Aircraft Servicing

8/10/2019 Aircraft Servicing

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Course by Nur Rachmat, Dipl. Ing., M.Sc.

Aeronautical Engineering Study Program

Mechanical Engineering Department

Politeknik Negeri Bandung

Refueling, Connection of Compressed Gases (Oxygen), Replenishment ofLiquids, Lubrication, Cleaning, Engine Starting and Running
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Contents General

Definition of Servicing Servicing Categories Aircraft Outer Surfaces Cares

Ground Equipment Refueling Refueling Precautions

Connection of Electrical Power Connection of Electrical Power

to Light Aircraft Connection of Electrical Power

to Large Aircraft Connection of Compressed Gases

(Oxygen) Handling Care Charging Valves Charging Rigs Charging Oxygen Servicing Equipment

Oxygen Hazards

Replenishment of Liquids Lubrication

General

Lubrication Utensils Cleaning

General Exterior Surfaces Internal Structure Engines

Upholstery Cold Weather Operations After Flight Before Flight

Engine Starting and Running General

General Precautions Piston Engines Starting Turbine Engines Starting


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Definition of Servicing
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Definition of Servicing

Aircraft Servicing may often be carried out in a crowdedenvironment and must be properly organized to ensurethat the necessary operations are carried out, to provideadequate safety to passengers and ground crew and toprotect the aircraft from damage. The procedures and

precautions generally applicable to the routine servicing ofaircraft are dealt with in the following presentations.

NOTE: For the purposes of this course presentation,the term 'servicing' means those operations whicharerequired to check and replenish anaircraftssystems and to

maintain an aircraft in an operational condition. In caseswhere an aircraft Maintenance Manual is produced inaccordance with ATA Specification 100, detailedinformation on servicing operations will be found inChapter 12.


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Servicing Categories

The various terms of servicing will be dealt in thesepresentations include:RefuelingConnection of Electrical PowerConnection of Compressed Gases

Replenishment of LiquidsLubricationCleaningEngine Starting and Running


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Ground Equipment

Many types of ground equipment may be required duringaircraft servicing and all must be compatible with theaircraft systems on which they are to be used.

The ground equipment should be kept scrupulously cleanand should be maintained in accordance with a schedule

recommended by the manufacturer.Delivery pipes from all liquid and gas servicing trolleys

should be blanked when not in use and their cleanlinessand serviceability should be checked before connection toan aircraft.

Fire extinguishers suitable for fuel and electrical firesshould always be readily accessible wherever an aircraft isbeing serviced and should be subject to regular inspection.


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Refueling Precautions (Contd)

When draining fuel into buckets, containers or tanks, theseshould also be bonded to the aircraft and/or the refuelingvehicle.

No radio or radar equipment should be operated while

refueling or defueling is taking place and only thoseelectrical circuits essential to these operations should beswitched on.

When pressure refueling, a float switch or fuel level shut-off valve is often used to cut off fuel flow when the tanksare full, or have reached a pre-set level. Since pressurerefueling rates are very high, failure of these componentscould cause a rapid build-up in pressure and seriousdamage to the tanks.


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The tanks of some aircraft are fitted with pressure reliefvalves which can be checked manually prior to refueling,but when this is not the case persons engaged in refuelingoperations should be prepared to shut off the supplyinstantly, should the automatic cut-off system fail tooperate.

Particular care should be taken when refueling high-winged light aircraft, since the upper wing surface will notnormally be safe to walk on and the filler cap may not be

within easy reach. A step ladder or stand should be used togain access to the filler cap and assist in preventing damageto the wing surface. Use of the steps will also facilitatecorrect locking of the filler cap.


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When a spillage of fuel has occurred, care should be takento ensure that all traces of fuel and vapour are removed.Any residual fuel should be mopped up and any fuelsoakedlagging or fabric should be removed and cleaned. Theeffects of the fuel on other parts such as cables, seals,bearings and windows should also be considered and theappropriate action should be taken.

After refueling an aircraft it is usually recommended thatfuel is checked for contamination. Drain valves are

provided in the tank sumps, pipelines and filters, by meansof which a small quantity of fuel may be drained into aglass jar and checked for the presence of water, sedimentand microbiological contamination.


