PIA TRAINING CENTRE (PTC) Module 7A - MAINTENANCE PRACTICES

Category– B2 Sub Module 7.18 - Aircraft disassembly, inspection, repair and assembly techniques

MODULE 7A
Sub Module 7.18

DISASSEMBLY, INSPECTION, REPAIR AND ASSEMBLY

TECHNIQUES

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 PIA TRAINING CENTRE (PTC) Module 7A - MAINTENANCE PRACTICES
Category– B2 Sub Module 7.18 - Aircraft disassembly, inspection, repair and assembly techniques

Contents
INTRODUCTION .........................................................................1
TYPES OF DEFECTS .................................................................1
VISUAL INSPECTION TECHNIQUES ........................................9
CORROSION REMOVAL, ASSESSMENT AND
REPROTECTION ......................................................................13
NON-DESTRUCTIVE TESTING (NDT)…………………………16

DISASSEMBLY AND RE-ASSEMBLY TECHNIQUES .............22

FAULT DIAGNOSIS - TROUBLE SHOOTING………………….29

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 PIA TRAINING CENTRE (PTC) Module 7A - MAINTENANCE PRACTICES
Category– B2 Sub Module 7.18 - Aircraft disassembly, inspection, repair and assembly techniques
INTRODUCTION
TYPES OF DEFECTS
Preventative maintenance is concerned with the early detection
of defects (using whatever inspection techniques are specified An operational aircraft can suffer from many defects and these
by the aircraft or component manufacturers) and the repair or can be defined as any event or occurrence, which reduces the
modification of the defective parts. serviceability of the aircraft below 100%.

The inspection techniques may call for the disassembly of
components (before or after cleaning) so that more detailed
inspections can be done.
Assessment, of the effect of the defect on the continued
integrity of the part, will also be required and, following the
repair, modification or rejection of the part, re-assembly
techniques will be used to restore the aircraft to the appropriate
level of serviceability.
Troubleshooting techniques are used in the process of
identifying the cause of a fault, eliminating the fault and
returning the aircraft to service.
The manufacturer should specify the inspection areas and the
faults, which are expected to be found. In most instances the
inspector is looking for indications of abnormality in the item
being inspected. Typical examples are:
Metal Parts: as applicable to all metal parts, bodies or casings
of units in systems and in electrical, instrument and radio
installations, metal pipes, ducting, tubes, rods and levers. These
would be inspected for:
 Cleanliness and external evidence of damage
 Leaks and discharge
 Overheating
 Fluid ingress
 Obstruction of drainage or vent holes or overflow pipe
orifices
 Correct seating of panels and fairings and serviceability
of fasteners
 Distortion, dents, scores, and chafing
 Pulled or missing fasteners, rivets, bolts or screws
 Evidence of cracks or wear
 Separation of adhesive bonding
 Failures of welds or spot welds
 Deterioration of protective treatment and corrosion
 Security of attachments, fasteners, connections, locking
and bonding.

