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Category– B2 Sub Module 7.18 - Aircraft disassembly, inspection, repair and assembly techniques
MODULE 7A
Sub Module 7.18
Contents
INTRODUCTION .........................................................................1
TYPES OF DEFECTS .................................................................1
VISUAL INSPECTION TECHNIQUES ........................................9
CORROSION REMOVAL, ASSESSMENT AND
REPROTECTION ......................................................................13
NON-DESTRUCTIVE TESTING (NDT)…………………………16
The inspection techniques may call for the disassembly of The manufacturer should specify the inspection areas and the
components (before or after cleaning) so that more detailed faults, which are expected to be found. In most instances the
inspections can be done. inspector is looking for indications of abnormality in the item
being inspected. Typical examples are:
Assessment, of the effect of the defect on the continued
integrity of the part, will also be required and, following the Metal Parts: as applicable to all metal parts, bodies or casings
repair, modification or rejection of the part, re-assembly of units in systems and in electrical, instrument and radio
techniques will be used to restore the aircraft to the appropriate installations, metal pipes, ducting, tubes, rods and levers. These
level of serviceability. would be inspected for:
Cleanliness and external evidence of damage
Troubleshooting techniques are used in the process of Leaks and discharge
identifying the cause of a fault, eliminating the fault and Overheating
returning the aircraft to service. Fluid ingress
Obstruction of drainage or vent holes or overflow pipe
orifices
Correct seating of panels and fairings and serviceability
of fasteners
Distortion, dents, scores, and chafing
Pulled or missing fasteners, rivets, bolts or screws
Evidence of cracks or wear
Separation of adhesive bonding
Failures of welds or spot welds
Deterioration of protective treatment and corrosion
Security of attachments, fasteners, connections, locking
and bonding.
Liquid Systems Potable water tanks are often permanently pressurised, so that
a leak that starts somewhere between the tank and the services
Liquid systems usually have gauges to ascertain the quantity in will continue, even if the aircraft is not flying. Once the pressure
that particular system. A physical quantity check is often done in is removed, the leak can be investigated, cured and the tank re-
addition to using the gauges, as the gauges are not always filled.
reliable.
The physical signs of water inside the aircraft or dripping from
These systems usually include oil tanks for the engine, APU the hull should be the signs of a leak that requires investigation.
and Integrated Drive Generators (IDG), and also the hydraulics, The unpredictable passenger consumption of water means that
fuel and potable water tanks. the tank level is no indication of a leak in the system.
The cause of a lower-than-expected level should be Windscreen de-icers are usually in the form of a pressurised
immediately investigated, bearing in mind, that some systems container, which supplies fluid on demand to the spray nozzles.
consume specific amounts of fluids during normal operation. If the fluid leaks onto the flight deck it will give off a distinctive
The consumption rate must be calculated before instigating any odour in the enclosed space. As the containers are replaced
trouble-shooting. A low hydraulic system should not be when low, it is more likely that the pipe work will be the likely
replenished without first investigating the cause of the leak. cause of the leak.
External leaks of oil and fuel systems are normally easy to Gaseous Systems
locate. The rectification of an external leak is usually achieved
by simply replacing the component, seal or pipe work at fault, These include gases such as oxygen, nitrogen and air. If the
and completing any tests required by the AMM. gas is to be used from a system during flight, a leak will be very
hard to confirm unless a physical check is carried out using a
If the leak is internal, then a much more thorough inspection of leak detector such as ‘Snoop’ or ‘Sherlock’.
the component must be made, as the problem is more difficult
to find. The symptoms are usually signalled by a slower A leak from an oxygen system is extremely dangerous, due to
movement of the services or by the erratic operation of services, the chances of an explosion, if it comes into contact with oil or
due to the return line being pressurised. grease. Once the leak has been cured, the system can be re-
charged and leak tested.
