Module 7

1.

There is water contamination in the fuel tank. How

would you carry out a water fuel contamination test
and what are the other tests you could carryout?
Describe any follow-up actions if contamination is
found and continues in the future.

Introduction
Jet fuels can have unwanted water that it collects during
airplane operation. This is because the air can be moist
or wet and condensation can get into the fuel tanks. It
is necessary to drain the fuel tanks sumps regularly to
remove this unwanted water.
Safety
a. Safety Barriers in position
b. MLG Down locks are in
c. Warning notices in flight deck
d. Spark proof lighting
e. Ensure the use of personnel protective equipment
(PPE) - Goggles and gloves spark proof!
f. Fire equipment is on standby
g. Electrically ground the sump drain tool to the
airplane structure
h. And correct bonding of aircraft is required to
reduce the risk of electrostatic charge build up
i. No use of Portable Electronic Devices risk of Fire,
Distraction, and Aircraft System Interference, may
occur.
Bonding connections should be made to designated points
or to clean unpainted metal surfaces, and should connect
the installation delivering the fuel, with the aircraft
or installation receiving the fuel. All connections
should be made before to the start of fuelling, and not
broken until fuelling is complete and the filler caps
have been replaced where applicable
Cap 748
Visual Examination and Testing for Contamination
2.1
a)
b)
c)
d)

Fuel should be considered unfit for use in aircraft

if a visual examination shows any of the following:
More than a trace of sediment;
Globules of water;
Cloudiness;
A positive reaction to water-finding paste, paper,
powder or a chemical detector.

Tools & equipment

Main tank sump drain tool

Paste, Paper, Powder, or detector element
Testing
Sufficient time should be given after landing (45 minutes
to one hour) to allow any water to settle and any frozen
water droplets to thaw and move to the bottom of the
tank. Use the main tank sump drain tool to extract fuel
from the sump drain valve. And ensure that there are no
leaks coming from the valve after the drain tool is
removed. The fluid will move into two layers if there is
fuel in the sample. If the sample stays in one layer it
can be all fuel or all water. Visual testing alone is
inadequate to determine whether it is pure fuel or pure
water. The presence of free or suspended water is
indicated by a distinct change in the color of paste,
paper, powder, or detector element that is used to detect
water in the sample.
CAP 748
If a fuel sample proves to be unsatisfactory then the
sampling procedure should be repeated. If a third sample
is necessary and proves to be unsatisfactory, then action
should be taken to identify the cause of contamination
and no fuel should be dispensed to aircraft from the
installation concerned. It would, in this case, be
advisable to inform and seek advice from the fuel
supplier concerned
B737-3/4/500 Chapter 12-11-00
A)
Drain fuel samples from each sump valve into a
transparent container. It is easier to find the
water in the fuel if you use food coloring that can
make a solution with the water. Put one or two drops
of the food coloring into the fuel sample.
B)

To remove the maximum quantity of water from the

fuel, you must permit sufficient time (approximately
45 minutes). This permits any frozen water droplets
to thaw and the water to go to the bottom of the
tank. If you drain the sump immediately after the
landing, it is possible that some of the water is
frozen. This water stays in the tank.

C)
Drain the tank sumps sufficiently to make sure you
remove water or other contamination from the system.

Remember to start with a section on safety, and the

precautions you would take. Mention the applicable local
(airport and company), National and International
regulations concerning the storage, handling and disposal
of fuel. Keep a theme of safety throughout your essay.
Use the same terminology as used in CAP 748.

2.

Describe how tooling and equipment is controlled

within a Part-145 maintenance organisation.

Introduction
EC 2042/2003 part 145 says all tools and equipment are to
be controlled and calibrated to an officially recognised
standard. And all serviceable and unserviceable tools and
equipment must be stored separately. Storing conditions
are in accordance with manufactures instructions.
The responsibility of this, in my company, lies with the
tooling manager and the storekeepers.
Tool tags
Computerisation
Stores
Calibration
EC 2042-2003 145.A.25 (d)
(d) Secure storage facilities are provided for
equipment, tools. Storage conditions ensure
segregation of serviceable from unserviceable
equipment and tools. The conditions of storage are
in accordance with the manufacturer's instructions
to prevent deterioration and damage of stored items.
Access to storage facilities is restricted to
authorised personnel.
EC 2042-2003 145.A.40 (b)
(b) The organisation shall ensure that all tools,
equipment and particularly test equipment, as
appropriate, are controlled and calibrated according
to an officially recognised standard at a frequency
to ensure serviceability and accuracy. Records of
such calibrations and traceability to the standard
used shall be kept by the organisation.
SRT Tool Procedure
RESPONSIBILITY
Tooling manager
Storekeepers
3

PROCEDURE

3.1

Issues and Returns

3.1.1

A record is to be maintained of all tools issued from the Tools Store using
the Company Computer system.

3.1.2

The Storekeeper will register issues per individual item of tooling against
each trades person.

3.2

3.1.3

Tools will only be loaned when the tradesperson provides their Security
pass.

3.1.4

On return of the tool the Storekeeper will re-position the item to its
permanent location in the Tool Store. The record on the company
computer system will be updated to show the return of the tool.