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Because of the slow rate of settlement of water in turbinefuels it is usually recommended that the tanks are left aslong as possible after refueling before the sample is taken.

With turbine-engine aircraft, samples may also be taken todetermine the specific gravity of the fuel in the tanks.

NOTE:When refueling, the wheel chocks should be moveda short distance away from the tyres, to prevent them beingtrapped when the tyres absorb the additional weight.

Detail description ofRefueling & Defueling of Aircraftwillbe found in a separate presentation with the same topic ofdiscussion.
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Connection of Electrical Power to Light Aircraft

It is often necessary to connect an external electrical power

supply to an aircraft, either for engine starting purposes orto permit operation of the aircraft systems and equipment.Certain precautions must be observed when connectingthe external supply, to prevent damage to the aircraftelectrical system.

Most light aircraft have direct current (d.c.) electricalsystems and although alternating current (a.c.) is providedfor the operation of certain equipment it is not usual forthe aircraft to have provision for the connection of a.c.external power. The external power socket is, therefore,usually for the connection of a d.c. supply, which may beprovided solely by batteries or from a generator and batteryset.

C ti f El t i l P t Li ht Ai ft


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Connection of Electrical Power to Light Aircraft

(Contd)

The following actions should be taken when connecting an

external d.c. supply to a typical light aircraft:

a) Check the voltage and polarity of the ground supply.b) Check that the external power plug and socket are clean, dry and

undamaged.c) Check that the external supply and the aircraft battery master switch

are off and connect the external supply, ensuring that the plug isfully home in the socket.

d) Switch on the external supply and the aircraft battery master switchand carry out the servicing operations for which the external powerwas required.

e) To disconnect the external supply, switch off the battery masterswitch, switch off the external supply, disconnect the external powerplug and, if the aircraft electrical system is to be used (e.g. afterengine starting), switch the battery master switch on again.


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Connection of Electrical Power to Large Aircraft

Most large aircraft are provided with multi-pin plugs or

sockets, by means of which external d.c. or a.c. power maybe connected into the aircraft electrical system.

The external supply is usually provided by a towed or self-propelled unit, which has its own power-driven generator

and can provide d.c. power at various voltages and a.c.power at a particular voltage, frequency and phase rotation.


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Connection of Electrical Power to Large Aircraft

Aircraft electrical systems vary considerably and the checks

which are necessary after connecting the external powerwill vary between aircraft, but the following procedure isapplicable in most cases:

a) Check that the external supply is compatible with the aircraft system (i.e. it

has the same voltage, frequency and phase rotation as the aircraft system)and is switched off.b) Check that the external plug and socket are clean, dry and undamaged.c) Connect the external plug/socket, ensuring that it is fully mated and secure

and switch on the external power supply.d) Check the voltage and frequency of the external supply on the aircraft

electrical system instruments and perform the operations specified in therelevant Maintenance Manual to engage the external supply with theaircraft a.c. system.

e) To disconnect the external supply, disengage it from the aircraft a.c. system,switch off the external power at source and remove the external powerplug/socket.


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Connection of Compressed Gases

The gas pressure required in some components varies

according to the ambient temperature and in order toensure that the correct working pressure is maintained, therelationship between temperature and pressure is generallypresented in the form of a graph, both in the Maintenance

Manual and on a placard adjacent to the charging point. Inthe case of tyres and shock absorbers on large aircraft therequired gas pressures may vary according to the aircraft

weight and centre-of-gravity position, the requirements fora particular aircraft should be obtained from the relevant

Maintenance Manual.


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Connection of Compressed Gases

Since the rapid compression of a gas produces heat it willaffect the gas pressure in a component; heat will beminimised by charging slowly. The sudden release of acompressed gas will have the reverse effect, i.e. lowering itstemperature and this is particularly important whendeflating a tyre (see Leaflet 57), as ice may form and blockthe valve, giving the impression that the tyre is fullydeflated when in fact it is still partially inflated. Prior to

working on any unit from which compressed gas has been

exhausted, the charging valve or valve case should becompletely removed.