ISO 9001:2008 Certified For Training Purpose Only
PTC/CM/B2 Basic/M7A/02 Rev. 01
7.18 - 3 Nov 2017
PIA TRAINING CENTRE (PTC) Module 7A - MAINTENANCE PRACTICES
Category– B2 Sub Module 7.18 - Aircraft disassembly, inspection, repair and assembly techniques
If the pressure falls between flights, it is probably due to a slow Tyres have their serviceability indicated by the depth of the
leak in the storage system, and this can be investigated using groove in the tyre tread. The AMM gives information of what
leak-detecting fluids. constitutes a worn or damaged tyre.
Apart from normal wear, other defects, that can affect a tyre, are
cuts, blisters, creep and low pressure.
Creep is the movement of a cover around the rim, in very small Wheels
movements, due to heavy braking action. This movement is
dangerous if the tyre is fitted with a tube, as the movement can Defects to aircraft wheels are usually due to impact damage
tear the charging valve out of the tube, causing a rapid loss of from heavy landings or from items on the runway hitting the
pressure. wheel rim. Other problems can arise from corrosion starting as
a result of the impact damage and the shearing of wheel bolts,
To provide an indicator, small white marks are painted across which hold the two halves of a split wheel together. Wheels are
the wheel rim and the tyre side wall cover so, if creep takes usually inspected thoroughly during tyre replacement and it is
place, the marks will split in half and indicate clearly that the tyre very unusual for serious defects to be found during normal
cover has moved in relation to the wheel rim. inspections of a wheel.
If the pads are breaking up there will be signs of debris, Gas Bottle and Pressure
excessive amounts of powder and, in extreme cases, scoring of Relief Valve
the discs. This will require immediate replacement of the
complete brake unit.
The reason for the ruptured disc (refer Fig. 1) could be due to a
fire extinguisher having been operated or the extinguishant
having been discharged due to an excessive pressure being
reached.
ISO 9001:2008 Certified For Training Purpose Only
PTC/CM/B2 Basic/M7A/02 Rev. 01
7.18 - 6 Nov 2017
PIA TRAINING CENTRE (PTC) Module 7A - MAINTENANCE PRACTICES
Category– B2 Sub Module 7.18 - Aircraft disassembly, inspection, repair and assembly techniques
External Probes Most fasteners have a ‘positive’ form of closing or locking, whilst
the more important installations use an indication system (such
There are several different types of probe, projecting into the as painted lines and flush fitting catches) to ensure correct
airflow, to send information to the flight deck. These can include closure. These must be regularly checked and, when found
the pitot/static probes and the angle-of attack (AOA) probes. worn; they should be repaired or replaced. Losing a panel in
flight is dangerous enough, but may be more so if it is drawn
To prevent these from freezing they have electrical heating into one of the engines, and causes its destruction.
elements built into them and, occasionally, they can become
overheated. Usually this is when they are left switched ‘on’ on Panels and Doors
the ground with a faulty weigh-on-wheels (WOW) switch.
These items can be of any size and can be faulty for several
This switch is designed to reduce or remove power to the reasons. They can be damaged by excessive use and their
probes when on the ground, and to increase or restore it in frames can become damaged where items have to be passed
flight. On smaller aircraft there is no WOW switch and it is up to through them (such as with baggage hold doors).
the pilot to turn them off after landing. If the elements overheat
they can burn out and the probes will show this by discoloration. If the latches are poorly designed or badly adjusted, they may
have been operated with incorrect tools during service and may
Probes are designed to project out from the aircraft skin, and have been damaged.
this makes them vulnerable to physical damage. Probes need to
be regularly inspected for signs of physical damage or
discoloration.
There are a number of items on the aircraft that have a specific All aircraft have a list of permitted defects that do not have to be
length of time in service (known as a ‘life’). They would be major immediately corrected. These defects can be left outstanding by
airframe and engine components with finite fatigue lives. The the operator until a more convenient time can be found to rectify
company technical department monitors these and they will be them.
replaced during major servicing.
