A M07.17 Mech 2012.07.24 PDF

M7 AIRCRAFT HANDLING
Revision: 1JUN2012
24.07.2012
Author: HiT
For Training Purposes Only
E LTT 2010
EASA Part-66
CAT A
P66 M7.17 MECH A E

Training Manual
For training purposes and internal use only.

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AIRCRAFT HANDLING FUNDAMENTALS
EASA Part-66
M7 AIRCRAFT HANDLING
FOR TRAINING PURPOSES ONLY!
HAM US/O-5 HiT APR 12, 2012 ATA_DOC Page 1

M7.01 SAFETY PRECAUTIONS -
AIRCRAFT EASA Part-66
1. Safety Precautions - Aircraft

General Accident Prevention
This module is concerned with fire and safety precautions around workshops S Eliminate the hazard
and hangars. S Remove the hazard
It is up to all of us working in this environment to ensure the safety of people S Guard equipment
and equipment.
S Wear personal protection
Bear in mind that most accidents are the result of over-confidence or the action
S Safety education
of inexperienced people. Therefore, to avoid injury to expensive equipment or
personnel, a sensible approach to your work place should be adopted. Employer’s Responsibilities
Personal malpractices, such as alcohol and drug abuse, can render a person a The employer is responsible for providing
hazard both to himself and to his co-workers.
S a safe place to work
Supervision and training (both in normal processes and in emergency
S safe plant and equipment
procedures) is essential.
S a safe system of work
Unerlässlich sind daher Überwachung und Training nicht nur für die normale
Arbeitssituation, sondern auch für den Notfall. S a safe working environment
The general environment is potentially hazardous: S safe methods of handling, storing and transporting goods
S Unauthorised working with tools, equipment and machinery S reporting accidents and incidents
S Badly maintained tools, equipment and machinery S information, instruction, training and supervision
S Slippery floors S a safety policy.
S Poorly maintained stairways and staging Failure to comply or maintain these conditions can result in an inspector from
the Health and Safety Executive prosecuting the company.
S Crowded workplaces with obstructed passageways
S Bad lighting, inadequate ventilation and noise can result in headaches, Employee’s Responsibilities
fatigue and carelessness Under the Health and Safety at Work Act, an employee can also be prosecuted
S Dirty, unpleasant surroundings can lead to a lowering of personal standards. for breaking the safety laws. Therefore, the employee is legally bound to
co-operate with the employer to enable him to comply with the requirements of
Health and Safety the Act.
There are several laws dealing with the health, safety and welfare of people at Therefore, employees are responsible for
work.
S personal health and safety,
S not misusing equipment.
HAM US/O-5 HiT APR 12, 2012 01|M7.01 Page 2

Figure 1 Safety Precautions

1.1 Prohibition- and Order Signs

Prohibition Signs
They prohibit an attitude through which a hazard can be caused, e.g. smoking.
Order Signs
They order a certain attitude, e.g. the usage of ear protection.
Warning Signs
They warn against a danger or risk, e.g. toxic materials.
Emergency Signs
They show escape routes, emergency doors, first aid devices or the way to
them, here e.g. the escape route.