3.1.5

When the company system is unavailable, the tools will be issued via
labels to maintain control. The tradesperson will sign the label and this is
positioned into the permanent location of the tool. Line stations have tool
tags assigned to each person and this is used to identify who has the tool
signed out.

Controls
3.2.1

When an Aircraft is due to depart, a check of all outstanding tooling

against an Aircraft registration must be carried out

3.2.2

All equipment and tools are to be visually checked for serviceability and
completeness prior to use. Multi-part kits of tools are to be checked to
ensure that all parts of the kit are serviceable and present immediately on
issue and prior to return to stores.

3.2.3

On issue and return Tool Store Personnel must check all grease guns
and sealant guns to ensure that they contain no grease cartridges,
grease or sealant. If found, this must be disposed of, by the engineer.

3.2.4

A list of tools missing or damaged is to be forwarded to the Tooling

Manager, who is to take appropriate recovery action.

3.2.5

Precision measuring equipment is subject to periodic inspection and

calibration

3.2.6

To identify the period, during which the instrument or tool may be used
before re-calibration is required, the Storekeeper must ensure that a
calibration label has been attached to the item, stating the date when the
re-calibration is due. Also, items which require proof loading will be
checked to ensure a current inspection due date attached.

3.2.7

No tool / instrument may be issued or used if found inadvertently to be

Unserviceable or date expired. A red unserviceable label is to be affixed
to the item, which should then be processed for repair / re-calibration or
test.

3.2.8

If a calibrated tool is found to have a missing or illegible calibration due

label, the storekeeper will check the locally held records for the due date
and a new label is attached.

3.2.9

The Storekeeper will ensure that conditions of storage within the tool
stores are maintained commensurate with the tooling held.

3.2.10

At any time, if it becomes apparent to any member of the Tool Store that
an item is not permanently marked, they must ensure that corrective
action is taken as soon, as is practically possible.

3.2.11

Entry into the Tool Stores is controlled (Restricted Entry to Stores Area).

Notes:
1.
2.
3.
4.

Computer system to control stores

Signed slip when computer is down
Restricted entry to tool stores
Engineers are responsible for clean tools

There are two aspects to the question - the company owned

tools, or your own personal tools which you are
personally responsible for.
Decide which of the above tool types you are going to
describe, but make it clear which you are writing about.
You should end up with a couple of dozen link-words. Then
consolidate them by grouping them under common headings,
which ones are concerning stores procedures, which ones
are which ones are concerning your own personal husbandry
of tools etc.
End up with a statement of whose ultimate responsibility
it is that tools are clean, serviceable and calibrated,
and retrieved from the aircraft at the end of the
day/shift, or aircraft check.

3.

On a major hangar inspection corrosion is found on a

Panel in an un-pressurised area of the fuselage.
Detail your actions to return the aircraft to
service.

Introduction
CAIPs 6-10 and SRM
The main principle of all repairs is that the repair
shall at least restore the airframe to its original
strength and shape.
Safety
Ensure aircraft is in a safe condition to work on.
1. Gear pins in
2. Flight controls in selected position
3. Landing gear door locked if in gear location
4. Access
5. Lighting Spark proof lighting
6. Flight deck placards
7. Power tools dust PBE and components covered
8. Cordons and barriers
9. Safety harness if required
Type and location of Corrosion
Location: Primary, Secondary And Tertiary
Type: Surface to intergranular
Type of material: (Aluminium Alloy, Magnesium, steel
etc.)
Extent of corrosion (superficial to severe)
Repair
Corrosion can be intergranular; therefore, the removal of
the surface products of corrosion followed by reprotection is not necessarily effective.
Re-protection
Will depend on the material it is being applied to.
Depending on the location and extent of corrosion damage,
Repair or replacement of the component may be required.
All repairs necessitated by corrosive attack, of whatever
nature, must be made to an approved repair scheme in
accordance with the manufacturers recommendations (SRM).
Classification of repair
1. Negligible
2. Repairable (by patching)
3. Repairable (by insertion)
4. Repairable (by replacement)

Conclusion stuff
CAP 562 Leaflet 6-10
Manufacturers maintenance documentation is being updated
to include corrosion control and prevention, programs
that give details of the areas most likely to suffer
corrosion and the required maintenance actions. Poorly
drained areas, the faying surfaces of joints, fuselage
bilges, and structures concealed by soundproofing or
hidden below freight bay floors, are typical of the areas
liable to corrosive attack requiring particular
attention.
Operators and maintenance engineers are reminded of the
continual need for vigilance to detect the onset of
corrosion, particularly where ageing aircraft are
concerned. Confirmed evidence of significant corrosion
should be reported at once to the manufacturer and to the
CAA.

If a repair was carried out, how would you inspect to

ensure it is within limits, and what would you refer to
for limits of damage?
SRM, MEL
What are the types of re-protection, and on what
criterion does the choice depend upon?
Type of Metal
Paint, Primer, or leave unprotected
What is done after completion of the work, to make the
area clear, and what paperwork needs to be raised and who
signs it?
Clean up area, Certify, Licensed person
Throughout your answer, notice how there is very little
on the specific procedures involved. Your answer should
continually state the options and possibilities, from
corrosion types, location, extent, removal or repair
options and methods, re-protection options and methods,
with of course, a continual theme of safety throughout.