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Charging Valves

The valves fitted to components which are charged with gasmay be of two types.

One is a needle-type valve (Figure 1(A)) which opens andcloses automatically, the other is a poppet-type valve on

which the swivel-nut has to be unscrewed one full turn torelease the valve stem (Figure 1(B)). A valve cap shouldalways be fitted to prevent the entry of dirt and moistureand should be removed only when it is necessary to chargethe component or to release gas pressure. On no accountshould the valve body be unscrewed while the componentis pressurised, since this could result in the valve blowingout and causing damage or injury.


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Charging Rigs

A compressed-gas charging rig is generally a self-propelledor towed trolley, on which are mounted one or more high-pressure gas cylinders, a flexible supply hose, a supplyshut-off valve and pressure gauges showing storagecylinder pressure and supply hose pressure. Some rigs arealso fitted with a pressure regulator, by means of which thesupply pressure may be limited to the maximum requiredin the component, this type of rig is used when the aircraftsystem does not have its own supply shut-off valve and

pressure gauges.


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Charging

Charging a component with compressed gas should be

carried out carefully and the following precautions shouldbe observed:

a) The pressure to which the component is to be charged should be checked according tothe ambient temperature, or weight and centre-of-gravity of the aircraft, as appropriate.b) The supply connection should be clean, dry and free from oil or grease; anycontamination should be wiped off with a lint-free cloth moistened in a solvent such asmethylated spirits.c) The aircraft system should be charged very slowly, so as to minimise the rise intemperature.d) When the required pressure is reached, the shut-off valve should be closed and thesystem pressure allowed to stabilise. The pressure should then be checked and adjusted asnecessary.e) The supply hose should not be disconnected unless the shut-off valve and the charging

valves are closed, because of the dangers associated with rapid decompression. On somerigs provision is also made for relieving pressure from the supply hose beforedisconnection.f) Blanking caps should be fitted to the charging valve and supply hose as soon as they aredisconnected.g) When charging oxygen systems, adequate and properly manned fire-fighting equipmentshould be positioned and, if illumination is required, explosion-proof lamps and andtorches should be used.


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Oxygen Servicing Equipment

Before servicing any aircraft, consult the specific aircraftmaintenance manual to determine the proper type ofservicing equipment to be used.

Two personnel are requiredto service an aircraft with

gaseous oxygen. One person should be stationed at thecontrol valves of the servicing equipment and one personstationed where he or she can observe the pressure in theaircraft system.Communicationbetween the two people isrequiredin case of an emergency.

Aircraftshould not be serviced with oxygen during fueling,defueling, or other maintenance work, which could providea source of ignition. Oxygen servicing of aircraft should beaccomplished outside hangars.


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Oxygen Servicing Equipment (Contd)

Oxygenused on aircraft is available in two types:gaseousandliquid. The type to use on any specific aircraft depends on thetype of equipment in the aircraft.Gaseous oxygenis stored inlarge steel cylinders, whileliquid oxygen(commonly referredto as LOX) is stored and converted into a usable gas in a

liquid oxygen converter. Oxygen is commercially available in three general types:aviators breathing, industrial, and medical. Only oxygenmarked Aviators Breathing Oxygen which meets FederalSpecification BB-0-925A, Grade A, or its equivalent should be

used in aircraft breathing oxygen systems. Industrial oxygen may contain impurities, which could cause the

pilot, crew, and/or passengers to become sick. Medical oxygen,although pure, contains water, which can freeze in the coldtemperatures found at the altitudes where oxygen is necessary.


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Oxygen Hazards

Gaseous oxygen is chemically stableand is nonflammable.

However, combustible materials ignite more rapidly and burnwith greater intensity in an oxygen-rich atmosphere.

In addition, oxygen combines with oil, grease, or bituminousmaterial to form a highly explosive mixture, which is sensitive to

compression or impact. Physical damage to, or failure of oxygencontainers, valves, or plumbing can result in an explosiverupture, with extreme danger to life and property.

It is imperative that the highest standard of cleanliness beobserved in handling oxygen and that only qualified and

authorized persons be permitted to service aircraft gaseousoxygen systems.

