
strain. These strain gauges are either incorporated into cells between the
aircraft and the jacks, or they are used in portable weighbridge platforms
placed beneath the aircraft wheels. The output may be measured with a
galvanometer, or sent to an instrumentation unit which adds all of the
platform values and digitally displays the aircraft load.
With the New Basic Weight and Moment, The C.G. can be calculated as follows:
C.G. = TM = 368,580 = 24.81"
TW 14,856
The revised Weight and Centre of Gravity Schedule will state:
Basic Weight : 14,856 lb.
Centre of Gravity : 24.81" aft of the Reference Datum
Example 2: Janitrol Heating unit of weight 145 lb. is removed from fuselage
station 65 and re-fitted at station 170.
Weight (lb) Arm (in) Moment (ib in)
With the Basic Weight unchanged, the C.G. position will be:
TM = 385 225 = 26.03”
TW 14 800
Variable Load
Pilot 165 100 16.50
Navigator 165 100 16.50
Engineer 165 120 19.50
Steward 165 300 49.50
Crew Baggage 100 110 11.00
st
Passenger Seats 50 1 450 170 76.50
100 Tourist 600 280 168.00
Drinking Water 250 130 32.50
Life-raft 300 410 123.00
Emergency Transmitter 30 120 3.60
Service Equipment (food etc.) 200 400 80.00
Operating Weight 102 590 211 21 596.60 30.0
Disposable Load
Passengers 1st class (35) 5 775 160 924.00
Tourist (83) 13 695 270 3697.65
Cargo No 1 hold 500 100 50.00
No 2 hold 450 200 90.00
No 3 hold 500 280 140.00
No 4 hold 400 350 140.00
Zero Fuel Weight 123910 215 26638.55 33.3
Fuel Nos 2 and 4 tanks 10000 150 1500.00
Nos 1 and 3 10000 200 2000.00
Reserve tanks 5000 240 1200.00
Take Off Weight 148910 210 31338.55 29.2
7.1.1MOVING METHODS
Normal moving methods of moving aircraft on the ground are:
By hand by pushing and steering arm.
By tractor, using a towing arm or bridle and steering arm.
Taxiing.
7.1.1.1 Moving by Hand with Steering Arm
This method is generally used for moving small aircraft small distances. Care
should be exercised during the move to avoid damage to the structure,
particularly on aircraft constructed from wood and fabric. On aircraft fitted with a
nose-wheel, a steering arm is fitted to guide the aircraft and the moving force
applied to strong parts of the aircraft. It is generally better to push the aircraft
backwards, since the leading edges are stronger than the trailing edges. It is also
permitted to push at the undercarriage struts and wing support struts. Area's to
avoid include flying controls, propellers and wing and tailplane trailing edges. On
aircraft with steerable nose wheels, connected to the rudder pedals, care should
be taken not to exceed the towing limit, which may be marked on the
undercarriage leg. On this type of aircraft the rudder controls should not be
locked during towing. If the aircraft is fitted with a tail skid, it is customary to lift
the tail clear of the ground, ensuring the propeller is positioned horizontally and
does not strike the ground.
Towing speed should be kept to a safe level at all times (walking pace is a
safe limit)
A steering limit is often imposed so that the radius of turns is kept within
specified limits. This will minimise tyre scrubbing and reduce the twisting
loads on the undercarriage. It is usual to tow the aircraft forwards in a
straight line after executing a turn, to relieve stresses built up in the turn. The
steering limit is often shown by marks painted on the fixed part of the nose
leg, but may sometimes be overcome by disconnection of a pin joining the
torque links
Personnel (suitably briefed) should be positioned at the wing tips and tail
when manoeuvring in confined spaces, so obstructions may be avoided. One
person shall be supervising the aircraft movement (not the tractor driver) and
should be positioned so that all members of the team may be observed.
Particular care should be given when towing swept wing aircraft to 'wing tip
growth'. This is the tendency of the swept wing to 'grow' in a turn.
Before commencing the towing operation, the brake system should be
checked and brake accumulator charged if necessary. Brake pressure
should be carefully monitored during the move.
Large multi-engine aircraft will usually be towed with special purpose tug and
a suitable towing arm fitted with a shear pin, designed to shear if a
pre-determined towing load is exceeded.
In an emergency it may be necessary to move an aircraft from the runway
while it has one or more deflated tyres. Provided there is one sound tyre on
the axle the aircraft may be towed to the maintenance area, but sharp turns
must be avoided and towing speed kept to a minimum. If there are no sound
tyres on the axle, the aircraft should only be moved the shortest distance to
clear the active runway and serviceable wheels fitted before towing. After
any tyre failure, the associated wheel and other wheels on the same axle
should be inspected.
7.2.1SPECIAL CONSIDERATIONS
Because of the position of the jacking points, the C of G of some aircraft may be
well behind or in front of the main jacking points. It may be necessary to add
ballast forward or rear of the jacking points or to check the fuel load of the
aircraft, to bring the centre of gravity within safe limits as specified in the
Maintenance Manual.
Each jacking point may have a load limit which, if exceeded, could result in
structural damage. To avoid exceeding this limit it may be necessary to fit
hydraulic or electric load cells. Any special requirements should be listed in the
Maintenance Manual.
Micro-switches fitted to the undercarriage legs and operated by the extension of
the shock absorbers (weight-on switches), are used to operate various electrical
circuits. This operation may not be desirable so circuits should be isolated, by
tripping circuit breakers or removing fuses as necessary.
Aircraft should always be as structurally complete as possible before jacking, It is
essential that any stressed panels which have been removed are re-fitted.
Failure to do this may result in distortion or failure of the structure.
7.2.2AIRCRAFT JACKS
Aircraft jacks are intended for raising and lowering loads and should not be used
for supporting the loads for long periods. Where a load must remain raised for a
long period, it should be supported on blocks or trestles after it has been jacked
to the required height. The most common types are the pillar, trolley, tripod,
bipod and quadruped hydraulic jacks. There are several sizes of jack with
capacities from 4 - 25 tons or more.
Pillar Hydraulic Jack - The jack consists of a cylinder assembly, fluid container
and a hydraulic pump, which when operated, forces fluid from the container into
the cylinder and raises the ram. A release valve is fitted which, when opened
causes the fluid in the cylinder to return to the container and the ram to descend.
Because of possible hydraulic failure, some jacks are provided with a mechanical
locking collar which when wound down will prevent the jack from lowering. An
air/filler valve which vents the return side to atmosphere may also be provided.
This should always be open when the jack is operated.
Standard Pillar or Bottle Jack
These jacks are used to raise an aircraft for various servicing operations. Their
method of operation and hydraulic mechanism is similar to the pillar jack. They
consist of a hydraulic unit supported by a number of legs in the configurations
shown. Because of the problems involved in raising an aircraft and to avoid
injury to personnel or damage to the aircraft, care should be taken to use the
correct type of jack as stated in the maintenance manual. Each jack should be
used with the correct adapter head.
The tripod jack comprises a hydraulic unit with three equally spaced legs. The
jack is designed for a vertical lift only and not for a lift involving lateral; movement
of the jack, such as raising one side of the aircraft for a wheel change. The
resulting side thrust may cause any one of the following:
Serious damage to the ram due to the bending load
Distortion of the Jack legs
Damage to the aircraft due to jack head slipping out of the jacking pad
Shearing of the jacking pad fastener
The serviceable tyre may be dragged sideways
To change a single wheel, a pillar jack may be used, two tripod jacks may be
used to raise the complete aircraft or a bipod jack may be used. The bipod
arrangement overcomes the limitations of the tripod jack for an 'arc' lift. On this
type of jack, two fixed legs provide the support and a third trailing leg follows the
lift and steadies the load during the lift. The maximum angle of arc should not be
more than 6 degrees.
The quadruped jack is used more commonly as it possesses the advantages of
both types of jack. Two legs are fixed and two adjustable. This jack may be
used as a bipod jack by removing adjustable leg, or an adjustable stable jack with
the extra leg added. All four legs may be locked solid by slight adjustment of
both adjustable legs. Transportation wheels are often permanently attached to
large jacks or as detachable units on other jacks. These facilitate easy
movement of the jacks that would otherwise need to be dragged around the
hanger. Alternatively, jacks can be dismantled for transportation.
Uses of other jacks on aircraft are shown in the diagram below.
7.2.3 JACK MAINTENANCE & GENERAL NOTES
The jacks should always be positioned correctly and the load raised and
lowered gradually.
All jacks should be stored in the fully retracted position.
Keep jacks clean and free from corrosion. Lubricate moving parts regularly
and exercise the jack if not used frequently.
Jack replenishment is usually through the air valve up to the level of the
bottom of the air valve. Low oil level is indicated by inability to lift to
maximum height. Over filling is indicated by leakage of oil when the jack is
fully extended.
7.2.6LOWERING AIRCRAFT
Before lowering the aircraft to the ground, equipment, work stands etc. should be
moved clear of the aircraft to prevent inadvertent damage. The wheels should be
rotated by hand to ensure the brakes are off. The jacks should be lowered
together by opening their release valves, and, the locking collars (if used)
unscrewed whilst the jacks are lowered, and kept within 2" of the jack body. The
jacks should be fully lowered after the aircraft is resting on it's wheels and the
release valves closed.
Safety Note - On no account should the top of the jacks be handled until the
jack is clear of the aircraft. It is common for the aircraft shock absorbers to stick
and suddenly collapse resulting in damage to equipment or serious injury to parts
that might be between the aircraft and jack. After the aircraft is lowered and the
jacks removed, the jacking pads and adapters should be removed and the
chocks placed in position. Any fuses or circuit breakers should be re-set in their
correct position.
7.2.7 TRESTLES
These are provided to support to aircraft structures (main planes, fuselages etc.)
and may also be used to support the complete aircraft. Various types are
available including plain wooden trestles that are purpose built and not
adjustable. Trestles should only be used at designated strong parts of the
structure. It will normally be shown in the Maintenance Manual where they
should be positioned. Lines are often painted on the aircraft to show where the
trestle beam is positioned.
Universal Trestle - This trestle is made up from lengths of angle iron, bolts and
nuts, and has two jacking heads. By using different lengths of angle iron, trestles
of various sizes can be produced. The wooden beam across the jacking heads
may be replaced by a wooden former, cut to the curvature of the component it
supports. Padding is normally attached to the former to prevent damage to the
aircraft finish. The two jacking heads, which are hand operated screw jacks,
enable the beam to be adjusted to suit the angle of the component.
Note: Although the trestles have 'jacking heads', they should only be used for
supporting a load, not for attempting to raise parts of the aircraft. Damage may
be caused to the aircraft if attempts are made to to do any more than support the
structure.
