Ground Handling

Safety, Support
Equipment
&
Servicing or
Lubrication

19 and 23 September 2014

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 Objective

Safely continuous for goods,

personnel, aircraft, crew,
passenger, technical handling ,
baggage handling, cargo
handling and environmental

Scope
The complexity of support equipment
and the hazards involved in the
ground handling of aircraft require
technicians to be proficient in

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 1.The general guide for safely
servicing and operating aircraft.

2.Detailed knowledge of safety

procedures used in aircraft
servicing, taxiing, run up, and in the
use of ground support equipment.
3. Human factors should be
introduced to make them aware of
how it affects include fatigue,
deadline pressure, stress,
distraction, poor communication
skills, complacency, and lack of
information.

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 I. Base Maintenance Safety

1.1. Shop Safety

1.2. Electrical Safety
1.3. Fire Safety
1.4. Safety Around Compressed Gases
1.5. Safety Around Hazardous Materials
1.6. Safety Around Machine Tools

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 II. Flight Line Safety
Hearing Protection
Foreign Object Damage (FOD)
Safety Around Airplanes
Fire Safety
Fire Protection
Requirements for Fire To Occur
Classification of Fires
Types and Operation of Shop and
Flight Line Fire Extinguishers.
Inspection of Fire Extinguishers
Identifying Fire Extinguishers
Inspection of Fire Extinguishers
Identifying Fire Extinguishers
Using Fire Extinguishers
Preparation of Aircraft Using Fire
Extinguishers

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 1.1 Shop Safety

Keeping hangars, shop, and the flight line

orderly and clean is essential to safety and
efficient maintenance.The highest standards of
orderly work arrangements and cleanliness
should be observed during the maintenance of
aircraft.

Where continuous work shifts are established,

the outgoing shift should remove and properly
store personal tools, rollaway boxes, all
workstands, maintenance stands, hoses,
electrical cords, hoists, crates, and boxes
that were needed for the work to be
accomplished.

Signs should be posted to indicate dangerous

equipment or hazardous conditions. There
should also be signs that provide the location
of first aid and fire equipment.
Safety lanes, pedestrian walkways, and fire
lanes

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 1.2. Electrical Safety

Physiological Safety
Working with electrical equipment poses
certain physiological safety hazards. It is
known that when electricity is applied to
the human body, it can create severe burns
in the area of entrance to and at the point
of exit from the body. In addition, the
nervous system is affected and can be
damaged or destroyed.

To safely deal with electricity, the

technician must have a working knowledge of
the principles of electricity,and a healthy
respect for its capability to do both work
and damage.

Wearing or use of proper safety equipment

can provide a psychological assurance at the
same time it physically protects the user.

The use of rubber gloves,safety glasses,

rubber or grounded safety mats, and other
safety equipment contributes to the
physiological safety of the technician
working on or with electrical equipment.

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 1.3. Fire Safety

Anytime current flows, whether during

generation or transmission, a byproduct of
that flow is heat. The greater the current
flow, the greater the amount of heat
created. When this heat becomes too great,
protective coatings on wiring and other
electrical devices can melt, causing
shorting, which leads to more current flow
and greater heat. This heat can become so
great that metals can melt, liquids
vaporize, and flammable substances ignite.

An important factor in preventing

electrical fires is to keep the area around
electrical work or electrical equipment
clean, uncluttered, and free of all
unnecessary
flammable substances.
Ensure that all power cords, wires, and
lines are free of kinks and bends which can
damage the wire.

Closely monitor the condition of electrical

equipment.
Repair or replace damaged equipment before
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 1.4 Safety Around Compressed Gases

Compressed air, like electricity, is an

excellent tool as long as it is under control. A
typical nitrogen bottle set is shown in
Figure 11-1.
The following “do’s and don’ts” apply
when working with or around compressed gases:
• Inspect air hoses frequently for breaks and
worn spots. Unsafe hoses should be replaced
immediately.
• Keep all connections in a “no-leak condition.”
• Maintain in-line oilers, if installed, in
operating condition.
• The system should have water sumps installed
and should be drained at regular intervals.
• Air used for paint spraying should be filtered
to remove oil and water.
• Never use compressed air to clean hands or
clothing. Pressure can force debris into the
flesh leading to infection.
• Never spray compressed air in the area of
other personnel.
• Air hoses should be straightened, coiled, and
properly stored when not in use.

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 Figure 11-1. A typical nitrogen bottle.

Many accidents involving compressed gases

occur :
1.During aircraft tire
2. Removing heavy aircraft tires.
3.When inflating tire use pressure
regulators on high pressure air bottles to
eliminate the possibility of over inflation
of tires. Tire cages need not be used when
adjusting pressure in tires installed on
aircraft.

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 1.5 Safety Around Hazardous Materials

Material safety diamonds are very

important with regard to shop safety.
These forms and labels are a simple and
quick way to determine the risk and, if
used properly with the tags .
Material Safety Data Sheet (MSDS) label is
the risk diamond. It is a four color
segmented diamond;
1.Red diamond represents Flammability
2.Yellow diamond represents Reactivity
3.Blue diamond represents Health
4.White diamond represents special Hazard.

In the Flammability, Reactivity,and Health

blocks, there should be a number from 0 to
4. Zero represents little or no hazard to
the user; 4 means that the material is
very hazardous. The special hazard segment
contains a word or abbreviation to
represent the special hazard. Some
examples are: RAD for radiation, ALK for
alkali materials, Acid for acidic
materials, and CARC for carcinogenic
materials. The letter W with a line
through it stands for high reactivity to
water. [Figure 11-2]
.
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 Figure 11-2. A risk diamond.

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 1.6 Safety Around Machine Tools

Hazards in a shop’s operation increase when

the operation of lathes, drill presses,
grinders, and other types of machines are
used. Each machine has its own set of safety
practices.