Certain locations in aircraft are more prone to corrosion than The protective finish, on engine frontal areas, is abraded by
others. The rate of deterioration varies widely with aircraft dust and eroded by rain. Heat-exchanger cores and cooling fins
design, build, operational use and environment. External may also be vulnerable to corrosion.
surfaces are open to inspection and are usually protected by
paint. Magnesium and aluminium alloy surfaces are particularly Special attention should be given, particularly in a corrosive
susceptible to corrosion along rivet lines, lap joints, fasteners, environment, to obstructions and crevices in the path of cooling
faying surfaces and where protective coatings have been air. These must be treated, as soon as is practical.
damaged or neglected.
Landing Gear
Exhaust Areas
Landing gear bays are exposed to flying debris, such as water
Fairings, located in the path of the exhaust gases of gas turbine and gravel, and require frequent cleaning and touching-up.
and piston engines, are subject to highly corrosive influences. Careful inspection should be made of crevices, ribs and lower-
This is particularly so where exhaust deposits may be trapped in skin surfaces, where debris can lodge. Landing gear assemblies
fissures, crevices, seams or hinges. Such deposits are difficult should be examined, paying particular attention to magnesium
to remove by ordinary cleaning methods. alloy wheels, paint-work, bearings, exposed switches and
electrical equipment.
During maintenance, the fairings in critical areas should be
removed for cleaning and examination. All fairings, in other Frequent cleaning, water-dispersing treatment and re-lubrication
exhaust areas, should also be thoroughly cleaned and will be required, whilst ensuring that bearings are not
inspected. In some situations, a chemical barrier can be applied contaminated, either with the cleaning water or with the water-
to critical areas, to facilitate easier removal of deposits at a later dispersing fluids, used when re-lubricating.
date, and to reduce the corrosive effects of these deposits.
Although specifications call for drains wherever water is likely to These, give little trouble, providing the protective surface
collect, these drains can become blocked by debris, such as finishes are undamaged and well maintained. Following
sealant or grease. Inspection of these drains must be frequent. maintenance work, such as riveting and drilling, it is impossible
Any areas beneath galleys and toilet/wash-rooms must be very to completely protect the skin to the original specification. All
carefully inspected for corrosion, as these are usually the worst magnesium alloy skin areas must be thoroughly and regularly
places in the whole airframe for severe corrosion. The inspected, with special emphasis on edge locations, fasteners
protection in these areas must also be carefully inspected and and paint finishes.
renewed if necessary.
Aluminium Alloy Skins
Recesses in Flaps and Hinges
The most vulnerable skins are those which have been integrally
Potential corrosion areas are found at flap and speed brake machined, usually in main-plane structures. Due to the alloys
recesses, where water and dirt may collect and go unnoticed, and to the manufacturing processes used, they can be
because the moveable parts are normally in the ‘closed’ susceptible to intergranular and exfoliation corrosion.
position. If these items are left ‘open’, when the aircraft is
parked, they may collect salt, from the atmosphere, or debris, Small bumps or raised areas under the paint sometimes
which may be blowing about on the airfield. Thorough indicate exfoliation of the actual metal. Treatment requires
inspection of the components and their associated stowage removal of all exfoliated metal followed by blending and
bays, is required at regular intervals. restoration of the finish.
Corrosive agents may become trapped between the metal Loss of protective coatings, on carbon steel control cables can,
layers of spot-welded skins and moisture, entering the seams, over a period of time, lead to mechanical problems and system
may set up electrolytic corrosion that eventually corrodes the failure. Corrosion-resistant cables can also be affected by
spot-welds, or causes the skin to bulge. Generally, spot-welding corrosive, marine environments.
is not considered good practice on aircraft structures.
Any corrosion found on the outside of a control cable should
Cavities, gaps, punctures or damaged places in honeycomb result in a thorough inspection of the internal strands and, if any
sandwich panels should be sealed to exclude water or dirt. damage is found, the cable should be rejected.