Prohibition Sign Order Sign

Warning Sign Emergency Sign
Figure 2 Prohibition and Order Signs

1.2 Manual Lifting and Carrying

Loads and Safety
In the engineering industry, loads are defined as heavy and cumbersome To carry the load, keep your body upright and hold the load close to your body.
objects such as machines, large castings and forgings, heavy bar, sheet and Wherever possible hold the load so that the bone structure of your body
plate materials, etc., which have to be loaded onto vehicles, unloaded from supports the load. If the load has jagged edges, wear protective gloves, and if
vehicles and moved within the factory itself. hazardous liquids are being handled wear the appropriate protective clothing.
The movement of heavy loads involves careful planning and the anticipation of
Team Lifting and Carrying
potential hazards before they arise. When moving such loads it is important
that you use the correct handling techniques and observe the appropriate When a lifting party is formed in order to move a particularly large or heavy
safety precautions and codes of practice at all times. load, the team leader is solely responsible for the safe completion of the task.
The team leader should not take part in the actual lifting but should ensure that:
Individual Lifting and Carrying
S Everyone understands what the job involves and the method chosen for its
In the engineering industry it is often necessary to lift fairly heavy loads. As a completion.
general rule, loads lifted manually should not exceed 20 kg. Mechanical lifting
S The area is clear of obstructions and that the floor is safe and will provide a
equipment should be used for loads in excess of 20 kg. However, even lifting
good foothold.
loads less than 20 kg can cause injuries of the back.
S The members of the lifting party are of similar height and physique, and that
The risk of personal injury and damage to equipment can be reduced by taking
they are wearing any necessary protective clothing.
simple precautions before the lifting or handling operations begin. For example,
if the load is obviously too heavy or bulky for one person to handle, you should S Each person should be positioned so that the weight is evenly distributed.
ask for assistance. S He or she takes up a position which gives the best all−round view of the
Even a light load can be dangerous if it obscures your vision. All moveable area and will permit the development of any hazardous situation to be seen
objects which form hazardous obstructions should be moved to a safe place so that the appropriate action can be taken in time to prevent an accident.
before the movement of the load. S Any equipment moved in order to carry out the operation is put back in its
As has already been stated, it is important to use the correct lifting technique. original position when the task has been completed.
High loads or incorrect methods of lifting can result a damage of the lumbar
discs causing considerable pain. This is often referred to as a ’slipped disc’ and
the damage (and pain) can be permanent.
You should start the lift in a balanced squatting position with your legs at hip
width apart and one foot slightly ahead of the other. The load to be lifted should
be held close to your body. Make sure that you have a safe and secure grip on
the load. Before taking the weight of the load, your back should be straightened
and as near to the vertical as possible. Keep your head up and your chin drawn
in; this helps to keep your spine straight and rigid.
To raise the load, first straighten your legs. This ensures that the load is being
raised by your powerful thigh muscles and bones, and not by your back. To
complete the lift, raise the upper part of your body to a vertical position.

gloves
Clear mov-
able objects apron
Safety
Boots
Keep back Keep Straighten Keep body Let bone Wear appropri-
straight and spine legs to raise upright and structure ate clothing
near−verti- straight load load close support
cal to body load
Everyone under- Each person should Team leader positions

stands what the be positioned so that himself to ensure ap-
job involves the weight is evenly propriate action is taken
distributed to prevent an accident
Figure 3 Individual and Team Lifting and Carrying

1.3 Employment Protection

Over the past 30 years or so, health and safety at work has become a major First Aid
issue for both employers and employees. Gone are the days when workers had Due to legal requirements everyone has to give aid in case of accidents and
few rights and were exploited to the detriment of their health and well-being. emergency situations
It is the employer’s responsibility to provide suitable, adequate personal Anlaufstelle für erste Hilfe Verbandskasten Verbandbuch (Versicherung), hier
protective equipment - it is the employee’s responsibility to wear/use it. If an sind auch kleine Verletzungen einzutragen.
injury occurs and suitable protection was available but not used, then the
casualty can blame no-one but himself. Accident Book
In the event of an injury being sustained at work, it is the employee’s
Do not
responsibility to ensure that a record of the injury (and subsequent treatment)
S Wear watches, rings and other items of jewellery that can catch in is recorded in the Accident Book.
machinery, scratch metal etc or cause a short in electrical circuits.
Failure to do this (however small or inconsequential you may feel the injury to
S “Hit or Miss“ attitude. There is always time to be careful and to look after be) means that, should complications arise at a later date, there will be no legal
integrity. starting-point should you wish to seek compensation.
Do Danger caused by Noise
S Minimise the chances of developing dermatitis with barrier cream, applied to The noise rating level is the mean noise rating for an 8 h shift. Is the noise
the hands (and arms if necessary) before commencing work. After washing, rating level despite noise reduction devices over 80 dB(A), the employer has to
don’t forget to re-apply the cream. support personally ear protections. Over 90 dB(A) the ear protection has to be
S Use suitable protective gloves. used by the employees. Do not stay to near to a noise source if you can avoid
S Wear correctly-fitting overalls which are fastened correctly at the cuffs and it.
front, not just covering the legs and tied at the waist, the zipper should
always be closed.
S Protect your hearing by wearing ear-defenders or plugs.
S Protect your head with a hard-hat.
S Protect the feet from falling objects, as well as chemical spills, by wearing
safety boots.
S Prevent injury to the eyes by wearing safety spectacles or goggles.

S Wear a suitable respirator when dust and fumes are present.
S Handle tools and equipment with care - they can cause injuries.
S Minimise the possibility of trips by covering trailing airlines, electrical cables
etc wherever possible.