Tail Trestle - This trestle is not suitable for heavy loads and must only be used
for supporting a load vertically. Adjustment in height may be made by rotating
the windlass type nut. As in the universal trestle, the beam may be replaced by a
shaped former to suit the contours of the aircraft.
Slinging - Slings may be required for lifting various parts of an aircraft during
maintenance, repair, dismantling and assembly. Sometimes a complete aircraft
may need to be lifted for transportation or to clear a runway quickly.
The use of the correct equipment for lifting aircraft parts will minimise the risk of
damage to the aircraft and personnel. A list of special equipment is usually in the
front of the maintenance manual. This list will usually include special slings to be
used on the aircraft and any other special equipment or tools required.
Slings may be of the three-point type as used for lifting-main planes; other types,
used for lifting engines, fuselages or other large items may be fitted with spreader
bars or struts. Before removing a main plane, the opposite main plane must be
supported with trestles. To attach a sling, some aircraft have special slinging
points with threaded holes in the airframe which are used to fit the eye or fork-
end bolts of the sling. These holes are normally sealed when not in use with
removable plugs. As an alternative to screw in fittings, some slings are used in
conjunction with strong straps that pass under the component to be lifted.
These may only require picketing in very strong wind conditions. The maximum
wind-speed will normally be stated in the Maintenance Manual (including gusting
winds). The aircraft should be headed into wind and the parking brakes applied.
Cables or chains should be attached from the aircraft picketing points to prepared
anchorage's. In some cases the picketing cables are special components and
include a tension meter that is used to apply a pre-load to the cable.
7.3.2.2 Helicopters
In addition to the above requirements, the rotor blades should be tethered
whenever possible, since even light gusting winds can cause damage to the
blades if free to flap. The collective pitch lever should normally be locked in the
fully fine position and the rotor brake applied. Rotor head and blade covers
should also be fitted if the-helicopter is parked over night. If high winds are
expected, they should be parked in a hangar and/or the rotor blades should be
folded. On many helicopters the blades are tethered by aligning one blade along
the tail cone, locking the collective pitch lever in fine pitch, and applying the tip
covers to each blade, pulling them against the stops. Each blade may then be
lashed to it's respective picketing point.
7.4 GROUND DE-ICING & ANTI-ICING
This method must not be used below -7C and may need to be performed in two
steps.
1. Snow and ice is normally removed initially with a jet of hot water not
exceeding 95C.
2. If necessary a light coating of de-icing fluid is then sprayed on immediately
(within 3 minutes) to prevent re-freezing.
High pressure sprays may cause damage to pitot-static probes and other
sensing devices
Covers and bungs should be fitted during de-icing operations to prevent
ingress of fluid into air intakes, drains, vents and ram air intakes
High pressure sprays may cause erosion of the aircraft skin. Consult the
appropriate Maintenance Manual for manufacturers recommended maximum
impingement pressure.
7.4.5 ANTI-ICING
When used for anti-icing the FPD fluid should be sprayed on to the aircraft cold
and undiluted either before the onset of icing or after hot de-icing has been
carried out. The fluid film will prevent ice and snow from sticking to the aircraft
skin and, given time, will melt any fresh precipitation. The time for which the fluid
remains effective, known as the 'hold over' time, is given in the table on the
following page.
Notes:
Under extreme cold conditions it may be necessary to heat the fluid (60ºC
max) to give it sprayability.
No significant increase in holdover time is achieved by strengthening the mix
of type I (AEA) fluids.
Stations using Kilfrost will normally provide a mix of 5-/50 or 60/40. It may be
difficult to get stronger mixes at short notice unless the temperature
conditions at the stations involved are below limits for that mix.
Guide to Holdover Times
Oxygen System
Check test date of oxygen cylinders
Disconnect distribution lines from oxygen cylinders, blank off
pipelines and cylinder outlet connection
Check cylinder pressure is above 50 p.s.i.
Remove crew masks for storage
ITEM Repeat
Intervals (days)
Water Waste
Drain potable water system
Purge potable water system with dry air or nitrogen
Fuel System
Refuel aircraft with fuel treated with an approved biocidal agent
After 24 hours, drain water from fuel tanks
Hydraulic System
Check system for leaks 7
Replenish system
Coat all unpainted hydraulic pipe-work with preservative ompound
Aircraft Exterior
Wash aircraft
Coat all unpainted metal surfaces with preservative compound
Aircraft Interior
Remove passenger seats and carpets for bay storage
Remove, service and store all galley portable equipment
Remove, check and store windshield wiper arms complete with
blades
Remove rain repellent canisters
Electrical/Electronic System
Remove and service batteries
Remove for bay service, all rack mounted electronic equipment
Apply power to and function installed electronic equipment 7
7.6.4.1 General
Fuel is contained in three integral fuel tanks, one in each wing and one in the
fuselage centre section. A refuel/defuel station situated in the underside of the
right wing leading edge, consists of a standard fuel coupling, an off load valve for
defuelling and transfer between tanks, and a refuel control panel.
7.6.4.2 Refuelling
Pressure refuelling is governed from the control panel; automatically by using the
load pre-select, or manually by use of the tank refuelling valve override switches.
In the event of refuel cut-off failure the system is vented to atmosphere via a
NACA duct located in each wing tip.
Overwing gravity refuelling points are provided for each tank.
Magnetic fuel level indicators enable direct tank fuel level reading, to be taken
from the wing tanks only.
7.6.4.3 Defuelling
Selection of the off load valve to the open position connect, the main fuel feed
line to the refuel gallery. Fuel is then off loaded by selection of the appropriate
common feed and cross-feed valves, and use of the fuel feed pumps. The centre
tank is offloaded by selecting fuel transfer to the wings with the relevant wing fuel
pumps selected ON.
Approved fuels
Additives
The following additives are suitable for the system. They may be used singly or in
combination, at the approved concentrations.
ANTl-CORROSION D.Eng.R.D.2461 and APL2461
ANTI-ICING AND BlOClDAL D.Eng.R.D.2451 and MlL-T-27686
BlOClDAL BIOBOR JF
ANTI-STATIC SHELL ASA.3
DUPONT STADIS 450
NOTE:
1. These quantities refer to an aircraft fuelled to override cut-off. When gravity
filled, the quantity in each wing tank reduces to 1005 Imp gal. (1027 US gal.,
4569 litres, 8040 lb, 3647 kg.) but the centre tank quantity remains the same.
2. The above mass values of capacity are derived from the volumetric capacity
assuming a Specific Gravity of 0.8. For other values of SG correct the above
mass values as follows where SG refers to the actual value for the fuel
loaded into the aircraft:
7.6.4.7 Limitations
Maximum refuel pressure : 50 p.s.i. (3·45 bar).
Maximum defuel suction 11 p.s.i. (-0.76 bar).
Maximum refuel rate is shown in the following table:
Do not refuel the centre tank unless the required load exceeds the capacity of the
wing tanks.
There are no tank imbalance limitations during normal refuel or defuel operations.
For refuel/defuel limitations with the aircraft on jacks, refer to 07-00-00.
7.6.4.8 Refuellinq/defuelling
WARNING:
1. ENSURE LANDING GEAR GROUND LOCKING PINS AND CHOCKS ARE
IN POSITION.
2. NO SMOKING OR NAKED FLAME WITHIN 30 FEET (9.14 METRES).
3. BEFORE CONNECTING TANKER HOSE TO AIRCRAFT, MAKE CERTAIN
THAT AIRCRAFT AND TANKER ARE CONNECTED TO AN APPROVED
GROUND AND THAT THE TANKER IS BONDED TO THE AIRCRAFT.
4. IN THE EVENT OF FUEL SPILLAGE OR FIRE, STOP REFULLLING, SHUT
DOWN REFUEL FACILITY AND ELECTRICAL POWER, AND OPERATE
THE APU CUT-OFF SITUATED AT THE REFUEL CONTROL PANEL.
CAUTION :
1. USE ONLY APPROVED FUELS.
2. MAKE CERTA N THAT ADEQUATE FIRE FIGHTING FACILITIES ARE
AVAILABLE.
3. COMPLY WITH LOCAL SAFETY REGULATIONS.
4. BEFORE PRESSURE REFUELLING OR DEFUELLING, ENSURE THAT
BLANKS HAVE BEEN REMOVED FROM NACA DUCTS ANO THE VENT
PIPES IN THE SURGE TANKS.
1. Drain all water from tanks using water drain tool. CAUTION : INVESTIGATE
ANY CONTlMlNATION OF THE DRAINED SAMPLE (OTHER THAN
WATER).
2. Open refuel panel and select MASTER switch ON. Check fuel contents.
3. Bond refuelling tanker to aircraft bonding point in right-hand main landing
gear bay.
4. Bond refuelling hose nozzle to aircraft.
5. Remove fuel tank cap by raising handle and turning counter-clockwise To
OPEN.
6. Insert nozzle and refuel to required level. Check correct load by use of tank
contents indicators on refuel panel.
7. Remove nozzle and install tank cap with arrow (FWD) pointing forward.
Rotate handle clockwise to register with CLOSE.
8. Lock filler cap by pushing handle down to lie flush in its recess.
9. Disconnect nozzle bonding,
10. Disconnect bonding from tanker.
11. At flight deck centre instrument panel, check fuel quantity indicators show
correct fuel load.
12. At fuel control panel, select MASTER switch OFF. Close and secure control
panel door.
7.6.4.15 Defuel (offload)
NOTE : Refer to limitations, para.4.
7.7.1ELECTRICAL
Ground electrical supplies are often necessary for engine starting or to permit
operation of aircraft equipment on the ground when the engine driven generator
is not running, thus minimising the load on the aircraft internal batteries.
Many small aircraft have direct current (DC) electrical systems and although
alternating current may be provided for the operation of certain equipment, it is
not usual for the aircraft to have provision for the connection of AC power. The
external power socket is usually for the connection of a DC power supply. On
larger aircraft, there is usually provision for connection of both AC and DC power.
7.7.2 HYDRAULIC
7.7.3 PNEUMATIC
8.1.1PREVENTATIVE MAINTENANCE
Due to the high cost of modern aircraft, operators are expecting them to last
much longer than perhaps even the manufacturer anticipated. As a result the
manufacturers have taken more care in the design of the aircraft to improve the
corrosion resistance of aircraft. This improvement includes the use of new
materials and improved surface treatments and protective finishes. The use of
preventative maintenance has also been emphasised more than it was
previously. Preventative maintenance should include the following measures:
Adequate and regular cleaning of the aircraft
Periodic lubrication, (often after the cleaning)
Regular and detailed inspection for corrosion and failure of protective
treatments.
