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2. Pilot reports poor climb out. With the engine assumed to be satisfactory list the causes from an
airframe point of view.
-Ref to the relevant m/m.
-Flight controls system needs adjustments.
-The aircraft is not configured for takeoff IAW m/m. (flaps, elevators, etc not in their correct
positions).
-A/c is over-weight.
-A/c is loaded incorrectly.
-The aircraft has a rough paint finish with bolts, screws, rivets protruding a/c surface. Doors, LDGs,
flight control surfaces are not fitted flush to the aircraft structure causing excessive drag.
-A/c has missing panels or slack panels.
-Faulty instrument giving incorrect readings.
-Engine cowlings and fairings are fitted incorrectly causing excessive drag.
-Vertex generators and wing fence are defective
-For a pressurised aircraft, cabin leakage causing considerable drag
3. Pilot reports excessive force is needed to turn aileron in flight. Describe checks and
certification?
-Ref to the m/m for instructions.
-The need for excessive force to turn the aileron would be likely result of some form of obstruction
in the control run between the control column wheel and the surface or control surface unbalance.
Firstly the M/M should be consulted for diagrammatical layout of the control run and for
troubleshooting procedures. Secondly, the ailerons should be operated from the cockpit so as to get a
feel of the amount and type of resistance present in the system. Observe any sounds of chafing or
knocking that might be heard. Next disconnect the control run at the points just before the ailerons
and physically move them up and down through their full travel so as to verify the serviceability of
the hinge point and bearings.
-Should the bearings and hinge points be found in good condition the entire control run would have
to be inspected, starting at one end and moving to the other.
-Checks should be made for:
-Check cables for over tension.
-Seized bearings or rollers on all bell cranks and rod end.
-Seized cable pulleys and guiding rollers. Check for Shine spots on the cable, which would indicate
chafing, and broken wires or bird caging all which obstruct free movement.
-All fairleads and surfaces through or near to which cables pass must be checked for any signs of
grazing such as nicks, which may cause the cable to stick.
-Check control surface balance IAW m/m.
-Should any faults be identified, it should be certified IAW the relevant M/M. The system should be
rigged IAW m/m and check for free, full range and correct sense travel. A static friction test should
be completed IAW m/m.
-Ensure a duplicate inspection is to be performed by two appropriately type rated engineers. Finally,
the snag should be cleared in the Tech Log as well as a work sheet prepared then a CRS completed
and signed by a type rated engineer before the a/c returns service.
4. Draw a typical flight control system and explain the rigging procedure.
-Diagram of aileron control system flying control manual pg 61.
-Ref to m/m.
Slacken the control cables throughout the system.
Set the control column in the neutral position with control locks and rigging pins.
Set the aileron operating sprockets in neutral position.
Ensure that the chains are equally disposed around the sprockets, and then lightly tension the control
cables.
Adjust the operating rods until the ailerons are in neutral.
Check tension in cables and adjust if necessary.
Remove control locks and rigging pins.
Check the static friction.
Check the operation of ailerons for full and free movement in the correct sense.
Measure range of movement and adjust on stops as necessary.
Record all travel values and range of movements.
Examine complete control run to ensure that it is not fouling the airframe structure and that the cable
and rods are correctly fitted on pulleys and fairleads. Check that, turnbuckles adjustable end fitting,
fork joints and limit stops are in safety and locked. Ensure that shackle pins and nuts are correctly
split pinned and that fairleads, pulley brackets and chain and pulley guards are secure.
Lubricate system as necessary.
Carry out duplicated inspection by two approved engineers.
Complete all paper work Sign off the CRS by approved engineer.
6. What are the reasons for establishing weight and balance? What are the considerations when
weighting an aircraft?
-Weight and balance is required by aviation regulations.
-To establish the centre of gravity of the aircraft so that it can be loaded properly and the centre of
gravity limits not exceeded.
-To achieve figures to complete the load sheet. This ensures that the MTWA and max landing weight
not exceeds.
-For flight manoeuvrability-fight control, take off, cruise, landing, and service ceiling
-For best fuel consumptions.
-And for overall safety.
-Considerations when weighting an aircraft: Ref to the relevant m/m.
-The aircraft should be in an enclosed area, free from wind.
-All safety precautions should be followed when weighting the aircraft.
-The scale and other equipment used for weighing should be serviceable.
-The aircraft must be level.
-The basic equipment and inconsumable fluids must be on board IAW m/m.
-The temperature must be within limitations with m/m.
-The aircraft must be dry, clean and clear of frost and dew.
-Several reading must be taken and an average calculated.
-All relevant m/m, flight manual must be updated with the new weight and balance information.
-Check that the chain is free from kinks and twists, by looking along the length of the chain.
-Check the connectors and attachments points for security.
-Check the chain wheel mountings for freedom and play.
-Ensure that the chain is lubricated and free from corrosion. If the chain is defective it should be
removed.
-Check the links of the chain for flats which would indicate rubbing at some point.
-Tension check the chain and if adjustment is necessary care should be taken no to leave the chain
twisted after adjustment.
9. Draw and describe an aircraft construction, name the type of aircraft and list the checks to be
carried out on that construction type.
MACH
VSI ASI ALT
METER
Drain Valve
12. Why is it necessary to have two static ports? List the serviceability checks.
-Two pitot/static ports is necessary to reduce compressibility errors in the pitot/static measuring
instrument due to a pressure unbalance when yawing of the aircraft takes place.
REF to the relevant m/m
-Pitot/static probes should be inspected for security of mounting and any distortion.
-Pitot entry hole, drain holes and static vents inspected to ensure that they are unobstructed.
-Static vents should be inspected to ensure that the exposed surfaces are free from scratches,
indentation and paint.