4.

There is 2 inches of wet snow on the aircraft and

light snow is still falling, the temperature is 2C, what are your considerations before releasing
the aircraft for departure?

Introduction
Snow and ice on aircraft in flight reduce lift, increase
drag, and increase weight. All external surfaces must be
free of snow, ice, and frost before an aircraft can take
off. The Association of European Airlines (AEA) has
recommendations for De-Icing / Anti-Icing of aircraft on
the ground.
Safety
1. De-icing / Anti-icing should be carried out by
trained and qualified people.
2. Plugs to be kept on as long as possible
3. Install MLG down locks
4. Chocks in front and back of wheels
5. Ground the aircraft
6. Make sure the flaps, slats, spoilers, speed brakes
and thrust reversers are retracted
7. Bleed air systems from APU and engine are stopped
8. Make sure all doors and sliding windows are closed
9. Use soft bristle broom to remove snow
CAUTION:

DO NOT POINT A SOLID FLOW OF FLUID DIRECTLY AT

THE SURFACE. APPLY THE FLUID AT LOW ANGLE TO
PREVENT DAMAGE TO THE AIRPLANE SURFACES. DO NOT
USE A HIGH PRESSURE SPRAY TO BLOW THE ICE AND
SNOW OFF THE AIRPLANE SURFACES.

737-3/4/500 AMM Chapter 12-33-01

C. Definitions
(1) Deicing is a procedure to remove the frost, ice or
snow from the airplane. Hot water or a hot mixture
of water and deicing/anti-icing fluid is applied to
do this.
(2) Anti-icing is a procedure to make sure that ice,
snow and/or frost does not collect and become
attached to the airplane surfaces. Anti-icing fluid
or a mixture of anti-icing fluid and water is
applied to the airplane to do this.
(3) One step ice removal/anti-icing applies a hot
deicing/anti-icing fluid or mixture of fluid and
water. Use the conditions that follow to make a
decision on how hot to make the fluid or the fluid
and water mixture:
(a) The ambient temperature
(b) The weather conditions

(5)

Holdover time is the approximate time anti-icing

fluid will keep the frost, ice, or snow off the
airplane surfaces that have protection.

One step de-icing holdover time starts at start of

operation and two step starts at end of the operation.
CAUTION: The time of protection will be shortened in
heavy weather conditions. Heavy precipitation
rates or high moisture content, high wind
velocity or jet blast may reduce holdover time
below the lowest time stated in the range.
Holdover time may also be reduced when the
aircraft skin temperature is lower than OAT.
De-icing/anti-icing fluids used during ground deicing/anti-icing are not intended for - and do not
provide - protection during flight.

WARNING:

MAKE SURE YOU USE THE CORRECT EQUIPMENT FOR THE

FLUID YOU USE. MECHANICAL OR EQUIPMENT SHEAR OF
THE FLUID CAN OCCUR IF THE CORRECT EQUIPMENT IS
NOT USED. IF THIS OCCURS, THE VISCOSITY OF MANY
TYPE II FLUIDS WILL DECREASE AND, THUS, THE
APPROXIMATE HOLDOVER TIME. MAKE SURE YOU REFER
TO THE MANUFACTURER'S GUIDELINES FOR THE FLUID
THAT YOU USE.

A general guideline is, Type II fluids give a longer

holdover time than Type I fluids. Use Type II fluids to
decrease the risk that ice, snow, or frost will collect
on the airplane during a long taxi. Use fluids IAW
manufacture recommendations.
(l) Use soft bristle brooms with long handles to remove
the snow from the wings and horizontal stabilizers. This
will make it easier. You can use ropes or a fabric hose
to remove the snow from the fuselage. Move the rope or
hose back and forth on the top of the fuselage as you
move it aft.
When using mechanical means to remove snow, be careful
not to damage aerials, vents, stall warning vanes, pitot
tubes, and vortex generators.
Hot air is not recommended as this will melt the snow or
ice and the water will refreeze. Possibly in the flight
control hinges or micro-switches of the control system.
Use hot fluid spray

5)

Make sure that ice and/or snow is not pushed into

the areas around the flight controls during ice and
snow removal.
1. Use Fluids IAW Manufactures recommendations
2. Brush or Squeegee Do not damage aerials, vents
stall warnings vanes pitot tubes, vortex
generators
3. Hot air not recommended, as this will melt the
snow & refreeze the water
4. Use hot fluid spray

GUIDELINE SUMMARY FOR APPLICATION OF TYPE II FLUID MIXTURES

(MINIMUM CONCENTRATIONS) AS A FUNCTION OF OAT
MIXTURE SHOULD BE HEATED TO 80-90`C (176`-194`F)
OAT

CONCENTRATION (PERCENTAGE BY VOLUME)

ANTI-ICING FLUID/WATER

ONE STEP
PROCEDURE

TWO STEP PROCEDURE

DEICING
1ST STEP

-3

27

-7

19

50 / 50
INCLUDES
ANTI-ICING
IN REGARD
TO WEATHER
CONDITIONS

75 / 25
INCLUDES
ANTI-ICING
IN REGARD
TO WEATHER
CONDITIONS

WATER TREATED TO
80C (180F)
MINIMUM AT THE
TANK OR A HEATED
MIX TYPE I OR
TYPE II FLUID AND
WATER
50/50 HEATED OR
SUITABLE MIX OF
TYPE I FLUID WITH
FP NOT MORE THAN
3C (5F) ABOVE
ACTUAL OAT