Prompt treatment of corrosion and touch up of damaged paint
Keeping drain holes clear
Draining of fuel cell sumps
Daily wipe down of most critical areas
Sealing of aircraft during foul weather and ventilation on sunny days
Use of protective covers and blanks
8.1.2CORROSION REMOVAL
General the corrosion removal treatment includes the following main steps:
1. Cleaning and removal of protective coat on the corroded area
2. Remove as much of the corrosion products as possible
3. Neutralise the remaining residue
4. Check if damage is within limits
5. Restore protective surface films
6. Apply temporary or permanent coatings or paint finishes.
Cleaning and Paint Removal. If corrosive attack has not progressed beyond
the point requiring structural repair, it is essential that the complete suspect area
be cleaned of all grease, dirt or preservatives. This will aid in determining the
extent of corrosive spread. The selection of cleaning materials will depend on the
type of matter to be removed. Dry cleaning solvent (trichloethane - Genclean)
may be used for oil, grease or soft compounds. Heavy duty removal of thick or
dried compounds may need solvent emulsion type cleaners.
General purpose, water removable stripper is recommended for most paint
stripping. Adequate ventilation should be provided and synthetic rubber surfaces
such as tyres, fabric and acrylics should be protected. Care should also be taken
to ensure that the correct specification paint remover is used. If the wrong
remover is used, certain materials may be damaged. Redux Bonded structures
are particularly susceptible to damage. Remover may also soften pressurisation
sealant and plastic materials such as perspex. If the remover is solvent based,
the vapour from the solvent will cause damage. Rubber gloves, acid repellent
aprons and goggles should be worn by personnel carrying out paint removal
operations.
The following is a general paint stripping procedure:
1. Brush area with stripper to a depth of 1/32 to 1/16 inch. Ensure brush is only
used for paint stripping.
2. Allow stripper to remain on surface long enough for paint to wrinkle. This
may take 10 min. to several hours.
3. Re-apply the stripper to areas that have not been stripped. Non- metallic
scrapers may be used.
4. Remove the loosened paint and residual stripper by washing and scrubbing
surface with water and a broom or brush. Water spray may assist, or steam
cleaning equipment.
8.1.7ALCLAD
Pure aluminium has more corrosion resistance than the stronger aluminium
alloys. To take advantage of this, a thin sheet of pure aluminium is laminated to
both sides of the aluminium alloy. The alclad surfaces offer good protection and
can be maintained in a polished condition. Care should be taken not to remove
too much of the aluminium layer by mechanical methods as the core may be
exposed.
8.2.1INTRODUCTION
The early detection of defects before they become critical is vital in aircraft
engineering. These notes explain the basic principles of the most common
methods used. Non Destructive Testing (NDT) or Non Destructive Examination
(NDE) is a valuable tool for detection of potential failure areas.
It is essential that the student is aware of the following:
The basic Non Destructive Testing (NDT) methods available and principles of
each method
Dye Penetrant method in detail.
The regulations concerning who can carry out NDT testing.
8.2.2BASIC METHODS
Refer to CAP 562 Section 4. Read this, as it contains all the information required
by the CAA.
Oil and chalk method. This method has been superseded by the penetrant
method, but the CAA may still ask if you are aware of it, particularly the
Bristol Modified method.
Penetrant dye method. You must know this in detail, particularly the
reasons why you might get poor results from this method and the different
types of penetrant. How many of you have done a dye penetrant test? Read
CAP 562 concerning the use of dye penetrant for testing for leaks (including
the test for pressurised vessels).
Ultra-sonic flaw detection. Basic principles, what types of defects /
materials and who would normally carry out these tests.
Magnetic flaw detection. Types of defect/materials, basic principles,
essential to de-magnetise after testing. Difference between current flow
method and induction method.
Eddy current. Basic principles, types of materials / defects.
Radiological examination. Basic principles, when, how and safety aspects.
Visual methods. i.e. magnifying equipment and optical probes such as
endoscope, boroscope or fibrescopes. See CAP 562.
8.2.5PENETRANT TESTING
Important points are as follows:
Type of Defect / Materials. Penetrant testing may be used to detect surface
defects in any non-porous materials, including metals, plastics & ceramics. It may
also be used to detect porosity in materials that should not be porous.
The basic principle of penetrant flaw detection is that a liquid dye is applied to the
surface of the material and it migrates into the crack. Excess penetrant is then
removed from the surface and a developer applied. This developer draws out the
penetrant dye and is subsequently stained. The stained area indicates a defect.
Penetrants are available in many different forms. The most popular are termed
colour contrast for viewing in natural light or fluorescent dyes for viewing in ultra
violet light. They may be applied by brushing, spraying or dipping. Some
penetrants are also available in a thixotropic (gel, but becomes liquid on
application) form. Mention should also be made of the post-emulsifier types of
penetrant. An emulsifier is a blending of wetting agents which allows excess
penetrant to be removed with water. Some penetrants contain an emulsifier and
with others, the emulsifier is applied as a separate stage. Most penetrant 'Field
Kit's' use an oil based penetrant which uses a solvent for cleaning instead of
water. The solvent is usually Trichloroethane based.
Basic Process. The dye penetrant process can be broken down into:
Surface preparation and pre-cleaning
Application of the penetrant
Removal of excess penetrant
Application of the developer
Inspection and recording defects
Cleaning and restoration of surface finish
Obviously if a defect is found, the fault will have to be rectified.
Surface Preparation. The surface of the material to be tested must be
completely clean and free from dirt, paint & surface treatments. Paint should be
removed using an approved remover, taking care not to apply remover to area's
which might be damaged (Redux bonding on Concord rudder). Take care not to
damage the material surface with scrapers as this might appear as a defect.
After paint removal, the surface should be washed with water or cleaned with an
approved solvent and then dried.
Application of Penetrant. The penetrant should be applied to the clean surface,
using a spray, brush or by dipping. The penetrant should be left on the surface
for the recommended contact time and kept wet. This time will usually depend on
the temperature and the size of the suspected defect. A time of 5 - 30 minutes
being normally recommended. At very low temperatures, extra time should be
allowed because the material (and the defect) will contract and the penetrant will
not be drawn into the defect.
Removal of Excess Penetrant. This is another area where incorrect procedures
will cause poor results. The object of the exercise is to remove all of the surface
penetrant without removing any of the penetrant that is in the defect. In the past,
operators have been known to spray penetrant removers directly onto the
surface, thus washing the penetrant out of the defect. The recommended
method with solvent bases spray removers is to remove the excess penetrant
with a clean cloth and then apply the remover to a clean cloth and wipe the
surface with the cloth. Repeat until clean.
Application of the Developer. The developer consists of either a dry powder, or
a powder suspended in a liquid. The powder acts as a blotter, drawing the
penetrant out of the defect. The aim is to produce an even coverage of the
component, without giving too thick a layer (this might completely blanket the
penetrant). The developer is applied either by aerosol spray, puffer, electrostatic
spray gun or using a dust cabinet. Time should be allowed so that the penetrant
can be drawn out of the defect. The normal time is one half the penetrant contact
time.
Inspection and Recording Defects. Inspection for defects should be carried
out using good illumination. This will be normal white light for penetrant dyes,
and ultra-violet (black) light for fluorescent penetrant (these being mainly used in
dark area's and for fine cracks). Defects will show up as shown in the diagram
below. The rate of staining being an indication of the width and depth of the
crack. Porosity may show up as a large dotted area. It is important that the
exact position of the defect is recorded, because it might not be obvious where
the defect is when the component is cleaned.
The basic principle is that a probe, consisting of a small coil supplied with AC
current is held in contact with (or close proximity to) the component. The
alternating magnetic field itself produces an alternating magnetic field which
opposes and modifies the original field. In aircraft work, eddy current testing is
usually of the comparative type, i.e. checking against a known defect. Eddy
current probes are often used to check for defects inside holes (see diagram
below) and specially shaped probes may be used to check items such as wheel
flanges and bead areas.
Cracks. Stress cracks often run along a line of rivets, but the edge of jointing
compounds used during the wet assembly of riveted joints often gives a false
indication. Radiographs may show indications of cracks, found to be cracks
in tank sealant. It is sometimes possible to open up tension cracks before
inspection by applying a tension load by jacking.
8.3.1INSPECTION
To aircraft engineers, inspection can mean a variety of things. One of the main
tasks carried out will be Scheduled Maintenance Inspections (SMI’s). These are
special inspections detailed by the manufacturer, carried out a specified time
period. When carrying out this inspection the ultimate aim is to ensure that the
aircraft or part being inspected is in a safe condition or that it complies with the
original design specification. The type of inspection carried out will depend on a
variety of factors.
The nature of the item being inspected i.e. the material it is made from. It may
be metallic, plastic, rubber or any other type of material.
The purpose of the inspection. It may be to establish whether the item is
suffering from a known fault.
The location of the item to be inspected. It may be fitted to an aircraft or
removed from an aircraft. In most cases the maintenance schedule will
specify that an item is always inspected without removal from the aircraft. The
term “in-situ” is usually applied in this case.
Is the inspection internal or external. The normal convention is that
inspections are external unless otherwise stated.
The degree or depth of the inspection. How closely do we examine a
component? Do we use magnifying aids or specialised techniques such as
Non-Destructive Examination?
The time available for the inspection. This is often dictated by circumstances.
If you are told to go out and inspect a tyre for wear, you should be able to
check it in a few minutes. A major aircraft inspection on a large aircraft,
however, is normally planned to take many days.
27. Rubber, Fabric, Glass Fibre and Plastic Parts e.g. coverings, ducting, flexible
mountings, seals, insulation of electrical cables, windows. Inspect for:
Cleanliness
Cracks, cuts, chafing, kinking, twisting, crushing, contraction – sufficient
free length
Deterioration, crazing, loss of flexibility
Overheating
Fluid soakage
Security of attachment, correct connections and locking
28. Control System Components. Inspect for:
Correct alignment – no fouling
Free movement, distortion, evidence of bowing
Scores, chafing, fraying, kinking
Evidence of wear, flattening
Cracks, loose rivets, deterioration of protective treatment and corrosion
Electrical bonding correctly positioned, un-damged and secure
Attachments, end connections and locking secure
29. Electric Motors, Alternators, Generators and Actuators. Relays, solenoids and
contactors. Inspect for:
Cleanliness, obvious damage
Evidence of overheating
Corrosion and security of attachments and connections
Cleanliness, scoring and worn brushes, adequate spring tension after
removal of protective covers
Overheating and fluid ingress
Cleanliness, burning and pitting of contacts
Evidence of overheating and security of contacts after removal of protective
covers
8.4 TROUBLE SHOOTING TECHNIQUES
Troubleshooting is the process of identifying the cause of a fault, eliminating the
fault and returning the aircraft to service. The main aim is to return the aircraft to
an airworthy condition with a high probability of the fault NOT re-occurring. An
engineer cannot ensure that the fault will not re-appear in service, but he/she
should make an attempt to permanently fix the fault.