The following discussions regarding

precautions should be followed to avoid
injury. The drill press can be used to bore
and ream holes, to do facing, milling, and
other similar types of operations.

The precautions can reduce the chance of

injury:
• Wear eye protection.
• Securely clamp all work.
• Set the proper RPM for the material used.
• Do not allow the spindle to feed beyond its
limit of travel while drilling.
• Stop the machine before adjusting work
• Clean the area when finished.

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 The work precautions can reduce the chance
of injury:
• Wear eye protection.
• Use sharp cutting tools.
• Allow the chuck to stop on its own.
• Examine tools and work for cracks or
defects before starting the work.
• Do not set tools on the lathe. Tools may
be caught by the work and thrown.
• Before measuring the work, allow it to
stop in the lathe.

Milling machines are used to shape or dress;

cut gear teeth, slots, or key ways; and
similar work.
The following precautions can reduce the
chance of injury:
• Wear eye protection.
• Clean the work bed prior to work.
• Secure the work to the bed
• Select the proper tools for the job.
• Do not change the feed speed while
working.
• Lower the table before work.
• Ensure all clamps and bolts

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 Grinders
Are used to sharpen tools, dress metal, and
perform other operations involving the removal
of small amounts of metal.

The following precautions can reduce the chance

of injury:
• Wear eye protection even if the grinder has a
shield.
• Inspect the grinding wheel for defects prior
to use.
• Do not force grinding wheels onto the spindle.
They fit snugly, but do not require force to
install them. Placing side pressure on a wheel
could cause it to explode.
• Check the wheel flanges and compression
washer.
They should be one-third the diameter of the
wheel.
• Do not stand in the arc of the grinding wheel
while operating, in case the wheel explodes.

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 Welding

Should be performed only :

1.In designated areas.
2.Any part to be welded should be removed from
the Aircraft
3.Repair would then be accomplished in the
welding shop under a controlled environment.
4.A welding shop should be equipped with proper
tables,ventilation, tool storage, and fire
prevention and extinguishing equipment.
5.Welding on an aircraft should be performed
outside
6.If welding in the hangar is necessary,
observe these precautions:
• During welding operations, there should be no
open fuel tanks, and no work on fuel systems
should be in progress.
• No painting should be in progress.
• No aircraft are to be within 35 feet of the
welding operation.
• No flammable material should be in the area
around the welding operation.
• Only qualified welders should be permitted to
do the work.

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 • The welding area should be roped off and
placarded.
• Fire extinguishing equipment of a minimum
rating of 20B should be in the immediate area
with 80B rated equipment as a backup.
• There should be trained fire watches in the
area around the welding operation.
• Aircraft being welded should be in towable
condition, with a tug attached, and the
aircraft
parking brakes released. A qualified operator
should be on the tug, and mechanics available
to
assist in the towing operation should it
become
necessary to tow the aircraft. If the aircraft
is in the hangar, the hangar doors should be
opened.

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 II. Flight Line Safety

Hearing Protection

Technicians who perform maintenance on the

flight line or base maintenance must constantly
be aware of what is going on around them.

The noise comes from and may cause hearing loss

1.Aircraft noise.
2.Auxiliary-power units (APUs),
3.Fuel trucks
4.Baggage handling equipment, and so forth.
5.Pneumatic drills
6.Rivet guns
7.or other loud or noisy tools or machinery

External or internal protector

1. Earmuff
2 . headphone.

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 Foreign Object Damage (FOD)

FOD is any damage caused by any loose object

to
aircraft, personnel, or equipment. These loose
objects can be anything from broken runway
concrete to shop towels to safety wire.

To control FOD, keep ramp and operation areas

clean, have tool control program, and provide
convenient areas have receptacles for used
hardware, shop towels, and other consumables.

The modern gas turbine engine will create a

low pressure area in front of the engine that
will cause any loose object to be drawn into
the engine air intake.

The exhaust of these engines can propel loose

objects great distances with enough force to
damage anything that is hit.

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 Engine Intake & Exhaust Hazard Areas

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 Safety Around Airplanes

The important items around operating aircraft

1.To be aware of rotating propellers.

2.Do not assume the pilot of a taxiing aircraft
can see you.
3.Technicians must stay where the pilot can see
them while on the ramp area.

4.Turbine engine intakes and exhaust can also be

very hazardous areas.
5.There should be no smoking or open flames
anywhere near an aircraft in operation.
6.Be aware of aircraft fluids that can be
detrimental to skin.
7.Operating support equipment around aircraft,
be sure to allow space between it and secure it
cannot roll into the aircraft.
8. All items in the area of operating aircraft
must be stowed properly.

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 Fire Safety

Cause of Fire
As a result, a high potential exists for fire
to occur as follows

1.Use of electrical tools which can produce

sparks
2.Along with heat-producing tools and
equipment
3.Flammable and explosive liquids, and gases.

Safety Program
1.Prevent a fire from occurring
2.Have a plan for extinguishing it
3.How to put it out
4.Knowledge in each technician emphasized by
their supervisors through sound safety
programs
5.Occasionally practiced.

Airport or other local fire departments can

normally be called upon to assist in training
personnel and helping to establish fire safety
programs for the hangar, shops, and flight
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 Fire Protection

Requirements for Fire To Occur

Three things are required for a fire:
(1) fuel — something that will, in the presence
of heat, combine with oxygen, thereby releasing
more heat and as a result reduces itself to
other chemical compounds;
(2) heat — accelerates the combining of oxygen
with fuel, in turn releasing more heat;
(3) oxygen — the element which combines
hemically with another substance through the
process of oxidation.