ANTI-ICING

2ND STEP
ANTI-ICING*

50/50
TYPE II

75/25
TYPE II

75/25 HEATED OR
SUITABLE MIX OF
100/00
TYPE I FLUID OR
TYPE II
WITH FP NOT MORE
THAN 3C(5F)
ABOVE ACTUAL OAT
BELOW BELOW USE OF TYPE II FLUID FOR ANTI-ICING BELOW -25C
(-13F) SHALL MAINTAIN 7 (13F) BUFFER BETWEEN
-25 -13
THE FP OF THE NEAT FLUID AND OAT,AND THE FLUID
SHALL CONFORM TO THE LOWEST OPERATIONAL USE
TEMPERATURE/AERODYNAMICE ACCEPTANCE LIMITATION.
CONSIDER USE OF TYPE I FLUID WHERE TYPE II FLUID
CANNOT BE USED.

CAP 562 Leaflet 10-1

Before Flight
All external surfaces must be free of snow, frost or ice
before an aircraft takes off and de-icing operations
should be carried out as necessary (see CAP 512).
Particular care is necessary when an aircraft has been
removed from a heated hangar into falling snow since the
snow will melt on the warm aircraft then re-freeze as it
cools down, forming a thin layer of ice which may not be
easily visible. Water systems should be filled with warm
water and all covers should be kept in place until as
near to departure time as possible
Inspections
A trained qualified person should do final check
Control surface gaps & hinges
Pressure sensing & radiator honeycombs checked for
blockage
All protrusions & vents for signs of damage
Move flight controls by hand to check full movement or
use control wheel gently, power operated control exert
loads of force & may cause damage if circuits are frozen
Certification
A log book entry must be made as required by the CAA

This is a very specific question, since it specifies that

the snow is heavy, and therefore manual removal, such as
a brush, is the preferred method. Also, the sub-zero
temperature implies that there is ice under the snow (or
could be). These are already a start of your
considerations.
Notice that the question does not ask for the procedure
to remove ice and snow, but merely your considerations
[before, during and after the job].
If you know nothing about snow and ice removal, you could
start by reading CAIPs AL/11-3
Its bang up-to-date and you'll notice a distinct
development in technology, mainly the addition of the
Types III and IV fluids, which CAN be used to remove
snow.

You could start by talking about:

Safety
Equipment and materials
Procedures to use
Inspection
Holdover
Certification
Not necessarily in that order, and be careful not to get
bogged down in describing the procedures of snow and ice
removal, when what you are asked for are your
considerations whilst carrying out the procedures.

5.

Describe how you would replace a PCB and the

precautions you would take.

Introduction
ATA 20-41-01/201
Many electronic line replaceable units (referred to as
LRUs) contain microcircuits and other sensitive devices,
which can be damaged internally by electrostatic
discharges. These LRUs are identified as Electrostatic
Discharge Sensitive (referred to as ESDS).
An electrostatic discharge is electrostatic energy
transmitted between materials of different electrical
potentials.
Safety
1. Power off or system isolated i.e. C/B pulled and
tagged and annotated in log book
2. Keep any contamination or unwanted material away
from sensitive device. Malfunction can occur
3. use a wrist strap with minimum grounding resistance
of 250 kilohms and max 1.5 megohm
4. PCBs not fitted must be placed in a conductive bag
or container with ESDS placard, bag sealed with 100%
cotton twine
5. Electrostatic charges can be caused be these: Human
hair, clothing, floors, equipment racks, and
equipments units.
6. Damage to components can be caused by one
electrostatic discharge.
Removal
NOTE: The placards on the outer area of the card files
show the cards that contain the ESDS printed
circuit boards that are LRU's.
MAKE SURE YOU KEEP CONTAMINATION OR UNWANTED
MATERIAL AWAY FROM THE SENSITIVE DEVICE.
CONTAMINATION OR UNWANTED MATERIAL NEAR THE
SENSITIVE DEVICE CAN CAUSE A MALFUNCTION IN THE
SENSITIVE DEVICE.
Remove the system electrical power with the
applicable Removal/Installation procedure.

CAUTION:

(1)

WARNING:

USE A WRIST STRAP WITH A MINIMUM GROUNDING LEAD

RESISTANCE OF 250 KILOHMS AND A MAXIMUM OF 1.5
MEGOHMS. USE OF A LOW RESISTANCE WRIST STRAP
CAN CAUSE INJURY TO PERSONS IF A HIGH VOLTAGE
SOURCE IS TOUCHED.

(2)

Do these steps to do a test of the wrist strap

resistance:
(a)

(b)
(c)

(3)

Use an ohmmeter to make sure the wrist strap

assembly has a minimum resistance of 250
kilohms and a maximum of 1.5 megohms.
Put the wrist strap on your wrist.
Use an ohmmeter to make sure the resistance is
less than 10 megohm.

Connect the wrist strap into the ELECTROSTATIC

GROUND JACK of the card file.