9.1 INTRODUCTION
Most modern aircraft are designed to withstand the normal flight and landing
loads expected during flight. These will include the normal manoeuvres the
aircraft is expected to make. The designer will build in a safety factor to
compensate for loads slightly larger than normal. Sometimes extreme
circumstances occur which cause stresses outside the normal design limits.
If the design limits are exceeded, damage may occur to the aircraft. If it is known
or suspected that the aircraft has been subjected to excessive loads, then an
inspection should be carried out to ascertain the nature of any damage that may
have occurred. The manufacturer will normally have anticipated the nature of
some of these occurrences and detailed special checks for these “Abnormal
Occurrences”.
9.4.2 INSPECTION
The maintenance schedule or maintenance manual should specify the
inspections applicable to the aircraft. The areas specified in paragraph 9.4.1
should be examined for signs of strike or discharge damage. Bonding straps and
static discharge wicks should be checked for damage. Damaged bonding straps
on control surfaces may lead to tracking across control surface bearings, this in
turn may cause burning, break up or seizure due to welding of the bearings. This
type of damage may result in resistance to movement of the controls. This can be
checked by carrying out a functional check of the controls. Additional checks may
include:
Examine engine cowlings and engines for evidence of burning or pitting. As in
control bearings, tracking of the engine bearings may have occurred.
Manufacturers may recommend checking the oil filters and chip detectors for
signs of contamination. This check may need to be repeated for a specified
number of running hours after the occurrence.
Examine fuselage skin, particularly rivets for burning or pitting.
If the landing gear was extended, some damage may have occurred to the
lower parts of the gear. Examine for signs of discharge.
After the structural examination it will be necessary to do functional checks of
the radio, radar, instruments, compasses, electrical circuits and flying
controls. A bonding resistance check should also be carried out.
9.5.1GENERAL INFORMATION
This procedure is an extract from the Boeing 757 Maintenance Manual. It is
included to give you an idea of a typical aircraft inspection procedure. Not all of
the details have been supplied, but there is enough information to give you a
general idea. You will not be examined in detail on this procedure, but you should
be able to identify specific checks that highlight the previous notes.
This procedure has these three tasks:
Examine the External Surfaces for Lightning Strike
Examine the internal Components for Lightning Strike
Inspection and Operational Check of the Radio and Navigation Systems
9.5.2BASIC PROTECTION
The aircraft has all the necessary and known lightning strike protection
measures. Most of the external parts of the aircraft are metal structure with
sufficient thickness to be resistant to a lightning strike. This metal assembly is its
basic protection. The thickness of the metal surface is sufficient to protect the
internal spaces from a lightning strike. The metal skin also gives protection from
the entrance of electromagnetic energy into the electrical wires of the aircraft.
The metal skin does not prevent all electromagnetic energy from going into the
electrical wiring; however, it does keep the energy to a satisfactory level. If
lightning strikes the aircraft, you must fully examine all of the aircraft to find the
areas of the lightning strike entrance and exit points When you look at the areas
of entrance and exit, examine this structure carefully to find all of the damage that
has occurred
9.5.3STRIKE AREAS
Lightning strike entrance and exit points are usually found in Zone 1 (See
following diagram), but also can occur in zones 2 and 3. You can usually find
signs of a lightning strike in Zone 1. However, lightning strikes can occur to any
part of the aircraft, including the fuselage, wing skin trailing edge panels. wing-
body fairing, antennas, vertical stabiliser, horizontal stabiliser, and along the wing
trailing edge in Zone 2.
9.5.4SIGNS OF DAMAGE
In metal structures, strike damage usually shows as pits, burn marks or small
circular holes. These holes can be grouped in one location or divided around a
large area. Burned or discoloured skin also shows lightning strike damage
In composite (non-metallic) structures, solid laminate or honeycomb damage
shows as discoloured paint it also shows as burned, punctured, or de-laminated
skin plies. Damage you can not see can also be there. This damage can extend
around the area you can see. Signs of arcing and burning can also occur around
the attachments to the supporting structure
Aircraft components made of ferromagnetic material may become strongly
magnetised when subjected to large currents. Large current flowing from the
lightning strike in the aircraft structure can cause this magnetisation.
9.5.5 EXTERNALCOMPONENTS
A lightning strike usually attaches to the aircraft in Zone 1 and goes out a
different Zone 1 area. Frequently a lightning strike can enter the nose radome
and go out of the aircraft at one of the horizontal stabiliser trailing edges. The
external components most likely to be hit are listed below:
A. Nose Radome
B. Nacelles
C. Wing Tips
D. Horizontal Stabiliser Tips
E. Elevators
F. Vertical Fin Tips
G. Ends of the Leading Edge Flaps
H. Trailing Edge Flap Track Fairings
I. Landing Gear
J. Water Waste Drain Masts
K. Pilot Probes
9.5.6ELECTRICAL COMPONENTS
Lightning strikes can cause problems to the electrical power systems and the
external light wiring The electrical system is designed to be resistant to lightning
strikes. But, a strike of unusually high intensity can possibly damage the electrical
system components below:
A. Fuel valves
B. Generators
C. Power Feeders
D. Electrical Distribution Systems
E. Static Discharge Wicks
NOTE: lf inaccuracies in the standby compass are reported after a lightning strike
then a check swing will be necessary.
Frequently, a lightning strike is referred to as a static discharge. This is incorrect
and may cause you to think that me static discharge wicks, found on the external
surfaces of the aircraft prevent lightning strikes. These static discharge wicks are
for bleeding off static charge only; they have no lightning protection function. As
the aircraft flies through the air, it can pick up a static charge from the air (or
dust/water particles in the air). This static charge can become large enough to
bleed off the aircraft on its own. If the charge does not bleed off the aircraft on its
own, it will usually result in noise on the VHF or HF radios. The static discharge
wicks help to bleed the static charge off in a way that prevents radio noise
The static discharge wicks are frequently hit by lightning. Some personnel think
static dischargers are for lightning protection. The dischargers have the capacity
to carry only a few micro-Amps of current from the collected static energy. The
approximate 200,000 Amps from a lightning strike will cause damage to the
discharge wick or make it fully unserviceable
If one or more of the previous systems have problems with their operational
checks, examine and do a test of the coaxial cables and connectors.
10
The item can now be passed into the Bonded Store, it having been confirmed as
an approved, serviceable part. The Bonded Storekeeper enters the item into the
Stores Record System. An indexed card system is a common method, each card
being filed in Part Number order. Other details will be recorded such as
description, location stored or Bin number, quantity in stock, minimum stock
levels and re-order quantities. Larger organisations will use a computerised
database system with the same type of information recorded. There may also be
a Shelf Life Book. This may have separate pages headed by month and year for
the foreseeable future. Each item is entered on to the page when its shelf life
expires, or 3 months ahead of that point to enable its use to be planned before
expiring.
When an item is drawn from the Store for installation on an aircraft, the part will
be identified using the Part Number. The indexed card or database system may
be checked to find out how many are in stock and where stored. Normally the
first item received into the store will be issued (First in, First Out or FIFO). This
procedure may be varied if a component is held with only part life remaining -
either a repaired item or a serviceable item which has been removed from an
aircraft and returned into the stores system. The decision must be made if a
part-life item is acceptable or if an item with a full overhaul life remaining is
required.
The item will be issued on a Materials Issue Voucher or similar sheet generally
headed by the Job Number and listing the description Part Number, serial
number, if applicable, and GR or Batch number. When the job is completed, a
copy of this voucher is sent to Technical Records for inclusion in the Work pack.
The Storekeeper will then up-date the record cards or database, showing the
item has been issued to the Job Number and deleting the item from his shelf-life
book if applicable.
If management has decided that replacement items must be ordered when the
stock reaches a certain point, this will be shown on the Stores Record Cards and
the Storekeeper will initiate a requisition so that a Purchase Order will be raised
on a supplier for the required amount. With a database system, this may be
automatic.
The engineer installing the item on the aircraft will have all the information
needed for the logbook entry on the Stores Label, including the GR or Batch
Number which will enable the history of the item to be checked back to the
Approved Certificate if necessary.
"Certified that, unless otherwise stated above, the whole of the above
mentioned parts have been manufactured/overhauled/ repaired/modified*,
tested and inspected in accordance with the terms of the contract/order
applicable thereto and conform fully to the standards/specifications quoted
hereon and the requirements of the Civil Aviation Authority"
SIGNED.....................................
for and on behalf of.......................
DATE ..........................
*Delete where applicable
10.3.1 INTRODUCTION
`A job is not finished until the paperwork is completed'. In a book I was
recently reading, one of the characters, a famous eye surgeon wrote everything
down in a notebook as a memory aid. She then daily transferred her notes to her
computer. When asked why she wrote it down, she said, “If it isn’t in my
notebook, it didn’t happen”. This is equally true for the Aircraft Engineer. If it isn’t
signed for, it hasn’t been done. If aircraft are to be maintained efficiently and
safely, this is an inescapable fact.
Many aircraft engineers consider that doing the work is the most important aspect
of their job. In reality the Captain of the aircraft you have just worked may be
relying on a signature on a document to prove that the work has been done.
10.4.3 WORKSHEETS
It is essential that records be kept of all maintenance work carried out on aircraft.
Defects and rectification can be entered and signed for directly into the logbooks,
but the logbooks would rapidly be filled and difficult to check. It is common
practice to use worksheets for the following reasons.
Consider a Scheduled Maintenance Inspection (SMI). In this case the
worksheets will list all the inspections and checks to be carried out as part of the
SMI. Often they are copies of the maintenance schedule pages with extra
columns in which the engineers will sign when they have completed the job.
Ideally, the worksheets should contain all relevant information to enable the
engineer to do the Job correctly without having to constantly refer to maintenance
manuals. (That is not to say that the engineer will not need to refer to manuals
and, in fact, steps must be taken to ensure that manuals are readily available to
him. Information such as pressures, types of greases to be used, wear limits,
can usefully be given on the worksheets provided they are always up to date.)
The benefits of the worksheets will be self-evident. The engineer has the
detailed requirements at his fingertips, so that he knows what he has to do
eliminating the risk of missing anything. He is not constantly handling schedules
and inevitably making a mess of them. He is able to sign as he completes each
item so that records are up to date.
As defects are found during the inspection, or if the aircraft comes in with a
defect, the defect is entered onto a Continuation or Rectification Worksheet, i.e. a
blank sheet with columns for defects, rectification work and signatures.
