SCHOOL OF MECHANICAL ENGINEERING

DEPARTMENT OF AERONAUTICAL ENGINEERING

LAB MANUAL
OF
AIRCRAFT SYSTEMS (U6AEA21)
U6AEA21 AIRCRAFT SYSTEM LAB LTPC
0032
OBJECTIVE
To train the students “ON HAND” experience in maintenance of various air frame systems in
aircraft and rectification of common snags.

LIST OF EXPERIMENTS

1. Aircraft “Jacking Up” procedure

2. Aircraft “Levelling” procedure

3. Control System “Rigging check” procedure

4. Aircraft “Symmetry Check” procedure

5. “Flow test” to assess of filter element clogging

6. “Pressure Test” To assess hydraulic External/Internal Leakage

7. “Functional Test” to adjust operating pressure

8. “Pressure Test” procedure on fuel system components

9. “Brake Torque Load Test” on wheel brake UNIT Is

10. Maintenance and rectification of snags in hydraulic and fuel systems.

(HOD) (DEAN)
 INTRODUCTION TO AIRCRAFT SYSTEM

An aeronautical engineer must have a solid foundation in basics of A/C System, the
principle of cooling and sound knowledge of the way the principle is applied to various
systems used in the A/C. The various systems that exist in aircrafts are as follows

 Hydraulic System
 Aircraft Oxygen System
 Pneumatic System
 Air-conditioning and Pressurization System
 Electrical System
 Engine oil & Fuel System
 Aircraft Instrument System
 Ice and rain protection system
 Fire protection and smoke detection system
 Leak and Waste system
 Aircraft weapon (Rocket, Gun, Missiles, Bomb& Ejection system)
 Communication and navigation system
 Propulsion system

Though the systems are used to operate the various counter and components, they require day
to day check, repair & examination for smooth and proper function. The purpose to conduct
A/C system lab is to familiarize day to day activities required to maintain airworthy condition
of A/C.

AIRWORTHINESS

The continuing capability of the A/C to perform in satisfactory manner, the flight
operation for which it is designed.

INSPECTION

It is the most important form of function of aviation maintenance. As the A/C gives
complexity, it becomes more important to detect any possible trouble before it becomes
serious. To assist this, aero engineers are provided with detail special check list and the
maintenance manual for each type of A/C. The engineer has to go through maintenance
manual thoroughly before attempting any kind of activity in aircraft and its components. The
operations may be carried out on A/C on daily flying hours and/or cycle basis.
MAINTAINENCE

The set of action including inspection, servicing, and determination of condition

required to achieve a derived outcome which restore an A/C part and equipment in
serviceable condition.

OVERHAUL

Overhaul means stripping a unit and restoring it to its design performance level after
replacing, reworking of parts to a given standard.

SERVICING

It means preparing the A/C for flight, includes providing the A/C with fuel and other
fluid and gases but do not include any work that is maintenance.

TROUBLE SHOOT

It means to analyses and identify the malfunction.

REPAIR

It means to correct the defective condition.

MODIFICATION

It is a continuous process to improve its reliability and performance.

SERVICING SCHEDULES

Servicing on Hours/Calendar/Cycle basis, which are to be carried out on aircraft at set

Hours/Calendar/Cycle basis are mentioned in the manual or A/C servicing schedule. The
servicing includes examination, inspection, lubrication and removal of major components
such as landing gear jacks, door locks, air-conditioning equipments; aircraft brake units
wheels etc. landing gear functional test, flying control range and moment check., A/C rigging
procedure, hydraulic fluid contamination test, fuel contamination test & some activities
requires replacement of components.

Aircraft maintenance checks are periodical checks that have to be done on all aircraft
after a certain amount of time usage. Aircrafts usually refer to as one of the following checks.

A CHECK

This is performed approximately every month. This is usually done over night. The
actual occurrence of this check varies by the type, cycle or number of hours flown since the
last check. The occurrence can be delayed by the aircraft if certain predetermine conditions
are met.
B CHECK

This is performed in approximately 3 months.

C CHECK

This is performed every 12 to 18 months. This check puts aircraft out of service and
requires plenty of space usually at the hanger and maintenance base. Schedule and occurrence
has many factors. The component is described and thus varies with the A/C category and
type.

D CHECK

This is the heaviest check of an A/C. This check is done approximately every 4 to 5
year. This is the check that takes the entire A/C apart for inspection. A comprehensive check,
analysis Non Destructive Testing (NDT) check and complete health monitoring of the engine
has to be recorded. Complete overhauling of the A/C and its components even A/C painting
is also required in this process.