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Category– B2 Sub Module 7.18 - Aircraft disassembly, inspection, repair and assembly techniques
 Rubber, Fabric, Glass Fibre and Plastic Parts: such as
coverings, ducting, flexible mountings, seals, insulation
of electrical cables, windows. These parts would,
typically, be inspected for:
 Cleanliness
 Cracks, cuts, chafing, kinking, twisting,
crushing, contraction – sufficient free length
 Deterioration, crazing, loss of flexibility
 Overheating
 Fluid soakage
 Security of attachment, correct connections
and locking.
 Control System Components: cables, chains, pulleys, rods
and tubes would be inspected for:
 Correct alignment – no fouling
 Free movement, distortion, evidence of
bowing
 Scores, chafing, fraying, kinking
 Evidence of wear, flattening
 Cracks, loose rivets, deterioration of
protective treatment and corrosion
 Electrical bonding correctly positioned,
undamaged and secure
 Attachments, end connections and locking
secure.
 Electrical Components: actuators, alternators and
generators, motors, relays, solenoids and contactors.
Such items would be inspected for:
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Module 7A - MAINTENANCE PRACTICES
 Cleanliness, obvious damage
 Evidence of overheating
 Corrosion and security of attachments and
connections
 Cleanliness, scoring and worn brushes,
adequate spring tension after removal of
protective covers
 Overheating and fluid ingress
 Cleanliness, burning and pitting of contacts
 Evidence of overheating and security of
contacts after removal of protective covers
External Damage
Damage to the outside of the airframe can occur by interference
between moving parts such as flying controls and flaps,
although this is quite rare. The most common reasons for
airframe damage is by being struck by ground equipment or
severe hail in flight.
During ground servicing many vehicles need to be manoeuvred
close to the airframe and some have to be in light contact with it
to work properly. Contact with the airframe by any of these
vehicles can cause dents or puncturing of the pressure hull,
resulting in a time-consuming repair.
Inlets and Exhausts
Any inlet or exhaust can be a potential nest site for wildlife. The
damage done by these birds, rodents and insects can be very
expensive to rectify. Other items that have been known to block
access holes include branches, leaves and polythene bags.
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Category– B2 Sub Module 7.18 - Aircraft disassembly, inspection, repair and assembly techniques
A careful check of all inlets and exhausts, during inspections,
must be made, to ensure that there is nothing blocking them. A
blocked duct can result in the overheating of equipment, or
major damage to the internal working parts of the engine.
Liquid Systems
Liquid systems usually have gauges to ascertain the quantity in
that particular system. A physical quantity check is often done in
addition to using the gauges, as the gauges are not always
reliable.
These systems usually include oil tanks for the engine, APU
and Integrated Drive Generators (IDG), and also the hydraulics,
fuel and potable water tanks.
The cause of a lower-than-expected level should be
immediately investigated, bearing in mind, that some systems
consume specific amounts of fluids during normal operation.
The consumption rate must be calculated before instigating any
trouble-shooting. A low hydraulic system should not be
replenished without first investigating the cause of the leak.
External leaks of oil and fuel systems are normally easy to
locate. The rectification of an external leak is usually achieved
by simply replacing the component, seal or pipe work at fault,
and completing any tests required by the AMM.
If the leak is internal, then a much more thorough inspection of
the component must be made, as the problem is more difficult
to find. The symptoms are usually signalled by a slower
movement of the services or by the erratic operation of services,
due to the return line being pressurised.
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Some hydraulic oils, especially the phosphate ester-based
fluids, are very toxic and require personnel protection when
working on and replenishing their systems. Some oils used are
slightly toxic so care must be taken if there is a large leak.
Potable water tanks are often permanently pressurised, so that
a leak that starts somewhere between the tank and the services
will continue, even if the aircraft is not flying. Once the pressure
is removed, the leak can be investigated, cured and the tank re-
filled.
The physical signs of water inside the aircraft or dripping from
the hull should be the signs of a leak that requires investigation.
The unpredictable passenger consumption of water means that
the tank level is no indication of a leak in the system.
Windscreen de-icers are usually in the form of a pressurised
container, which supplies fluid on demand to the spray nozzles.
If the fluid leaks onto the flight deck it will give off a distinctive
odour in the enclosed space. As the containers are replaced
when low, it is more likely that the pipe work will be the likely
cause of the leak.
Gaseous Systems
These include gases such as oxygen, nitrogen and air. If the
gas is to be used from a system during flight, a leak will be very
hard to confirm unless a physical check is carried out using a
leak detector such as ‘Snoop’ or ‘Sherlock’.
A leak from an oxygen system is extremely dangerous, due to
the chances of an explosion, if it comes into contact with oil or
grease. Once the leak has been cured, the system can be re-
charged and leak tested.
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Nitrogen, used in hydraulic accumulators, can leak into the
liquid part of the hydraulic system. This will make the hydraulic
system feel spongy and reduce the response of the operating
actuators.
If the gas leaks into the atmosphere, the system will not function
correctly and the efficiency of the system may be reduced. The
main cause of accumulators leaking externally is due to faulty
seals or gauges.
Accumulators assist the hydraulic system as an emergency
backup, which only works correctly if it is charged to the correct
pressure.
Pneumatic systems contain high-pressure air of a stated
pressure, and should have the same pressure at the end of the
flight as at the start. If the pressure is low at the end of the flight,
then the compressor could be suspected.
If the pressure falls between flights, it is probably due to a slow
leak in the storage system, and this can be investigated using
leak-detecting fluids.
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Sub Module 7.18 - Aircraft disassembly, inspection, repair and assembly techniques
Dimensions
There are a number of places where checking the measurement
of a component can establish its serviceability. Landing gear
oleo shock struts can be checked for correct inflation, by
measuring their extension. If the dimension is less than quoted
in the manual, then it may be low on pressure and further
checks will be required. These checks are usually only done
during line maintenance, with checking of the pressure being
required for trouble shooting or hangar maintenance.
Combined hydraulic and spring dampers, fitted to some landing
gears, often have one or more engraved lines on the sliding
portion of the unit. This can indicate whether the hydraulic pre-
charge is correct or requires replenishment.
Tyres
Tyres have their serviceability indicated by the depth of the
groove in the tyre tread. The AMM gives information of what
constitutes a worn or damaged tyre.
Apart from normal wear, other defects, that can affect a tyre, are
cuts, blisters, creep and low pressure.
Most tyres can be re-treaded a number of times after they have
reached their wear limits, but the re-treaded can only be
completed if the complete tyre has not been damaged badly.
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Category– B2 Sub Module 7.18 - Aircraft disassembly, inspection, repair and assembly techniques
Creep is the movement of a cover around the rim, in very small
movements, due to heavy braking action. This movement is
dangerous if the tyre is fitted with a tube, as the movement can
tear the charging valve out of the tube, causing a rapid loss of
pressure.
To provide an indicator, small white marks are painted across
the wheel rim and the tyre side wall cover so, if creep takes
place, the marks will split in half and indicate clearly that the tyre
cover has moved in relation to the wheel rim.
The installation of tubeless covers has reduced the problem of
creep, as the valve is permanently fitted to the wheel. It is still
possible for tyres to creep a small amount, but the air remains in
the tyre as the seal remains secure.
Tyre-inflation devices usually consist of high-pressure bottles
fitted with a pressure-reducing valve or a simple air compressor.
The pressure a tyre should be inflated to depends on various
factors such as the weight of the aircraft.
The correct pressure for a specific aircraft is given in the
relevant AMM for the aircraft in question. It is possible for a tyre
to lose a small amount of pressure overnight. A pressure drops
of less than 10% of the recommended pressure is not unusual,
but the exact figures are given in the AMM.
If a tyre is completely deflated with the weight of the aircraft on
it, or is one of a pair on a single landing gear leg, which has run
without pressure, all the tyres concerned must be replaced due
to the possible, unseen damage within the cover. Again, the
AMM will dictate the conditions.
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Wheels
Defects to aircraft wheels are usually due to impact damage
from heavy landings or from items on the runway hitting the
wheel rim. Other problems can arise from corrosion starting as
a result of the impact damage and the shearing of wheel bolts,
which hold the two halves of a split wheel together. Wheels are
usually inspected thoroughly during tyre replacement and it is
very unusual for serious defects to be found during normal
inspections of a wheel.
Brakes
Brake units are normally attached onto the axle of an
undercarriage leg, and located inside the well of the main
wheels. During braking operation, they absorb large amounts of
energy as heat. This results in the brake rotors and stators
wearing away and, if they become too hot, the stator material
may break up.
Inspection of brake units between flights is essential, to check
for signs of excessive heating and to ensure that they have not
worn beyond their limits.
Wear results in the total thickness of the brake pack being
reduced, which means that by measuring either the thickness of
the pack, the amount of wear can be monitored. Once the
amount of wear reaches a set figure, the brake pack will be
overhauled.
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Category– B2 Sub Module 7.18 - Aircraft disassembly, inspection, repair and assembly techniques

If the pads are breaking up there will be signs of debris, Gas Bottle and Pressure
excessive amounts of powder and, in extreme cases, scoring of Relief Valve
the discs. This will require immediate replacement of the
complete brake unit.

A rejected take-off at maximum weight will produce the

maximum possible amount of heat and wear. It is usual to Retaining Ring
replace all brake units and main wheels after this has
happened, but again the AMM will give the required information
on what must be changed and when.

Landing Gear Locks

These items are normally fitted to the aircraft’s undercarriage as

a safety device to prevent them inadvertently collapsing. They
Frangible Disc
are usually fitted when the aircraft is to stay on the ground for
some time, and removed before the next flight. The most likely
defects will be damage to the locking pin ball bearing device or
the loss of the high visibility warning flags. These flags will,
hopefully, attract attention to themselves to ensure that they are Gas Bottle Bursting Disc
not left in position when the aircraft next goes flying.
Fig. 1
Indicators

The most common type of indicator is the ‘blow-out’ disc used in

fire extinguishing and oxygen systems. This shows that a high-
pressure gas bottle has discharged its contents overboard,
blowing the disc from its flush housing in the aircraft’s skin.

The reason for the ruptured disc (refer Fig. 1) could be due to a
fire extinguisher having been operated or the extinguishant
having been discharged due to an excessive pressure being
reached.
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Category– B2 Sub Module 7.18 - Aircraft disassembly, inspection, repair and assembly techniques
External Probes
There are several different types of probe, projecting into the
airflow, to send information to the flight deck. These can include
the pitot/static probes and the angle-of attack (AOA) probes.
To prevent these from freezing they have electrical heating
elements built into them and, occasionally, they can become
overheated. Usually this is when they are left switched ‘on’ on
the ground with a faulty weigh-on-wheels (WOW) switch.
This switch is designed to reduce or remove power to the
probes when on the ground, and to increase or restore it in
flight. On smaller aircraft there is no WOW switch and it is up to
the pilot to turn them off after landing. If the elements overheat
they can burn out and the probes will show this by discoloration.
Probes are designed to project out from the aircraft skin, and
this makes them vulnerable to physical damage. Probes need to
be regularly inspected for signs of physical damage or
discoloration.
Module 7A - MAINTENANCE PRACTICES
Most fasteners have a ‘positive’ form of closing or locking, whilst
the more important installations use an indication system (such
as painted lines and flush fitting catches) to ensure correct
closure. These must be regularly checked and, when found
worn; they should be repaired or replaced. Losing a panel in
flight is dangerous enough, but may be more so if it is drawn
into one of the engines, and causes its destruction.
Panels and Doors
These items can be of any size and can be faulty for several
reasons. They can be damaged by excessive use and their
frames can become damaged where items have to be passed
through them (such as with baggage hold doors).
If the latches are poorly designed or badly adjusted, they may
have been operated with incorrect tools during service and may
have been damaged.