Breathing Protection Eye / Face Protection Foot Protection
Ear Protection Hand Protection Skin Protection

Body Protection Falling Protection Head Protection
Figure 4 Working Clothes/Working Environment

1.4 Electrical Equipment

General
When using electrical equipment, you must ensure the following conditions are
met:
S A three pin plug must be fitted, incorporating an earth wire.
S Stand on a dry surface. If unable, stand on a wooden platform or move to a
dry position.
S Wear non-conductive footwear.
S Don’t let the power cable trail through fluids.
S Ensure the cable is in good condition before using the equipment.
Electric Shock − First Aid
If personnel are subjected to an electric shock you should proceed as follows:
S Switch off current or remove the victim from the supply by the use of
insulated material, eg rubber gloves or a broom.
S Treat for shock, keep the victim warm.
S Get medical assistance immediately.
Electrical Fire Safety

Never overload extension cables or wall sockets. Heat generated by excessive
current flow can result in a fire.

0.1 Amp
Fatal bis
0.2 Amp
Path of Current 0.012 Amp

240 Volts Muscular bis
contraction 0.02 Amp
May feel some 0.001 Amp

sensation bis
0.008 Amp
Earth (0 Volt)
ELECTRIC SHOCK
REACTION OF THE BODY UP TO 100 VOLTS
Figure 5 Working with Electricity

1.5 Compressed Gases

You will encounter working with compressed gasses whilst working in aircraft
and workshop environments.
Compressed Air
Compressed air is commonly used to operate drills, rivet guns, paint
spray-guns etc.
Compressed Nitrogen
Compressed nitrogen is used to inflate, amongst other things, tyres and
undercarriage struts.
Storage and Distribution

Compressed air is normally created by a compressor, stored in a tank and
distributed via pipes and hoses. Other compressed gasses, such as nitrogen
and oxygen, are stored in steel cylinders, usually on trolleys. When full, they
are normally pressurised to 2,900 PSI (pounds per square inch) (200 bar).
Safety
Compressed gasses entering the bloodstream can result in severe injury or
death.
Personal injury can be avoided by:
S Not indulging in horseplay.
S Disconnecting air supply to guns when not in use and when
− fitting/replacing drill bits
− fitting/replacing riveting dollies etc.
S Using eye protection.
S Preventing hoses rupturing by maintaining them in good condition.

S Mind all safety precautions when carrying out initial inflation of a tyre after
refitment/replacement.
S Using calibrated tyre inflation gauges.
S Ensuring protective caps are fitted to cylinders when not in use.

Figure 6 Compressed Gases

Oxygen
Pressurised oxygen is carried on aircraft as an emergency measure to support
breathing at high altitudes in the event of the pressurised cabin failing.
Oxygen causes spontaneous combustion when in contact with oils or greases.
The presence of heat is not necessary for this reaction to occur. Oxygen itself
does not burn, but supports and intensifies a fire with any combustible material.
A build-up of static electricity can result in a spark being generated, which
could then cause a fire in an oxygen-rich environment.
A small, high-pressure leak in an oxygen system can cause ignition of the
material through which it is leaking by friction-generated heat.
Trained Personnel
Only especially trained and assigned personnel, which can assess the dangers
when working with oxygen, is allowed to work with oxygen systems. These
personnel can reduce the occurence of dangerous situations through
appropriate and careful working actions.
Cleanness
The maintenance staff for oxygen components has to take care that hands,
cloths, tools, components and connectors are clean and free from grease.
Cloths must not be saturated with oxygen. When working with oxygen systems
smoking is generally prohibited.
Fire− and Explosion Hazard
When working with oxygen systems highest accuracy and attention is needed.
Fires and Explosions can be caused by damaged tools. So only the staff that is
needed for the working action should be inside the plane. This is especially
valid for the filling of oxygen bottles and other working actions, in which
pressurised oxygen is used. Oils and Greases are due to the carbon in their
molecular structure and their low flash and igniition point possible materials for
a combustion. Hands and cloths have to be kept clean. In the working area
smoking and eating is prohibited.