CONCLUSION

In order to ensure air worthiness condition of an A/C and its associated systems.
Various checks/inspections within stipulated time, following the schedule show the A/C and
its system are kept in fully serviceable condition at all time and in turn enhance the A/C
safety. The time frame of schedules varies from A/C to A/C.
 SAFETY PRECAUTIONS WHILE HANDLING AIRCRAFT
SYSTEMS AND ITS COMPONENTS

AIM

To prevent accident and damage to man and material.

OCCASIONS

Whenever required to handle the A/C and its system components and ground
equipments.

AIRCRAFT

o Before caring out any work on the A/C, the respective maintenance manual is
to be referred for further instructions. The necessary safety precautions are to
be strictly followed.
 Before entering the cock pit of a fighter A/C, ensure that the ejection seat is in safe
and all armament operating switches are in safe position and all the safely pins are in
position.
 Before switching on the master battery switch ensure that the under carriage selector
lever is in down position and latched and all the armament store door switches are in
safe condition.
 Ensure that the wheel chocks are engaged.
 Before operating the control surface, ensure that the control locks are removed.
 Before starting the engine.
 Chocks are to be kept in front of the wheel.
 A/C brake system in serviceable.
 A serviceable fire extinguisher is available.
 Never tow an aircraft without a person inside the cockpit before towing the A/C,
check the brake pressure.
 While towing the A/C never exceed the walking speed.
 Never drop any tool while working.
 While working inside the A/C, collect all the tools and space on completion of the job
and ensure no items are left behind.

HYDRAULIC SYSTEM

 Always release the system pressure before removing a component from the A/C
 Never does any maintenance work on airplane with any other specified oil other than
the recommended one.
 Carry out the patch test on the system to prevent the contamination of oil. This can be
carried out using Millipore patch test kit.
 Never mix different grade of hydraulic oil to service the A/C.
 Blank all the ports of the removed components and the A/C pipe ends to avoid the
entry of dust, dirt and foreign particles.
  Follow the necessary precautions to dismantle the hydraulic components.
 Avoid spilling of hydraulic fluid on the A/C and in and around from the A/C. If
spilled it should be cleaned immediately to avoid slipping.
 Before fitting a new hydraulic component, it should be unblanked, degreased, washed
and flushed.
 While fitting the non return valve and restrictors, ensure that the marked arrows are in
the desired direction.

PNEUMATIC SYSTEM

 Release the system pressure before attempting a job.

 Clean all the vents of the aircraft
 On removal of components, blank all the parts of the component and the respective
pipes.
 While carrying out the pressure test never exceed the given limitation
 While charging the pneumatic pressure always use the pressure regulator and safety
valve. Drain the oil and water separator.
 Never handle any bottle or cylinder from its charging nozzle. Always use protective
cover

OXYGEN SYSTEM

 Smoking, open flames or smokes should not be permitted while working on the
oxygen system.
 Do not carry matches while handling the O2 system
 A/C must be grounded and all electrical power must be switched off.
 Keep working area and equipment free of oil, grease or any other flammable material.
 Keep the tools and clothing free of oil and grease.
 Object should not come in contact with grease or solvents as this will cause
spontaneous explosions.
 Never lubricate the O2 system components except on approved compatible lubricant.
 Hand should be clean and free from oil. Do not use greasing gloves.
 A spark is not necessary to cause a fire or explosion but the chemical reaction of fuel,
gas and oil combined with O2 is sufficient to develop instant combustion and cause
fire and explosion.
 Never permit O2 cylinder to come in contact with electrical welding circuits and
apparatus.
 Never use oxygen from cylinder without reducing the pressure through a reducing
regulator and safety valves.
 Never mix other gas or compressed air is an O2 cylinder.
 Never test for pipe line leaks or flow pipe line with oxygen unless the lines are
specifically made for that.
SAFETY PRECAUTIONS TO BE FOLLOWED DURING FUELLING AND
DEFUELLING

 Do not operate radio, radar or any other electrical and electronic equipment except
those specified.
 Ground the fuel supply unit and aircraft.
 Make sure the fuelling source contain the proper fuel grade as specified by the
manufacture.
 No smoking, open flame is permitted in and around the A/C.
 It is not permitted to drop any tool while the operation is on.
 The operation should be carried out in an open or fully ventilated space.
 Do not carry out oxygen related work.
 1. AIRCRAFT “JACKING UP” PROCEDURE

Aim:

To Jack – up the complete aircraft using “Tripod” jacks as per the maintenance
manual.