Handles and Latches

Handles and latches usually wear through constant use. The

handles and latches of cargo bays and baggage holds, which
are operated every time the aircraft lands are particularly prone
to wear. Technicians have to be aware that all panel fasteners
will wear slowly and these panels must be secured in flight.

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Category– B2 Sub Module 7.18 - Aircraft disassembly, inspection, repair and assembly techniques
Emergency System Indication
Some systems use protective covers, to prevent inadvertent
operation of a switch. These covers are usually held closed by
some form of frangible device that will indicate the system has
been operated when it is broken. Thin copper wire is,
sometimes, used to hold the protective cover closed on fire
extinguisher switches. A broken wire will indicate that the cover
has been lifted and the system may have been operated. Any
indication like this must be thoroughly investigated.
Life Items
There are a number of items on the aircraft that have a specific
length of time in service (known as a ‘life’). They would be major
airframe and engine components with finite fatigue lives. The
company technical department monitors these and they will be
replaced during major servicing.
The components which can become unserviceable due to life
expiry may include, engine fire bottles, cabin fire extinguishers,
first aid kits, portable oxygen bottles and emergency oxygen
generators.
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Light Bulbs
These have to be checked regularly, to ensure they remain
serviceable at all times. Most bulbs with important functions like
fire warning lights and undercarriage indication will be
duplicated. This can be achieved either by using two separate
bulbs or by a single, twin-filament type. The bulb covers can
also be damaged, leading to broken glass or plastic on the flight
deck, with its subsequent foreign object damage (FOD) hazard.
Permitted Defects
All aircraft have a list of permitted defects that do not have to be
immediately corrected. These defects can be left outstanding by
the operator until a more convenient time can be found to rectify
them.
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Category– B2 Sub Module 7.18 - Aircraft disassembly, inspection, repair and assembly techniques

VISUAL INSPECTION TECHNIQUES

Often the first stage in the examination of a component is visual

inspection. Examination by naked eye will only reveal relatively
large defects, which break the surface, but the effectiveness of
visual inspection for external surfaces can be improved
considerably through use of a hand lens or stereoscopic
microscope. Generally, high magnifications are not necessary
for this type of inspection. Optical inspection probes, both rigid
and flexible, which can be inserted into cavities, ducts and
pipes, have been developed for the inspection of internal
surfaces. An optical inspection probe comprises an objective
lens system at the working end and a viewing eyepiece at the
other end, with a fibre optic coherent image guide linking the
two.

Illuminating light is conveyed to the working end of the probe

through an (Figure A) optical fiber light guide, and both the
optical and illumination systems are contained within either a
stainless-steel tube, for rigid probes, or a flexible plastic or
braided metal sheathing in the case of flexible probes.
Inspection probes are made in many sizes with, for rigid probes,
diameters ranging from about 2 mm up to about 20 mm. The
minimum diameter for flexible probes is about 4 mm. Probe
lengths may vary considerably also, and the maximum working
length for a 2-mm probe is about 150 mm. The maximum
permissible working length increases as probe diameter
increases and may be up to 5 m for a 20-mm diameter probe.
Inspection probes can be designed to give either direct viewing
ahead of the probe end, or to give a view at some angle to the
line of the probe. It is possible to mount a miniature TV camera Figure A
in place of the normal eyepiece lens system and display an
image on a monitor screen.

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Category– B2 Sub Module 7.18 - Aircraft disassembly, inspection, repair and assembly techniques
Locations of corrosion in aircraft
Certain locations in aircraft are more prone to corrosion than
others. The rate of deterioration varies widely with aircraft
design, build, operational use and environment. External
surfaces are open to inspection and are usually protected by
paint. Magnesium and aluminium alloy surfaces are particularly
susceptible to corrosion along rivet lines, lap joints, fasteners,
faying surfaces and where protective coatings have been
damaged or neglected.
Exhaust Areas
Fairings, located in the path of the exhaust gases of gas turbine
and piston engines, are subject to highly corrosive influences.
This is particularly so where exhaust deposits may be trapped in
fissures, crevices, seams or hinges. Such deposits are difficult
to remove by ordinary cleaning methods.
During maintenance, the fairings in critical areas should be
removed for cleaning and examination. All fairings, in other
exhaust areas, should also be thoroughly cleaned and
inspected. In some situations, a chemical barrier can be applied
to critical areas, to facilitate easier removal of deposits at a later
date, and to reduce the corrosive effects of these deposits.
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Engine Intakes and Cooling Air Vents
The protective finish, on engine frontal areas, is abraded by
dust and eroded by rain. Heat-exchanger cores and cooling fins
may also be vulnerable to corrosion.
Special attention should be given, particularly in a corrosive
environment, to obstructions and crevices in the path of cooling
air. These must be treated, as soon as is practical.
Landing Gear
Landing gear bays are exposed to flying debris, such as water
and gravel, and require frequent cleaning and touching-up.
Careful inspection should be made of crevices, ribs and lower-
skin surfaces, where debris can lodge. Landing gear assemblies
should be examined, paying particular attention to magnesium
alloy wheels, paint-work, bearings, exposed switches and
electrical equipment.
Frequent cleaning, water-dispersing treatment and re-lubrication
will be required, whilst ensuring that bearings are not
contaminated, either with the cleaning water or with the water-
dispersing fluids, used when re-lubricating.
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Bilge and Water Entrapment Areas
Although specifications call for drains wherever water is likely to
collect, these drains can become blocked by debris, such as
sealant or grease. Inspection of these drains must be frequent.
Any areas beneath galleys and toilet/wash-rooms must be very
carefully inspected for corrosion, as these are usually the worst
places in the whole airframe for severe corrosion. The
protection in these areas must also be carefully inspected and
renewed if necessary.
Recesses in Flaps and Hinges
Potential corrosion areas are found at flap and speed brake
recesses, where water and dirt may collect and go unnoticed,
because the moveable parts are normally in the ‘closed’
position. If these items are left ‘open’, when the aircraft is
parked, they may collect salt, from the atmosphere, or debris,
which may be blowing about on the airfield. Thorough
inspection of the components and their associated stowage
bays, is required at regular intervals.
The hinges, in these areas, are also vulnerable to dissimilar
metal corrosion, between the steel pins and the aluminium
tangs. Seizure can also occur, at the hinges of access doors
and panels that are seldom used.
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Magnesium Alloy Skins
These, give little trouble, providing the protective surface
finishes are undamaged and well maintained. Following
maintenance work, such as riveting and drilling, it is impossible
to completely protect the skin to the original specification. All
magnesium alloy skin areas must be thoroughly and regularly
inspected, with special emphasis on edge locations, fasteners
and paint finishes.
Aluminium Alloy Skins
The most vulnerable skins are those which have been integrally
machined, usually in main-plane structures. Due to the alloys
and to the manufacturing processes used, they can be
susceptible to intergranular and exfoliation corrosion.
Small bumps or raised areas under the paint sometimes
indicate exfoliation of the actual metal. Treatment requires
removal of all exfoliated metal followed by blending and
restoration of the finish.
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Spot-Welded Skins and Sandwich Constructions
Corrosive agents may become trapped between the metal
layers of spot-welded skins and moisture, entering the seams,
may set up electrolytic corrosion that eventually corrodes the
spot-welds, or causes the skin to bulge. Generally, spot-welding
is not considered good practice on aircraft structures.
Cavities, gaps, punctures or damaged places in honeycomb
sandwich panels should be sealed to exclude water or dirt.
Water should not be permitted to accumulate in the structure
adjacent to sandwich panels. Inspection of honeycomb
sandwich panels and box structures is difficult and generally
requires that the structure be dismantled.
Electrical Equipment
Sealing, venting and protective paint cannot wholly obviate the
corrosion in battery compartments. Spray, from electrolyte,
spreads to adjacent cavities and causes rapid attack on
unprotected surfaces. Inspection should also be extended to all
vent systems associated with battery bays.
Circuit-breakers, contacts and switches are extremely sensitive
to the effects of corrosion and need close inspection.
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Control Cables
Loss of protective coatings, on carbon steel control cables can,
over a period of time, lead to mechanical problems and system
failure. Corrosion-resistant cables can also be affected by
corrosive, marine environments.
Any corrosion found on the outside of a control cable should
result in a thorough inspection of the internal strands and, if any
damage is found, the cable should be rejected.
Cables should be carefully inspected, in the vicinity of bell-
cranks, sheaves and in other places where the cables flex as
there is more chance of corrosion getting inside the cables
when the strands are moving around (or being moved by) these
items.
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Category– B2 Sub Module 7.18 - Aircraft disassembly, inspection, repair and assembly techniques