Mandatory Modifications, Inspections, Service Bulletins, or any other work
required will be entered on continuation worksheets also. When the work is
completed, the engineer and supervisor or Licensed Engineer if required, will sign
to this effect.
10.4.4 WORKPACKS
When completed, the worksheets are then filed in the WORK PACK. This will
normally be a file containing all of the paperwork for that particular job. All of the
Work Packs will be kept together as part of an Aircraft File and held in Technical
Records. It is treated as part of the aircraft logbook. A logbook Entry will have to
be made on completion of the work, which will refer, where necessary, to the
Work Pack by a Job Number. A reference note will state where the Work Pack it
is held i.e. the name and address of the company.
Typical uses of a worksheet are shown overleaf.
10.4.5 PLANNING
Prior to carrying out an inspection, the Planning Department will provide a
document pack containing all of the task cards associated with the inspection,
plus any other documents required. This will be made into a work pack that will
also contain a list of the documents contained in the pack. The Maintenance
Control Department will audit the documents to ensure the pack is complete. The
package will then be sent to the technical work area concerned.
This worksheet shows a typical page from a ramp check worksheet for a British
Airways Boeing 747. The worksheet page shown is page 1 of 8 pages.
The following worksheet is from Virgin Atlantic and shows a completed Flight
Management System task and the associated CRS.
10.5 MAINTENANCE INSPECTION
10.5.1 INTRODUCTION
The aircraft need to be regularly maintained in order to keep them airworthy. It is
a mandatory requirement that all aircraft registered in the United Kingdom must
be maintained in accordance with an approved maintenance schedule and any
associated maintenance programme necessary to support the schedule.
Before aircraft are issued with a Type Certificate for a new aircraft, the aircraft
Constructor/Manufacturer is required to provide manuals necessary for the
maintenance, overhaul and repair of aircraft. The manufacturer should also
specify the recommended periodic inspections and lives of components. This
document is called a Maintenance Schedule. The aircraft operator has also to
produce a maintenance scheduled based on the manufacturers schedule. The
operators schedule must be approved by the CAA. The manufacturers schedule
does not take into consideration the way the operator will use the aircraft. It
should be noted that Manufacturers' recommendations must be taken into
account when compiling a maintenance schedule for approval by the CAA.
The complete maintenance schedule is broken down into a series of levels, the
highest being the longest interval of time and the most extensive work. It should
be noted that there is never a definitive series of inspections for any aircraft. The
manufacturer will recommend the intervals for an inspection. These will not
always be suitable for the operator of the aircraft. The following will give an
indication for a typical aircraft:
Major Check - This is carried out at approximately 15,000 flying hours or five
years of average use. The time taken for this inspection will be
approximately 25 to 30 days. It will usually involve a thorough strip-down with
removal and overhaul of major components. The aircraft painted surface will
be stripped to allow for thorough surface inspection and the aircraft will be
repainted
Intermediate Check - This is carried out at intervals of 4-5000 hours and the
aircraft will be out of service for about 9 days.
Service check - Done at intervals of 800 - 3000 hours and will take from 1
to 2 days or six months of average use
Ramp Check - This is done at intervals from 125 to 500 hours and will
normally be done overnight
AT DALTON
for the Civil Aviation Authority
10.5.5.3 MSG-3
The Maintenance Steering Group (MSG) lays down a set of rules to be followed
in deciding a maintenance policy for an aircraft and its systems. These rules are
based on these rules are based on:
a the importance of the component or system
b the nature of the anticipated failures which may occur
c the visibility of the faults
d the possible corrective actions
It isn't possible to make a set of rules which specify every requirement in advance
because some decisions in the process involve engineering judgement by
experienced staff. In the original MSG-1 & MSG-2 there was considerable scope
for interpretation of the rules, which led to different results, depending on the
experience fed in. One of the objectives of MSG-3 was to tighten up the
definitions used by airline staff and manufacturers so as to leave little room for
ambiguity.
Aircraft Maintenance Program Development
Boeing 747
1960-61 - FAA / Industry reliability program
MSC MPP
MRB
MRB
DOC
MWG4 MWG5 MWG6
MPD
AIRLINE
AMP or
AMS
10.5.5.4 Implementation
The initial work of implementing the MSG process is divided into several groups
such as structures, systems, powerplants, electrical/avionics, flight
control/hydraulics and zonal inspections. Representatives of the operators
(launch customers), manufacturers, and regulatory bodies (CAA, FAA) comprise
the working groups, who are supervised by a steering committee. This committee
defines "specifics" to direct the groups; These include a procedures guide which
describes the frequency and nature of aircraft inspection to be used. The working
groups are also given a specific time schedule, since this interacts with the
certification and delivery of the new aircraft.
11.4.1 APPLICATION
Obviously, a primary consideration in cable selection is to determine the class of
cable required within the classification given. It should be noted that under one
generic name there may be a range of insulation thicknesses which will be
appropriate for Airframe or for Interconnect cable and thus correct identification,
by part number, is particularly important.
11.4.2 TEMPERATURE
The temperature rating of a cable must be defined to permit comparison with the
worst case requirements of the application. If follows that the location of a cable,
relative to hot air ducts and local hot spots such as power transformers and some
filament lighting, must be known. Cables have a specific maximum continuous
operating temperature, and for many types, this may be achieved by any
combination of ambient temperature plus temperature rise due to I2R losses.
However, it should be noted, that in general, it is undesirable to contribute more
than a 40C rise by electrical heating and that operating temperature and
installed life are directly related. The temperature rating of an airframe cable is
determined by its construction, and will be classified at one of the following
temperatures:-
11.5.1 CONDUCTORS
For equipment interconnection and airframe cables, the conductors are normally
of the stranded type and are usually made from plated copper. However, size 24
and smaller sizes of conductor will be of copper alloy having a higher tensile
strength. Fire resistant cables may also be of copper alloy or copper conductors
throughout all applicable sizes.
The total conductor consists of plated strands which are circular in section and
which are laid up into one of a number of strands forms. Aluminium conductors
are also available for cables of size 8 and large but such cables have not been
without problems. Any modification which involves conversion from copper to
aluminium should be classed as ‘major’ and thoroughly investigated, especially in
regard to termination techniques. Obviously, ‘aluminium cables’ will need to be
significantly larger in cross section than copper for a given electrical load,
because of the higher electrical resistance of aluminium.
11.6.2 MINYVIN
Some batches of Minyvin have in the past shown a tendency to shed the outer
nylon sheath because of splitting along a flow line inadvertently introduced during
manufacture. In dry areas of aircraft, replacement of such cable is not a matter
of urgency but if moisture, especially hydraulic fluid, is present then cable must
be replaced. In areas which are exposed and prone to fluid contamination, such
as undercarriage bays, modifications to introduce a more suitable cable have
been raised on some aircraft types.
11.6.4 ABRASION
Some types of cable have shown a tendency to ‘wear through’ the insulation at a
point where cable rubs on the structure. Areas of high vibration induce this
failure mechanism and it may be supposed that the stiffer construction of some
cables tends to produce a greater contact force and transmit vibration where
previously it was damped. Careful cable loom tying and clipping is necessary to
alleviate this problem (see Airworthiness Notice No.12 Appendix No.42).
Raychem Type 44
Description: Approval Reference E11623
Silver plated high strength copper alloy conductors or tin plated copper
conductors. The insulation is made up of radiation cross linked polyolefin
polymer with a protective sheath of polyvinylidene fluoride.
The following part numbers are identified with respective limitations:-
44A0811-XX-Colour
44A0812-XX-Colour Airframe Constructions
44A0814-XX-Colour
44A0211-XX-Colour
44A0212-XX-Colour Light Airframe/Interconnect construction
44A0212-XX-Colour
44A0111-XX-Colour
44A0112-XX-Colour Thin wall equipment wire constructions
44A0114-XX-Colour
44A1211-XX-Colour
44A1212-XX-Colour Screened and sheathed Airframe cable
44A1214-XX-Colour
44A1111-XX-Colour
44A1112-XX-Colour Screened and sheathed equipment wire
44A1114-XX-Colour
* Size 24 has silver plated high strength copper alloy conductors. All other
conductors under the part numbers shown have tin coated copper conductors.
Temperature range: 75C to +150C
11.7.4 Societe Filotex
11.8.1 B.I.C.C
11.8.5 Fileca
NOTE: Full details of the cable coding system will be found in the Maintenance
Manual or Wiring Diagram Manual for the relevant aircraft.
Nyvin 22 B B
Year of Manufacture Code Letter
Manufacturer’s Code Letter
Cable Size
Cable Type Name
Minyvin G XX X 22
Cable Size
Year of Manufacture Code Letter
Manufacturer’s Code Letter
Country of Origin
Cable Type Name
With effect from 1st January 1979 the country of origin code for Great Britain
was changed from G to Gbx, although the rest of the code remained
unchanged.
Blank Page
12. CABLE INSTALLATIONS
Cable installations in aircraft must be protected from the effects of abrasion,
mechanical strain, excessive heat and all aircraft fluids. The looms should, where
possible, be routed away from such sources of damage. In areas where
avoidance is not possible other steps need to be taken.
12.2 LACING
Lacing is no longer commonly used on aircraft looms, however it is still widely
used within equipment’s. The lacing cord used on aircraft looms was generally
1mm diameter pvc covered nylon cord. Inside electrical equipment, the cord used
is generally thin waxed linen or flax tape, as these are less prone to slipping.
Starting. The two methods commonly used to start lacing are a whipped start
and a knotted start.
Whipped start. Hold one end of the cord on the cable and wrap about 4 turns
tightly around the cable and over the cord. See diagram. When the end is well
secured, whip a further eight turns and make a lock stitch. The whipping can be
continued for any distance required to provide protection against chafing.
Knotted start. Make a clove hitch around the cable and secure the ends with a
reef knot. Make a lock stitch and finish normally.
Lacing is achieved using a running stitch pressed tightly against the cable loom
by means of locking knots or locking stitches formed at regular intervals along the
loom. The running stitches should be kept in line, parallel to the wires in the cable
loom.
Finishing. To terminate the lacing, wrap the cord four times around the loom,
tight against the last lock stitch. Using a separate piece of cord, form a loop and
lay it along the loom. Wrap eight turns over the loop and pass the end of the
running cord through the loop. Pull the loop out by its free ends, thus locking the
cord under the last eight turns. Cut off any excess cord.
