MOHAMED SATHAK ENGINEERING COLLEGE

KILAKARAI – 623 806

Department of Aeronautical Engineering

INTERNAL ASSESSMENT TEST II

SUBJECT CODE/NAME : AE 8009 / AIRFRAME MAINTENANCE AND DATE : 27 /09 /2023 FN

REPAIR
BRANCH / SEMESTER : AERO / VII TIME : 09.45-11.30 AM
ACADEMIC YEAR : 2023 – 2024 MARK : 50
Co2: Understand general airframe structural repairs, the structural repair manual and structural control program
CO3:Understand the nature of airframe structural component inspection, corrosion repair and non destructive inspection
BLOOM'S TAXONOMY
Applying Evaluating
Remembering

Understanding Analyzing Creating

PART A (5 x 2 = 10 marks)
CO2 R 1. Explain the meaning of ‘aircraft leveling’. (2)
CO2 R 2. Explain the pneumatic rain removal system. (2)
CO3 R 3. What is rigging of the flight control system? (2)
CO3 R 4. What are the points to the checked during LG operational check? (2)
CO3 R 5. What is the classification of airframe damage? (2)

PART B (2x13 = 26 marks)

Explain the methods used for checking the track of the main rotor of a
(a) 13
R 6. helicopter.
CO2
Or
CO3 R (b) Describe the inspections on fixed-gear and retractable landing gear carried out 13
for Maintenance of landing gear.

(a) Write short notes on:

CO 2 R 7. (i). water and waste system inspection. (13)
(b) (ii) Fire protection system inspection.
Or
CO3 R (b) Write the procedure for servicing and maintenance of oxygen system in any 13
airplane
PART C (1x14 = 14 marks)
(a) Explain inspection and maintenance of instruments?
CO3 R 8. 14

Or
CO3 R (b Explain the procedure of jacking an aircraft. 14
)
Explain procedure for Aircraft leveling?

PREPARED BY CHECKED BY APPROVED BY

INTERNAL ASSESSMENT TEST II

 SUBJECT CODE/NAME : AE 8009 / AIRFRAME MAINTENANCE AND DATE : 27 /09 /2023 FN
REPAIR
BRANCH / SEMESTER : AERO / VII TIME : 09.45-11.30 AM
ACADEMIC YEAR : 2023 – 2024 MARK : 50

Part-A (5*2=10)

Explain the meaning of ‘aircraft leveling’.

jack aircraft at wing and nose jack point as described earlier. Attach plumb bob and string to eyebolt at FS 259 (fuselage
1. station). Position the plumb bob directly over the leveling plate on floor of aircraft. Level aircraft laterally (left to right) by
adjusting wing jack plumb bob tip is directly above the center line in the leveling plate. Level the aircraft
longitudinaly(forward and aft) by adjusting the nose jack until plumb bob tip is directly above FS 259 line on the leveling

Explain the pneumatic rain removal system

2.
Some turbine-powered aircraft use engine bleed air to prevent rain from striking the windshield. When the pilot turns on the
rain-removal system, bleed air at a high temperature and pressure is directed to an outlet at the base of the windshield,

What is rigging of the flight control system?

3. Aircraft rigging involves the adjustment and travel of movable flight controls which are attached to aircraft major surfaces,
such as wings and vertical and horizontal stabilizers. Rigging involves setting cable tension, adjusting travel limits of flight
controls, and setting travel stops.

What are the points to the checked during LG operational check?

4. A thorough inspection of landing gear involves the careful examination of the entire structure of the gear, including the
attachments to the fuselage or wings, struts, wheels, brakes, actuating mechanisms for retractable gear, gear hydraulic system
and valves, gear doors, and all associated parts.

What is the classification of airframe damage?

5.
The damage should be noted as a specific “type” and typical examples include “Dent”, “Scratch”, “Delamination”, “Gouge”,
“Crack” or other such entry entries

Part-B (2*13=26)

6. (A) Explain the methods used for checking the track of the main rotor of a helicopter.

Main Rotor Systems There is three basic designs for the main rotor system. These are the fully articulated, semirigid, and rigid
rotor systems. The fully articulated rotor system normally has three or more rotor blades, and each blade can move by three
different motions, independent of the other blades in the system. One motion, called flapping, is allowed through the rotor blade
flap hinge, located near the rotor hub. This allows the blade to rise and fall as it rotates around the hub.

The leadlag motion is through the drag hinge. The drag hinge allows the blade to move ahead of (lead) or fall behind (lag) the
normal axis of the hub extension. Each blade is also free to rotate about its central axis. This is called feathering. So, each blade
can feather, lead or lag, and flap independently of the other blades.