Rapid oxidation, accompanied by a noticeable

release of heat and light, is called combustion
or burning. [Figure 11-3]

Remove any one of these things and the fire

extinguishes.

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 Figure 11- 3

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 Classification of Fires

For commercial purposes, the National Fire

Protection Association (NFPA) has classified
fires into three basic types:
Class A
Class B
Class C.

1. Class A fires occur in ordinary

combustible
materials, such as wood, cloth, paper,
Upholstery materials, and so forth.

2. Class B fires occur in flammable petroleum

products of other flammable or combustible
liquids, greases, solvents, paints, and so
forth.
3. Class C fires occur involve energized
electrical wiring and equipment

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 Fire Safety

A fourth class of fire, with which the

technician should be familiar,
1. The Class D fire, is defined as fire in
flammable metal. Class D fires are not
commercially considered by the National Fire
Protection Association

Basic type or category of fire since they are

caused by a Class A, B, or C fire.

Usually Class D fires involve magnesium in the

shop or in aircraft wheels and brakes, or are
the result of improper or poorly
conducted welding operations.

Any one of these types of fires can occur

during maintenance on or around,or operations
involving, aircraft.
There is a particular type extinguisher which
is most effective for each type of fire

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 Types and Operation of
Shop and Flight Line
Fire Extinguishers

Water extinguishers are the best type to use on

Class A fires.
Water has two effects on fire: it deprives fire
of oxygen and cools the material being burned.
Since most petroleum products float on water,
water-type fire extinguishers are not
recommended for Class B fires.
Extreme caution must be used when fighting
electrical fires with water-type extinguishers.
Not only must all electrical power be removed
or shut off to the burning area, but residual
electricity in capacitors, coils, and so forth
must be considered to prevent severe injury,
and possibly death from electrical shock.
Never use water-type fire extinguishers on
Class D fires.
Because metals burn at extremely high
temperatures,the cooling effect of water causes
an explosive expansion of the metal.

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 Water fire extinguishers are operated in a
variety of ways. Some are hand pumped, while
some are pressurized.

The pressurized types of extinguishers may have

a gas charge stored in the container with the
water, or it may contain a “soda-acid”
container where acid is spilled into a
container of soda inside the extinguisher.

The chemical reaction of the soda and the acid

causes pressure to build inside the fire
extinguisher, forcing the water out.

Carbon dioxide (CO2) extinguishers are used for

Class A, B, and C fires, extinguishing the fire
by depriving it of oxygen. [Figure 11-4]
Additionally, like water-type extinguishers,
CO2 cools the burning material.
Never use CO2 on Class D fires. As with water
extinguishers,the cooling effect of CO2
on the hot metal can cause explosive
expansion of the metal.

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 Figure 11-4. Carbon dioxide fire
extinguisher.

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 Extreme caution must be used when operating
CO2 fire extinguishers in closed or confined
areas. Not only can the fire be deprived of
oxygen, but so too can the operator.

This means that the CO2 has sufficient

pressure at normal operating pressure to expel
itself.
This pressure is held inside the container by
some type of seal or frangible disk, which is
broken or punctured by a firing mechanism,
usually a pin. This means that once the seal
or disk is broken, pressure in the container
is released, [Figure 11-5]

Halogenated hydrocarbon extinguishers are most

effective on Class B and C fires. They can be
used on Class A and D fires but they are less
effective. Halogenated hydrocarbon, (commonly
called Freon™ by the industry),are numbered
according to chemical formulas with Halon™
numbers.

Carbon tetrachloride (Halon 104), chemical

formula CCl4, has an Underwriters Laboratory
(UL) toxicity rating of 3. As such, it is
extremely toxic. [Figure 11-6]

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 Halon 1001 Methyl bromide (CH3Br)
is a liquefied gas with a UL toxicity rating
of 2. Very toxic, it is corrosive to aluminum
alloys,magnesium, and zinc. Halon 1001 is not
recommended for aircraft use.

Halon 1011 Chlorobromomethane (CH2ClBr)

is a liquefied gas with a UL toxicity rating
of 3. Like methyl bromide, Halon 1011 is not
recommended for aircraft use.

Holan 1202 Dibromodifluoromethane (CBr2F2)

has a UL toxicity rating of 4. Halon 1202 is
not recommended for aircraft use.

Halon 1211 Bromochlorodifluoromethane (

CBrClF2)
is a liquefied gas with a UL toxicity rating of
5. It is colorless, noncorrosive and evaporates
rapidly leaving no residue.

But more importantly,it interferes chemically

with the combustion process of the fire. It has
outstanding properties in preventing
reflash after the fire has been extinguished.

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 Halon 13011 Bromotrifluoromethane CF3Br
is also a liquefied gas with a UL toxicity
rating of 6. It has all the characteristics of
Halon 1211.

Dry powder extinguishers, while effective on

Class B
and C fires, are the best for use on Class D
fires.

Dry powder is not recommended for aircraft use

(except on metal fires as a fire extinguisher)
because the leftover chemical residues and dust
often make cleanup difficult, and can damage
electronic or other delicate equipment.

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 Inspection of Fire Extinguishers

Fire extinguishers should be checked

periodically utilizing a checklist. If a
checklist is unavailable, check the following as
a minimum:
• Proper location of appropriate extinguisher
• Safety seals unbroken
• All external dirt and rust removed
• Gauge or indicator in operable range
• Proper weight
• No nozzle obstruction
• No obvious damage

Airport or other local fire departments can

usually help in preparing and often can provide
extinguisher checklists. In addition, these fire
departments can be helpful in answering
questions and assisting in obtaining repairs to
or replacement of fire extinguishers.

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 Identifying Fire Extinguishers

Fire extinguishers should be marked to indicate

suitability for a particular class of fire. The
markings on Figure 11-7 should be placed on the
fire extinguisher and in a conspicuous place in
the vicinity of the fire extinguisher.