Water should not be permitted to accumulate in the structure
adjacent to sandwich panels. Inspection of honeycomb Cables should be carefully inspected, in the vicinity of bell-
sandwich panels and box structures is difficult and generally cranks, sheaves and in other places where the cables flex as
requires that the structure be dismantled. there is more chance of corrosion getting inside the cables
when the strands are moving around (or being moved by) these
Electrical Equipment items.
CORROSION REMOVAL, ASSESSMENT AND General treatments for corrosion removal include:
REPROTECTION
Cleaning and stripping of the protective coating in the
Due to the high cost of modern aircraft, operators are expecting corroded area
them to last much longer than perhaps even the manufacturer Removal of as much of the corrosion products as
anticipated. As a result, the manufacturers have taken more possible
care in the design of the aircraft, to improve the corrosion- Neutralisation of the remaining residue
resistance of aircraft. This improvement includes the use of new Checking if damage is within limits
materials and improved surface treatments and protective Restoration of protective surface films
finishes. The use of preventative maintenance has also been Application of temporary or permanent coatings or paint
emphasised more than previously. finishes.
Preventative maintenance, relative to corrosion control, should Cleaning and Paint Removal
include the:
It is essential that the complete suspect area be cleaned of all
Adequate and regular cleaning of the aircraft grease, dirt or preservatives. This will aid in determining the
Periodic lubrication (often after the cleaning) of moving extent of corrosive spread. The selection of cleaning materials
parts will depend on the type of matter to be removed.
Regular and detailed inspection for corrosion and failure
of protective treatments Solvents such as trichloroethane (trade name ‘Genklene’) may
Prompt treatment of corrosion and touch-up of damaged be used for oil, grease or soft compounds, while heavy-duty
paint removal of thick or dried compounds may need
Keeping of drain holes clear solvent/emulsion-type cleaners.
Draining of fuel cell sumps
Daily wiping down of most critical areas General-purpose, water-removable stripper is recommended for
Sealing of aircraft during foul weather and ventilation on most paint stripping. Adequate ventilation should be provided
sunny days and synthetic rubber surfaces such as tyres, fabrics and acrylics
Use of protective covers and blanks. should be protected (remover will also soften sealants).
Rubber gloves, acid-repellent aprons and goggles, should be
worn by personnel involved with paint removal operations. The
following represents a typical paint stripping procedure:
Brush the area with stripper, to a depth of approximately Abrasive papers, power buffers, steel wool and wire brushes
0.8 mm – 1.6 mm (0.03 in – 0.06 in). Ensure that the are all acceptable methods of removing rust on lightly stressed
brush is only used for paint stripping areas. Residual rust usually remains in pits and crevices. Some
Allow the stripper to remain on the surface long enough (dilute) phosphoric acid solutions may be used to neutralise
for the paint to wrinkle. This may take from 10 minutes to oxidation and to convert active rust to phosphates, but they are
several hours not particularly effective on installed components.
Re-apply the stripper to those areas which have not
stripped. Non-metallic scrapers may be used to assist the Corrosion on high-stressed steel components may be
stripping action dangerous and should be removed carefully with mild abrasive
Remove the loosened paint and residual stripper by papers or fine buffing compounds. Care should be taken not to
washing and scrubbing the surface with water and a overheat parts during corrosion removal. Protective finishes
broom or brush. Water spray may assist, or the use of should be re-applied immediately.
steam cleaning equipment may be necessary.
Aluminium and Aluminium Alloys
Note: Strippers can damage composite resins and plastics, so
every effort should be made to 'mask' these vulnerable areas. Corrosion attack, on aluminium surfaces, gives obvious
indications, since the products are white and voluminous. Even
Ferrous Metals in its early stages, aluminium corrosion is evident as general
etching, pitting or roughness.