Tools & Equipment Required:

1. Main Wheel Jacks – QTY – 2, 2. Nose Wheel Jack – QTY – 1, 3. Airframe General
Tool Kit.

Procedure:

1. Refer to specific type a/c maintenance manual and follow the “Jacking Up”
procedure.

2. A coordinator should supervise jacking up operation and one technician each on

each jacking point should operate the jack under the instructions.

3. Check the a/c weight, fuel state and C. G., are within ranges as per the manual.

4. Position the a/c inside the hangar on hard and level ground protected from wind,
keep the chocks in front and rear of the wheels and release the brakes.

5. Ensure that there is adequate clearance about every part of a/c and adequate access
and space for cranes and other ground equipment.

6. Connect the earthing cable to the earthing points in the a/c.

7. Install aircraft ground lock safety pins.

8. Fit the jacking pad to the a/c jacking points and adapters to the jacks.

9. Position the jacks at each jacking points and raise them until the adapters are
located centrally in the jacking pads. Ensure that the jacks are vertical and loads evenly
distributed over the legs of each jack.

10. Remove the wheel chock slowly and raise the a/c maintaining it in a horizontal
position until the aircraft legs are fully extended and wheels are clear off the ground.
 JACKING UP OF ANY ONE WHEEL OF AN AIRCRAFT USING BOTTLE JACK

1. When only one wheel to be raised to change a tyre or the wheel bearings a low
bottle jack is used.

2. Before the defective wheel is raised, the remaining wheels must be chocked in front
and rear to prevent the movement of the aircraft.

3. The defective wheel should be raised only high enough to clear the wheel off the
ground surface.

Result:

Thus the Jacking Up of the complete aircraft using “Tripod Jacks” is carried out as per the
maintenance manual.
 2. AIRCRAFT “LEVELLING” PROCEDURE
Aim:

To bring the aircraft “Rigging Position” (i.e., the longitudinal and the lateral datum
lines are horizontal) by using jacks, trestles and other ground equipments as per the particular
type of aircraft.

Objectives:

Generally for smaller light aircraft, fixed or portable datum pegs or blocks are
provided in the cockpit or fuselage. A straight edge and spirit level can be placed. But in
some instant parts of structure which run parallel with the datum lines may be used. Some
times different methods are used for heavy aircraft like “Grid Method”. The grid plate is a
permanent fixture on the floor of the aircraft and a “Plumb Bob” is suspended from a pre
determined position in the roof of the aircraft over the grid plate. The adjustments required on
the lifting jack to bring the aircraft to level position are indicated by a grid scale, the level
obtained when the plumb bob is immediately over the grid scale.

Tools & Equipments Required:

1. Main Wheel Jacks – QTY – 2, 2. Nose Wheel Jack – QTY – 1

3 Airframe general – Tool Kit 4. Spirit Level 5. Inclino - meter

Procedure:

LEVELLING OF NOSE WHEEL TYPE AIRCRAFT

1. Position the jacks exactly under the lifting points.

2. In case of nose wheel aircraft, operate the main and nose wheel jacks
simultaneously and evenly until wheels are clear off the ground.
3. Longitudinal and lateral leveling points are located by referring the maintenance
manual.
4. Set the spirit level on longitudinal structural member to establish longitudinal
level position.
5. Adjust the nose or main wheel jacks till spirit level bubble comes to the center.
6. Set the spirit level across specified structural member to establish lateral level
position.
7. Adjust the main jacks till the air bubble in the spirit level comes to the center.
8. Sometimes air pressure is reduced in tyre of shock structure to establish level
attitude.
9. Fuel can be transferred from one tank to another to establish level attitude.
 10. Recheck longitudinal level after the lateral leveling is completed.
11. Once the aircraft is leveled longitudinally and laterally the aircraft is ready for
“Rigging Checks”.

Result:

Thus the nose wheel type aircraft is “leveled” using jacks, trestles and other ground
equipments as per the maintenance manual of the aircraft.
 3. AIRCRAFT “RIGGING CHECKS” PROCEDURE

Aim:

To carry out the rigging checks in the aircraft after carrying out the leveling of the
aircraft as per the maintenance manual.