CORROSION REMOVAL, ASSESSMENT AND
REPROTECTION
Due to the high cost of modern aircraft, operators are expecting
them to last much longer than perhaps even the manufacturer
anticipated. As a result, the manufacturers have taken more
care in the design of the aircraft, to improve the corrosion-
resistance of aircraft. This improvement includes the use of new
materials and improved surface treatments and protective
finishes. The use of preventative maintenance has also been
emphasised more than previously.
Preventative maintenance, relative to corrosion control, should
include the:
 Adequate and regular cleaning of the aircraft
 Periodic lubrication (often after the cleaning) of moving
parts
 Regular and detailed inspection for corrosion and failure
of protective treatments
 Prompt treatment of corrosion and touch-up of damaged
paint
 Keeping of drain holes clear
 Draining of fuel cell sumps
 Daily wiping down of most critical areas
 Sealing of aircraft during foul weather and ventilation on
sunny days
 Use of protective covers and blanks.
General treatments for corrosion removal include:
 Cleaning and stripping of the protective coating in the
corroded area
 Removal of as much of the corrosion products as
possible
 Neutralisation of the remaining residue
 Checking if damage is within limits
 Restoration of protective surface films
 Application of temporary or permanent coatings or paint
finishes.
Cleaning and Paint Removal
It is essential that the complete suspect area be cleaned of all
grease, dirt or preservatives. This will aid in determining the
extent of corrosive spread. The selection of cleaning materials
will depend on the type of matter to be removed.
Solvents such as trichloroethane (trade name ‘Genklene’) may
be used for oil, grease or soft compounds, while heavy-duty
removal of thick or dried compounds may need
solvent/emulsion-type cleaners.
General-purpose, water-removable stripper is recommended for
most paint stripping. Adequate ventilation should be provided
and synthetic rubber surfaces such as tyres, fabrics and acrylics
should be protected (remover will also soften sealants).
Rubber gloves, acid-repellent aprons and goggles, should be
worn by personnel involved with paint removal operations. The
following represents a typical paint stripping procedure:

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 Brush the area with stripper, to a depth of approximately
0.8 mm – 1.6 mm (0.03 in – 0.06 in). Ensure that the
brush is only used for paint stripping
 Allow the stripper to remain on the surface long enough
for the paint to wrinkle. This may take from 10 minutes to
several hours
 Re-apply the stripper to those areas which have not
stripped. Non-metallic scrapers may be used to assist the
stripping action
 Remove the loosened paint and residual stripper by
washing and scrubbing the surface with water and a
broom or brush. Water spray may assist, or the use of
steam cleaning equipment may be necessary.
Note: Strippers can damage composite resins and plastics, so
every effort should be made to 'mask' these vulnerable areas.
Ferrous Metals
Atmospheric oxidation of iron or steel surfaces causes ferrous
oxide (rust) to be deposited. Some metal oxides protect the
underlying base metal, but rust promotes additional attack by
attracting moisture and must be removed.
Rust shows on bolt heads, nuts or any unprotected hardware.
Its presence is not immediately dangerous, but it will indicate a
need for maintenance and will suggest possible further
corrosive attack on more critical areas. The most practical
means of controlling the corrosion of steel is the complete
removal of corrosion products by mechanical means.
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Abrasive papers, power buffers, steel wool and wire brushes
are all acceptable methods of removing rust on lightly stressed
areas. Residual rust usually remains in pits and crevices. Some
(dilute) phosphoric acid solutions may be used to neutralise
oxidation and to convert active rust to phosphates, but they are
not particularly effective on installed components.
Corrosion on high-stressed steel components may be
dangerous and should be removed carefully with mild abrasive
papers or fine buffing compounds. Care should be taken not to
overheat parts during corrosion removal. Protective finishes
should be re-applied immediately.
Aluminium and Aluminium Alloys
Corrosion attack, on aluminium surfaces, gives obvious
indications, since the products are white and voluminous. Even
in its early stages, aluminium corrosion is evident as general
etching, pitting or roughness.
Aluminium alloys form a smooth surface oxidation, which
provides a hard shell, that, in turn, may form a barrier to
corrosive elements. This must not be confused with the more
serious forms of corrosion.
General surface attack penetrates slowly, but is speeded up in
the presence of dissolved salts. Considerable attack can take
place before serious loss of strength occurs. Three forms of
attack, which are particularly serious, are:
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 Penetrating pit-type corrosion through the walls of tubing
 Stress corrosion cracking under sustained stress
 Intergranular attack, characteristic of certain improperly
heat-treated alloys.
Treatment involves mechanical or chemical removal of as much
of the corrosion products as possible and the inhibition of
residual materials by chemical means.
This, again, should be followed by restoration of permanent
surface coatings.
Alclad
WARNING: USE ONLY APPROVED PAINT STRIPPERS IN
THE VICINITY OF REDUX BONDED JOINTS. CERTAIN
PAINT STRIPPERS WILL ATTACK AND DEGRADE RESINS.
USE ADEQUATE PERSONAL PROTECTIVE EQUIPMENT
WHEN WORKING WITH CHEMICALS. USE ONLY THE
APPROVED FLUIDS FOR REMOVING CORROSION
PRODUCTS. INCORRECT COMPOUNDS WILL CAUSE
SERIOUS DAMAGE TO METALS.
Obviously great care must be taken, not to remove too much of
the protective aluminium layer by mechanical methods, as the
core alloy metal may be exposed, therefore, where heavy
corrosion is found, on clad aluminium alloys, it must be removed
by chemical methods wherever possible.
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Corrosion-free areas must be masked off and the appropriate
remover (usually a phosphoric acid-based fluid) applied,
normally with the use of a stiff (nylon) bristled brush, to the
corroded surface, until all corrosion products have been
removed. Copious amounts of clean water should, next, beused
to flood the area and remove all traces of the acid, then the
surface should be dried thoroughly.
Note: A method of checking that the protective aluminium
coating remains intact is by the application of one drop of
diluted caustic soda to the cleaned area. If the alclad has been
removed, the aluminium alloy core will show as a black stain,
whereas, if the cladding is intact, the caustic soda will cause a
white stain.
The acid must be neutralised and the area thoroughly washed
and dried before a protective coating (usually Alocrom 1200 or
similar) is applied to the surface.
Further surface protection may be given by a coat of suitable
primer, followed by the approved top coat of paint.
Magnesium Alloys
The corrosion products are removed from magnesium alloys by
the use of chromic/sulphuric acid solutions (not the phosphoric
acid types), brushed well into the affected areas. Clean, cold
water is employed to flush the solution away and the dried area
can, again, be protected, by the use of Alocrom 1200 or a
similar, approved, compound.
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NON-DESTRUCTIVE TESTING (NDT)
PENETRANT DYE FLAW DETECTION PROCESSES
INTRODUCTION Minute surface cracks which are difficult to detect by visual
Nearly all inspection operations on aircraft structures are carried means may be highlighted by increasing the contrast between
out visually at intervals specified in the Approved Maintenance the defect and its background. This may be done by using
Schedule. Sometimes visual examination is not practicable, or penetrant dyes.
there may be some uncertainty about the serviceability of a part
and one of the methods of nondestructive examination may be Penetrant dye inspection is a non-destructive test used mainly
used to determine its condition. Non-destructive tests seek to for the detection of defects open to the surface, in parts made of
detect defects such as cracks or corrosion either at the surface any non-porous material including metals, ceramics, plastics,
of below it and a number of methods are presently in use. In molded rubber and glass. The process will detect cracks which
each case the part being tested is not harmed in any way. may be caused by fatigue or shrinkage, porosity and cold shuts,
These notes give a brief description of the methods of non- or any failure of a bond between metals.
destructive examination commonly used on aircraft structures. Basically, all the processes consist of applying a red penetrant
The selection of the method to be used will depend on the dye to the surface of the part being tested, removing after a time
design of the structure, its accessibility and the nature of the the dye which remains on the surface and then applying a
suspected defect. developer which draws to the surface any dye that has entered
VISUAL INSPECTION defects. The resultant stains indicating the positions of the
defects.
Visual inspection is the oldest of the non-destructive methods of
testing. It is a quick and economical method of detecting
various types of cracks before they progress sufficiently to
cause failure. Its reliability depends a great deal on the ability
and experience of the inspector who must know how to search
for structural failures and how to recognize areas where such
defects are likely to occur. Defects not visible to the naked eye
can often be detected with the aid of optical devices because
they magnify the defects and they allow visual inspection of
areas that are not accessible to the unaided eye.

