Aircraft Handling and Flying Techniques Learning Outcome 1 Reference: AP3456 Vol 5, Pt 1, Sec 1

Aircraft Handling and Flying Techniques

Learning Outcome 1

Reference: AP3456 Vol 5, Pt 1, Sec 1

LO1 Know about aircraft maintenance and ground handling techniques

P1 - Outline the reasons and objectives for aircraft maintenance

P2 - Describe what is meant by aircraft modifications

P3 - Outline ground handling techniques

P4 - Identify hazards and risks when ground handling aircraft


RAF Maintenance Policy

- A balance of preventative and corrective maintenance

Objectives

- Operational Objectives- Maintenance Objectives

Operational Objectives

- Generate aircraft and equipment to:- Counter a surprise attack- Meet NATO and national commitments

- Support intensive flying operations in hostile/NBC environments

- Satisfy contingency plans

- Provide serviceable aircraft and equipment to meet peacetime needs


Maintenance Objectives

- Minimize faults

- Minimize the manpower and resources required

- Identify methods for improving reliability and maintainability


Maintenance Types

- Preventative Reduces probability of failure

Servicing Checks required after use and before the aircraft’s next use.

Scheduled maintenanceChecks carried out at a pre-

determined time interval (1mth, 3 mths, or a set number of flying hours) to keep the

aircraft in good overall condition.


Out of Phase maintenance

Items of aircraft equipment which have a set life in days, months or flying hours

Condition-based maintenance


Some aircraft parts are continuously monitored and only changed when a fault is found. Checking can be by Non-Destructive Testing (NDT) or analysing oil samples for metal debris.


- Corrective

- Contingency

After a fault has occurred

In the transition to war servicing may need to be managed differently and schedules may have to be extended to meet operational requirements.

P2 - Describe what is meant by aircraft modifications

Modifications of an aircraft are carried out various reasons:- To enhance operational capability- To improve reliability- To reduce servicing costs

Modifications are an integral part of maintenance policy and must be authorised by Command Engineering Staff and must be closely monitored to:

- Control costs- Minimise aircraft downtime - Ensure the aircraft safety is not compromised by unauthorised modifications or incorrect work.- Ensure modified parts are available when the modification is embodied on the aircraft.


Seeing In/Off

Aircraft are seen in/off by a handling team of usually two tradesmen.

Handling Team Responsibilities:

- Marshalling- Inserting/removing chocks- Attaching/removing ground power- Positioning and manning fire extinguishers- Positioning steps- Fitting/removing safety devices, covers and blanks


Marshalling SignalsAssists the pilot in the safe manoeuvring of aircraft on the ground

Signals are standard throughout the RAF iaw STANAG 3117(Standard NATO Agreement)

These signals were originally designed for small aircraft, but asLarge aircraft cockpits can be anything from 3m to 10m from the ground signals nowadays must be more exaggerated andMostly done above shoulder level to ensure visibility.

Pilot is always responsible for the safety of the aircraft- If the pilot thinks the directions of the marshaller are unsafe he is not required to follow marshalling instructions.

Marshalling SignalsThis Way



Marshalling SignalsThis Way


Marshalling SignalsMove ahead


Marshalling SignalsMove ahead


Marshalling SignalsTurn Left


Marshalling SignalsTurn Left


Marshalling SignalsTurn Right


Marshalling SignalsTurn Right


Marshalling SignalsProceed to Next Marshaller


Marshalling SignalsProceed to Next Marshaller


Marshalling SignalsStop


Marshalling SignalsStop


Marshalling SignalsBrakes


Marshalling SignalsInsert Chocks


Marshalling SignalsInsert Chocks


Marshalling SignalsRemove Chocks


Marshalling SignalsInsert Ground Power


Marshalling SignalsDisconnect Ground Power


Marshalling SignalsFire


Marshalling SignalsStart Engines


Marshalling SignalsHot Brakes


Cut Engines

Marshalling Signals

Marshalling

On leaving the runwaythe pilot follows the taxiwayto the designated parking area.

ATC will give a taxi route, identified by letters and a parking bay, identified by a number.

Marshalling

If the airfield is large and has a complicated taxi systema follow me vehicle will guide the aircraft to the parkingbay.

Marshalling

As the aircraft approachesthe ramp area the marshaller will hold his arms straight up to identify himself to the pilot.

The pilot will then followthe marshallers instructionsas long as it is safe to do so.


Marshalling (continued)

By day

-The marshaller should make the aircraft follow the lines painted on the ground to the parking spot.

-The marshaller should be positioned just forward of where the nosewheel is to end up far enough that the pilot will not lose sight of him as he approaches the spot.

- If obstructions exist two extra personnel may be required to clear the wingtips (most likely with larger aircraft)

By night

-Marshallers usually use lighted wands

-Aircraft navigation and taxi lights should be on

- If pilot loses sight of marshaller, aircraft should be stopped


Marshalling (continued)


FuelMain types:

AVGAS - Aviation Gasoline (piston engine aircraft)

AVTUR - Aviation Turbine (gas-turbine engines)

AVTAG – Aviation Widecut Gasoline, Freezing point lower than AVTUR - Emergency military use only because of it’s volatility.

AVCAT - Higher flashpoint than AVTUR therefore safer but costs more - Mostly used on aircraft carriers.


Fuel

Delivery methods:

Bowsers – most common

Hydrants – Mainly civilian and large military airfields


Fuel

Pillow Tanks – may be used when operating from a temporary base


Fuel

Open line refuelling (same as a car) is slow and becauseof the fumes is more dangerous and susceptible to fire.

Pressure refuelling from a bowser or hydrant is safer and quicker.

To prevent condensation from forming in fuel tanks, aircraft are normally refuelled after landing.

This can only be done if the fuel load for the next flightis known and with large aircraft the final fuel load may not be known until the crew flight plan 2 hours before take-off.


Danger Zones

Areas of high risk of injury to personnel when aircraft are operated on the ground

- Engine intakes/exhausts- Propellers- Helicopter rotors (including tail rotor)- Control surfaces and airbrakes

Propellers should always be considered as ‘live’

Helicopter rotors in windy conditions could experience ‘blade sailing’ – may bring rotor tips close to the ground.


Wheel and brake fires

Also large modern aircraft have brake temperature gauges fitted on the flight deck.

Some fire sections have infra-red guns which can tell what temperature the wheel is.

Only approach a hot wheel from the front or back, never from the side. Stay away from the axle line (3-9 o’clock)

Danger of explosion – The alloy metal wheel may disintegrate due to excessive heat.

When using a fire extinguisher on a brake fire, only use dry powder extinguishers and fire the agent at the ground 0.3m away from the wheel.


Precautions whilst refuelling - Adequate fire cover required - Aircraft bonded and earthed to reduce static sparks - All personnel on the aircraft parking area must wear rubber-soled shoes. - No naked lights - No R/T transmissions - Refuelling vehicles positioned pointing away from the aircraft so they can be quickly moved in the event of a fire

Documents

Aircraft Handling and Flying Techniques Learning Outcome 1 Reference: AP3456 Vol 5, Pt 1, Sec 1