Objectives:

The dihedral and lateral angles of conventional aero plane are generally not disturbed.
But they should be checked at specified periods. Especially after heavy landing reported by
the pilot or abnormal flight conditions, to ensure that the components are not disturbed and
angles are within the permissible limits.

Tools & Equipments Required:

1. Main Wheel Jacks – QTY – 2, 2. Nose Wheel Jack – QTY – 1

3. Airframe General – Tool Kit 4. Spirit Level

5. Inclino – meter 6. Plumb – bob

7. Measuring Tape (50m)

Procedure:

A sequential procedure has to be followed as per the “Rigging Checks” mentioned in

the manual.

a) Wing Dihedral Angle

b) Wing Incidence Angle
c) Engine Alignment Checks
d) Checking verticality of fin
e) Control system Rigging Check Procedure.

a) Wing Dihedral Angle:

Objective:

Dihedral means the lateral angle of the wing with respect to the horizontal
plane. The positive angle formed between lateral axis of an airplane and a line which
passes through the center of the wing. The outer end of the lower surface of the wing is
higher than the root end. This angle increases the lateral stability during cross winds.

Occasions:

1. Erection of a new aeroplane.

2. After undergoing major modification.
3. After heavy landing.
4. Followed by a flight through extreme turbulence.
5. Over speeding and violent performance.

Procedure:
1. Jack – up the aircraft.
2. Level the aircraft.
3. Place the Dihedral board at the positions specified by the manufacturer.
4. Place the spirit level on the dihedral board.
5. Check the bubble location and if found in the center the subject angle is
considered to be correct.
6. If no such boards are available a straight edge “inclinometer” can be used.

b) Wing Incidence Angle:

Objective:
To ensure correct alignment of wings fitting in order to achieve design
performance of an aircraft.

Definition:
Angle of incidence is the acute angle formed by the chord of the aerofoil and
longitudinal axis of the aircraft. Aeroplane is usually designed with a positive angle of
incidence in which the leading edge of the wing is slightly higher than the trailing edge.
The correct angle of incidence is essential for low drag and longitudinal stability. Many
aeroplanes are designed with a greater angle of incidence at the root of the wing than at
the tip (to avoid wing tip stalling) gradual reduction in angle of incidence towards wing
tips is ‘washout’.

Occasions:

1. Replacement of wing.
2. Followed by a heavy landing.

Procedure:
1. Jack up the aeroplane.
2. Level the aeroplane to rigging position.
 3. Incidence is usually checked at least in two specified positions of the top
surface of the wing to ensure that the wing is free from twist.
4. A variety of incidence boards are used to check the incidence angle.
5. A typical incidence board is placed at the specified locations on the surface
being checked some have stops at the forward edge of the wing. The
purpose of the locating points on the wing is to ensure that the board is
placed in the exact place intended for incidence angle check.
6. If the incidence angle is correct the inclinometer on top of the board will
read zero or within a specified tolerance.
7. If the incidence angle is incorrect check wing attachment points for correct
torque, check the attachment points for cracks, check for the distortion of
ribs and spars.

Note: Checking the dihedral and incidence angle of tail plane procedure is similar to the main
plane.

c) Engine Alignment Checks:

Single engine is usually mounted with thrust line parallel to horizontal

longitudinal plane of symmetry. But this is not always true when the multi engines are
mounted on the wings checking to ensure that the position of engines including any degree of
offset is correct depends largely on the type of mounting. Generally the check entails a
measurement from the centerline of the mounting to longitudinal centerline of fuselage at the
points specified in the maintenance manual.

d) Checking Verticality of Fin:

1. After the rigging of horizontal stabilizer, the verticality of the vertical
stabilizer relative to the later datum can be checked.
2. The measurements car taken from a given point on either side of the top of
fin to a given point on the left and right horizontal stabilizer. The
measurements must be similar within specified limits.