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Fluorescent Penetrant Flaw Detection Methods
In this technique the penetrant used contains a dye which
fluoresces brilliantly in ultra-violet radiation (black light). The
penetrant enters any cracks and carries with it the fluorescent
dye. After the penetration time the surplus penetrant is
removed and a developer is applied. Examination under ultra
violet radiation shows where the developer has drawn penetrant
from any surface defects.
Fluorescent penetrant processes are used mainly for the
detection of flaws in non-ferrous and non-magnetic ferrous
alloys. They may also be used on some non-metallic materials
such as plastics and ceramics.
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Module 7A - MAINTENANCE PRACTICES
MAGNETIC FLAW DETECTION
This method is used in Ferro-magnetic materials (which are
easily magnetized) for the detection of surface defects and
those just beneath the surface. The technique is to induce a
magnetic field in the suspect part and then to brush over it an
ink containing a magnetic powder. A crack in the part causes
the magnetic field to become distorted and stray outside the
part the magnetic particles in the ink are then attracted to this
area. Defects are indicated by a buildup of particles much wider
than the actual crack and therefore easier to see. The best
indications are given when the defect is at right angles to the
lines of magnetic flux because this produces the greatest
distortion of the magnetic field. Therefore, during tests, the part
is magnetized from different angles and various methods of
magnetization are also used. It is important that the part being
tested is clean as any oil, grease or corrosion will prevent the
magnetic ink from contacting the surface of the part.
A part may be magnetized either by passing a current through
it, or by placing it in the magnetic circuit of a permanent magnet
or an electro-magnet.
The magnetic particles used to indicate the defects are either in
the form of dry powder or suspended in a suitable liquid such as
paraffin. They are colored either red or black, red being more
suitable for rough castings.
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EDDY CURRENT FLAW DETECTION The reference piece would contain defects of known size and
The eddy current method is a non-destructive means for shape. The change in coil impedance against the known defect
detecting cracks, corrosion and heat damage in aircraft could be used as an acceptance limit on the part being
structures. It can be used on all electrically conducting examined. Even better results would be obtained if comparative
materials i.e. most metals. The surface being examined does readings were obtained from an actual defective aircraft
not require removal of the paint finish or cleaning and the work component.
does not interfere with other work being carried out on the
By using the appropriate probes, the eddy current tester can be
aircraft. It is more sensitive to surface and sub surface defects
used on ferrous or non-ferrous metals. Special probes are
than other non-destructive techniques. The equipment is
available for detecting cracks which form on the surface of
portable and can be used in relatively inaccessible places in
holes. A shaped jig is being used to keep the probe at right
aircraft structures.
angles to the surface of the wheel rim. This is necessary to
To initiate the eddy currents in a part an alternating current at a avoid misleading indications which could be caused by
suitable frequency is supplied to a test coil mounted in a probe, inadvertent angulations of the probe.
which is held close to or in contact with the part. The coil
carrying this current then induces a magnetic field of the same
frequency in the part and causes eddy currents to flow. The
eddy current itself produces an alternating magnetic field which
opposes the original field produced by the coil. The flow path of
the currents is affected by any defects in the material. The
resulting impedance to the flow of alternating current in the coil
is measured and indicated usually on a moving coil instrument.

In aircraft work eddy current testing is carried out by comparing

the indications from the part being examined with indications
from a reference piece made from a similar material and
containing an artificial defect.

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ULTRASONIC FLAW DETECTION
Ultrasonic inspection may be used for detecting surface flaws
and internal flaws which are some distance from the surface
and is normally used to complement other methods of flaw
detection. Ultrasonic inspection may be used on all materials. It
is often used to detect flaws in extrusions, forgings and rolled
materials at manufacture and can also be used to detect fatigue
cracks and other defects occurring during service.
Thickness measurement by ultrasonic methods is also applied
to aircraft parts; for example, the outer panels of aircraft
windows are machine polished to remove surface scratches.
Afterwards the thickness of the panel can be measured using
an ultrasonic technique. Delamination of bonded assemblies
can also be checked by similar methods.
Ultrasonic inspection is a fast, reliable non-destructive testing
method which employs electronically produced, high frequency
sound waves that will penetrate metals, liquids and many other
materials at thousands of meters per second. The high
frequency sound waves are of short wave length and relatively
low energy levels to prevent damage to the structure. No
special safety precautions are required for operating personnel
under normal conditions.
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Module 7A - MAINTENANCE PRACTICES
The principle of ultrasonic testing is that a probe containing a
quartz crystal, which can both transmit and receive high
frequency sound waves is moved over the surface of the part to
be tested. The probe is connected to an oscilloscope which
displays the result on a cathode ray tube.
Normally the sound waves will pass from the probe through the
part and will be deflected from the bottom surface back to the
probe which also acts as a receiver. Both the transmitted pulse
and the returning pulse are recorded on the cathode ray tube of
the oscilloscope. The distance between the ‘blips’ is
proportional to the thickness of the part being tested. If a crack
is encountered then the pulse is interrupted and reflected back
as shown. Since the reflected pulse returns to the probe in a
shorter time, an intermediate ‘blip’ appears on the cathode ray
tube. The position of this ‘blip’ relative to the other blips
indicates the distance of the fault below the surface.
In order to inject the sound waves into a part at an angle normal
to the expected defect it may be necessary to mount the probe
on a suitably shaped plastic block. Sometimes separate
transmitting and receiving probes are used.
To ensure good transfer of the high frequency sound waves it is
essential that there is good contact between the probe and the
surface of the part. This is done by covering the search area
with a film of oil; the rougher the surface the thicker the oil
needs to be to maintain contact.
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Ultrasonic testing is widely used on parts removed from aircraft Due to the hazardous nature of radiographic radiation it is very
but can also be used in situ where other types of inspection important that operators should be properly trained and aware
would require extensive dismantling. of the regulations concerned with safety.