Branching. If only one wire branches from a loom, it should be branched out at
a lock stitch without any variation in the lacing. If a group of wires leave the loom
at the same point, they should be laced together. At the required branching
point, make a lock stitch, wrap six turns closely together and make another lock
stitch. This whipping takes any sideways forces without straining the main lacing
or separating the wires of the loom. Form the wires into the required branch
loom, using a knotted start where it leaves the main loom.
12.3.3 WRAPPING
Efwrap and Spywrap are forms of extensible wrapping that can be wound around
looms without having to disconnect the cables. It comes in a variety of sizes, to
provide protection for single cables or looms. When applied, the wrapping needs
to be held in place at either end by cable ties.
12.3.5 CONDUITS
Conduits are generally used for conveying cables where there is the possibility of
exposure to oil, hydraulic fluid or other fluid. Cables may take the form of plastic,
flexible metal or rigid metal sheaths. Where shielding against signal interference
is necessary the cables are conveyed by metal conduits in contact with metal
parts of the aircraft structure to ensure good bonding.
The insulation on each PIDG connector is coloured Red, Yellow, Black or Blue.
The colour of each connector is related to and is an indication of the size of the
appropriate crimping tool. These in turn may be recognised by similar coloured
handles. The tool size is stamped on the tongues of each connector. This
marking also indicates the cable sizes for which it is suitable.
The size of the connector tongues are varied and as such may be attached to
terminal studs and screws in the B.S.F., B.A., Unified and Metric ranges.
Pre-Insulated In-Line Connectors
In-line connectors comprise a two way receiving barrel made of tin plated copper.
A copper sleeve is pressed over and overlaps each end of the barrel. During the
crimping operation this portion is compressed over the cable insulated in order to
provide support. The whole of the connector is covered by a hard plastic sleeve.
This has an indentation midway along its length so as to provide a means of
locating the connector in the crimping tool. The sleeve is again coloured for the
purpose of identifying the appropriate crimping tool.
The handles are colour coded to match the colour of the insulation on the
appropriate size connectors (crimps). On the newer tools the two handles have
two different colours, one to match the colour of the insulation on the high
temperature connectors, the other to match the colour of the insulation on the low
temperature connectors. The handles also incorporate a certi-crimp ratchet. This
is to ensure completion of the crimping operation.
It should be noted that, once the handles start to close, they must be fully closed
before the tool can be opened again and any work removed.
If any of the test specimens fail to pass the performance requirements, all the
terminations made with the crimping tool must be quarantined and individually
inspected. The crimping tool must then be removed from service and the die
dimensions checked using a 'GO/NO-GO' gauge to ensure they fall within the
limits specified by the manufacturer. A specimen table is shown below.
Tool No. A-MP Device Size 'A' Dimension 'G' Dimension
Go No Go Go No Go
47386 22 - 16 PIDG 109 115 035 055
47387 16 - 14 PIDG 120 126 045 065
When measuring the 'G' dimension, the insulation crimping adjustment pins
should be in position No. The tool must be closed before inserting the gauge.
The tool must be withdrawn from use if it fails to meet any of the above
conditions.
Crimping tools in regular service should be inspected every three months or 1000
crimping operations, whichever comes sooner, to ensure they are in good
working order and that the dies are undamaged and are free of foreign matter.
The tool is used in much the same manner as any other crimping tool, with the
exception that the pump has to be operated several times before the crimping
operation is complete. When the correct pressure is attained a ratchet operates
preventing any further increase in pressure.
Once the crimping operation has been completed, the pressure is released by
operating a pressure relief valve on the side of the tool. When the pressure is
released the jaws open and the crimped cable can be removed for inspection.
13.1.3 CRIMPING OF CONNECTOR PINS & SOCKETS
Modern plug and socket connections have removable insert pins or sockets
made to American Wire Gauge specifications. Again, various systems are in use,
and it is not possible to cover them all on the course. One typical system in
common use employs the AF 8 crimping tool, and it is this system that will be
examined in these notes. Again, students are expected to make themselves
conversant with other systems and their associated tooling.
13.1.4.1 Whipping
This method is rarely used today. It calls for a high degree of engineering skill.
The tail is whipped onto the screen or braid of the cable using thin tinned copper
wire. After whipping the wire is soldered. Unless utmost care is exercised,
damage to the insulation of the cable is inevitable.
Insert the separation spring of the lower die into the upper die opening. Push
up firmly and insert the lower die stem into the hole in the ram.
Insert the connector, with the ground trap facing up, into the nest area of the
die. Be sure to centre the connect.
Place the ground wire into the ground trap and the shielded cable into the
bottom of the connector. Be sure to butt the cable jacket and ground wire
insulation against the metal connector edge. The ground wire can exit from
either direction.
Squeeze the tool handles to form the connector around the shield.
Caution: Be sure that neither the cable outer jacket nor the ground wire
insulation is under the metal portion of the connector. This will overload the
dies.
Matching the connector and die to the cable:
Measure the diameter of the cable shield using a calibrated measuring tool.
Rotate the cable in order to locate the maximum shield diameter. Exert only
light pressure on the cable to get an accurate measurement.
For twisted pair and other non-symmetrical shielded cables, measure the
dimension of the major axis or the largest width of the cable.
Use the "Diameter of Shield"
column in the table below to
match the measurement to the
correct connector and
installing die.
Connector
Diameter of Die Cat Ground Wire Die Gage Cat.
Cat. No.
Shield . No Range No.
& Code
(1.27 - 1.78 mm.) 1 OR 2
RSK101 101A 101AG
050 - 070 in. *24 AWG STR
RED
(1.80 - 2.26 mm.) OR 1
101RSK 101B 101BG
071 - 089 in. *22 AWG STR
(2.29 - 2.54 mm.)
090 - 100 in. 201C 201CG
(2.56 - 300 mm.) 1 OR 2
RSK201 201D 201DG
101 - 118 in. *22 AWG STR
BLUE
(3.022 - 3.33 mm.) OR 1
201RSK 201E 201EG
119 - 131 in. *20 AWG STR
(3.35 - 3.63 mm.)
132 - 143 in. 201F 201FG
(3.66 - 4.11 mm.)
144 - 162 in. 301G 1 OR 2 301GG
RSK301
(4.14 - 4.70 mm.) *22 AWG STR
YELLOW 301H 301HG
163 - 185 in. OR 1 OR 2
301RSK
(4.72 - 5.10 mm.) *20 AWG STR
186 - 201 in. 301J 301JG
(5.13 - 5.84 mm.)
202 - 230 in. 401K 401KG
(5.87 - 6.35 mm.) 1 OR 2
RSK401 401L 401LG
231 - 250 in. *20 AWG STR
GREEN
(6.37 - 6.98 mm.) OR 1
401RSK 401M 401MG
251 - 275 in. *18 AWG STR
(7.01 - 7.62 mm.)
276 - 300 in. 401N 401NG
Cable preparation:
Note: These connectors should not be used
with multi-conductor shielded cables whose
conductors are solid or stranded bonded wire.
Remove the cable jacket as required and
prepare the shield as shown in the standard
method illustration.
Caution: During all stripping operations, use
extreme care to prevent nicking or cutting of
the shield or inner conductor insulation. This
could result in short circuits.
When the cable inner conductor insulation is
vinyl of .015 in. or less thickness or Teflon or
0.10 in. or less thickness, use foldback
method 1 or 2 as illustrated.
When the shield is foil or is spiral wrapped,
use foldback method 2.
When using either foldback method, be sure
to measure the diameter of the shield after it
is folded back. Refer to the table for proper
die selection.
Ground wire preparation:
For a single ground wire, strip the wire 7/16 in.
(11 mm) and twist the strands together.
For two ground wires, strip each wire 1/2 in.
(12 mm) and twist the two wires together.
If hairpinning (hooking) the ground wire is
desired, strip the wire 1/2 in. (12 mm) and
bend it as shown. Use one die size larger.
Caution: Do not solder dip the ground wire ends.
Caution: Do not use solid ground wire.
Select the gage whose catalogue number corresponds to the die catalogue
number and insert it from either side of the die into the slots in the upper and
lower dies as shown.
If the gage freely enters until the gage shoulder touches the side of the lower
die, the die is worn beyond limits. If the gage will not enter with gentle
pressure up to its shoulder, the dies are within limits and will produce good
installations.
Intended Use:
Wrap around connectors have been designed to ground the shield of single or
multiple conductor shielded cables. It is suggested that the customer evaluate
the suitability of these connectors and verify their performance for the particular
application.
13.2 SOLDERING
Connections inside electronic equipment are normally made by soldered joints.
Due to the increasing reliability of modern components, failure of soldered
connections is causing an increasing proportion of the total equipment failures.
The reliability of a soldered joint depends on the condition of the material to be
joined and on the care and skill of the operator making the joint. Poor joints
caused by surface oxidisation can be virtually eliminated by sealed storage
methods and by careful preparation of the materials immediately prior to
soldering.
A high level of operator skill can only be maintained by regular repetitive practice
and by meticulous attention to detail when making a joint.
13.2.2 SOLDER
Soft solder is an alloy of tin and lead. It is melted and allowed to flow between
the surfaces to be joined. A fused joint is formed by an alloying action between
the solder and the metal surfaces. The joint produced is not very strong
mechanically but is a good conductor of electricity. The lack of strength in a
solder joint means that a good mechanical joint must be formed prior to
soldering.
The most suitable solder for electrical work contains 60% tin and 40% lead,
melting at 190ºC. Some solders contain small amounts of antimony or copper
and melt between 190ºC and 240ºC. The soft solder normally used for electrical
work as supplied at 22 SWG, flux-cored wire.
Soldered joints can only be used at temperatures below 150ºC.
13.2.3 FLUX
Soft solder cannot alloy with a metal if there is any barrier such as oil, grease or
oxide present at the joint surfaces. These surfaces must be thoroughly cleaned
and a flux must be used to prevent oxide formation when making the joint. The
flux used for electronic work is a high-grade chemically developed resin. The
residue is not-corrosive, moisture proof and hard. Residue should always be
removed from joints used at high frequencies to prevent its dielectric properties
from affecting the circuit.
13.2.4 HEAT SINKS
Some components e.g. transistors are easily damaged by heat and must be
protected during the soldering operation. Heat sinks are designed to shunt the
heat away from the soldered joint, thereby protecting components. In use the
heat sink is clipped to the wire between the component as near the joint as
possible so that heat is absorbed by the heat sink and does not reach the
component. Heat sinks can also be used where application of heat to, and joint
is likely to melt the solder of adjacent joints.
The jaws of the tool are of the reverse-spring type, and the shape of the tips
permits gripping of the lead insulation and the exposed part of the lead, so that
during soldering the tips serve as a heat sink.