Oxygen in the Aircraft
OLD NEW
Green blue
The „N“ is valid for the

Oxygen new standard.
Figure 7 Oxygen
Prevention of Accidents when working with Oxygen
To prevent accidents when working with oxygen systems or components:
S Minimise the possibility of static electricity build-up by bonding equipment
and ensuring the aircraft is suitably earthed.
S Display warning signs outside the aircraft whilst an oxygen system is being
serviced.
S Tools and equipment must be scrupulously free from oils and greases, as
well as dust or lint. Protective caps should be fitted to exposed ends of
pipes/component apertures immediately upon disconnection.
S Only use materials approved for use with oxygen.
S Do NOT use PTFE (polytetraflourethylene) tape (with the exception of
Teflon tape to spec MIL-T-27730) or jointing compounds, as these may
contain oil.
S Leak-test using approved solutions (spec MIL-L-25567 ’B’ and MIL-L-25567
’C’ Type 1), as soapy water may be non oil-based.
S Keep the oxygen servicing trolley away from hydraulic or refuelling
equipment.
S Turn off oxygen supply prior to disconnection of couplings.
S Minimise heat build-up by opening valves slowly and gradually.
S Have appropriate fire-fighting equipment readily to hand.
S Minimise the build-up of a concentration of oxygen by adequate ventilation.
S Clothing may become saturated over a long period of working in an
oxygen-rich atmosphere, and should be kept away from naked flames or
heat for at least 15 minutes in a well-ventilated area.

Figure 8 Fire Protection

1.6 Oils and Chemicals

Oils and chemicals present several personal safety concerns. They can: Technical Precautions (Examples):
S be inflammable S Automatically operated closed facilities,
S give off noxious fumes S Effective fume cabinets,
S present a slip hazard when spilt S Explosions proof electrical installation.
S cause skin disease (dermatitis). Organisational Precautions (Examples):
S Marking of workplaces and bins,
Safety Precautions
S Instruction manuals for every dangerous substance,
Personal safety can be enhanced by taking certain sensible precautions:
S The right storage of dangerous substances.
S Educate yourself about the properties (and any necessary safety
precautions to take) of the substance you are dealing with. It is the Working when toxic Gases, Fumes or Aerosols can develop
employer’s responsibility to provide COSHH (Control of Substances
Work tasks during which toxic, noxious, acidly or irritant gases, fumes or
Hazardous to Health) sheets, which provide important information for the
aerosols can develop, must only be done, if a harmful impact on the employee
user.
can definitely be excluded.
S Two simple precautions can minimise the possibility of combustion:
Operational precautions, like closed systems or fume cabinets, have absolute
− wearing non-steel-tipped footwear priority when a precaution is needed.
− not carrying matches or lighters.
Bottling of hazardous Fluids
S Minimise the effects of fumes by:
When this fluids are bottled from balloons, bottles barrels or similar reservoirs
− wearing a suitable mask or respirator
suitable devices like cones, safety lifters, balloon canters or pumps have to be
− using a fume cabinet. used.
S Clean up or contain (and cordon off) spillages promptly.
Storage of hazardous Substances:
S Prevent the contraction of dermatitis by:
Particularly hazardous and easily flammable substances, like pyrotechnic
− applying barrier cream prior to work
materials have to be kept in special storage rooms.
− washing thoroughly after contact with oils and chemicals
− using suitable protective gloves. Solvents:
Before eating, drinking or smoking it is absolutely necessary to clean the hands Solvents are mostly organic substances, which are used to solve, to thin or to
and the face. When handling carcinogen or fertility damaging material, no suspend other materials in order to enable their processing or removal.
eating, drinking, smoking or sniffing is allowed in the working area at all. S When breathing in solvent fumes narcotic effects can appear.
S They effect a very fast degreasing of the skin and so the precondition for
dermatitis is created.
S Intoxication through reabsorbing solvents is possible if a large skin area is
affected.

Figure 9 Handling Chemicals

1.7 Handling of Fire Extinguisher Cartridges

For handling and carrying in Germany a qualification certificate according to
§20 SprengG is necessary. So this parts must only be delivered to responsible
persons (§20 SprengG − owner) or with agreement with the responsible
authorities to qualified persons inside a connected facility.
The qualified persons are a circle of people, which are instructed recurrently
according to the regulation of SprengG and deal with pyrotechnical cartridges
and signal devices under supervision of the responsible persons.
In station and maintenance areas the installation, the maintenance, the
supervision and the demounting of pyrotechnical cartridges and signal devices
is done by responsible or qualified persons.
This information is recorded in the safety precautions of the current passages
of the AMM (Aircraft Maintenance Manual).
This is for example:
S Only qualified persons are allowed to handle cartridges
S Cartridges must only be handed over from employee to employee.
S Cartridges must only be transported with a short-circuit protection.
S No unsupervised in between storage is allowed.