CAUTION:

THE GROUNDING LEAD ON THE WRIST STRAP MUST

TOUCH THE SKIN TO GIVE THE PROTECTION THAT IS
NECESSARY. FAILURE TO USE THE WRIST STRAP
CORRECTLY CAN CAUSE DAMAGE TO THE ESDS PRINTED
CIRCUIT BOARDS.

(4)

Attach the wrist strap correctly on the person that

will remove the printed circuit board.

(6)

From the location decal, find the printed circuit

board to be removed.

(7)

Use the top and bottom (or left and right)

extractors on the printed circuit board to remove it
from the card file.

(8)

Put the printed circuit board in the conductive bag

or the container with the ESDS placard.

CAUTION:

DO NOT USE STAPLES OR ADHESIVE TAPES TO CLOSE

THE CONDUCTIVE BAGS. FAILURE TO CLOSE THE
CONDUCTIVE BAGS CORRECTLY CAN CAUSE DAMAGE TO
THE PRINTED CIRCUIT BOARD.

(9)

Use an ESDS label or a 100% cotton twine to close

the conductive bag.
The printed circuit boards in a conductive bag
NOTE:
must be put in a rigid container to make sure
the conductive bag stays in a satisfactory
condition.
(11) Remove the wrist strap.
ESDS Printed Circuit Boards - Installation
A. Equipment
(1)
(2)
(4)

Conductive Bags
Conductive Plastic Carrier
Wrist Straps

NOTE:

(5)
(6)

A wrist strap is kept on the plenum of the

racks E1-E2 in the main equipment centre

100% Cotton Twine - Commercially Available

ESDS Labels

Installation
CAUTION: MAKE SURE YOU KEEP CONTAMINATION OR UNWANTED
MATERIAL AWAY FROM THE SENSITIVE DEVICE.
CONTAMINATION OR UNWANTED MATERIAL NEAR THE
SENSITIVE DEVICE CAN CAUSE A MALFUNCTION IN THE
SENSITIVE DEVICE.
(1)

Remove the system electrical power with the

applicable Removal/Installation procedure.

WARNING: USE A WRIST STRAP WITH A MINIMUM GROUNDING LEAD

RESISTANCE OF 250 KILOHMS AND A MAXIMUM OF 1.5
MEGOHMS. USE OF A LOW RESISTANCE WRIST STRAP
CAN CAUSE INJURY TO PERSONS IF A HIGH VOLTAGE
SOURCE IS TOUCHED.
(2)

Do these steps to do a test of the wrist strap

resistance:
(a) Use an ohmmeter to make sure the wrist strap
assembly has a minimum resistance of 250 kilohms and
a maximum of 1.5 megohms.
(b) Put the wrist strap on your wrist.
(c) Use an ohmmeter to make sure the resistance is less
than 10 megohm.
(3) Connect the wrist strap into the ELECTROSTATIC GROUND
JACK of the card file.
CAUTION:

(4)
(5)
(6)
(7)
(8)

THE GROUNDING LEAD ON THE WRIST STRAP MUST

TOUCH THE SKIN TO GIVE THE PROTECTION THAT
IS NECESSARY. FAILURE TO USE THE WRIST
STRAP CORRECTLY CAN CAUSE DAMAGE TO THE
ESDS PRINTED CIRCUIT BOARDS.

Attach the wrist strap correctly on the person that

will remove the printed circuit board.
Open the access door on the card file.
From the location decal, find the printed circuit
board to be installed.
Remove the ESDS printed circuit board from the
conductive bag or the carrier.
With the top and bottom (or left and right)
extractors, put the printed circuit board into the
card file.

(9) Attach the printed circuit card with the extractors.

(10) Close the access door for the card file.
(11) Remove the wrist strap.

Remember to describe how you would make the aircraft, and

especially the particular system, safe to work on before
commencing the removal.
As this is basically a component replacement question,
include all the usual stuff regarding component
replacement (acceptance of component / paperwork /
inspection / bogus parts / quarantine of old card etc.)
paying particular attention to the ESD specialist
procedures.
Wrist strap
Grounding
ESD bag
Labels
Bag sealing
Storage box
Connector blanks
Tongs
Remember to describe in your essay the closing up
inspection, function/operational/BITE test, and of
course, the paperwork and certification.
Conclusion
Function check
Correct paperwork i.e. EASA form 1 or 8130-3
Logbook entry signed by approved licensed engineer