Atmospheric oxidation of iron or steel surfaces causes ferrous
oxide (rust) to be deposited. Some metal oxides protect the Aluminium alloys form a smooth surface oxidation, which
underlying base metal, but rust promotes additional attack by provides a hard shell, that, in turn, may form a barrier to
attracting moisture and must be removed. corrosive elements. This must not be confused with the more
serious forms of corrosion.
Rust shows on bolt heads, nuts or any unprotected hardware.
Its presence is not immediately dangerous, but it will indicate a General surface attack penetrates slowly, but is speeded up in
need for maintenance and will suggest possible further the presence of dissolved salts. Considerable attack can take
corrosive attack on more critical areas. The most practical place before serious loss of strength occurs. Three forms of
means of controlling the corrosion of steel is the complete attack, which are particularly serious, are:
removal of corrosion products by mechanical means.
Penetrating pit-type corrosion through the walls of tubing Corrosion-free areas must be masked off and the appropriate
Stress corrosion cracking under sustained stress remover (usually a phosphoric acid-based fluid) applied,
Intergranular attack, characteristic of certain improperly normally with the use of a stiff (nylon) bristled brush, to the
heat-treated alloys. corroded surface, until all corrosion products have been
removed. Copious amounts of clean water should, next, beused
Treatment involves mechanical or chemical removal of as much to flood the area and remove all traces of the acid, then the
of the corrosion products as possible and the inhibition of surface should be dried thoroughly.
residual materials by chemical means.
Note: A method of checking that the protective aluminium
This, again, should be followed by restoration of permanent coating remains intact is by the application of one drop of
surface coatings. diluted caustic soda to the cleaned area. If the alclad has been
removed, the aluminium alloy core will show as a black stain,
Alclad whereas, if the cladding is intact, the caustic soda will cause a
white stain.
WARNING: USE ONLY APPROVED PAINT STRIPPERS IN
THE VICINITY OF REDUX BONDED JOINTS. CERTAIN The acid must be neutralised and the area thoroughly washed
PAINT STRIPPERS WILL ATTACK AND DEGRADE RESINS. and dried before a protective coating (usually Alocrom 1200 or
USE ADEQUATE PERSONAL PROTECTIVE EQUIPMENT similar) is applied to the surface.
WHEN WORKING WITH CHEMICALS. USE ONLY THE
APPROVED FLUIDS FOR REMOVING CORROSION Further surface protection may be given by a coat of suitable
PRODUCTS. INCORRECT COMPOUNDS WILL CAUSE primer, followed by the approved top coat of paint.
SERIOUS DAMAGE TO METALS. Magnesium Alloys
Obviously great care must be taken, not to remove too much of The corrosion products are removed from magnesium alloys by
the protective aluminium layer by mechanical methods, as the the use of chromic/sulphuric acid solutions (not the phosphoric
core alloy metal may be exposed, therefore, where heavy acid types), brushed well into the affected areas. Clean, cold
corrosion is found, on clad aluminium alloys, it must be removed water is employed to flush the solution away and the dried area
by chemical methods wherever possible. can, again, be protected, by the use of Alocrom 1200 or a
similar, approved, compound.
EDDY CURRENT FLAW DETECTION The reference piece would contain defects of known size and
The eddy current method is a non-destructive means for shape. The change in coil impedance against the known defect
detecting cracks, corrosion and heat damage in aircraft could be used as an acceptance limit on the part being
structures. It can be used on all electrically conducting examined. Even better results would be obtained if comparative
materials i.e. most metals. The surface being examined does readings were obtained from an actual defective aircraft
not require removal of the paint finish or cleaning and the work component.
does not interfere with other work being carried out on the
By using the appropriate probes, the eddy current tester can be
aircraft. It is more sensitive to surface and sub surface defects
used on ferrous or non-ferrous metals. Special probes are
than other non-destructive techniques. The equipment is
available for detecting cracks which form on the surface of
portable and can be used in relatively inaccessible places in
holes. A shaped jig is being used to keep the probe at right
aircraft structures.