In addition to aggravating the fire hazard, because of its lowtemperature (it boils at -297 F), liquid oxygen causes severeburns(frostbite) if it comes in contact with the skin.


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Replenishment of Liquids

On modern aircraft, replenishment of engine oil, hydraulic

fluid, de-icing fluid, water and other systems containingliquids, is achieved by the use of servicing trolleys whichare specially designed for the task and are connected intothe system by quick-release couplings;

Alternatively, and with older aircraft, these systems may bereplenished by removing the tank filler cap and pouring inthe required liquid.

Whichever method is used, the utmost care should be

taken to ensure that only the approved liquids are used andthat no foreign matter is allowed to enter the system.


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Servicing trolleys should be inspected regularly for

cleanliness and their delivery pipes should be capped whennot in use; all utensils should be kept scrupulously cleanand should, preferably, be retained for use with oneparticular liquid.

The quantity of liquid in a system may be indicated by asight glass, by use of a dipstick, by its visible level in a filterfitted in the filler opening, or, in some cases, by means of acontents gauge, the transmitter unit for which is mounted

in the tank.When required, the system should be replenished to the

'full' level; no system should be overfilled, as this couldaffect system operation.


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Precautions applicable to the replenishment of systems

containing liquid are outlined in paragraphs a) to d) below:

Particular note should be taken of any warnings of dangers

to health which may be contained in the relevantMaintenance Manuals and the recommended procedures or thehandling of these liquids should be observed.

Care should be taken not to spill any of these liquids, but if a spillagedoes occur, immediate steps should be taken to mop it up and clean the

affected area.

a) Some systems are pressurised in normal use and this pressure should be released beforereplenishing with liquid.b) When replenishing a hydraulic system, it may be necessary to pre-set the hydraulicservices to specified positions to prevent overfilling.c) Some liquids, such as methanol, synthetic lubricating oils and hydraulic fluid, may be

harmful or even toxic if their vapours are breathed in or if they come into contact with theskin or eyes.d) The liquids mentioned in paragraph c) may also have an adverse effect on paintwork,adhesives and sealant and thus inhibit corrosion prevention schemes.


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Precautions applicable to the replenishment of systems

containing liquid are outlined in paragraphs a) to d) below:

Particular note should be taken of any warnings of dangers

to health which may be contained in the relevantMaintenance Manuals and the recommended proceduresor the handling of these liquids should be observed.

Care should be taken not to spill any of these liquids, but ifa spillage does occur, immediate steps should be taken tomop it up and clean the affected area.

a) Some systems are pressurised in normal use and this pressureshould be released before replenishing with liquid.b) When replenishing a hydraulic system, it may be necessary to pre-set the hydraulic services to specified positions to prevent overfilling.

c) Some liquids, such as methanol, synthetic lubricating oils andhydraulic fluid, may be harmful or even toxic if their vapours arebreathed in or if they come into contact with the skin or eyes.d) The liquids mentioned in paragraph c) may also have an adverseeffect on paintwork, adhesives and sealant and thus inhibit corrosionprevention schemes.


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General

Lubrication should be carried out in accordance with aschedule approved for the particular aircraft, the intervalsnormally being related to flying hours, with certainpositions requiring additional lubrication after ground de-icing operations (see CAP 512) and after cleaning the

aircraft.The lubricant to be used, and the method of application,

are usually annotated on a diagram of the aircraft in theappropriate chapter of the aircraft Maintenance Manual.

The method of annotation is often by the use of mimicdiagrams (e.g. an oil can for oiling or a grease gun forgreasing) and the type of lubricant is indicated by asymbol.


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Lubrication Utensils

The utensils used for lubrication purposes should be kept

scrupulously clean and should only be filled with new lubricant.Each utensil or container should be clearly marked with thelubricant it contains and should be kept solely for that lubricant.

When lubricating a component, care should be taken to ensure

that the quantity applied is adequate but not excessive; in somecases a particular quantity may be specified in the MaintenanceManual (e.g. 'apply 8 drops of oil...') but normally a quantitysufficient to cover the bearing surfaces, as evidenced by theexuding of new lubricant, should be applied.