In other words, if a location is marked for a

Class B fire extinguisher, ensure that the fire
extinguisher in that location is in fact
suitable for Class B fires.
Markings should be applied by decalcomanias
(decals), painting, or similar methods. They should
be legible and as durable as necessary for the
location.
For example,markings used outside need to be more
durable than those in the hangar or office spaces.
Markings should be large enough and in a form
that is easily seen and identifiable by the
average person with average eyesight at a
distance of at least 3 feet.
Where markings are applied to wall panels, and
so forth, in the vicinity of extinguishers,
they should be large enough and in a form that
is easily seen and identifiable by the average
person with average eyesight, at
a distance of at least 25 feet. [Figure 11-8]

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 Figure 11-7. Typical extinguisher markings.

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 Figure 11-8. Identification of fire extinguisher type location.

Using Fire Extinguishers

When using a fire extinguisher, make sure you

have the correct type for the fire. Most
extinguishers have a pin to pull that will
allow the handle to activate the agent.

Stand back 8 feet and aim at the base of the

fire or flames. Squeeze the lever and sweep
side to side until the fire is extinguished.

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 1. GENERAL GUIDE FOR SAFETY

Safety Ramp Operation is describes the

procedures for all maintenance personnel to
preparing the aircraft for operation in the
parking ramp.

There must be some harmony between

maintenance personnel and flight operations
regarding aircraft maintenance parking, fueling
and other servicing, engine starts, pushback,
taxiing and so on.

If not, we can expect accident, damage to the

aircraft, ground support equipment and
facilities in the ramp areas. For example, that a
large aircraft can not be maneuvered safely in a
confined area unless there is direct interphone
communication between the cockpit crew and
ground engineer.

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 1. GENERAL GUIDE FOR SAFETY
PERSONNEL SAFETY GUIDE LINES
The following personnel guidelines should help
to achieve a safe on time operation:

a. Only authorized personnel should be

permitted to operated equipment.
Equipment operators should be qualified on
the basis of both mental and physical
requirements (physical fitness, visual acuity,
color vision, deep perception and hearing).

b. Aircraft and pedestrians should always have

the right-of-way. Equipment should never move
across the path of taxiing aircraft or embarking
and disembarking passengers.

c. Handrails on conveyor belts. Loaders and

other elevated devices must be in the raised
position when the unit in use.

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 1. GENERAL GUIDE FOR SAFETY

d. Personnel shall not walk or stand on a

moving conveyor belt, must not ride up or
down on loader platform, Personnel should
never attempt for jump off or on a moving
vehicle, should not be transported on
equipment unless there is a seat for them,
should not walk on rollers or castors.

e. Personnel on moving equipment must be

seated properly and should keep their bodies
within the confines of the vehicles structure.

f. Guides and safety rail on loaders must be

properly deployed.

g. Stabilizers must be deployed when

equipment is to be raised above 2.5 m (98
inch).

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 1. GENERAL GUIDE FOR SAFETY

h. Personnel must not ride on elevating platforms when the

vehicle is in the drive mode.

i. Personnel should stand clear of exits/entrance of facilities

when train of carts/dollies passes.

k. Lifting should be done utilizing legs and arms for

strength. The back should be kept as straight as possible

j. Personnel should never attempt to lift or move more than

their personal physical capabilities.

l. Jewelers, such as rings and identification bracelets,

should not be worn. Appropriate gloves
should be worn.

m. Neckties should be avoided, but if they are part of

required uniform, make sure that ties are firmly clasped or
tucked into their shirts to prevent possible catching in
conveyor rollers or pinch points. A clip-on type of ties is
desirable.

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 1. GENERAL GUIDE FOR SAFETY

n. Safety shoes or boots should be worn to prevent foot

injuries.

o. Personnel working in noise-intensity areas, i.e. on the

ramp, line maintenance, etc, shall wear approved hearing
protection

p. To ensure maximum visibility during reduced light

condition, personnel should wear an outer garment that
contains reflective material.

q. When moving pallets/containers, hands and feet

should be kept clear of stops/locks/guides
so they do not get caught between the pallet/container
and floor hardware.

r. Operators shall ensure that personnel are not

entrapped by movement of load.

s. To prevent fingers and hands becoming jammed

between objects all load should be slid into place rather
than lifted.

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 1. GENERAL GUIDE FOR SAFETY

t. Handling load should be set down easily (rather than

dropping it) to avoid injuries to the feet and toes as well
as to prevent damage to aircraft flooring and shipments.

u. Gates of loaded carts should be lowered carefully.

Serious injuries have resulted from cargo tumbling out of
carts.
v. Extreme care should be exercised when entering and
leaving aircraft cabins, holds and compartments.

Aircraft cabin shall only be entered or exited by using

stands, steps, loading bridges which have been properly
positioned and secured.

only be entered or exited by using the appropriate

elevating device which have been positioned and
secured, e.g. belt conveyor and cargo loader.

w. When handling live animals, fingers and hands should

kept clear of the interior of the containers to avoid being
bitten.

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 1. GENERAL GUIDE FOR SAFETY

GROUND SUPPORT EQUIPMENT (GSE

The following are the basic requirements
for the Ground Support Equipment:
1. Personnel Working Surfaces
2. Controllability
3. Stability
4 Doors open or closed in lock position
5. Machinery Guards
6. Fuel and Fluid Replenishing
7. Exhaust
8. Brakes
9. Fire Prevention
10.Parking
11. Motorized and Non Motorized
12. DRIVING RULES

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 Ground Movement of Aircraft

Engine Starting and Operation

The following instructions cover the starting
procedures for turbofan, and auxiliary power
units (APU).