Describe how you would make a hole in metal, wood or

a composite compound. Discuss this in context of
aircraft maintenance. State the precautions to be
taken and include any limits or tolerances that the
usage of these tools can achieve.
Introduction
To drill a satisfactory hole in any material, the correct
type of drill bit must be used.
Before selecting the drill type and drilling parameters,
the material type and lay-up should be known to allow the
correct drill type to be selected.
Safety
Use of appropriate dust mask and goggles is required,
depending type of materials being drilled. Electrical
components should be protected from dust and debris
during drilling. Use of dust proof vacuum attachments
could be used. Suitable dust extraction is required not
only for health and safety reasons but also to prevent
conductive and abrasive carbon dust infiltrating any
electrical circuits. Be aware of whats behind the part
being drilled. Ensure the object being drilled is secure
and not going to move before drilling.
Swarf
Drilling into aluminium structure creates shavings,
called swarf. If those bits of swarf fall onto wire, they
can eventually cut or wear through insulation, giving
rise to intermittent (or worse) electrical failures. To
be sure, it takes time to put a cover over the wires
while drilling, then folding up the covers and removing
them from the airplane. But it may take less time than
involved in finding swarf-related faults in the wiring
weeks or months later,
Aluminium swarf isn't good for wire-bundles and it's
deadly once oxidized by an oxygen gas-flow.
Ensure swarf from structural repairs is completely
removed and does not become trapped in wiring looms.
Metal shavings left in looms can eventually cut through
insulation and cause short circuits
Care must be taken with drilling to avoid the creation of
additional damage around the hole, especially for
laminated composites where damage can be introduced in
the form of delaminating and cracking.

Speeds
Speed depends on the size of drill and material being
drilled; in general, the larger the drill, the slower the
speed.
Lubrication
Lubrication prevents excessive heat, which preserves the
temper of the drill. Type of lube depends on the material
being drilled. And size of drill
Wood
Wood being softer than most metals, drilling in wood is
considerably easier and faster than drilling in metal.
Cutting fluids are not used or needed. The main issue in
drilling wood is assuring clean entry and exit holes and
preventing burning. Avoiding burning is a question of
using sharp bits and the appropriate cutting speed. Drill
bits can tear out chips of wood around the top and bottom
of the hole and this is undesirable in fine woodworking
applications
Metal
Under normal usage, swarf is carried up and away from the
tip of the drill bit by the fluting of the drill bit. The
continued production of chips from the cutting edges
produces more chips, which continue the movement of the
chips outwards from the hole. This continues until the
chips pack too tightly, either because of deeper than
normal holes or insufficient backing off (removing the
drill slightly or totally from the hole while drilling).
Lubricants and coolants (i.e. cutting fluid) are
sometimes used to ease this problem and to prolong the
tools life by cooling and lubricating the tip and chip
flow. Coolant is introduced via holes through the drill
shank (see gun drill).
Boeing SRM 51-20-07
CAUTION:
MACHINING OF COMPOSITE STRUCTURES PRODUCES
DUST AND PARTICLES. BREATHING DUST OR
ALLOWING DUST OR PARTICLES TO CONTACT EYES
IS HAZARDOUS. WEAR APPROVED DUST MASK AND
SAFETY GLASSES WHEN DRILLING, REAMING OR
COUNTERSINKING COMPOSITE STRUCTURES. USE OF
VACUUM PICKUP WHEN DRILLING IS RECOMMENDED.
CAUTION:

PROTECT ELECTRIC MOTORS, SWITCHES, RELAYS,

CONTACTS AND ELECTRONIC CIRCUITS FROM
GRAPHITE DUST. USE DUST PROOF VACUUM
ATTACHMENTS TO POWER TOOLS. GRAPHITE DUST
IS ABRASIVE AND AN ELECTRICAL CONDUCTOR.

PERMANENT DAMAGE TO ELECTRICAL EQUIPMENT

MAY OCCUR.
1.

The drill operation is best accomplished by placing

the drill against the work before rotation, then
applying a steady, medium force, and then operating
the drill motor.

2.

See Figure 1/GENERAL, Table VIII for drill

selection, speed, and feed and lubrication
requirements.

3.

All holes should be piloted first, drilled and

reamed to size. Refer to Figure 1/GENERAL, Table
XIII for reaming speeds and type of reamers being
used.

4.

For close tolerance holes 5/16 and over drill 1/32

undersize, and 5/16 and under drill 1/64 undersize.
Then ream to size.
CAUTION: MAINTAIN A CHIP CLEARANCE SPACE OF 3/16 TO 3/8
INCH BETWEEN THE DRILL JIG AND THE PART BEING
DRILLED.

Try these websites for information.

http://en.wikipedia.org/wiki/Drill_bits
http://www.diydata.com/tool/drillbits/drillbits.php
http://composite.about.com/library/weekly/aa991028.htm
http://www.rapra.net/vircon/2_2_1.asp
Preparation and tool selection for drilling are dependent
upon the composite system. Drill material, drill
geometry, drill rpm settings, feed control rates and the
provision of a firm backup support while drilling all
require attention.
Drilling holes
Types of drills for each material
Specific methods of using drills (hand, machine, lathe
etc.)
Use and reasons for different drill angles, cutting
speeds, lubricants, specialist methods (pilot drilling
etc.)
Safety precautions (clamping, dust, eye protection etc.)
Safety and access
Types of drill (windy) used on aircraft (and why).

Regulatory requirements (design/manufacturer authority,

critical areas)
Wood drills have fairly poor tolerances due to the nature
of the material being drilled.
Describe:
Types of drills for each material
Specific methods of using drills (hand, machine, lathe
etc.)
Use and reasons for different drill angles, cutting
speeds, lubricants, specialist methods (pilot drilling
etc.)

7.

Discuss the methods of protection against HIRF and

the checks/inspections which would be carried out
after a fault was entered in the tech log.