The results of any test must be compared with those obtained
from an identical part of known condition. If necessary artificial
defects can be introduced into specimen parts. The indications
obtained from these artificial defects can then be compared with
those obtained from the parts being examined.
Radiological Examination
The aircraft being examined will be isolated and unauthorized
personnel kept at a safe distance. The aircraft will be defueled
and properly marked with warning signs and roped off. In most
instances no dismantling of the aircraft will be required.
Sources of Radiation
There are two forms of electro-magnetic radiations which can
be used in radiography, X-rays and gamma rays.

Radiographic inspection of the aircraft structure is

recommended if the suspected structural area is hidden or not
easily accessible. This type of inspection is able to reveal
fatigue cracks, corrosion, internal damage, the presence of
loose articles and mercury spillage without the need to
dismantle the aircraft. Radiographic inspection may be used on
all materials except lead. It is also a method which allows the
examination of a faulty component in the condition in which it
failed. This can prove very useful since often when a
component is being dismantled it falls apart and the cause of
failure cannot be determined. Usually when radiographic
techniques are used the suspected location and orientation of
the failure will be known from previous experience.

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Category– B2 Sub Module 7.18 - Aircraft disassembly, inspection, repair and assembly techniques

Boroscope Inspection

Boroscope inspections involve looking at components within an

engine using an optical probe. The probes are inserted in to the
engine through ports in the engine casings, and can be rigid or
flexible, the choice being dependant on the difficulty at obtaining
a satisfactory view of the required features. Some of these
inspection ports are the attachment points of other functional
devices that intrude into the engine (e.g. ignitor plugs or
temperature probes) but on more modern engines there are
usually several purposes made ports for boroscope inspections.

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Category– B2 Sub Module 7.18 - Aircraft disassembly, inspection, repair and assembly techniques

DISASSEMBLY AND RE-ASSEMBLY TECHNIQUES 

Disassembly and re-assembly, in the terms of aircraft, can

cover a range of activities from complete airframes down to
component maintenance, with several steps in between. The
reasons for dismantling and re-assembly may include:

 Complete airframe disassembly for road/air shipment

 Replacement of major components/modules
 Replacement of minor components/modules
 Disassembly & re-assembly of major components
 Disassembly & re-assembly of minor components

Complete Airframes

It may be necessary to dismantle a complete aircraft for the

purpose of transportation by road or by air. This could be for
recovery from an accident site, remote from the airfield or for
movement of the aircraft when it is totally non-airworthy, due
perhaps to severe corrosion or an unknown maintenance
history.

Because many larger, modern aircraft are manufactured at

several different locations, the completed modules are
assembled in the final build hall of the primary manufacturer.
The joining points are often known as ‘transportation joints’, Typical Manufacturer’s Joining Points
and, in extreme instances, can be the points where the aircraft Fig. 20
may be dismantled again to allow transportation (refer to Fig.
20).

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Category– B2 Sub Module 7.18 - Aircraft disassembly, inspection, repair and assembly techniques
The instructions for the dismantling operation will be found
either in the aircraft’s Maintenance Manual or in a special Re-assembly is in the reverse order of disassembly, and all
dismantling procedure, issued by the manufacturer. During the parts must be cleaned, protected and serviceable, prior to their
dismantling operation, precautions must be taken to prevent installation.
injury and damage.
Replacement of Major Components/Modules
General precautions would include such items as:
This type of operation will normally be completed at a large
 The aircraft should, if at all possible, be dismantled maintenance base, where all the required equipment is
within a hangar. If this is not possible, then level and firm available. An example could be the replacement of a wing that
ground will suffice has suffered major damage.
 Sufficient clearance in the hangar must be available,
both to clear the airframe when on jacks, and to allow Other types of similar work might be the replacement of
heavy lifting cranes enough room to manoeuvre over the damaged wing tips, empennage surfaces and nose cones. If the
aircraft aircraft is at an ‘outstation’ when the damage occurs,
 All precautions, in accordance with the manufacturer’s confirmation should be sought as to whether the aircraft can be
instructions, must be taken prior to the aircraft entering flown back to base for repair, or repaired where it is.
the hangar; such as de-fuelling and the removal of
devices such as emergency oxygen canisters
 When the aircraft is jacked-up, all trestles must also be
placed in position. This allows the aircraft to be climbed
upon and, later, ensures that it will not overbalance when
a major part (such as a wing), is removed.

Whilst the manufacturer’s instructions will give the details for a

specific aircraft, the following sequence of dismantling gives an
idea of the correct order of disassembly:

 Main planes
 Tail unit
 Undercarriage units
 Centre section
 Fuselage.