Figure 10 Fire Extinguisher Cartrige

1.8 Fire Precautions

You will already be aware of the potential fire hazards of working in an
environment containing vast amounts of highly flammable fuel, such as that
contained in aircraft.
Because fire is a most dangerous threat which will always be with us the
following precautions must be observed:
S Smoke only in designated areas set aside for that purpose.
S Observe and obey ’No Smoking’ signs on flight lines.
S Do not carry non-safety matches and do not wear steel tips on shoes, as
they can create sparks.
S When operating petrol engined ground equipment, have a foam fire
extinguisher handy.
S Flammable liquids like paints and dope should be kept in an approved store
outside the hangar or workshop.
S If using heat torches in a workshop (such as blow lamps), the flame should
be directed towards fire bricks when not in immediate use.
S You should find out where fire extinguishers and fire buckets are located in
your place of work.
Employees in faciliies with fire-extinguisher systems must know the position
and the handling of the alarm activation system.
Although the activation of these systems often also enables the alarm at the
airport fire brigade, in an emergency case the next fire alarm box should be
used or the fire brigade should be called additionally.

Close door to confine fire
If safe to do so, fight fire
Sound alarm
If fire cannot be controlled, evacuate
Notify fire brigade
Figure 11 Fighting Fires

1.9 Fire Classes and Extinguishing Agents

Fire Classes Halogenated Hydrocarbon
Depending on the fuel component, fires are divided into the following groups: The most common fire extinguishing agent for aircraft cabin fires is Halon, a
S Class A - wood, cloth, paper liquefied, compressed gas that stops the spread of fire by chemically disrupting
combustion. It is most effective on Class B and C fires. It can be used on Class
S Class B - flammable liquids, oil and grease
A and D, but is not as effective.
S Class C - electrical
While the production of Halon ceased on January 1, 1994 under the Clean Air
S Class D - flammable metals (magnesium, potassium, sodium). Act, it is still legal to purchase and use recycled Halon and Halon fire
extinguishers. In fact, the FAA requires all commercial aircraft to exclusively
Types of Fire Extinguishers
use halon.
Water Halon or ”Halon Blend” are liquefied compressed gasses which stop the spread
Water extinguishers work by cooling the fire below its kindling temperature. of fire by chemically interrupting combustion. Halons are odourless, colourless,
electrically nonconductive, leave no residue after use and are ”people safe.”
The water is pressurised and propelled from the extinguisher by air or carbon
dioxide. Foam
They should only be used for Class A fires, where electricity and chemicals are Foam fire extinguishers use an aqueous film forming foam (AFFF) agent that
not present. Indeed, using water on a Class D fire can intensify the fire. expels a layer of foam when it is discharged through a nozzle onto the surface
of a burning liquid, starving a fire of oxygen. They also have a cooling action
Carbon Dioxide
with a wider extinguishing application than water on solid combustible
Carbon dioxide extinguishers work by excluding oxygen from a fire, as well as materials, and are therefore suitable for Class A and B fires.
rapidly cooling it.
Fire fighters spray a foam ’blanket’ onto runways when aircraft land ’wheels-up’
It is suitable to extinguish Class B fires, and because carbon dioxide is not to suppress sparks as the aircraft slides along.
electrically conductive, can also be used on Class C fires.
The foam is capable of producing a vapour−suppressing aqueous film on the
Dry Powder surface of some hydrocarbon fuels. It provides rapid flame knockdown on short
These extinguishers are most effective on Class B, C and particularly Class D preburn, shallow spill fires (e.g. aircraft crash fires), but is not suited for use on
(metal) fires. The two types of dry chemical extinguishers include one that long preburn, deep−seated fires (e.g. storage tank fires).
contains ordinary sodium or potassium bicarbonate, urea potassium
bicarbonate and potassium chloride base agents. The second multi−purpose

type contains an ammonium phosphate base. The multi−purpose extinguisher
can be used on class A, B, and C fires. Most dry chemical extinguishers use
stored pressure to discharge the agent, and the fire is extinguished mainly by
the interruption of the combustion chain reaction.