Introduction
HIRF High Intensity Radiated Fields is the
electromagnetic environment that exists from the
transmission of high power RF energy into free space.
This could be external or internal of the aircraft.
Modern aircraft transmit and receive RF signals in the
atmosphere external to the aircraft. In addition, RF
signals are conducted and radiated within the aircraft,
through electrical cabling, to control and communicate
with various electronic systems. High-intensity radiated
fields (HIRF), produced by powerful radar transmitters or
lightning, will partially penetrate a commercial aircraft
through apertures in the aircraft's hull.
Safety
No fuelling going on
Both the system causing fault and being affected by the
fault must be safe to work on.
Chocks in
Flight control in selected position
Protection
- Cable shielding - adequate and undamaged
- LRU access panels - closed and sealed properly
- EMI filters - fitted and correct type
- Full backshell connectors - fitted correctly and not
damaged
Inspections
are to make sure that the designed protections are in
good shape such as:
A. Bonding wires are not corroded, damaged...not to
gain resistance.
B. Shielding are in good shape by checking their
resistance with loop resistance test....
C. Fillet seals at connectors, plugs....are not
deteriorated, which may cause moisture ingestion,
corrosion, loss of shielding....
D. Static wicks are not broken, missing
E. Structural and other repairs/mods are performed in
a manner not to affect the existing....
Example of a fault
MaxJet during HF transmission Auto Pilot inputs being
made. Cause was Co-axial cable shielding in poor
condition on back of HF transceiver.

Include a function test where possible.

Use the following framework:
HIRF description: A few lines explaining what it is (be
sure to spell out the acronym "High Intensity Radiated
Field" correctly). The problems it can cause.
Gather information. List the sources of information you
will use to diagnose the problem.
Make aircraft safe to work on. Describe the safety
procedures to make you, your colleagues and the aircraft
safe before commencing work.
Component replacement - if necessary, Include all the
usual stuff regarding component replacement (Acceptance
of components / bogus parts / removal fitment /
quarantine of old part etc. etc.)
Inspection and Certification, The usual stuff. Include
procedures for when "no fault found" (as is often the
case with HIRF problems).

Watch out not to mix this inspection with lightening, the

later is described their in your AMM ch 5.
There is a whole chapter on it (and EMI) in The Avionics
Handbook Chapter 25.3

Describe the inspection of a brake unit. What would be

your actions if you find a brake unit worn to limits?
Airbus ATA 32-41-08 / 601
Boeing ATA 32-41-41-6
Safety
Main landing gear door locks in, chocks in, flight
controls in selected position. MLG down lock gear pins
installed. Persons and equipment clear of thrust
reversers, flight control surfaces and landing gear when
hydraulic power is switched on. Ensure brakes are not
hot.
Replacement part
Part number correct effectivity
Serial number
Inspection
Look for leaks
Position of wear indicator
A.

Supply Electrical Power,

WARNING:

B.
C.
D.

Install down lock pins

Chock the tires
Release the parking brake
WARNING:

E.
F.

MAKE SURE THE DOWNLOCK PINS ARE INSTALLED

ON ALL THE LANDING GEAR.

KEEP PERSONS AND EQUIPMENT CLEAR OF THE

FLIGHT CONTROL SURFACES, THE THRUST
REVERSERS, AND THE LANDING GEAR. THESE
COMPONENTS CAN MOVE SUDDENLY WHEN YOU
SUPPLY HYDRAULIC POWER. THIS CAN CAUSE
INJURIES TO PERSONS AND DAMAGE TO
EQUIPMENT.

Supply Hydraulic pressure to the normal brake system.

Procedure
(1) Do these steps to examine the brakes for wear:
(a) Fully push the captains left and right brake
pedals and hold.

NOTE: You can set the parking brake to hold the brake
pedals.
(b) For each brake (4 locations), make sure the
wear indicator pins extend out of the guides.

(c) Replace the brake if the end of a wear

indicator pin is level with, or below the face
of a guide.
Conclusion
Replacement brake must be correct part number and
effectivity IAW IPC. Part must be from an approved
source, which will be indicated on the 8130-3 or the EASA
form 1

8.

There is no hydraulic pressure indicated on the left

system. Detail your actions to make the aircraft
serviceable.

Safety
Chocks down lock pins
Flight controls in selected position
Persons and equipment clear of thrust reversers, flight
control surfaces and landing gear when hydraulic power is
switched on.
HYDRAULIC FLUID CAN CAUSE INJURIES TO PERSONS. IF THE
HYDRAULIC FLUID TOUCHES THE SKIN, FLUSH YOUR SKIN WITH
WATER. IF THE HYDRAULIC FLUID TOUCHES YOUR EYES, FLUSH
THE EYES WITH WATER AND GET MEDICAL AID.
Checks
A. Quantity low
B. Is the pump running? Move Flight Controls to
check. Make sure there is a safety man.
C. Pressure transmitter
D. Indicator
E. Wiring
F. CB tripped
G. Is pump running

You probably have a detailed template for any "defect

rectification" question. It probably includes key points
under the headings something like:
Safety
Gathering info.
Troubleshooting
Possible causes
Rectification
Inspection and test
Paperwork and certification
Any follow-ups
You notice that there is no hydraulic pressure indicated
on the left system:
You must be sitting in the pilot's seat already, aircraft
powered up and hydraulics switched on - you must be on a
systems test or a daily check or similar. Before you
start getting your PPE out, pulling circuit breakers,
placing placards and all that safety stuff - wouldn't you
do some cross-indicator troubleshooting right from where
you are?