Note: Some aircrafts having the leading edge of the vertical fin offset to (one or two degrees)
the longitudinal center line to counter act propeller torque.

e) Control System Rigging Check Procedure:

For a control surface to function properly it must be correctly adjusted. Correctly
rigged control surface will move through a prescribed angle (control throw) and be
synchronized with the movement of cockpits controls.
Rigging of any systems requires that step by step procedure be followed as outlined in
aircraft maintenance manual.
Although the complete rigging procedure for most of the aircraft is of a detailed
nature which requires several adjustments, the basic method consists of the following three
steps:
1. Lock the cockpit control bell crank and control surfaces in neutral position.
 2. Adjust the cable tension on the control linkages maintaining the Rudder,
Elevators or Ailerons in neutral position.
3. Adjust the control stops or rods to limit the control surface travel to the
dimensions given for the particular aircraft.
4. The range of controls and control surface in both directions from neutral
must be checked.
5. The rigging of trim tab system is carried out in a similar manner. The trim
tab control is set to neutral position and tab is usually adjusted to
streamline with control surface. After the tab and tab controls are in
neutral position adjust the control cable tension.
6. After a control system has been adjusted the full and synchronized
movement of the controls should be checked when checking the range of
control surfaces, the controls must be operate from cockpit and not by
moving the control surface by hand.
7. When dual controls are installed they must be synchronized and function
satisfactorily when operated from both positions.

Result:
Thus the rigging checks in the aircraft are carried out after leveling of the
aircraft as per the maintenance manual.
 4. AIRCRAFT “SYMMETRY CHECKS” PROCEDURE

Aim:

To carry out symmetry check procedure for the aircraft as per the maintenance
manual.

Tools & Equipments Required:

1. Main Wheel Jacks – QTY – 2

2. Nose Wheel Jack – QTY – 1

3. Airframe general – Tool Kit

4. Spirit Level

5. Inclinometer

6. Plumb-bob

7. Measuring tape (50m)

Procedure:

1. Refer the maintenance manual of a particular aircraft and locate the checking points
and precise figures of dimension with tolerance limit.

2. Place the aircraft in rigging position.

3. For small aircraft the measurements between identical points are usually taken by
using steel tape. When measuring long distances a spring scale can be used with the tape to
equal tension (a 5lb pull is sufficient).

4. For the large aircraft, the position where the dimensions are to be taken are usually
chalked on the floor. This is done by suspending plumb bob as a X mark. The measurements
are taken between centers of each marking.

5. If all measurements are within the tolerance limit specified in the maintenance
manual, the aircraft is in correct alignment. If any of the measurements is out of limit the
alignment must be readjusted as specified in the maintenance manual.

Result:

Thus the symmetry check procedure in aircraft is carried out as per the maintenance
manual.
 5. FLOW TEST TO ASSESS FILTER CLOGGING

Aim:

To carry out flow test to assess filter element clogging in the aircraft hydraulic
system.

Objective:

To ensure the cleanliness of hydraulic filtering element the flow test carried out in
order to determine the filtering capacity of filtering element.

In the aircraft specific hydraulic fluid only used, for which the scrupulous cleanliness
is absolutely necessary in order to achieve designed instantaneous function. In general
modern hydraulic oil needs a cleanliness level of 5-10 microns (min).

System oil is likely to loose its chemical properties because of its operating
temperature which may lead to clogging of filtering elements which in turn may lead to
further damage of valves in the systems.

Tools & Equipment Required:

1. Airframe general – Tool Kit 2. Hydraulic Test Rig

Occasions:

1. At specific periodic intervals (Every 50hrs of flying or once in 3 months etc)

2. Followed by a hydraulic snag.

Precautions:

1. Ensure that filter elements are subjected to ultrasonic cleaning before testing.

2. Carryout the test only in a dust proof room.

3. Use hand gloves during the test of handling filter elements and test equipments.
Procedure:

1. Fill the hydraulic oil (SKYDROL) up to the mark in the cylinder.

2. Engage the bottom plug to the filter elements bottom by pushing it up.

3. Engage the upper adaptor on the top of the filter element by pushing down.

4. Engage the plunger assembly to the top of the adaptor by screwing down.

5. Blank the upper part of the plunger by thumb and dip the plunger with filter till the
adaptor flange is immersed in the oil of pressure chamber.

6. Un blank the upper part of a plunger by removing thumb and simultaneously start
the stop watch to record timing.

7. Note down the time taken for stem or pointer to come & up inline with the plunger
and the timing must be within the specified limits i.e. 5 to 6 seconds. In case of excess
timing subject the filter element again to ultrasonic cleaning.

8. Reject the filtering element if the timing exceeds the specified limits.

Result:

Thus the flow test to assess filter element clogging in the aircraft hydraulic system is
carried out as per the maintenance manual.
 6. PRESSURE TEST TO ASSESS HYDRAULIC
EXTERNAL/INTERNAL LEAKAGE

Aim:

To assess the external or internal leakage from the components in the hydraulic
system during improper operation of the system.