The lubricating point should be wiped clean and dry with a lint-free cloth before applying the oil or grease, any excess exudingfrom the component should be wiped off to prevent theaccumulation of dirt or foreign matter.


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General

Cleaning an aircraft improves its appearance andaerodynamic qualities, helps to prevent corrosion andfacilitates the detection of fluid leakage. It is, therefore,often included in the servicing schedule.

Areas to be cleaned on aircraft in order improves its

appearance and aerodynamic qualities includes: Exterior Surfaces

Internal Structure

Engines

Upholstery


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Exterior Surfaces

Before washing down the exterior surfaces of an aircraft, all

doors and windows should be closed, all apertures such asair intakes, engine exhausts, fuel jettison pipes, static ventsand vent pipes should be blanked, covers should be fittedto pitot heads and sensor vanes. Transparencies should be

covered to prevent contamination by cleaning fluids.The structure should be washed down using a cleaning

agent recommended by the aircraft manufacturer andmixed according to the instructions provided, caked mudor other foreign matter being removed with lint-free clothsoaked in the cleaning agent. The wash should be followedby swabbing with clean water and care should be taken toprevent cleaning fluid or water becoming trapped in partsof the structure where corrosion and seizure of

mechanisms could result.


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Exterior Surfaces

The aircraft should be thoroughly dried after washing and

rinsing. It is usually recommended that lubrication shouldbe carried out, particularly if pressure hoses have beenused.

If it is necessary to remove concentrations of oil or grease,

a cloth moistened in solvent should be used, butchlorinated solvents should be avoided since they may betoxic. The minimum quantity of solvent should be applied,since prolonged saturation of parts may have an adverseeffect upon adhesives and jointing compounds. Whensolvents are used, adequate fire-fighting equipment shouldbe available.


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Internal Structure

Internal structure is generally cleaned with a vacuum

cleaner, but a cleaning agent and water may be used whennecessary. Only a small area should be washed, rinsed anddried at a time, so as to prevent flooding of the structureand trapping of f luids in inaccessible places. Clean lint-free

cloths should be used for all operations and the structureshould be finally dried by circulating warm air.


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Engines

An engine and its compartment should be cleaned by

spraying or brushing with solvent or degreasing f luid, afterfirst blanking all vents and apertures in such componentsas the magnetos and alternator. This solvent should be lefton for five to ten minutes, then the engine should be

washed with clean solvent and allowed to dry.All controls, hinges, etc., should be lubricated after

cleaning and the engine should not be operated until allsolvent has evaporated or otherwise been removed. Theprecautions stated in paragraph 7.8.1 a) regarding the useof solvents should be observed.


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Upholstery

Soiled carpets and seats may usually be cleaned by means

of a vacuum cleaner and an approved non-flammable air-drying type cleaner or foam-type upholstery cleaner.

The manufacturers instructions for the use of thesematerials should be carefully followed, soaking or harsh

rubbing should be avoided.


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After Flight

When parking an aircraft, all covers, plugs and ground locks should be

fitted as soon as possible. If the airframe is wet or affected by snow orice, the surface under the covers should be given a light coating of anti-freeze liquid; anti-freeze liquid should not, however, be applied to thewindows, since it has an adverse effect on plastics materials. Enginecovers should be fitted as soon as the engine has cooled sufficiently, butin the case of turbine engines an inspection should be made for thepresence of ice in the air intake, since this could melt while the engineis hot, drain to the lowest part of the compressor and subsequently re-freeze when the engine cools, locking the lower compressor blades inice. If ice is present it should be allowed to melt, then removed beforefinally fitting the covers. Drain valves in the fuel and pitot/ static

systems should be opened to remove any accumulation of water.Domestic water, toilet systems and water injection tanks should bedrained or treated with antifreeze liquid as appropriate.


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Before Flight

All external surfaces must be free of snow, frost or ice

before an aircraft takes off and de-icing operations shouldbe carried out as necessary (see CAP 512). Particular care isnecessary when an aircraft has been removed from a heatedhangar into falling snow since the snow will melt on the

warm aircraft then re-freeze as it cools down, forming athin layer of ice which may not be easily visible. Watersystems should be filled with warm water and all coversshould be kept in place until as near to departure time aspossible.