All this motion is required so that the blades can change their angle of attack and speed through the air as the aircraft speed
changes and different control inputs are fed to the rotor system from the pilot’s controls. A fully articulated rotor head is shown in
Fig. 12-87. A semirigid rotor system, shown in Fig. 12-88, uses only two rotor blades. The blades are rigidly attached to the
central hub. A teetering hinge is used to connect the hub to the rotor shaft.

Through this teetering hinge the blades can flap, one up and one down, and feather, one increasing pitch and one decreasing pitch,
as a unit. If the hub has the blades underslung—that is, the blades are on a lower rotational plane than the pivot point of the hub—
a drag hinge may not be required.

This type of rotor system does not allow the blades to flap or drag. They can only feather. This design can use any number of
blades and has become very popular for use in many modern helicopter designs when combined with composite blades.

The rotor system contains mechanical adjustments that the technician can use to correct the track of the tip paths of the rotor
blades. If the blades are not in track—that is, if each blade does not follow the same path as the other blades— then a low-
frequency vibration will exist during flight.
6. (B) Describe the inspections on fixed-gear and retractable landing gear carried out for Maintenance of
landing gear.

Fixed-Gear Inspection Fixed landing gear should be examined regularly for wear, deterioration, corrosion, alignment, and other
factors that may cause failure or unsatisfactory operation. During a 100-h or annual inspection of fixed gear, the airplane should
be jacked up so the gear does not bear the weight of the aircraft.

The technician should then attempt to move the gear struts and wheels to test for play in the mounting. If any looseness is found,
the cause should be determined and corrected

Inspection of retractable landing gear should include all applicable items mentioned in the foregoing discussion of inspection for
fixed gear. In addition, the actuating mechanisms must be inspected for wear looseness in any joint, trunnion, or bearing, leakage
of fluid from any hydraulic line or unit, and smoothness of operation.

The operational check is performed by jacking the airplane according to manufacturer’s instructions and then operating the gear
retracting and extending system. Particular attention must be given to the location of the approved jacking points. The jacking
points (pads) are placed in locations where the strength of the structure is adequate to withstand the concentrated stress applied by
the jack

7. (A). (i). water and waste system inspection.

All modern airliners are required to incorporate water systems to supply the needs and comforts of the passengers and crew. Such
systems include potable (drinkable) water for the galley and drinking fountains, water for the lavatories, and water for the toilet
systems.

Systems may include one or more tanks of water with connections to the various units that require a water supply. The passenger
water system for one model of the Airbus 330 airplane is illustrated in Fig. 18-43.

Potable Water Supply The water for drinking fountains or faucets is usually drawn from main pressurized water tanks, passed
through filters to remove any impurities and solids, cooled by dry ice or other means of cooling, and delivered to the faucets
and/or drinking fountains. Disposable drinking cups are supplied at each location in the forward and rear parts of the passenger
cabin.

Lavatory Water for the lavatories is also drawn from the main water tanks and passed directly through suitable plumbing and
valves to the lavatories

(ii) Fire protection system inspection.

Requirements for Overheat and Fire Protection Systems

1. The fire warning system must provide an immediate warning of fire or overheat by means of a red light and an audible
signal in the cockpit or flight compartment.
2. The system must accurately indicate that a fire has been extinguished and indicate if a fire reignites.
3. The system must be durable and resistant to damage from all the environmental factors that may exist in the location
where it is installed.
4. The system must include an accurate and effective method for testing to ensure the integrity of the system.
5. The system must be easily inspected, removed, and installed.
6. The system and its components must be designed so the possibility of false indications is unlikely.
7. The system must require a minimum of electrical power and must operate from the aircraft electrical system without
inverters or other special equipment.