These procedures are presented only as a general

guide for familiarization with typical
procedures and methods.
Detailed instructions for starting a specific
type of engine can be found in the
manufacturer’s instruction book.

Before starting an aircraft engine:

1. Position the aircraft to head into the
prevailing wind to ensure adequate airflow over
the engine for cooling purposes.
2. Make sure that no property damage or personal
injury will occur from the propeller blast or
jet exhaust.
3. If external electrical power is used for
starting, ensure that it can be removed safely
and it is sufficient for the total starting
sequence.

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 4. During any and all starting procedures, a
“fireguard” equipped with a suitable fire
extinguisher shall be stationed in an appropriate
place. A fireguard is someone familiar with
aircraft starting procedures.

The fire extinguisher should be a CO2 extinguisher

of at least 5-pound capacity. The appropriate
place is adjacent to the outboard side of the
engine,in view of the pilot, and also where he or
she can observe the engine/aircraft for indication
of starting problems.

5. If the aircraft is turbine engine powered, the

area in front of the jet inlet must be kept clear
of personnel,property, and/or debris (FOD).

6. These “before starting” procedures apply to all

aircraft powerplants.

7. Follow manufacturer’s checklists for start

procedures and shutdown procedures.

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 Extinguishing Engine Fires

In all cases, a fireguard should stand by with a

CO2 fire extinguisher while the aircraft engine
is being started.

If an engine fire develops during the starting

procedure continue cranking to start the engine
and blow out the fire. If the engine does not
start and the fire continues to burn,
discontinue the start attempt. The fireguard
should extinguish the fire using the available
equipment.

The fireguard must observe all safety practices

at all times while standing by during the
starting procedure.

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 Starting a Turbofan Engine

The following procedures are typical of those

used to start many turbine engines. There are,
however, wide variations in the starting
procedures used for turbine engines, and no
attempt should be made to use these procedures
in the actual starting of an engine.

These procedures are presented only as a general

guide for familiarization with typical
procedures and methods. In the starting of all
turbine engines, refer to the detailed
procedures contained in the applicable
manufacturer’s instructions or their approved
equivalent.

Most turbofan engines can be started by either

air turbine or electrical starters. Air-turbine
starters use compressed air from an external
source as discussed earlier. Fuel is turned on
either by moving the start lever to “idle/start”
position or by opening a fuel shutoff valve. If
an air turbine starter is used, the engine
should
“light off” within a predetermined time after
the fuel is turned on. This time interval, if
47 exceeded, indicates a malfunction has occurred
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and the start should be discontinued.
 Most turbofan engine controls consist of a
power lever, reversing levers, and start
levers. Newer aircraft have replaced the
start levers with a fuel switch.
[Figure 11-18] Turbofan engines also use all
the normal instruments speeds, (percent of
total rpm) exhaust gas temperature, fuel
flow, oil pressure, and temperature.

An instrument that measures the amount of

thrust being delivered is the engine
pressure ratio. This measures the ratio
between the inlet pressure to the outlet
pressure of the turbine.

The following procedures are useful only as

a general guide, and are included to show
the sequence of events in starting a
turbofan engine.
1. If the engine is so equipped, place the
power lever in the “idle” position.
2. Turn the fuel boost pump(s) switch on.
3. A fuel inlet pressure indicator reading
ensures fuel
is being delivered to engine fuel pump
inlet.

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 4. Turn engine starter switch on; note that
the engine rotates to a preset limit; check
for oil pressure.
5. Turn ignition switch on. (This is
usually accomplished by moving the start
lever toward the “on” position. A micro
switch connected to the leveler turns on
the ignition.)
6. Move the start lever to “idle” or
“start” position; this will start fuel flow
into the engine.
7. Engine start (light off) is indicated by
a rise in exhaust gas temperature.
8. If a two spool engine, check rotation of
fan or N1.
9. Check for proper oil pressure.
10. Turn engine starter switch off at
proper speeds.
11. After engine stabilizes at idle, ensure
that none of the engine limits are
exceeded.

Newer aircraft will drop off the starter

automatically.

49
49
 Figure 11-18. Turbofan engine control levers.

50
50
 1. GENERAL GUIDE FOR SAFETY
AIRCRAFT PARKING
Prior to park the aircraft the ground engineer
should ensure that the apron is clear from the
obstacle and any debris, which will promote
the FOD.

The following applicable procedure must be

followed:
a. Refer to the applicable Aircraft Maintenance
Manual chapter 10 and Company Maintenance
Manual Chapter XV Section 1.

b. Fuel pits should be located as near to the

aircraft service connections as possible.

c. Ground Support Equipment should be

located in ready proximity to the aircraft
parking areas on the terminal ramp, as well as
to the servicing positions around the parked
aircraft.

51
 1. GENERAL GUIDE FOR SAFETY

d. Passenger stands or boarding bridge

should be properly positioned so that
there is no gap between them and an
aircraft.
e. When the wind that affected the
parking position of the aircraft, both the
direction and velocity of the wind should
be taken.
AIRCRAFT LOADING AND OFF-LOADING
The well-being of passenger at the
terminal ramp is primary importance.
The most common hazards for people
in the ramp area falling, tripping, and
being struck by moving ramp
equipments.

52
 1. GENERAL GUIDE FOR SAFETY

3) The maximum load capacity for passenger stands

should not exceeded. The load should be checked
especially when the stand is used for group.

4) Obstacle in the passenger pathway from the plane

to the gate should also be checked.

5) The movement of other aircraft in the area should

be checked before passenger disembarks.

6) Passengers should not be permitted on ramps while

there is danger of prop wash or jet blast.

7) Movement of passengers should always be under

control, passengers must not be allowed to roam free
for both safety and security reasons.