13.2.6 SOLDERING PROCEDURE
Good soldering is a skill which can be developed only by repetitive practice. The
basic methods is as follows:
30. Clean and tin the working face of the soldering iron bit. Allow iron, time to
reach the correct working transistorised circuits.
31. The surfaces to be soldered must be clean, bright and free from oxides.
Some cables have a protective wax coating which must be removed with a
suitable solvent.
32. Make a firm mechanical connection and apply heat sinks to protect sensitive
components.
33. Apply the tinned iron to the surfaces to be joined. Apply the flux-cored solder
to the work, not to the iron. If the work is sufficiently hot the solder will readily
melt and run into the joint.
34. When enough solder has been applied the iron should be removed and the
joint allowed to cool naturally. It is important that the solder solidifies before
the surfaces are allowed to move.
35. Remove any surplus flux from the joint and remove the heat sinks.
This method should only be used to remove solder from surface joints
13.2.9.2.1 Operation
36. Press the reset knob to engage the release latch.
37. Apply heat to the joint. Hold the tip firmly against the joint at an angle of 45
degrees. Do no press into the joint. Damage may result.
38. As soon as the solder has melted, press the operating trigger. Remove the
iron as soon as the vacuum stroke has ended.
39. Reset the tool immediately to eject the solder from the tip.
13.2.9.2.2 Cleaning
After several cycles of operation the tool should be cleaned out. This involves
unscrewing the teflon tip and removing the solder deposits from inside the tube
and tip if necessary.
13.2.9.3 Hot Air Jet method
This method uses a controlled flow of
hot air and permits melting of a solder
joint without physical contact. The
heated air may be supplied through
the hollow bit of a specially designed
tool, or, in some commercially
available solder extractor irons, it may
also be selected as a mode of
operation.
These devices allow the rapid removal of solder from tags or printed circuit board
component mounting points. This can greatly simplify the servicing tasks and
reduce the possibility of damage caused by the application of excessive heat
during component replacement.
The pins are of tubular steel and are precision brazed in the block at a spacing
which corresponds both to the relevant hole spacing of the board and to the pin
configuration of the package. The block should be applied to connections on the
circuit side of a board and with the aid of tweezers the package should be gently
pulled from the board. Residual solder should be removed from the holes by a
solder extractor iron before remounting the original package or a replacement.
Extreme care should be exercised when using heater blocks of all types. They
act as heat reservoirs and when applied to a board considerable heat can be
transmitted into the base material.
13.3 WIRE-WRAPPING OF ELECTRICAL CONNECTIONS
The wire-wrapping procedure is based on the elasticity of metals and is aimed at
producing a corrosion-resistant joint, with low electrical resistance.
A wire is stretched around a terminal post by means of a bit and sleeve, under
such tension that the wire is deformed around the edges of the post. After
relaxation, a constant tension will remain in the wire, and this will exert sufficient
pressure to maintain good electrical contact between the wire and the post.
Modified wire-wrapping (class A), the stripped end must be wrapped 8 turns
around the post, followed by about one turn of the insulated part of the wire. This
provides significantly improved resistance to vibration (see Detail B in the
diagram above).
The wire must be a single-strand conductor with good electrical properties. The
post should be relatively hard. It is usually made of bronze and has at least two
sharp corners. The wire is usually tin-plated or silver-plated.
The wires are run bunched together into looms along special paths on a circuit
board, or directly between the wire-wrap points, criss-crossing the board. The
latter is known as point-to-point wiring. The advantages of point-to-point wiring
include simplified service, less risk of interference and lower weight.
13.3.2 TOOLS
The wrapping tool consists of a metal rod, known as the bit, with a central guide
hole, which fits into the terminal post, and with a narrow groove in the periphery,
which fits the wire. The bit is caused to rotate, and the wire is then stretched
around the terminal post (see diagram below).
The tensile force during wrapping around the post is decisive to the quality of the
connection and is determined by the dimensions of the tool. In other words, it is
important to employ the correct tools, which are suitable for the intended
combination of wire area and type of post.
Tools for stripping and wire-wrap must have gained type approval and must be
subjected to periodic inspection.
40. Fit the stripped end of the wire as far as it will go into the wire groove of the
bit (see Detail A in the diagram below).
41. Fit the wire into the recess in the sleeve and bend the wire towards the
sleeve, along its length (see Detail B in the diagram below).
42. Hold the wire with the fingers and push the tool into the terminal post, to the
position at which wrapping is to start (see Detail C in the diagram below).
43. During wrapping, hold the tool straight and exert slight pressure in the
direction of the post (see Detail D in the diagram below).
If a connection must be re-wrapped, cut the wire and unwrap it with an
unwrapping tool. (The unwrapped end of the conductor must be not be used
again).
Wrapping may be repeated on a post from which earlier wire had been
unwrapped, provided that the post is undamaged.
13.3.4 INCORRECT WIRE-WRAPPING
Wire-wrapping with one of the defects specified below shall be rejected. (Refer to
above diagram).
Insufficient number of turns (see Detail A)
One turn not closed (see Detail B).
Spiral wrapping (in the case of open turns and in spiral wrapping, the distance
between the turns must not exceed one-half of the wire diameter) (see Detail
C).
Overlapping turns (see Detail D)
Overlapping wire-wraps (see Detail E).
Wrap too far up on the post (the wrap must not exceed beyond the chamfered
part of the post) (see Detail F).
Projecting end of the wire (the wrapping operation has been interrupted too
early) (see Detail G).
Physical damage (the wire must be free from scratches) (see Detail H).
The relieving turn, i.e. the bottom turn of insulated wire must be wrapped
around at least three corners (see Detail I).
The wire must be run so that the bottom turn will not be unwound (see Detail
J).
The wire must not be stretched between wrap points.
The following methods of inspection are intended for checking the tools and
terminal posts, and shall be carried out as random sample tests in production.
Separate test post and conductors of the same type as those employed in the
relevant work shall be used.
Note: The methods of inspection are of the destructive type.
The pull test involves applying a force to the wire-wrap and measuring the force
at which the wire-wrap slides off the terminal post (see Detail A in the diagram
above).
The unwrapping test involves wrapping the wire off the post (see Detail B in the
diagram above). The test can be carried out in different ways:
By means of special tools.
By means of the unwrapping tool.
By hand.
During the unwrapping test, the conductor must not be subjected to tension
and/or torsion. The unwrapping test is considered to be satisfactory if
unwrapping is carried out without the wire fracturing.
14. INTERCONNECTING CABLES
There are three types of wire connection; permanent, semi-permanent and those
which can be rapidly broken and remade for installation or maintenance purposes
and which usually involves a number of circuits or wires which must automatically
be connected correctly. The first two types are used in the manufacture and
testing of aircraft and generally employ terminal blocks or strips. The last type, by
no means the least important, employs plugs and sockets otherwise referred to
as multi way connectors.
The block was ultimately found to be too large for the confined conditions
resulting from the use of extended electrical systems and panels in later
installations. A miniature block of a similar nature was developed but never
produced.
14.1.2 PLESSEY TERMINAL BLOCKS
Whilst the British were preoccupied with elaborate designs, in America
terminations were, as they still are, on plastic strip bases with fixed terminal
pillars, the cables being fitted with ring type tags which were placed over the
pillars and clamped down with an ordinary nut. This method has been extremely
successful in providing solid reliable connections in thousands of aircraft over
millions of hours.
The decision not to proceed with the S.B.A.C. miniature block led the Plessey
Company to develop a smaller terminal block which was used extensively on
British aircraft. The unit could accommodate up to 20 terminations and employed
a spade type crimped terminal, locking into a metal clamp with spring retainer,
which could be further secured by a screw to from a rigid connection, as shown
above.
These terminal blocks have a temperature range from -50C to 175C. They are
made from Diallyl Phthalate and are red or black in colour. They are sealed with
flourosilicone rubber coloured red or white. The contacts and the bus plate
assemblies are made from gold plated copper alloy. Although the bus plates
cannot be seen, the layout is indicated by trace lines on the top of each module
as shown below.
The contact sizes are determined by their current rating and each contact size
can accommodate more than one conductor size as shown below:
Size 21 - 3 amps conductor sizes 22 and 24
Size 20 - 7.5 amps conductor sizes 20,22 and 24
Size 16 - 13 amps conductor sizes 16,18 and 20
Size 12 - 23 amps conductor sizes 12 and 14
The dielectric use can withstand 1500 volts rms at sea level.
14.2 CONNECTORS
Electrical connects are designed in many shapes and sizes to facilitate the
installation and maintenance of electrical circuits and equipment in all types of
aircraft. For example, if may be necessary to replace a damaged section of
electrical harness in an aircraft. If the section of harness is connect other
sections by connectors, it is a comparatively simple matter to unplug the section
at both ends and remove the damaged section. A completely new section may
then be quickly installed. If the damaged section were connected by terminal
strips, the operation would take a considerable amount of time. It can be seen
that if larger electrical or electronic equipment were connect by terminal strips a
similar problem would result.
A conductor assembly comprises two principal parts. These parts are generally
called the plug and socket or receptacle. The plug section generally contains
'pin sockets' and the socket or receptacle, contains pins. Some confusion may
arise concerning plugs and receptacles because some authorities call the section
containing the pin sockets, ‘the receptacle’ and the section containing the pins
‘the plug’. In many cases it is simpler to refer to the two sections as ‘the socket
section’ and ‘the pin section’. Whichever way the connectors are described, the
live side of the circuit should always be connected to the socket section. This
arrangement reduced the risks of shorting the circuit and of electrical shock.
Connectors may be fixed or free items, i.e. fixed in a junction box, panel or
equipment, or free as part of a loom assembly to couple onto a fixed item.
There are numerous variations in the design of connectors governed principally
by the requirements of the circuit, the number of conductors to be terminated and
the environmental conditions in which the connector is to be used. The bodies or
shells are mostly of light alloy or stainless steel finished overall with cadmium
plating. They may be provided with either a male or female thread, or may be of
the bayonet type for quick connection and disconnection. Connectors used on
rack mounted equipment may be square and simply push together, retention
being achieved by locking the equipment into the rack.
Polarising keys and keyways are provided to ensure that plugs and sockets mate
correctly, they also prevent movement between the contacts, thereby reducing
strain when the coupling rings are tightened.
The shells of free connectors are extended as necessary by the attachment of
outlets. These provide a means of supporting the cables at the point of entry to
the connector, thereby preventing straining of the conductor and pin or socket
joints, they also prevent displacement of the contacts in the softer material
insulators. In many cases special clamps are provided, these compress the soft
insulation material so that it grips the conductors, thus providing support and
preventing the ingress of dirt or moisture.