7. (B) Write the procedure for servicing and maintenance of oxygen system in any Airplane
Oxygen systems are required on airplanes that fly for extended periods at altitudes substantially above 10000 ft [3048 m].
Although the normal human body can survive without a special supply of oxygen at altitudes of over 15000 ft [4573 m],
the mental and physical capacities of a human being are reduced when the usual supply of oxygen is not available in the
air. It is particularly important that the pilot and crew of an airplane have an adequate supply of oxygen when operating
an unpressurized airplane at altitudes in excess of 10 000 ft [3048 m].
A lack of oxygen causes a person to experience a condition called hypoxia.
This condition results in “lightheadedness,” headaches, dizziness, nausea, unconsciousness, or death, depending upon its
duration and degree. When permanent physical damage results from lack of oxygen, the condition is defined as anoxia .
The importance of oxygen, especially when flying at higher altitudes, is not appreciated by many persons who fly,
including pilots. It is generally known that the human body requires oxygen to sustain life, but the effects of a lack of
sufficient oxygen on various functions of the body are not understood by a large percentage of the flying public.
Studies have shown that the effects of hypoxia become apparent at approximately 5000 ft [1500 m] altitude in the form
of reduced night vision. It is recommended, therefore, that a pilot flying above 5000 ft altitude at night use oxygen. As
stated before, pilots flying above 10 000 ft [3048 m] altitude should use oxygen.
 Part-c (1*14=14)
8. (a) Explain inspection and maintenance of instruments?
The following inspections are typical of those that should be made for control systems; however, the inspections for a
particular type of aircraft should follow the instructions given in the manufacturer’s service or maintenance manual.
1. Examine all cables for wear or corrosion. Wear will be most apparent at or near pulleys, the ends of cable fittings,
fairleads, and other points where the cable may come into contact with another part of the system. Broken strands of
cable can be detected by wrapping a rag around the cable and moving the rag back and forth. Cables that are badly worn,
have broken strands, or are appreciably corroded should be replaced.
2. Examine all pulleys for wear, cracks, and alignment. If a pulley is worn to an appreciable extent or cracked, it should
be replaced. The pulleys should turn freely when the control cables are moved. If a pulley is out of line, it will cause wear
to both the pulley and the cable. The mountings for such pulleys should be corrected and the cable carefully examined for
wear.
3. Where cables pass through fairleads or guides, the deflection of the cable should be noted. If it is more than 3°, a
correction must be made. The wear of the cable and the fairlead should be checked. 4. Wear of pulley bearings, bearing
bolts, bushings, clevis pins, and all other moving parts should be checked. Replacement must be made of all parts worn
beyond specified limits.
5. Cable tension should be checked by means of a tensiometer. The cable tension is adjusted by means of turnbuckles.
6. The system should be checked to see that no cable fitting comes within 2 in [5.08 cm] of a pulley, fairlead, or guide
when the control is moved to its limits.
7. Control surface travel should be checked to verify that it corresponds to the Type Certificate Data Sheet. Travel can be
adjusted by means of the stop bolts and/or rod ends. The control surface stops should be set to make contact before the
cockpit control has reached the end of its travel.
8. After all adjustments are made, all safetying of turnbuckles, clevis pins, nuts, etc., must be examined for correct
application and effectiveness. Defective safetying must be corrected
9. Upon completion of inspection, adjustment, and service, the control system should be given an operational check. The
controls should move smoothly and easily through their full range of travel and should not exhibit any looseness or play.
The systems must be checked for direction of control movement because it is often possible to cross cables and cause
reverse movement. This is particularly true of aileron systems. When the right rudder pedal is pressed, the rudder should
move to the right; when the control is pulled back, the elevator should move upward; and when the wheel is moved to the
right, the left aileron should move down and the right aileron should move up.

8. (b) Explain the procedure of jacking an aircraft.

 . Check for any bent or stressed components.

 2. Verify all fluid levels and top them off if required.
 3. Check welded joints for signs of fatigue.
 4. Make sure there are no missing or damaged components or parts.
 5. Examine the condition of the locknuts.

Explain procedure for Aircraft leveling?

Leveling the Aircraft:
When rigging an aircraft, it may be necessary to establish the aircraft in a level attitude prior to
checking and adjusting wings and control surfaces.
The various aircraft manufacturers have devised several methods by which the technician can
establish the level attitude of the aircraft. Keep in mind that the level attitude of the aircraft includes
both a longitudinal level and a lateral level position.
Once the aircraft is level longitudinally and laterally, the components can be rigged. One method
used on many light aircraft is to set a spirit level on a longitudinal structural member to establish the
longitudinal level position and another level across specific structural members to establish the
lateral level position, as shown in Fig. 12-6. This same basic procedure is accomplished in some
aircraft by the installation of two nut plates on the side of the fuselage. Screws can be placed in these
nut plates, and longitudinal level is determined when a spirit level placed on the extended screws is
level. This arrangement is shown in Fig. 12-7.
Some aircraft make use of a plumb bob and a target to establish the aircraft level on both axes. This
is done, as shown in Fig. 12-8, by suspending a plumb bob from a specified structural member and
adjusting the aircraft until the plumb bob is centered on the target.
Another method used is to attach a permanent spirit level to the aircraft for each of the two axes.
These levels are normally located in an equipment compartment or a wheel well and may have an
accuracy as great as 1 8 °. If an aircraft is not level, the aircraft may be leveled by the use of supports
under the aircraft, such as jacks or tail stands. The inflation of tires and struts can be adjusted, as can
the fuel loads in wings and fuselage tanks.