8) All maintenance personnel should ensure that there

is no smoking on the ramp-either by passengers or any
airport or airline employee

53
 1. GENERAL GUIDE FOR SAFETY

Cargo Handling
The following precautions must be taken during cargo
loading and unloading. Special precautions must be
taken to prevent damage that may result from:

1) Exceeding aircraft floor load limitations.

2) Exceeding distance limitation of baggage cart to the

aircraft, or aircraft engines.

3) Inadequate tie-down and failure to fasten separation

nets and door nets.

4) Loading cargo on seats in the passenger cabin.

5) Incorrect opening or closing of door and operation of

cargo doors during strong or gusty wind conditions.

6) Failure to use the tall strut or nose wheel weight, if

provided.

7) Mishandling of catering equipment.

54
 1. GENERAL GUIDE FOR SAFETY

5. Baggage & Cargo Handling

55
 1. GENERAL GUIDE FOR SAFETY
Loading or Unloading Operations
1) There may be vertical movement of an aircraft up or
down and full allowance must be made for this
movement when ground support equipment is
positioned/ operated at the aircraft.

2) Care must be excised during loading and unloading

operations to avoid damage to the doors openings.

3) Door sill protection must be installed, when provided.

4) Precautions must be taken maneuvering large or heavy

items within the holds (within the cabin in case of cargo
aircraft) to prevent damage to the floor. Crowbars and
similar implements should never be used directly upon the
aircraft floor.

5) When loading pallets or containers make sure that the

edges are either guided by side rails or fit under the

stops/locks/guides and that the height of the pallet allows
for sufficient clearance in the door opening. Also check
that the passage of the ULD’s into their position is not
obstructed by stops/locks/guides.

56
 1. GENERAL GUIDE FOR SAFETY

6) When containers and pallets are handled manually,

full control of the should be maintained as their impact
against locks and stops at high speed can cause
damage.

7) Spilling of acids or other dangerous liquids in the

holds must be reported immediately as it might result in
damage to the aircraft floor or wiring.

8) Should a package containing dangerous goods be

damage or found to be leaking, immediate action must
be taken in accordance with the company procedure.

9) Spillage from wet cargo shipments or live animal

wastes in the aircraft must be reported immediately.

10) Any spillage on the ramp, e.g. fuel, oil, hydraulic

liquids, etc must be reported and the area must clean
properly.

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 1. GENERAL GUIDE FOR SAFETY

11) When poorly packaged shipment is observed,

proceed with caution. All contents should be prevented
from spilling out and causing possible injuries.

12) It should be ensure that there is adequate

clearance between the aircraft fuselage/wing/tail and
facility/equipment during pushback.

13) The surface of the apron should be kept clear of

loose equipment or other object that might cause
damage to aircraft or engines.

14) Prior to aircraft departure. A visual inspection must

be completed to ensure all cargo and
service doors/panels are closed and locked.

58
 GENERAL SERVICING

5. Baggage

1. GPU

7. Push
/Tow Car

6. Stair

4. GTC
12
AND
13

8. Engine
oil,
10.IDG

59
 GENERAL SERVICING

SERVICING (SVC)
• Any act of servicing an item for
the purpose of maintaining its
inherent design operating
capability.

LUBRICATION (LUB)
• Any act of lubrication an item
for the purpose of maintaining
its inherent design operating
capability.

60
 SERVICING

GENERAL SERVICING

1. Ground Power Unit

2. Air Condition Servicing
3. Gas Turbine Compressor
4. Catering Servicing
5. Baggage & Cargo Servicing
6. Passenger Air Stair Servicing
7. Push Back / Towing Car

AIRCRAFT SERVISING
1.Fuel Servicing
2.Hydraulic Servicing
3.Oil Servicing
4.Water/ Waste Tank Servicing
5.Brake Accumulator Servicing
6.Oxygen Servicing
7. Window Servicing

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 SERVICING

8. General Lubrication Servicing

1.General Purpose Grease
2.Special Performance Grease
3.Lubricant Symbols
4.Lubricant Application Procedures &
Cautions

9. Landing Gear Lubrication Servicing

1.LH Main Landing Gear
2.RH Main Landing Gear
3.Nose Landing Gear

10. Main Landing Gear Support Beam Servicing

a. Doors Lubrication
b. Windows Lubrication

62
 SERVICING
11. Flight Control Lubrication Servicing
1.Aileron
2.Rudder
3.Elevator
4.Stabilizer Control System
5.Trailing edge Flaps
6.Spoiler Control system
7.Leading edge Slats
8.Speed Brake Lubrication

12. Cable Lubrication Servicing

13. Cold Weather Maintenance Servicing
a. Cold Weather Maintenance
b. Extreme Cold Maintenance
14. Cleaning & Polishing Servicing
15. Bird Strike Servicing

63
 GENERAL SERVICING
1. Ground Power Unit Electrical
One area at the airport where substantial fuel
economies can be made is in cutting the use of
aircraft auxiliary power units (APU), which power the
aircraft’s electrical systems on the ground, when the
aircraft’s engines are turned off.

A large number of airports are now installing fixed

electrical ground power units – these plug the aircraft
directly into the mains power so the aircraft does not
use fuel while sitting at the airport gate (as illustrated
below). Every airport is different, and power can be
provided by either ground-based generators or via a
frequency converter plugged directly into the mains
power supply of the airport, but studies suggest
that up to 85% of APU use can be reduced if ground
based electrical power systems are available, cutting
the fuel bill, per gate, by $100,000 a year. Decreasing
the amount of time the APU is in service also cuts APU
maintenance costs. At one mid-sized airport alone,
installing these units on 50 gates has resulted in
33,000 tonnes of CO2 reduced annually.