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Replacement of Minor Components/Modules
Some components have to be repaired by replacement. Repairs
to flying control surfaces, for example, are often done in a repair
bay. The component may be replaced on the aircraft by a
serviceable item, or reinstalled once the repair in the bay has
been completed.
Other components, which are replaced first and repaired later,
might include some structural items such as doors of all types,
and most fairings and cowlings. Most of these tasks are simple
removal and replacement operations that are covered in the
AMM.
Disassembly and Re-assembly of Major Components
Most of the work done, during this phase of maintenance, is
scheduled in with normal aircraft maintenance. The components
may not only be removed and reinstalled at different times
during the maintenance, but work will also be done on the items
whilst they are removed. They may also be removed to allow
access to other parts of the airframe during the maintenance.
Items such as engines, propellers, landing gears and wheels
require some form of maintenance. This may include a simple
condition check, or a full overhaul of its component parts,
allowing checks on internal component parts for wear, damage
and corrosion.
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The full procedure for this type of work will be carried out in
accordance with the CMM. This book will give all the operations
required to dismantle the component and will advise what to
look for whilst the item is undergoing maintenance. It will also
state the re-assembly method, including the fitting of new parts
such as seals, gaskets, oil and other consumables that have to
be replaced, during overhaul.
Disassembly and Re-assembly of Minor Components
A typical passenger aircraft can contain hundreds of small
components that work together as parts of a larger system. This
can include a wide range of hydraulic and pneumatic
components that can be mechanical, electromechanical or
electrical in operation.
Other components might include those installed into fuel, air
conditioning, pressurisation, electrical and electronic systems.
These components have their own CMM to allow maintenance
and trouble-shooting to be done. Some components are only
removed once they fail (On-Condition), while others receive
regular maintenance.
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Instruments, electric and electronic components can be
dismantled and serviced by the aircraft operator. It normally
requires the use of a dedicated overhaul facility, which can
provide the correct environmental conditions and is equipped
with the special test equipment required to carry out
maintenance and repair.
Operators of smaller aircraft, or those who operate only a few
aircraft, will usually send components requiring repair or
maintenance to a ‘third party’ maintenance organisation. This
company will have the special facilities, equipment and
personnel, to complete the required work on components from a
number of different customers.
Basic Disassembly and Re-assembly Techniques
All of the previously mentioned procedures require the use of
the correct techniques over a wide range of working practices.
These techniques will ensure that the components are removed,
dismantled, re-assembled and re-installed in accordance with
both the relevant manuals and using the correct ‘standard
practices’.
An AMM and CMM dictate the correct type and size of locking
wire or split pin to be used during overhaul or maintenance of a
component. These publications also stipulate exact detail of
items such as the lock wire angle of approach and the correct
positioning of a split pin. AMM chapters 20 and 70 list the
standard practices that should be used during overhaul.
Other locking devices include items such as single tab washers,
shake-proof washers, circlips and locking rings. Some can only
be used once only whilst others are re-used provided they are
still serviceable.
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The replacement of spring washers is ‘advised’ during overhaul
and repair, especially on engines and pumps. Other devices
used for locking or holding fasteners in position, such as multi-
tab washers and locking plates can normally be reused.
Stiff nuts with fibre or nylon inserts can be checked to ascertain
if a certain degree of stiffness is still available. If the nut can be
run along a thread by hand it should be replaced. They should
not be used in high temperature areas.
In all matters relating to aircraft, the manufacturer has the final
say on which fasteners can be reused and which must be
replaced.
Because friction is essential to keep the fasteners secure,
sometimes it is necessary to do a ‘torque check’ on the bolt/nut
combination, in order to confirm their continuing serviceability.
This is especially true of all metal fasteners that can normally be
re-used.
The majority of nuts, bolts and set-screws, on an aircraft, are
subject to a standard torque value. This depends on their
material, finish, lubrication, thread type and size, although the
manufacturer’s torque value will be the correct one to use.
The correct torque loadings are normally applied using a torque
wrench that has been previously calibrated to the correct value.
In some special instances, pre-load indicating (PLI) washers
may be specified.
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When assembling any component or major airframe part, the
manufacturer will specify whether the torque value is ‘lubricated’
or ‘dry’. Lubricated values are measured with the threads and all
mating surfaces lightly lubricated with oil, sealant or anti-seize
compound as appropriate.
When assembling some components, it may be vital that certain
alignments, dimensions or profiles are achieved. During initial
production, most of the airframe and many of the components
are assembled in a jig.
A jig is device that allows the manufacture, repair or rigging of
components to a high dimensional accuracy. This guarantees
consistency over a number of components. The jig holds all of
the items securely, so that, when assembled, the whole
component is exactly the shape that the designer has
stipulated.
Jigs are used to build fuselage and wing sections in the factory.
They are also used to ensure that small actuators are pre-set to
the exact length, to assist in ‘rigging’ the controls containing the
actuator.
Small Part and Component Identification
When disassembling or removing any component, it is vital that
all small items such as bolts, screws, nuts, washers and shims
are clearly identified.
This involves not only identifying the items by part number, but
also recording their correct location and which aircraft they have
been removed from as, in some hangars, more than one aircraft
may be in a state of disassembly at any one time.
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Some items may simply be attached to the major assembly
using many small ‘tie on’ bags with identification labels. If a
number of different sized fasteners are removed from a
component such as a windscreen, they can be located in a
locally-made holding jig which keeps the different parts in their
same relative position to the original item. This should allow all
the screws to be returned to their original locations when the
screen is reinstalled.
Any part which is removed must have its identity and location
retained until it is reinstalled.
Discarding of Parts
A number of items, when they are removed from their original
position, have to be discarded. The ‘once only’ policy is a
combination of the manufacturer’s recommendations together
with normal engineering practice.
Items that are usually discarded at removal are filters, sealing
rings, desiccants, fuels and oils of all types.
There are many other items that have a given ‘life’. This may be
counted in flying hours, calendar time or operating cycles, which
will mean that items have to be replaced throughout the life of
the aircraft.
If aircraft, or major components of them, have been
disassembled, it may be policy to replace components with
‘zero life’ items prior to re-assembly. This will allow the aircraft
to fly for considerable time before any parts become due for
replacement.
For Training Purpose Only
Rev. 01
Nov 2017
 PIA TRAINING CENTRE (PTC) Module 7A - MAINTENANCE PRACTICES
Category– B2 Sub Module 7.18 - Aircraft disassembly, inspection, repair and assembly techniques

Freeing Seized Components
When dismantling any part of an aircraft, it is not unusual for the
technician to encounter a seized fastener. Depending upon its
location, the AMM may recommend a range of actions to assist
in the removal of the item(s).
The removal of nuts from bolts is normally accomplished using
a socket and wrench set and these sockets can be of the
twelve-point or six- point type. When spanners need to be used,
preference should be given to a ring spanner rather than an
open-ended spanner. Adjustable spanners or ‘mole grips’
should never be used on aircraft.

These actions may involve use of penetrating oil, which works

its way down through the seized threads, providing both an anti-
corrosion action and lubrication for the threads. Other actions
may involve the application of heat or cold to a specific part, so
that their relative diameters change, thus lowering the friction
between the parts.

Use of Correct Tools

It is normal for technicians to own a comprehensive tool kit,

containing tools recommended for the work planned and which
are of the highest quality. In a number of situations, it may be
possible for a technician to use an incorrect tool that may
appear to be the correct one for the task. It is most important
that only the correct tools are used for each and every
maintenance task.

When, for example, using a cross point screwdriver, it is

possible to find at least six different types of screw bits, each of
which only fits its own respective screw head slot.

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Category– B2 Sub Module 7.18 - Aircraft disassembly, inspection, repair and assembly techniques
The manufacturer of the aircraft often specifies special tools,
when standard tools are unable to complete the task. Unless
approved to do so, the technician should never substitute
conventional tools for the special tools that are called for in the
manual. Damage to the part being worked upon will almost
always result from the use of incorrect tools.

‘Murphy’s Law’

This ‘law’ states that:

‘If a part or component can be installed incorrectly, someone,

somewhere will install it that way.’

There are numerous solutions in the fight against this problem.

For example, when pair of pipes or hoses are to be joined, there
is the risk of the two pairs of couplings being ‘cross connected’.
This could result in serious damage if the pipes carried fuel and
hydraulic oil.

To prevent this happening, pipes and couplings usually have

different diameters. Alternatively, the two sets of couplings
would be located at different places, so the pipes could not be
wrongly connected under any circumstances.

The same logic is applied to control cables that, of course, must

also never be cross-connected. In this instance, the turnbuckles
are located at slightly different locations at each cable break,
again making it impossible to connect the wrong pair of cables
together.