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Introduction

An engine should not be ground run more often than is

absolutely essential to ensure its serviceability. With apiston engine more wear takes place during cold starts thanduring normal operation and with a turbine engine theengine life may be directly related to the number of

temperature cycles to which it is subjected. It is, however, frequently necessary to run an engine to

check its performance; in these cases and when starting anengine prior to flight, certain precautions are necessary to

ensure the safety of the aircraft, of surrounding aircraft andof personnel.

The following is a brief description of engine starting andoperation, a more detail description is given in a separatepresentation titlingEngine Starting &Operation
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General Precautions for Piston Engine

An aircraft should, whenever possible, be headed into wind

before starting its engines. This is particularly importantwith light piston-engined aircraft as the wind direction willaffect the engine speed obtained during checks and fromcertain directions could produce vibration and may

adversely affect engine cooling.


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General Precautions for Turbine Engine

Turbine-engined aircraft are not usually affected so

seriously by wind direction, but a strong tail wind couldresult in increased jet pipe temperatures during starting;care should also be taken not to engage the starter of aturbo-propeller engine if the propeller is being rotated

backwards by the wind.

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Preparation An aircraft should normally be parked with brakes on and chocks in

front of the main wheels. The ground immediately in front of the

propellers or intakes and beneath and behind the aircraft, should bechecked for loose gravel or other foreign objects which could be drawninto the engine, cause damage to the propeller, or be blown againstother aircraft, buildings and personnel.

Jet blast can also have serious consequences and diagrams will be found

in the Maintenance Manuals of turbine-powered aircraft showing theextent and velocity of the blast created at various power settings andthe areas which should be kept clear of personnel and equipment.These diagrams also indicate the extent of the danger areas in front ofthe engines, which result from intake suction. When specified, intakeguards should be fitted to turbine engines when they are run formaintenance purposes.

A look-out man should be stationed in front of the aircraft and shouldbe in visual and/or radio contact with the cockpit/cabin crew.Whenever an aircraft engine is being started, adequate fire-fightingequipment should be readily available and manned..


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General Guide to Starting GTE

Figure 11-17. Engine intake and exhaust hazard areas.


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Starting in Cold

Piston engines are generally fitted with electric starter

motors and an external power source should be connectedto the aircraft whenever possible. When cold, enginesshould always be turned at least two revolutions beforebeing started, to free the reciprocating and rotating parts

and to determine whether a hydraulic lock (oil draininginto the lower cylinders) has formed.

The engine should normally be turned over by hand butwhen this is not possible the starter may be used. Themagneto switches must be 'off' when turning the engineand the engine must always be treated as 'live', in case theswitches are defective and not earthing the magnetoprimary circuits.


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Recommended Speed & Power

Piston-engine installations vary considerably and the

method of starting recommended by the aircraftmanufacturer should always be followed. Engine speedshould be kept to a minimum until oil pressure has built upand the engine should be warmed up to minimum

operating temperature before proceeding with the requiredtests.

High power should only be used for sufficient duration toaccomplish the necessary checks, since the engine may notbe adequately cooled when the aircraft is stationary. Afterall checks have been carried out the engine should becooled by running at the recommended speed for severalminutes, the magneto switches should be checked foroperation and the engine should be stopped in the

appropriate manner.


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Hand Swinging

Extreme care is essential when starting piston engines by

hand swinging. Many accidents have occurred in this wayand both pilots and maintenance personnel should begiven demonstrations and be checked out on this methodof starting before being allowed tohand swing a propeller.

The engine must always be treated as 'liveand no part ofthe arms, legs or body should be moved into the propellerdisc at any time.No attempt should ever be made to start anengine without someone in the cockpit/cabin to operate thethrottle or brakes as necessary, or without chocks placed infront of the wheels. A set sequence ofcalls and responsesshould beused to ensure that the ground crew and the pilotare fully aware of the actions being taken.