angles to the surface of the wheel rim. This is necessary to
To initiate the eddy currents in a part an alternating current at a avoid misleading indications which could be caused by
suitable frequency is supplied to a test coil mounted in a probe, inadvertent angulations of the probe.
which is held close to or in contact with the part. The coil
carrying this current then induces a magnetic field of the same
frequency in the part and causes eddy currents to flow. The
eddy current itself produces an alternating magnetic field which
opposes the original field produced by the coil. The flow path of
the currents is affected by any defects in the material. The
resulting impedance to the flow of alternating current in the coil
is measured and indicated usually on a moving coil instrument.
ULTRASONIC FLAW DETECTION The principle of ultrasonic testing is that a probe containing a
Ultrasonic inspection may be used for detecting surface flaws quartz crystal, which can both transmit and receive high
and internal flaws which are some distance from the surface frequency sound waves is moved over the surface of the part to
and is normally used to complement other methods of flaw be tested. The probe is connected to an oscilloscope which
detection. Ultrasonic inspection may be used on all materials. It displays the result on a cathode ray tube.
is often used to detect flaws in extrusions, forgings and rolled
materials at manufacture and can also be used to detect fatigue Normally the sound waves will pass from the probe through the
cracks and other defects occurring during service. part and will be deflected from the bottom surface back to the
probe which also acts as a receiver. Both the transmitted pulse
Thickness measurement by ultrasonic methods is also applied and the returning pulse are recorded on the cathode ray tube of
to aircraft parts; for example, the outer panels of aircraft the oscilloscope. The distance between the ‘blips’ is
windows are machine polished to remove surface scratches. proportional to the thickness of the part being tested. If a crack
Afterwards the thickness of the panel can be measured using is encountered then the pulse is interrupted and reflected back
an ultrasonic technique. Delamination of bonded assemblies as shown. Since the reflected pulse returns to the probe in a
can also be checked by similar methods. shorter time, an intermediate ‘blip’ appears on the cathode ray
tube. The position of this ‘blip’ relative to the other blips
Ultrasonic inspection is a fast, reliable non-destructive testing indicates the distance of the fault below the surface.
method which employs electronically produced, high frequency
sound waves that will penetrate metals, liquids and many other In order to inject the sound waves into a part at an angle normal
materials at thousands of meters per second. The high to the expected defect it may be necessary to mount the probe
frequency sound waves are of short wave length and relatively on a suitably shaped plastic block. Sometimes separate
low energy levels to prevent damage to the structure. No transmitting and receiving probes are used.
special safety precautions are required for operating personnel
under normal conditions. To ensure good transfer of the high frequency sound waves it is
essential that there is good contact between the probe and the
surface of the part. This is done by covering the search area
with a film of oil; the rougher the surface the thicker the oil
needs to be to maintain contact.
Ultrasonic testing is widely used on parts removed from aircraft Due to the hazardous nature of radiographic radiation it is very
but can also be used in situ where other types of inspection important that operators should be properly trained and aware
would require extensive dismantling. of the regulations concerned with safety.
The results of any test must be compared with those obtained The aircraft being examined will be isolated and unauthorized
from an identical part of known condition. If necessary artificial personnel kept at a safe distance. The aircraft will be defueled
defects can be introduced into specimen parts. The indications and properly marked with warning signs and roped off. In most
obtained from these artificial defects can then be compared with instances no dismantling of the aircraft will be required.
those obtained from the parts being examined.
Sources of Radiation
There are two forms of electro-magnetic radiations which can
Radiological Examination be used in radiography, X-rays and gamma rays.
Boroscope Inspection
Main planes
Tail unit
Undercarriage units
Centre section
Fuselage.