-Pipelines should be check for freedom of corrosion, kinks and other damage and connections are
tight and locked.
-Electrical heaters should be check by operating and ensuring they warm up when the switch is on.
-All instruments should read zero on the ground.
13. On Preflight the Pitot is found blocked. Discussed rectification and certification.
-Firstly, upon finding this fault, the appropriate M/M must be referred to for the correct procedure or
guidelines for clearing the pitot. Then, the pitot line should be disconnected from behind the RSI
instrument. Using moisture free air supply, a positive pressure, as stipulated in the M/M, should be
applied to the line so as to force any obstruction out of the pitot tube. This is done until there is a free
flow of air felt coming out of the pitot. The line is then reconnected to the instrument. The pitot
system should then be recalibrated and leak check as outlined in the M/M. If required, the use of test
equipment should be performed by an appropriately trained and Licensed Engineer. Finally a
worksheet, documenting the defect and subsequent steps of rectification should be should be
prepared and the affixed CRS signed by the appropriately type rated engineer.
15. State three defects revealed by the colour contrast dye penetrant inspection & their indications.
-Scattered dots of dye indicate fine porosity or pitting whilst gross porosity may result in an entire
area becoming stained.
-Closely spaced dots of dye in a line, or curved indicate tight cracks or laps.
-Continuous lines of dye indicate wide crack, lack of fusion in welded parts.
16. Draw and explain a DC twin generation system (with emergency backup).
-Diagram in basic electrical systems book pg27.
-Generators – supply 28volts D.C. power to the bus bar for aircraft use.
Voltage Regulator – regulates the generator output volts to 28 volts D.C. (typical value) by increasing
or decreasing generator field strength.
Cut – Out – connects the generator to the bus bar when the generator voltage exceeds the bus bar
voltage and provides a reverse current from flowing to the generator in the event of a generator
failure.
Over voltage relay – If an overvoltage is detected this circuit will open the generator field, taking the
generator off line.
Bus Bar – receives volts and supply to the aircraft systems.
Battery Relay – supply battery voltages to the bus bar when the relay is closed.
Battery – supplies emergency power to the bus bar if both generators fail.
Equalizing Circuit – equalize the circuit when one generator gives more load than the other generator.
A
V
RETURN FLUID
INLET
R-RESERVOIR- stores hydraulic fluid
P-PUMP- draws fluid from the reservoir to create the flow
V-SELECTOR VALVE- controls the flow and direction of the fluid
A-ACTUATOR- converts fluid power (pressure energy) to mechanical movement
Operation: The pump draws fluid from the reservoir and directs it under pressure to the four way
selector valve. When the selector valve is in the position shown the fluid will flow to the left end of
the actuating cylinder (A) and force the piston to the right moving the piston rod and any device
connected to it.
As the piston moves to the right, the fluid to the fluid to the right of the piston is displaced and flow
out the port and at the right end of the cylinder from the selector valve to the reservoir. For the
reverse to happen the selector valve is rotated ¼ turn.
19. Draw a simple brakes system & list checks to ensure serviceability before flight.
-Diagram in CAIPs AL3-19.
FILTER
SUCTION REDUCER
AIR IN
GYRO HORIZON
DIRECTIONAL GYRO
OIL SEPERATOR
AIR IN AIR OVERBOARD OR TO
DE-ICER DISTRIBUTIOR
VALVE
VACUUM PUMP
22. List part inspection you would carry out in the battery area of an aircraft?
-Ref to m/m.
-The battery compartment should be clean, dry and free of acid corrosion or damage. The structure
adjacent to the battery compartment should be treated with acid-resistance paint.
-When battery is located in compartment, ensured that it is secured and attached with the appropriate
clamps or bolts and they are not over-tightened.
-Battery cables should be secure and examine for signs of chafing or other damage.
-The compartment should be vented to dilute gases given off by the battery.
-Ventilation systems should be check to ensure there is no obstruction and integral venting is used.
-Drain system should be check for correct operation and fitted away from the a/c structure in the
event of acid drainage.
23. Describe how you will rig a throttle control. Drawing on pg 371 in Jeppesen power-plant.
24. What are the possible causes for the appearance of wrinkles under the wing?
-Ref to the m/m for instructions.
-The appearance of wrinkles on the skin beneath the wing is a definite indication of the wing having
been subjected to excessive bending or compression loads. These excessive loads could have been
imposed as the result of a heavy or Overweight or the a/c flying through heavy turbulence. A heavy
landing would have occurred if the a/c was put down with either a high vertical descent velocity and
or more than the max landing weight stipulated. This landing would have caused great flexing of the
wing on touchdown, most likely exceed structural design limitations.
-Flying in heavy turbulence would cause excessive flexing of the wings due to the large aerodynamic
loads imposed on the a/c.
-Both of the above occurrences would be responsible for the wrinkling of the skin of the wing due to
the excessive amount of loads imposed on the structure.
25. Describe the check after a hard landing (read up in CAIPs AL 7-1).
-Ref to the m/m for instructions
-Landing gear – examine tyres, wheels, hubs, shocks, struts, attachment points, linkage, bolts, brake
unit, brake lines for cracks, leakage and any defects. Do nose wheel steering test and retraction test if
applicable IAW m/m.
-Fuselage – Examine skin for wrinkling, loose rivets, damage skin panels, fuel leakage, structural
members for cracks and damage, flight control surfaces for freedom of movement and balance,
instrument panel for damage instruments and security, electrical defects.
-Engine – examine engine mounting for cracks, signs of stress, loose bolts, fluid leakage, check
propeller and counter-weight for attachment, check oil filters for metal particles.
-Conduct a duplicate inspection.
-Ground run engine and check that all systems are functional IAW m/m.
-Complete all paper work and CRS