To prevent distortion of the insulated moulding and to assist in correct mating of
the connectors, all positions in the connector should be fitted with a pin or socket
as appropriate, in some instances this may require the use of special pin insertion
tools. In addition, a special ‘filler’ insert must be fitted to ensure correct cable
support and to prevent the ingress of dirt or moisture.
Plug contacts are usually solid round pins, and sockets contacts have a resilient
section which is designed to grip the mating pin. The contacts are retained in
position by insulators or inserts as they are often called, which are a sliding fit in
the shells and secured by retaining rings and /or nuts. Insulators are made from
a variety of materials depending on the connection application.
Cables were originally attached to connector pins and sockets by soldering and
although retained within some equipment, this has now been superceded by
crimping techniques which have already been studied.
Identification of pins and sockets is achieved by numbering or lettering. In many
connectors, but not all, a spiralling guideline embossed on the faces of the inserts
is used to signify the sequence. When letters are used I, O and Q are not used
and to allow for larger numbers of contacts capitals are used first, then low case
letters and then double capital, i.e. AA.
To provide information in respect of all manufacturers and all specifications is
beyond the scope of these notes, students must therefore consult both
manufacturers literature and maintenance manuals whenever possible.
The diagrams and procedures that follow are only intended to give an insight into
what can be considered as a subject in its own right. Detailed information must
be obtained from the relevant aircraft maintenance manuals.
A variety of old connectors
33. Align tool and contact axially with grommet hole and carefully guide contact
through grommet into lock position. (see diagram 2 below).
Tweezer type installing and removal tools for rear release connectors.
Identification
To remove contacts:
51. Open the tool tips sufficiently to be places around the wire insulation. Slide
the tool down the wire until tool tips enter the grommet and come to a
positive stop (see diagram below). A slight increase in resistance will be
noticed just before contact.
52. Holding the tool tips firmly against the positive stop on the contact, grip the
wire and simultaneously remove the tool, contact and wire.
Caution!! The tips on installing and removal tools used on small contacts have
very thin wall sections. This causes them to have sharp edges which
can cut the wire insulation or connector sealing grommet.
Do not squeeze, spread, tip or rotate the tweezers while entering the
connector grommet.
Instructions For Plastic Tools.
Installing (coloured end):
15.1.1 CONSTRUCTION
When the meter is connected to an electrical circuit, current flows through the coil
creating a field around its conductors. The direction of field rotation can be found
using the Right Hand Grasp rule. The field around the conductors of the coil
react with the main field, the field above the conductor on the right is
strengthened whilst the field below the conductor is weakened, causing the
conductor to move down. The field above the conductor on the left is weakened,
whilst the field below is strengthened, causing the conductor to move up. Both
conductors form part of the coil, so the coil will rotate on its pivots. As the coil
rotates it will continue to distort the main field, without a controlling force to
oppose the movement, even a small current would cause the coil to rotate to its
end stop and indicate full scale deflection. Control for the movement is provided
by the contra wound springs. As the coil rotates, one spring is compressed the
other extended.
Hookes law states that the extension of an elastic body is directly proportional to
the applied force, provided the force remains within the elastic limits of the
material. This means that the relationship between the extension and the applied
force is linear, the applied force is the motor torque, which also has a linear
relationship with the current creating it. Therefore the meter movement is linear
and the scale can be linear.
The coil and pointer will come to rest when the torque created by the springs
cancels the torque created by the moving coil. The larger the current flowing in
the coil, the greater the torque produced and the further the coil will rotate.
Rotation of the coil moves the pointer across a scale calibrated to indicate the
value of circuit current or voltage.
The current required to move the pointer to the furthest point on the scale is
called full scale deflection current, i.e. the current required to moved the
pointer to full scale deflection. If the current in the coil is less than I f.s.d. the
pointer will take up a position between zero and full scale deflection.
15.1.3 DAMPING
The moving coil meter is designed to move quickly from zero to the required
value. With no damping, momentum will cause the movement to overshoot.
When the movement overshoots, the force created by the springs is greater than
the torque created by the coil, so the meter swings in the opposite direction back
towards its intended position. Again, with no damping, the meter will overshoot.
The torque produced by the fields is now greater than the force produced by the
springs and so the meter swings back in the original direction towards its
intended position. With no damping the movement oscillates, each over-swing
being smaller than the previous, until the movement comes to rest. To prevent
the meter oscillating, a damping system is incorporated.
Damping is provided by the aluminium former on which the coil is wound.
Aluminium is a conductor. When moved in the field of the permanent magnet
the former has emf’s induced in it that result in eddy currents and the production
of a field. The field around the former opposes the main field and tries to prevent
movement, thus providing damping. The faster the meter moves, the greater the
induced emf, eddy currents and field, and the greater the damping provided.
The amount of damping used is important, too little and the movement will
oscillate, too much and the movement will be sluggish and may not stop at the
correct position, the motor torque being unable to overcome the damping force.
When the damping is insufficient, the movement is said to be under-damped,
when too much damping is provided the meter is over-damped.
The amount of damping necessary to get the meter to move to the correct
position with no over-swings, in the shortest possible time is called critical
damping. Critical damping is one specific value of damping, this is difficult to
obtain and is easily changed by changes in operating conditions, any changes
affect the response of the movement.
Meters are normally set up with ideal damping. Ideal damping allows the meter
to move to its intended position with one over-swing. The initial speed of
response is quicker than a critically damped movement, however, the meter
takes slightly longer to come to rest at the required position. An advantage of
ideal damping is that, as the meter ages and friction increases, the damping
tends towards critical damping, thus improving its response time.
Typical values of full scale current and voltage for a basic moving coil are 100A
and 0.005 volts. This makes it far too sensitive for use in practical circuits where
voltages and currents far in excess of these values are encountered. The range
of use can be extended by using shunts for higher currents, and multipliers for
higher voltages.
When using a shunt it should be connected directly to the main conductors of the
circuit under test, the meter movement should then be connected to the shunt.
This will prevent an accidental open circuit damaging the meter movement.
When using the meter to measure voltages it is connected in parallel with the
circuit under test. The maximum current that can pass through the movement is
again that which gives full scale deflection, this is determined by the circuit
voltage and the meter resistance, and may well exceed Ifsd.
To limit the current through the movement, a resistor must be connected in series
with it. This resistor is known as a multiplier.
To determine the multiplier value, Ifsd and the meter resistance must be obtained
from the movement. The series combination of meter resistance and multiplier
resistance must limit the maximum current to Ifsd. Therefore:
Ifsd = as RTotoal = Rmeter + Rmult
Ifsd =
Rmeter + Rmult =
therefore Rmult = - Rmeter
Shunts and multipliers should both be made from metals that have low
temperature co-efficient of resistance, metals such as Manganin and Eureka.
The second meter in the examples above has the higher Ohms per volt value and
will therefore cause a smaller loading effect on the circuit when used for voltage
measurement.
An alternative method used for calculating the Ohm per volt value s to take the
reciprocal of the fsd current.
If Ifsd = 1mA the Ohms per volt value would be 1/001 = 1000
If Ifsd = 50A the Ohms per volt value would be 1/00005 = 20 000
The Ohms per volt value also gives an indication as to the sensitivity of the
meter, and is sometimes called the “Figure of Merit”.
There are numerous types digital meters on the market, but even the most basic
have input impedances of 2M or greater for d.c. measurement and 1M for a.c.
The frequency range varies from 0 to 20 kHz upwards. The values for each
meter should be confirmed before use.
For the meter to indicate correctly, the current must flow from the red to the black
terminal of the meter. The positive terminal of the cell must therefore be
connected to the meter movement and the negative terminal to the red terminal
of the meter. Under these conditions, the black terminal of the meter is positive
with respect to the red terminal, and current flows through the circuit under test
from black to red.
When the probes or meter terminals are open circuit zero current flows and the
meter should indicate maximum resistance, that is no pointer movement. When
the test leads are shorted together maximum current flows and the meter should
move to fsd, indicating zero resistance. When a resistor is connected between
the terminals, the current will be determined by the value of the resistance and
the meter will move to some intermediate position to indicate the value of the
resistor.
When using a multimeter to measure resistance, the meter movement is
determined by the amount of current flowing in the circuit under test. In
accordance with Ohms law, the value of current is determined by both the circuit
resistance and the circuit voltage, therefore any change in voltage will affect the
value of current. When a multimeter is used for resistance measurement, the
circuit voltage is derived from the cell, therefore if the cell voltage decreases, the
circuit current will decrease and the meter will under-read. Cell voltage reduces
with age, therefore another variable resistor must be connected in series with the
meter movement and the circuit under test to enable correction. As the cell ages,
the value of resistance is reduced increasing the circuit current to its correct
value.
15.2 RATIOMETER TYPE INSTRUMENTS
A ratiometer is basically a moving coil instrument that uses two coils as opposed
to a single coil. One coil is used to measure current, the other voltage. Both
coils are mounted on the same spindle but are wound in such a manner that the
torque's produced are in opposition, i.e. one coil tries to move the pointer
clockwise the other anti-clockwise. The air gap between the soft iron spindle on
which the coils are wound and the permanent magnet between which it rotates is
no-linear. This creates a reduction in torque as the coil moves into the larger air
gap and vice versa.
Under most conditions current flows in both coils of a ratiometer. The coil with
the larger current creates a torque that causes that coil to rotate towards the
larger airgap, decreasing the torque it is producing. At the same time the other
coil is pushed into the smaller airgap, creating an increasing torque. When the
two torque's are balanced the pointer stops moving.
The two coils can be inter-connected in two different ways as shown below.
In circuit 1, the current coil measures the sum of the current flowing in the
unknown resistor and the voltage coil, and the voltage coil measures the voltage
across the unknown resistance only.
In circuit 2, the voltage coil measures the voltage drop across both the current
coil and the unknown resistance, and the current coil only measures current
through the unknown resistor.
If the unknown resistance is high, i.e. when carrying out an insulation resistance
check, it is better to use circuit number 2. When measuring a large resistance the
current flow through it will be low. If circuit 1 were used, the current through the
voltage coil would be large in comparison, creating a large error in the current
measured. Using circuit 2, the low resistance of the series current coil has little
effect on circuit current, and the voltage drop across the small resistance of the
current coil is negligible in comparison to that of the unknown resistance.
If the unknown resistance is low, i.e. when carrying out a bonding check, it is
better to use circuit number 1. When measuring a low resistance the current
through it will be relatively high. If circuit 2 were used, the voltage drop across the
current coil would be very large in comparison to that across the unknown
resistor, creating a large error in the voltage measured. Using circuit 1, the high
resistance of the voltage coil draws little current in comparison to the unknown
resistor, creating a negligible error in the current reading, and the voltage coil
only measures the voltage drop across the unknown resistor.