Is it an indicator fault? Possible if a small aircraft

with "steam gauges", unlikely if it is EICAS/ECAM and all
other indications are working.
Perhaps a sensor fault. Bring up the EICAS page, or ECAM
synoptic page and check for hydraulic qty, temperature,
which pumps are/are-not working?
Just by doing this, you would be able to isolate the
problem to one of indicator, sensor, leak or pump
problem, all without moving from your seat,
Look for possible "human error" - look above/behind you
(wherever the CB is). Is the engine that drives the pump
running? Is the other pump on? Select a different/standby
pump - all the time watching the pressure indication.
Only after that do you need to go downstairs and get the
trouble-shooting manual, do a BITE interrogation (if
exists on system).
And only after you have narrowed down the possible cause,
do you need to make certain systems/areas safe to work
for visual inspection and possible component replacement.
Rectification of defect is a standard template
application of defer (describe requirements and
implications of deferring a defect), or component
replacement, (safety, acceptance of new
parts/quarantining of old parts, IAW AMM etc. etc.) using
lots of terms like "as required" and "if necessary"
because you do not know what you are replacing.
System inspection, function test, certification,
paperwork and possible follow-ups are also standard.

10. Micrometers and Dial test indicators are used as

precision equipment. Discuss the use of this
equipment, their limitations and state the
precautions to be taken when using them.
Precautions
Temperature of instrument and work piece should be the
same
Lay instruments on side when not in use
When taking internal measurements with a micrometer you
must add the width of the nibs
Checks before use
Check instrument is within calibration date
Always check for correct zero setting. On 0 1
micrometers Screw spindle down on the anvil till the
ratchet slips the reading should be 0. For larger
micrometers test pieces are provided.
Accuracy
Accuracy depends on the user, the temperature of the
instrument/work piece, and the quality of the instrument.
Some instruments have a temperature marked on them and
this is the temperature at which they are most accurate.
Usually 20C
Micrometer limitation is in thousandths and ten
thousandths of an inch. There are various types of
micrometers available. The accuracy of each instrument is
as follows:
English micrometer.0.001 inch
English vernier micrometer.0.0001 inch
Metric micrometer.0.01mm
Metric vernier micrometer.0.001mm
Dial test indicator accuracy is in thousandth of an inch.
Vernier calliper
Apart from inaccuracies caused by the permitted
tolerances of manufacture, the accuracy is adversely
affected by wear or dirt on the gauging faces, and
unskilful handling.
a) Before use, check that the instrument is in
calibration (due every 6 months) the zero reading
must be checked by cleaning the gauging faces and
closing the jaws using firm finger pressure, and
securing the frame with the locking screw.
b) Hold the instrument to a source of light; dirt,
wear or strain causing poor contact will be
indicated by chinks of light between the faces.

c) Check the vernier scale locating screws for

security, and check the zero reading. If zero
marks not aligned-note the error. Adjustment can
be made by loosening the vernier scale securing
screws then re-positioning the vernier scale to
read zero, then tightening the securing screws.
And re-checking.
d) Check a known dimension toward the limit of the
instruments measuring capacity, this checks any
distortion or bowing of the beam.
Limitations

LBP notes: On the Vernier Height Gauge.

Precautions
It is essential that the base of the instrument is at all
times in contact with the surface table. It is advisable
not to pre-set the instrument. Otherwise the scriber may
override the work piece. The scriber should be
lowered/raised slowly using the fine adjustment until the
required feel is obtained.
Since the main scale does not start at zero it is
necessary to use an accurately ground distance piece,
which is usually supplied with the instrument. Adjustment
of the vernier scale is similar to that used for the
vernier calliper.
Dial Test Indicator
In use it is rigidly supported, often by being fixed to a
scribing block on a marking-off table, and is set to the
first height with which comparison is desired. This is
done by bringing the plunger over the first height then
adjusting the zero on the D.T.I by turning the bezel
until the zero is under the needle.
If any other height is now compared by the sliding it
under the plunger the needle will indicate on the + side
if it is larger and on the side if it is smaller: the
difference in size will each case be read off directly on
the dial.
In use, the gap between the gauging faces should be
adjusted by means of the fine adjustment before the frame
locking screw is secured. The jaws make contact to give
the feel of a smooth push fit. Two or three readings
should be made at the same point to give accuracy.

In terms of micrometers and DTI, a brief statement

describing what they are, why they are used, when they
are used, where they are used and how they are used.
CAIPs BL/3-5 provides a full description of the
different types of micrometers, their accuracy, how
to use them and how to care for them.
"Limitations" means how accurate they are, and what
materials and surfaces and component (shapes and sizes
etc) they cannot be used on.
"Precautions" means pre-use checks, errors due to
mishandling, storage conditions, calibration requirements
etc. all of which are described in the above two sources
of information.
With a bit of thought you should be able to put a page of
factual information together.
Micrometer and dial test indicator limitation.
Technically, you should call them "resolutions", since
accuracy is something else.