Objective:

Sluggish or erratic operation of hydraulic system may be caused by external or

internal leakage from components or joints or internal leakage resulting from erosion or
faulty seals. A small amount of external leakage may not seriously affect systems operation
and some maintenance manuals specify acceptable limits. Temperature indicator installed in
some aircraft hydraulic systems will give some warning of incipient failure, since flow
produces heat. But internal leakage test are generally only conducted at specified intervals or
when faulty system operation is reported by pilot. Depending on the type of system installed,
either flow rate or leak rate are carried out (an external hydraulic test rig is usually being
connected to the aircraft and the hydraulic system is usually being prepared for normal
operation).

1. Flow Rate Check:

This check is carried out with a flow indicator installed in line with external test rig
the hydraulic services being systematically operated in the manner prescribed in relevant
maintenance manuals and the flow rates being recorded. Flow through a particular
component may be checked by comparing the flow reading at various actuator positions, but
some aircrafts are fitted with a maintenance hydraulic power system which used separate
pipelines and isolation cocks to facilitate flow rate checks. Components with internal leakage
greater than the maximum permitted should be removed for investigation.

2. Leak Rate Check:

For this check the system should be pressurized to normal operating pressure, then the
test rig should be quickly turned off and the time taken for system pressure to decay by a
prescribed amount, should be recorded. If the leakage rate is excessively high, parts of the
system may be checked individually, by blanking appropriate connections and recording the
leakage rate through particular components, or group of components. In some cases, leakage
through a component, such as an actuator, may be checked by disconnecting one pipeline,
applying system pressure to the opposite connection, and measuring the quantity of fluid
discharged through the open port over a specified time component showing excessive leakage
should be removed for examination and possible replacement of seals.

3. Seals:

When it becomes necessary to remove a component with gasket or static seal fitted to
the joint face, or to disassemble a component containing static or dynamic seals, the old
gaskets or seals should be discarded, and new one should be fitted. A new seal should be
checked to ensure that it is the correct size, and or correct material for the type of fluid in the
system, and to ensure that the shelf-life, where applicable has not been exceeded.

Extreme care must be exercised when handling and fitting a seal and a suitable assembly tool
or guide should be used where necessary a tubular guide should be used when passing a seal
over a thread. Scratches and nicks must be avoided and seal must not be stretched
excessively, it is particularly important to check ‘O’ rings assembly to ensure that they are
not twisted. Seals should be normally lubricated with system fluid before assembly, and in
some instances it is recommended that they should be soaked in fluid for a specified period.

In some cases a number of seals are used together, or in an assembly with leaking rings or
wiper rings. It must be ensured that these components are fitted facing in the correct
direction, and in the correct sequence, otherwise leakage and failure of the component may
result.

Backing rings of nylon or similar material may be supplied uncut. The join should be cut at
45degree and ends should be trimmed to produce the gap specified in the appropriate
maintenance manual.

Rings made from (PTFE poly tetra fluoro ethylene) require particular care during assembly,
as undue stretching or kinking could result in permanent damage. A tapered mandrel should
normally be used during assembly, to minimize stretch, with the larger diameter the same size
as the land over which the ring must pass. It is recommended that the component to which the
ring is fitted not be assembled for 30mins, to enable the ring to relax.

Result:

Thus pressure test is carried out to check external or internal leakage from the
components in the hydraulic system during improper operation of the system is assessed.
 7. FUNCTIONAL TEST TO ADJUST OPERATING PRESSURE

Aim:

To carryout the functional test to adjust operating pressure of the hydraulic system as
per the aircraft maintenance manual.

Objective:

In order to carryout functional tests the following conditions are to be met.

a) The system must be full

b) Accumulators must be charged with air or nitrogen to the correct pressure.

c) The electrical circuits must be reconnected.

d) Power for operation of system may be provided by an engine driven pump, or by

an electrically operated pump, or by an external hydraulic test rig.

e) All hydraulic controls and switches should be set to their appropriate operating
positions.

f) Then system should be checked for correct operation, service operating times and
signs of fluid leakage.

g) Both the normal and emergency systems should be operational and all gauges,
instruments and warning lights should be checked for correct operation according to the
particular aircraft systems, to ensure that shuttle and emergency valves are returned to their
normal positions.