ISO 9001:2008 Certified For Training Purpose Only

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 PIA TRAINING CENTRE (PTC)
Category– B2 Sub Module 7.18 - Aircraft disassembly, inspection, repair and assembly techniques
FAULT DIAGNOSIS - TROUBLE SHOOTING
Aircraft maintenance schedules have been developed so that
the amount of time an aircraft spends on the ground for routine
inspection and servicing is kept to a minimum. However,
aircraft might also “grounded” by equipment defects; it is most
important that these are rectified efficiently.
One of the factors governing maintenance efficiency is the initial
fault diagnosis, generally known as Trouble Shooting.
Unfortunately defect rectification is sometimes attempted
without prior fault diagnosis, or after only a limited attempt to
narrow the field of possible causes. Such rectification usually
deteriorates into a succession of component changes aimed at
eliminating the fault by trial and error. This type of approach
causes unnecessary work, waste of aircraft spares and
excessive delays before the aircraft can be returned to service.
All of this can be avoided by the application of some logical
thought before work commences.
There are five basic steps to be followed when diagnosing a
fault: -
1. Information Collection - Obtain all the relevant
information on the defect and the circumstances in
which it occurred.
2. Initial Examination - Localize the cause of the defect as
far as possible by visual examination and applied
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Module 7A - MAINTENANCE PRACTICES
equipment knowledge.
3. Further Examination - Examine the remaining possible
causes of the defect and using functional tests wherever
possible, select the most likely causes. Consult the
trouble shooting flow charts in the Aircraft Maintenance
Manual.
4. Rectification - Commence rectification work. Always
keep a concise record of the actions taken and their
result.
5. Post Rectification Testing - When the defect is rectified,
functionally test the whole system or mechanism to
ensure that secondary defects have not arisen.
Each of the five steps will be considered in greater detail, but
because of the diversity of possible faults only generalized
information can be given. Not all the checks listed will be
applicable in every case but nevertheless they should be
considered before proceeding with rectification.
1. Information collection
The aircraft Technical Log entry which places the aircraft
unserviceable is clearly the starting point for gathering
information about the defect. A check should also be made for
previous occurrences of the same or associated defects and
note taken of the rectification details.
For Training Purpose Only
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 PIA TRAINING CENTRE (PTC)
Category– B2
Verbal Investigation - The Technical Log entry will rarely be
comprehensive enough to provide all the information required.
Enquiries should be made of the personnel concerned to obtain
the following information:
 Did the fault become apparent in flight or on the ground?
If during flight, obtain details of altitude, speed, attitude
at which the defect occurred.
 Did the fault occur during testing or normal operation?
Was its onset sudden or did it develop gradually?
 Did the onset of the defect appear to be connected with
a certain action such as system selection? Did selection
of equipment other than the defective item appear to
affect its operation?
 What action was taken when the fault developed? Were
standby system selections made? What effect did such
selections have on the equipment?
 What subsequent action has been taken in attempting to
rectify the fault, or make the aircraft safe?
 Can functional testing be carried out without damage to
the aircraft?
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Sub Module 7.18 - Aircraft disassembly, inspection, repair and assembly techniques
Document Investigation - A study of past Technical Log
sector record pages will show if the defect has occurred
previously. If so, an examination of the appropriate
Maintenance Control Records will sometimes give relevant
information.
Examples are:-
 Where previous adjustments have been made or where
a progressive increase in the rate of replenishment of
systems has occurred. These could have been
compensating for a deteriorating state of serviceability.
 Where previous defects of a similar nature have
occurred. These may indicate a defect in design or
manufacture, or could point to an undiscovered source
of stress applied to the defective item.
 The Aircraft Maintenance Manual normally contains
Trouble Shooting Flow Charts which can be of
assistance in locating the cause of the defect. It should
be noted that seemingly similar defects can arise from
different causes.
For Training Purpose Only
Rev. 01
Nov 2017
 PIA TRAINING CENTRE (PTC) Module 7A - MAINTENANCE PRACTICES
Category– B2 Sub Module 7.18 - Aircraft disassembly, inspection, repair and assembly techniques
The following points form a general check list for systematic
2. Initial examination examination and should be followed wherever applicable, to
minimise the possibility of some factors being overlooked:
This will be very largely governed by the type of defect which is
being examined, but it should always be started with definite
objectives in view e.g.:

 To become familiar with location, form and extent of the

damage

 To establish the practicability of functional checks

 To find the cause and effects of the more obvious types

of defects

In some cases, involving straightforward defects, not all the

steps detailed under ‘INFORMATION COLLECTION’ need be
followed. However, you should be aware that a defect is not
always as straightforward as it may seem at first, and it is bad
practice to come to hasty conclusions and undertake a
rectification programme based on a superficial examination of
the facts. In addition, damage occurring as a consequence of
certain defects must also be looked for and rectified (e.g.
hydraulic fluid damage to electrical cable insulation and titanium
hot air ducting etc.).

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Category– B2 Sub Module 7.18 - Aircraft disassembly, inspection, repair and assembly techniques

When applicable, check for overheating by examining casings Assuming that the fault has been localised to some degree by
and structures for discolouration and flaking paintwork. the initial examination the following sequence of examination
should be followed:
Having carried out a systematic initial examination it may not
have been possible to definitely establish the precise nature of a
defect and its secondary effects. Knowledge of the affected
system or mechanism and proper use of the various aircraft
manuals will enable a possible cause or causes to be assumed.
These assumptions however, should be proven wherever
possible by further examination or functional testing before
rectification starts.

3. Further examination

This examination is aimed at proving or disproving the initial

theories formed of the cause and nature of the faults within a
system or mechanism. The form of examination used will be
governed by the type of system or mechanism in question, and
by the type, location, and form of the defect requiring
rectification.

For internal or functioning defects in systems it is necessary to

know how each component operates when it is in a serviceable
state, so that detailed comparisons can be made with the
symptoms.
A thorough knowledge of the system or mechanism is therefore
essential.
It might be possible to insert test equipment into the system or
mechanism or carry out BITE checks. Disconnections in a
system should be limited as far as is possible to prevent the
creation of leaks.

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 PIA TRAINING CENTRE (PTC) Module 7A - MAINTENANCE PRACTICES
Category– B2 Sub Module 7.18 - Aircraft disassembly, inspection, repair and assembly techniques

4. Rectification
 Each trade responsibility should be dealt with
separately, but each entry should refer to the
 It is essential that a record is kept of all work originating task.
carried out, especially when the work is long and
detailed. Records of work carried out should be
designed to fulfil the following functions: 5. Post rectification testing

A functional test carried out on the completion of rectification

 Provide an effective method of cross referencing will prove in a practical sense the effectiveness and efficiency of
between separate entries relating to the one job. the rectification that has been carried out.

Functional tests should, as far as possible, emulate the

 Cover, in full and accurately, all the aspects of
the rectification and associated work being
undertaken. Include rigging and component
adjustment.
circumstances under which the fault first occurred, and should
test the system or mechanism in all its functional roles. It may
be necessary to have the aircraft test flown to fully test the
rectification of a system or mechanism.

 Give precise details of component lives and All faults arising from functional tests or test flights must be
serial numbers in order to maintain “Lifed- entered in the appropriate log book for subsequent fault
Component records”, and to help any possible diagnosis and rectification.
later investigations.

 State un-serviceability arising from the work, as

the subject of separate defect entries in the
aircraft log book.

 Record mandatory checks and inspections that

are required as a result of the rectification.
These should be entered as the need becomes
apparent.

ISO 9001:2008 Certified For Training Purpose Only

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