Figure 12 Fire Classes and Extinguishing Agents

1.10 Fire Fighting Devices

For a effective accomplishment of emergency and fire fighting actions the right
attitude of employees is of extreme importance.
Every employee has to know where in his working area fire alarm boxes and
fire extinguishers are located and how to use them in an emergency case.
Fire Extinguisher
Before working in the halls you have to learn how to use and handle the fire
extinguishers.
Fire blanket
Use it for people when the clothes are in fire.
Wall Hydrant
Due to a special use or higher fire risk some facilities are equipped additionally
with semi-stationary and stationary fire extinguishing devices.

Handling of Fire Extinguishers
Right Wrong
Fight the fire in
wind direction
Fight area fires

from the front Wall Hydrant
Fight dropping or
flowing fires from
above to below
Fight wall fires

from below
Use several exting-

uishers in paralle
not one after the Fire Extinguisher
other
Fire Alarm
Be aware of Box
reignition
Do not hang back

used extinguishers
Fire Blanket
Figure 13 Fire Fighting Devices

1.11 Alarm Order

The AO is a basic instruction and it serves preventatively the internal Bomb Threat
emergency and catastrophe defence or the limitation of damages when When bomb or explosive alert is given, which affects buildings or aircrafts,
emergency situations already occured. evacuation alert is sounded and an evacuation of the building is started.
In the first chapters normally general preventative actions are described. The search is done under the leadership of e.g. factory security and or the
They show the necessary actions and responsibility in an emergency case. In federal border guard.
the following chapters internal regulations and information is given.
The AO serves the protection of persons, the company and the environment. In
the AO task and the responsibility in an emergency case is described.
The AO is divided in two alert phases and building groups. It is located in the
alarm order and must be hung up in every company area.
S To the alert phase I local accidents are related (fire and material damage,
etc.)
S The alert phase II describes crisis-type situations, which have long range
affects beyond the company area e.g. on the air traffic. Uniformly guided
emergency measures are necessary.
Rules of Conduct before an Emergency

Take into account that carelessness and the disregarding of the designated
safety devices endangers human life, material assets and the environment.
Emergency doors, stairs, corridors and escape routes have to be kept free all
the time. Get information about the available safety devices and familiarise with
their handling.
When alarming say explicitly:
S Where does it happen?
S What does happen?
S How many injured people?

S Who does alarming?
Meeting Place
When an evacuation is necessary go to the meeting place.
The place and the assignment can be read in the alarm order.

Meeting Place
Figure 14 Alarm Plan

1.12 Protection and Marking of Aircraft Devices

Devices which must not set into operation for safety reasons have to be
protected with suitable methods (noticed in the Log Book).
S Attach clearly filled red warning signs,
S Pull and mark safety devices,
S Insert safety devices at hydraulic components (Actuators),
S Remove connections for the electronic control (document it and connect
them again after finishing of the work).
Before commissioning make sure that all areas of the relevant plant are free
and that there are no risks for employees and the aircraft.

Aircraft currentless
and protected against
Resetting.
Safety Pin
Warning Sign for the Protection

of Aircraft Systems
Figure 15 Protect Aircraft Devices

1.13 Working on high Platforms

Over a height of > 1m you are working on a high attitude work place and it
ends often at the tip of the vertical stabilizer.
There is a fall hazard and according protections must be in place (e.g.
balustrade with knee and foot rail, side protection).
When using it as an access ladder always set up both balustrades.
Forbidden actions are:
S The positioning of stairs and ladders on working platforms and at staircases
is forbidden.
S Platform planking and steps have to be clean from oils and greases
because of the slip hazard.
S Icy or snowy ladders have to be cleaned from ice and snow before climbing
on them.
S Working platforms, stairs and ladders have to be arrested to prevent
inadvertent rolling.
S Do not use defect devices, send them to repair.
S Lay done tools and equipment in such a way that they can not fall when
working in higher attitudes.
S Always keep stairs in docks free.
S Install ladders safely and in the right angle.
S Safe ladders against slippage, falling, gliding, and so on.
Work tasks with fall hazard, during which no stationary protection against falling
is present or the protection offers no suitable guard have to be done with
personal safety equipment (belt harness).

Not this way!
That is how
it is done!
Figure 16 Ladders und Stairs

1.14 Behaviour on the Apron

Many potential hazards have to be minded on the apron.
These could be:
S Rolling- und towing movements,
S driving of apron vehicles,
S special weather conditions,
S starting of engines,
S noise caused by running machines,
S deadline pressure,
S many different persons around the A/C.
Due to this a briefing which matches to the apron is done by a group of people
which are instructed by the divisional head. Without this briefing the stay is
prohibited.
Generally valid is:
S rolling or towed A/Cs have the right of way,
S when the red light under the aircraft fuselage is shining the engines will be
startet soon,
S the aircraft outer contour has to be circumnavigated,
S react on light or radio signals from the tower.