Basic Disassembly and Re-assembly Techniques Because friction is essential to keep the fasteners secure,
sometimes it is necessary to do a ‘torque check’ on the bolt/nut
All of the previously mentioned procedures require the use of combination, in order to confirm their continuing serviceability.
the correct techniques over a wide range of working practices. This is especially true of all metal fasteners that can normally be
These techniques will ensure that the components are removed, re-used.
dismantled, re-assembled and re-installed in accordance with
both the relevant manuals and using the correct ‘standard The majority of nuts, bolts and set-screws, on an aircraft, are
practices’. subject to a standard torque value. This depends on their
material, finish, lubrication, thread type and size, although the
An AMM and CMM dictate the correct type and size of locking manufacturer’s torque value will be the correct one to use.
wire or split pin to be used during overhaul or maintenance of a
component. These publications also stipulate exact detail of The correct torque loadings are normally applied using a torque
items such as the lock wire angle of approach and the correct wrench that has been previously calibrated to the correct value.
positioning of a split pin. AMM chapters 20 and 70 list the In some special instances, pre-load indicating (PLI) washers
standard practices that should be used during overhaul. may be specified.
When assembling any component or major airframe part, the Some items may simply be attached to the major assembly
manufacturer will specify whether the torque value is ‘lubricated’ using many small ‘tie on’ bags with identification labels. If a
or ‘dry’. Lubricated values are measured with the threads and all number of different sized fasteners are removed from a
mating surfaces lightly lubricated with oil, sealant or anti-seize component such as a windscreen, they can be located in a
compound as appropriate. locally-made holding jig which keeps the different parts in their
same relative position to the original item. This should allow all
When assembling some components, it may be vital that certain the screws to be returned to their original locations when the
alignments, dimensions or profiles are achieved. During initial screen is reinstalled.
production, most of the airframe and many of the components
are assembled in a jig. Any part which is removed must have its identity and location
retained until it is reinstalled.
A jig is device that allows the manufacture, repair or rigging of
components to a high dimensional accuracy. This guarantees Discarding of Parts
consistency over a number of components. The jig holds all of
the items securely, so that, when assembled, the whole A number of items, when they are removed from their original
component is exactly the shape that the designer has position, have to be discarded. The ‘once only’ policy is a
stipulated. combination of the manufacturer’s recommendations together
with normal engineering practice.
Jigs are used to build fuselage and wing sections in the factory.
They are also used to ensure that small actuators are pre-set to Items that are usually discarded at removal are filters, sealing
the exact length, to assist in ‘rigging’ the controls containing the rings, desiccants, fuels and oils of all types.
actuator.
There are many other items that have a given ‘life’. This may be
Small Part and Component Identification counted in flying hours, calendar time or operating cycles, which
will mean that items have to be replaced throughout the life of
When disassembling or removing any component, it is vital that the aircraft.
all small items such as bolts, screws, nuts, washers and shims
are clearly identified. If aircraft, or major components of them, have been
disassembled, it may be policy to replace components with
This involves not only identifying the items by part number, but ‘zero life’ items prior to re-assembly. This will allow the aircraft
also recording their correct location and which aircraft they have to fly for considerable time before any parts become due for
been removed from as, in some hangars, more than one aircraft replacement.
may be in a state of disassembly at any one time.
ISO 9001:2008 Certified For Training Purpose Only
PTC/CM/B2 Basic/M7A/02 Rev. 01
7.18 - 26 Nov 2017
PIA TRAINING CENTRE (PTC) Module 7A - MAINTENANCE PRACTICES
Category– B2 Sub Module 7.18 - Aircraft disassembly, inspection, repair and assembly techniques
Freeing Seized Components The removal of nuts from bolts is normally accomplished using
a socket and wrench set and these sockets can be of the
When dismantling any part of an aircraft, it is not unusual for the twelve-point or six- point type. When spanners need to be used,
technician to encounter a seized fastener. Depending upon its preference should be given to a ring spanner rather than an
location, the AMM may recommend a range of actions to assist open-ended spanner. Adjustable spanners or ‘mole grips’
in the removal of the item(s). should never be used on aircraft.