64
65
 GENERAL SERVICING

2. Air Condition
a. During flight normally aircraft air condition using
engines bleed air.

b. During aircraft on the ground at the back of an aircraft

is a small generator called the auxiliary power unit, or
APU. This unit provides power to the aircraft when the
main engines are turned off, particularly for lighting, air
conditioning and other systems when parked at the
airport gate.
If APU unserviceable or other reason may be used :
GPU+GTC+ AC Car or fix power available at the airport

66
 GENERAL SERVICING

3. Gas Turbine Compressor

An air starter is a vehicle with a built-in gas turbine engine
which, during the start of aircraft engine, gives the necessary
quantity of air to start the engine. While a compressor cannot
deliver the necessary quantity of air for its own work, the air is
provided by an air starter. An air starter blows air in by a hose
attached to aircraft

67
 GENERAL SERVICING
4. Catering Servicing

Catering delivered in standardized carts.

1. The unloading of unused food and drink
from the aircraft,
2. The loading of fresh food and drinks for
passengers and crew.
3.The catering vehicle should be Locked and
wheel Chook ,lifted up, down and the
platform can be moved to the aircraft and
consists of :
a.Rear body b.Lifting system
c.Platform d.Stabilizers are deployed
e.an electro-hydraulic control mechanism.

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 1. GENERAL GUIDE FOR SAFETY

6.Passenger Air Stair

The following specific points should help ensure

passenger safety during boarding and
disembarking:

1) Passenger stands or loading bridge has been

position so that there is a slightly gap
between them and an aircraft.

2) After the passenger stand or loading bridge

has been position locks should be set to
prevent movement. The stand should be
properly set to prevent it from wobbling,
bouncing, or sagging.

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 1. GENERAL GUIDE FOR SAFETY

Passenger stairs
(used instead of an
aerobridge or airstairs,
some budget airlines use
both to improve
turnaround speed)
Wheelchair lifts, if
required
Passenger boarding stairs, as 'air-stairs', 'boarding
ramps' or 'aircraft steps', provide a mobile means to
tranverse between aircraft doors and the ground.
Because larger aircraft have door sills 5 to 20 feet high,
stairs facilitate safe boarding and de boarding. While
smaller units are generally moved by being towed or
pushed, larger units are self-powered. Most models have
adjustable height to accommodate various aircraft.
Optional features may include canopy, heat,
supplementary lighting and red carpet

70
 GENERAL SERVICING

7. Push Back / Towing Car

Push back tugs are mostly used to

push an aircraft away from the gate
when it is ready to leave. These tugs
are very powerful and because of the
large engines, are sometimes referred
to as an engine with wheels.

Push back tugs can also be used to

pull aircraft in various situations, such
as to a hangar. Different size tugs are
required for different size aircraft.
Some tugs use a tow-bar as a
connection between the tug and the
aircraft, while other tugs lift the nose
gear off the ground to make it easier to
tow or push.
71
 Aircraft Towing
specific instructions for each model
of aircraft are detailed in the
manufacturer’s maintenance
instructions and should be followed
in all instances.

Before the aircraft to be towed is

moved, a qualified person must be in
the cockpit to operate the brakes in
case the tow bar should fail or
become unhooked.

The aircraft can then be stopped,

preventing possible damage.
Some types of tow bars available for
general use can be used for many
types of towing operations.
These bars are designed with
sufficient tensile strength
72
72
73
73
 AIRCRAFT SERVICING
1. FUEL - SERVICING

A. Operation :
1. Pressure Fueling & Defueling
2. Manual Fueling & Defueling

B. Safety precaution
1. Fueling order sign by ground operation
and pilot
2. Check fuel contamination
3. Fueling car and aircraft chock in place
4. Ground earth the fueling car and aircraft
5. Fire extinguisher bottle ready in use
6. Obey fire hazards

74
 AIRCRAFT SERVICING

C. The fuel system has these subsystems:

1. Fuel storage
2. Pressure fueling
3. Engine fuel feed
4. APU fuel feed
5. Defuel
6. Fuel quantity indicating system
7. Fuel temperature indication.

D. The procedure has these tasks:

(1) Precautions and Limits for the Refuel Operation

(2) Prepare the Airplane for a Refuel Operation
(3) Pressure Refuel Procedure
(4) Refuel When if Indicators Flashes
(5) Refuel if Indicating System Does Not Operate
(6) Refueling if fuel Valve That Does Not Open
(7) Fuel System Drainage
(8) Drain the fuel from the Sumps after Defueling

75
 AIRCRAFT SERVICING
E. Do not permit the fuel tanks to collect too
much water. Do the procedure to drain the
sumps drain valves for each tank regularly.
F. Fuel Servicing Regulations
(1) Each operator is responsible for complying
with the local, state and national regulations
regarding aircraft fuel servicing. It is possible
that fire codes and standards make it
necessary to use different or more restrictive
procedures than those given below. Make sure
the procedures
used during the refuel operation give sufficient
protection to persons and equipment.
(2) Obey all of the safety precautions supplied
in this task: "Precautions and Limits for the
Refuel Operation".
(3) If you make a decision not to do this
recommended procedure, you must have an
approved alternative procedure.

76
 AIRCRAFT SERVICING

77
 AIRCRAFT SERVICING

78
 AIRCRAFT SERVICING

Fuel

79
 AIRCRAFT SERVICING

2. Hydraulic

Hydraulic Reservoir Servicing

1.Make sure the flaps and the leading edge are up
2.Make sure the spoilers are in the down position.
NOTE: It is not necessary to release pressure from the
hydraulic reservoirs before you fill them.