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Hand Swinging Procedures

a) Sucking-in. To prime the engine cylinders, when

necessary, the ground crew should stand away from thepropeller, face the pilot and call 'Switches off, petrol on,throttle closed, suck in'. The pilot should repeat these

words, carrying out the appropriate actions at the same

time. The ground crew should then set the propeller to thebeginning of a compression stroke and turn the enginethrough at least two revolutions. Starting at the positionshown in Figure 2, the propeller should be swung bymoving the arm (right in this case) smartly down and

across the body, turning away from the propeller andstepping away in the direction of movement of the aircraft.


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Hand Swinging Procedures (Contd)

b)Starting.The ground crew should set the propeller at

the start of a compression stroke (as in Figure 2), standaway from the propeller, face the pilot and call 'Contact'.The pilot should set the throttle for starting, switch on themagnetos and repeat 'Contact'. The ground crew should

then swing the propeller as outlined in paragraph a). If theengine does not start, the ground crew should ensure thatthe magnetos are switched off before re-setting thepropeller and switched on again before making anotherattempt to start the engine.

NOTE:Themanufacturersmanual should be referred tofor the operation, during starting, of magnetos which arefitted with impulse starters or retarded contact breakers.

Pi t E i St ti


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Piston Engines Starting

Figure 2 Hand Swinging


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Hand Swinging Procedures (Contd)

c)Blowing-out.If the engine fails to start through over-

richness, the ground crew should face the pilot and call'Switches off, petrol off, throttle open, blow out'. The pilotshould repeat these words, carrying out the appropriateactions at the same time. The ground crew should then

turn the propeller several revolutions in the reversedirection of rotation to expel the mixture from the engine.This will usually entail swinging the propeller up from the6 oclock position (approximately), using the oppositehand. The throttle should then be closed, the petrol turned

on and the operations outlined in paragraph b) continued.


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Engine Starter Danger Area

Turbine engines may be started by anelectric motoror by

anair turbineand may use either aninternal power unitor an external power source to provide the necessarypower.

The danger areas in front of and behind the engines

should be kept clear of vehicles and personneland, if anauxiliary power unit is being used, from the vicinity of thisexhaust also.

Vehicles supplying electrical powerorcompressed air

should be locatedin such a position that they can be movedaway quickly in the event of an emergency.


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Qualified personnel - Communication

Qualified personnel should be located outside the

aircraft and be in telephonic communication with thecabin crew, so as to be able to provide warning of situationsnot visible from the cabin and to prevent vehicles orpersonnel from entering the danger areas.

Air intakesand exhaust pipesshould be inspected forloose objects or debris before starting the engines.

Detail description on engine starting and run-up will begiven in a separate presentation with the topic ofEngine

Starting and Operation.
http://localhost/var/www/apps/conversion/tmp/scratch_1/6-Engine%20Starting%20&%20Operation.pptxhttp://localhost/var/www/apps/conversion/tmp/scratch_1/6-Engine%20Starting%20&%20Operation.pptxhttp://localhost/var/www/apps/conversion/tmp/scratch_1/6-Engine%20Starting%20&%20Operation.pptxhttp://localhost/var/www/apps/conversion/tmp/scratch_1/6-Engine%20Starting%20&%20Operation.pptxhttp://localhost/var/www/apps/conversion/tmp/scratch_1/6-Engine%20Starting%20&%20Operation.pptxhttp://localhost/var/www/apps/conversion/tmp/scratch_1/6-Engine%20Starting%20&%20Operation.pptxhttp://localhost/var/www/apps/conversion/tmp/scratch_1/6-Engine%20Starting%20&%20Operation.pptxhttp://localhost/var/www/apps/conversion/tmp/scratch_1/6-Engine%20Starting%20&%20Operation.pptxhttp://localhost/var/www/apps/conversion/tmp/scratch_1/6-Engine%20Starting%20&%20Operation.pptx


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Thank you for your attention!

Click next link for more detail Engine Starting & Operation
http://localhost/var/www/apps/conversion/tmp/scratch_1/6-Engine%20Starting%20&%20Operation.pptxhttp://localhost/var/www/apps/conversion/tmp/scratch_1/6-Engine%20Starting%20&%20Operation.pptx

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