Routine Maintenance:

The procedures outlined below are applicable to most aircraft hydraulic systems but
the detailed requirements for particular system should be obtained from the approved
maintenance schedule.

a) Lubrication of pivots and linkages should be carried out at the specified intervals.

b) Filters and chip detectors should be removed for examination and cleaning and
fluid samples should be taken and sent for analysis whenever contamination is suspected.
Filter sump should be cleaned and a new gasket or seal should be fitted when changing the
filter element.
 c) Exposed actuator rods should be cleaned and wiped with lint-free clothe moistened
with system fluid.

d) The fluid level in the reservoirs should be checked and topped up if necessary. A
certain amount of fluid may be lost through heating and seepage past seals, but the amount
lost should remain fairly constant. If the level is unusually low, the system should be checked
for leakage.

e) The gas pressure in the accumulators should be checked and the cause of any
excessive loss of pressure should be investigated. Internal leakage past separator or
diaphragm, may introduce gas into fluid, and external leakage would reduce the effectiveness
of the accumulator.

f) All system components should be examined for damage, corrosion, leaks and
security. Pipes should be examined for kinks, dents, chafing, leaks and security.

Result:

Thus the functional test to adjust operating pressure is carried out in the hydraulic
system as per the aircraft manual.
8. PRESSURE TEST PROCEDURE ON FUEL SYSTEM COMPONENTS

Aim:

To carryout pressure test procedure on fuel system components as per aircraft

maintenance manual.

Tools & Equipment Required:

Airframe general – Tool Kit.

Objective:

Pressure test on fuel system components to locate the internal and external leakage.

Theory:

Aircraft fuel system vary in complexity from the extremely simple system found in
single engine light aero plane to the complex system in large jet transports.

Every system has one or more fuel tanks, tubing to supply the fuel from the tanks to
the engine, valves to control the flow of fuel, provision for trapping water and contaminants
and a method for indicating the fuel quantity. The safety and reliability of the fuel system is
dependent upon proper inspection and maintenance.

Procedure:

Internal Leak Check

1. Remove the swivel nut from the strainer bowl and drain the fuel completely.

2. Turn off the fuel selector valve.

3. Turn on the engine booster pump.

4. If the valve is leaking internally fuel will flow into the strainer bowl.
External Leak Check

1. Locating leaks or defects in the fuel systems external portions involves very little
time in comparison.

1. Check for stains or newly developed wet spots in the fuel liner and hoses.

2. If there is any fuel odours, that indicates fuel leaks.

3. Carefully examine the plumbing, clamps, gasket supports etc., for fuel leaks at each
inspection period.

4. Inspect the fuel tanks or aircraft structure for evidence of fuel leaks. If any leak in
the fuel tanks is traced then carryout rectification as per the maintenance manual.

5. Check the repaired tanks for leaks by applying air pressure recommended by
maintenance manual. Any defect or leak in the interval or external fuel system is a potential
hazard.

Result:

This pressure test procedure on fuel system components as per aircraft maintenance
manual is carried out.
 9. BRAKE TORQUE LOAD TEST ON WHEEL BRAKE UNITS
STOPPING THE AIRCRAFT MOVEMENT ON GROUND

Aim:

To carryout brake torque load test on an aircraft using appropriate maintenance

manual.

Theory:

Braking Force: The total braking force can simply be calculated using Newton’s
Second Law.

BF = M × a × g,

Where

BF = Total Braking Force (N) M = Total aircraft mass (Kg)

a = deceleration (m/s2) g = acceleration due to gravity (m/s2)

Wheel Lock

The braking force can only be generated if the wheel does not lock because the
friction of a sliding wheel is much lower than a rotating one. The maximum braking force
possible on any particular axle before wheel lock is given by:

FA = MAdyn × g × μf

Where

FA = Total possible braking force on the axle (N), MAdyn = Dynamic axle mass (Kg)

g = acceleration due to gravity (m/s2), μf = coefficient of friction between

ground and tyre

Brake Torqe

Having decided which wheels will need braking to generate sufficient braking force
the torque requirements of each wheel need to be determined. For some legislation the
distribution between front and rear brakes is laid down. This may be achieved by varying the
brake size or more likely using a valve to reduce the actuation pressure.

T = (B × Fw × R) / r
Where

T = Brake Torque (Nm), R = Static laden radius of the tyre (m)

R = Speed ratio between the wheel and the brake

The coefficient of friction between the brake pads and the disk depends on the pad materials,
the rotational speed of the disk, and the force applied to the pad. The coefficient of friction
(μ) typically decreases with a) higher speed, b) more clamp force and e) more heat. We
generally use a typical number of 0.35.