3.Hydraulic System A or B Power Removal

4.Standby Hydraulic System Power removal,
5.Before you fill the system B reservoir, make sure the
brake accumulator has a minimum of 2800 psi

WARNING: HYDRAULIC FLUID, BMS 3-11, CAN CAUSE

INJURY TO PERSONS. IF YOU GET THE
HYDRAULIC FLUID ON YOUR SKIN, FLUSH YOUR
SKIN WITH WATER. IF YOU GET HYDRAULIC
FLUID IN YOUR EYES, FLUSH YOUR EYES WITH
WATER AND GET MEDICAL AID. IF YOU EAT OR
DRINK THE HYDRAULIC FLUID, GET MEDICAL
AID.

80
 AIRCRAFT SERVICING

2. Hydraulic

81
 GO

82
 AIRCRAFT SERVICING

3.OIL SERVICING
1.ENGINE OIL
2.IDG
3.APU

83
 Engine Oil Servicing

Side Glass Indicator

Oil Servicing Port

84
 IDG OIL SERVICING

85
 AIRCRAFT SERVICING
4. Water / Waste & Lavatory Servicing

The main component for these servicing are:

1. Potable water service car

2. Lavatory service car
3. Wheel Chock
4. Nitrogen pressure bottle

The main water system in the aircraft

1. Potable water tank

2. Waste Water tank
3. Gray Water

86
 AIRCRAFT SERVICING
Water / Waste & Lavatory Servicing
Operation:

1. Potable water tank filled and drained

use special car, the operation of system
by pressurization pneumatic bleed air
taken from bleed air manifold or manual
charged from nitrogen bottle at wheel well
manifold.

2. Waste water tank drained & rinse by

pressure special car or filled from lavatory
system, the operation of system by vaccum
pump waste system

3. Gray water system operation by drain

masts at fwd and aft fuselage with internal
heaters that keep waste from freezing and
let waste water from the lavatory and galley
sinks flow overboard.

87
 AIRCRAFT SERVICING

Water / Waste & Lavatory Servicing

88
 AIRCRAFT SERVICING
Potable water tanks has function hold potable water for galley
service & lavatory rinse service, location at aft cargo Compartment

89
 AIRCRAFT SERVICING
Waste Water tank has function hold waste material
from toilet location at aft cargo compartment

90
 AIRCRAFT SERVICING

Gray Water
The gray water system has these functions:
1. Drains water & other liquids from the lavatory and galley sinks
2. Gives exhaust ventilation from the lavatories and galleys
3. Drains rain water from the entry/service door sill areas.

Fwd & Aft door sill drain system with the door sill drain
bladder keeps rain water that has drained from the door sill
areas when the airplane is in the air, location EE & behind the
aft cargo compartment

91
 AIRCRAFT SERVICING

Procedure :
Drain the potable water system before you add
a disinfectant or when you park the airplane in
cold weather.

WARNING:
SEAL THE CARGO COMPARTMENT WITH THE
LINING. OBEY THE INSTRUCTIONS IN THE
SPECIFIED PROCEDURE WHEN YOU INSTALL
THE LINING. IF YOU INSTALL THE LINING
INCORRECTLY, SMOKE CAN GET INTO THE
PASSENGER COMPARTMENT DURING A FIRE.

You must remove the cargo

compartment lining to get access to
some of the potable water system
components. Make sure you correctly
replace the lining when you are done

92
 AIRCRAFT SERVICING
Water & Lavatory

WARNING:
IF THE POTABLE WATER SYSTEM IS NOT
DRAINED AT A MINIMUM OF ONE TIME EACH
THREE DAYS, THE GROWTH OF BACTERIA CAN
OCCUR. IF BACTERIA GROWTH CONTINUES,
AND YOU DRINK THE WATER, ILLNESS CAN
OCCUR.

CAUTION:
DRAIN THE WATER SYSTEM. IF THE
WATERLINES HAVE WATER IN THEM, THEY CAN
FREEZE IN COLD WEATHER. THIS CAN CAUSE
DAMAGE TO THE WATERLINES.

93
 AIRCRAFT SERVICING

4.Potable
Water
Servicing
1. DRAIN
2. FILL

94
 AIRCRAFT SERVICING

5. Brake
Accumulator
Servicing
1. Check Precharge Pressure
2. Servicing an Incorrect
Precharge

95
 AIRCRAFT SERVICING

6. OXCYGEN
SERVICING

96
 7. Window & Door
a.Flight Compartment
b.Passenger Compartment
c. Galley Service Door
d. Emergency Exits Door
e. Cargo Door
f. Access & Service Door
g. Sliding Windows

97
 AIRCRAFT SERVICING

8. General Lubrication Servicing

1.General Purpose Grease
2.Special Performance Grease
3.Lubricant Symbols
4.Lubricant Application
Procedures & cautions

98
 9. 32 Landing
Gear Lubricating
Servicing.
a.LH Main Landing Gear
b. RH Main Landing Gear
a. Nose Landing Gear

99
 10. Main Landing
Gear Support Beam
Servicing
a. Doors Lubrication
b. Windows Lubrication

100
 11. 27 Flight
Control
Lubrication
Servicing
1.Aileron
2.Rudder
3.Elevator
4.Stabilizer Control System
5.Trailing edge Flaps
6.Spoiler Control system
7.Leading edge Slats
8.Speed Brake Lubrication

101
 12. Cable
Lubrication
Servicing
a. Lubrication Cable
b. Inspection Cable

102
 13. Cold Weather
Maintenance Servicing
a. Cold Weather Maintenance
b. Extreme Cold Maintenance

103
 The procedure of de/anti-icing, protection
from fluids freezing up on aircraft, is done
from special vehicles. These vehicles have
booms, like a cherry picker, to allow easy
access to the entire aircraft. A hose sprays a
special mixture that melts current ice on the
aircraft and also prevents some ice from
building up while waiting on the ground.

104
 14.
Cleaning
&
Polishing
Servicing

105
106
 Thank You

107