‘Murphy’s Law’
One of the factors governing maintenance efficiency is the initial 4. Rectification - Commence rectification work. Always
fault diagnosis, generally known as Trouble Shooting. keep a concise record of the actions taken and their
result.
Unfortunately defect rectification is sometimes attempted
5. Post Rectification Testing - When the defect is rectified,
without prior fault diagnosis, or after only a limited attempt to functionally test the whole system or mechanism to
narrow the field of possible causes. Such rectification usually ensure that secondary defects have not arisen.
deteriorates into a succession of component changes aimed at
eliminating the fault by trial and error. This type of approach Each of the five steps will be considered in greater detail, but
causes unnecessary work, waste of aircraft spares and because of the diversity of possible faults only generalized
excessive delays before the aircraft can be returned to service. information can be given. Not all the checks listed will be
All of this can be avoided by the application of some logical applicable in every case but nevertheless they should be
thought before work commences. considered before proceeding with rectification.
There are five basic steps to be followed when diagnosing a 1. Information collection
fault: - The aircraft Technical Log entry which places the aircraft
1. Information Collection - Obtain all the relevant unserviceable is clearly the starting point for gathering
information on the defect and the circumstances in information about the defect. A check should also be made for
which it occurred. previous occurrences of the same or associated defects and
note taken of the rectification details.
2. Initial Examination - Localize the cause of the defect as
far as possible by visual examination and applied
Verbal Investigation - The Technical Log entry will rarely be Document Investigation - A study of past Technical Log
comprehensive enough to provide all the information required. sector record pages will show if the defect has occurred
Enquiries should be made of the personnel concerned to obtain previously. If so, an examination of the appropriate
the following information: Maintenance Control Records will sometimes give relevant
information.
Did the fault become apparent in flight or on the ground?
If during flight, obtain details of altitude, speed, attitude Examples are:-
at which the defect occurred.
Where previous adjustments have been made or where
a progressive increase in the rate of replenishment of
Did the fault occur during testing or normal operation? systems has occurred. These could have been
Was its onset sudden or did it develop gradually? compensating for a deteriorating state of serviceability.
Did the onset of the defect appear to be connected with Where previous defects of a similar nature have
a certain action such as system selection? Did selection occurred. These may indicate a defect in design or
of equipment other than the defective item appear to manufacture, or could point to an undiscovered source
affect its operation? of stress applied to the defective item.
What action was taken when the fault developed? Were The Aircraft Maintenance Manual normally contains
standby system selections made? What effect did such Trouble Shooting Flow Charts which can be of
selections have on the equipment? assistance in locating the cause of the defect. It should
be noted that seemingly similar defects can arise from
different causes.
What subsequent action has been taken in attempting to
rectify the fault, or make the aircraft safe?
When applicable, check for overheating by examining casings Assuming that the fault has been localised to some degree by
and structures for discolouration and flaking paintwork. the initial examination the following sequence of examination
should be followed:
Having carried out a systematic initial examination it may not
have been possible to definitely establish the precise nature of a
defect and its secondary effects. Knowledge of the affected
system or mechanism and proper use of the various aircraft
manuals will enable a possible cause or causes to be assumed.
These assumptions however, should be proven wherever
possible by further examination or functional testing before
rectification starts.
3. Further examination
4. Rectification
Each trade responsibility should be dealt with
separately, but each entry should refer to the
It is essential that a record is kept of all work originating task.
carried out, especially when the work is long and
detailed. Records of work carried out should be
designed to fulfil the following functions: 5. Post rectification testing
Give precise details of component lives and All faults arising from functional tests or test flights must be
serial numbers in order to maintain “Lifed- entered in the appropriate log book for subsequent fault
Component records”, and to help any possible diagnosis and rectification.
later investigations.