The disk is about 7inch maximum diameter and the contact area on the disk is about 11⁄2inch
wide so the center of the pad contact area is about 7 – (1.5/2) or 61⁄4inches. The wheel and
tire assembly has a measure overall diameter of 15inches. The push on the aircraft, whether
from rolling momentum or push from the propeller, is applied to the wheel axle with a
moment arm of the wheel radius of 15/2 = 7.5inches.

The moment arm of the disk brake is fro the axle to the center of the pad contact area or about
3.12inches.

The example of 25pounds of pilot foot pressure puts 700pounds on the brakepads against the
disk on each wheel. If the brake pad coefficient of friction is 0.35 then 700 × 0.35 = 245
pounds of pressure is available as stopping force on each brake disk.

This is 245 × 3.12 = 764 inch-pound of torque. Translated to the wheel this is 764/7.5 = 102
pounds of stopping force on each of the two braked wheels, or a total of 204pounds of
stopping force on the aircraft.

If the propeller pushes on the aircraft with a static thrust of 649pounds and the brakes can
only provide 204pounds of stopping power. The braking must be increased by 649/204 =
3.18times.

Conclusion:

1) The static thrust was calculated at 649 pounds of push on the aircraft at the
maximum 5500 rpm.

2) The existing brakes on were calculated to provide 204pounds of maximum

stopping push. From this a braking improvement of 649/204 = 3.18 times needed.

3) The measured maximum stopping power of the existing brakes occurs at about
3000 rpm. From this a braking improvement of 3.36times is needed.

4) The measured 3.36times improvement needed and the calculated 3.18 times
improvement needed very close in agreement.
 10. MAINTENANCE AND RECITIFICATION OF SNAGS ON
AIRCRAFT HYDRAULIC SYSTEMS

Aim:

To study the trouble shooting procedure on aircraft hydraulic sytem.

S. No. Problem Cause Remedy

1. Lack of 1. Lack of hydraulic fluid 1. Top up the fluid level
hydraulic 2. Defective pressure regulator valve 2. Renew regulator valve
pressure 3. Defective pressure relief valve 3. Renew relief valve
4. Sheared pump shaft or defective 4. Replace the pump
pump
2. System fail 1. Defective pressure regulator valve 1. Replace regulator
to hold 2. Leaking pressure relief valve 2. Replace relief valve
pressure 3. Leaking check valve 3. Replace check valve
3. High 1. Defective or improperly adjusted 1. Reset the pressure
pressure in pressure regulator 2. Remove the obstruction
the system 2. Obstruction in the control unit
4. Unusual 1. Air for contamination in the 1. Purge the air
noise in the system 2. Replace with new
hydraulic 2. Faulty pressure regulator 3. Check accumulator fluid
system such 3. Lack of proper accumulator action level properly
as chattering
or banging
5. Grabbing 1. Oil or some other foreign matter on 1. Clean the disk brake drum
Brakes disk and linings 2. Replace the disk or drum
2. Worn-out disk or drum
6. Fading Brakes have been over heated and Replace the lining
Brakes lining burnt
7. Dragging 1. Air in the hydraulic system 1. Remove the air
Brakes 2. Broken down or weak return 2. Replace the springs
springs 3. Change the valves.
3. Defective valves
 10A. MAINTENANCE AND RECTIFICATION OF SNAGS IN THE
FUEL SYSTEMS

Aim:

To study trouble shooting procedure in the aircraft fuel systems.

Description:

Fuel is gravity fed from the metal wing tanks, through a shut off valve and a fuel
filter, to the carburetor. Positive ventilation is provided by a vent line and a check valve
assembly located in the left wing tank, a cross over line connecting the two tanks together
and a vented fuel tank cap on the right hand tank. The vent line from the check valve
assembly extends overboard through the lower wing skin adjacent to the left wing tank strut.
A fuel drain is located between the shut off valve and the fuel filter.

Precautions:

Certain general precautions should be followed when working on or around fuel systems.

1. Always “Ground” the aircraft to a suitable ground stake to prevent electrostatic

build up.

2. Use drip pans to prevent accumulation of drainage from lines, hoses, fittings
because accumulation increases the fire hazard.

3. Cover all open lines or connections to prevent damage to threads and entrance of
foreign materials into fuel systems.

Conclusion:

Thus trouble shooting procedures of both hydraulic and fuel systems are studied in
accordance with aircraft maintenance manual.