Figure 17 Behavior on the Apron

1.15 Foreign Object Debris/Damage

FOD (such as propeller nicks, tyre damage and fabric tears) has been a part of
accidents and unscheduled maintenance reports since the earliest days of
flight.
Anything that can find its way into an engine, flight controls or structural items
is a recipe for foreign object damage.
This damage can result in anything from minor repairs to catastrophic events.
FOD can be found anywhere in the aviation environment.
Good husbandry is vital; tool control must be stringently applied by the
tradesman and the work area diligently checked for any tools or FOD at the
end of a job or work-shift.
FOD is preventable.

Ensure all loose articles are removed ...
The suction power of aircraft engines

is enormous.
Fodded engine
Figure 18 FOD Examples

M7.03 TOOLS
EASA Part-66
2. Tools
2.1 Torque Wrenches
General Lubrication
Torque is the amount of rotational force applied when tightening a fastener. Lubrication on threads can change the transmission of the torque and has
To prevent over-tightening (and thus damaging threads), accurate application therefore to be taken into account.
of torque is achieved by using a torque wrench. The given torque values are normally intended for dry and clean threads (not
A torque wrench is a precision tool that either indicates torque applied or, greased).
through adjustment of the tool, prevents over-tightening. It is generally noticed if threads have to be greased.
Depending on the range, a torque wrench is calibrated in inch-pounds or
Calibration
foot-pounds (Imperial) or Nm (metric).
Because torque wrenches and setting rigs are precision instruments, they are
Types of Wrenches subject to periodic calibration testing.
There are three basic types of torque wrenches Depending on the required precision this should be done either 6−monthly or
S Indicating torque wrenches annually. If a wrench is in very frequent use it should be checked on a weekly
basis.
S Signaling torque wrenches
Indicating Torque Wrenches

Indicating torque wrenches show the actual torque on a mechanical scale, a
dial gauge or an electronic scale. („measuring wrench“).
An example is the defecting beam type or the torsion bar type torque wrench.
The indication on the torque wrench is based on mechanical or electronic
measuring of the torque.
Signaling Torque Wrenches

Signaling torque wrenches are preset to the desired torque value and are
starting a signal when the torque is reached („click wrench“).

There are different types available with a scale at the handle and with a fixed
adjustment, which have to be preset at a rig.

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EASA Part-66
Deflecting beam
Torsion bar
Calibration of torque
wrenches
Toggle
Figure 19 Torque Wrenches

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EASA Part-66
Torque Values
Torque values will normally be specified in the Maintenance Manual. This means the torque value shown on the scale decreases with a longer
If, however, no figure is given, the torque values can be derived from the lever, so:
general part of the aircraft maintenance manual (AMM) in ATA chapter 20 or
ATA chapter 70, alternatively from ATA chapter 51 of the structural repair
manual (SRM).
WARNING: REMEMBER, TORQUE LOADING VARIES CONSIDERABLY
BETWEEN WET AND DRY THREADS.
THE VALUES IN THIS TABLE ARE FOR DRY THREADS.
It is common practice to give a minimum and maximum value when specifying
torque figures.
Example: In the case where a castle nut is tightened then secured with a cotter
pin, always torque initially to the lower figure. Adjust the torque loading
upwards (but not exceeding the upper value) to align the cotter pin hole with
the nut castellation gaps. If this is unsuccessful, replace the washer for one
with a different thickness and re-try.
WARNING: ROTATING A NUT BY A VERY SMALL AMOUNT INCREASES
THE TORQUE CONSIDERABLY.
WITH THIS IN MIND, ALIGNING COTTER PIN HOLES
SHOULD BE CARRIED OUT VERY CAREFULLY.
Using Extension Bars
Indicated torque on either a deflecting beam or torsion bar torque wrench is
taken from the centre of the square drive. If an extension bar is to be used, its
length MUST be taken into consideration (see calculation example).
The actual amount of torque applied to a fastener when a 5−inch extension is
used with 120 pounds of indicated torque is 150 inch-pounds.

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EASA Part-66
Figure 20 Conversion of Torque Values

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EASA Part-66
2.2 Lubrication
What are Lubricants? Methods of Application
Lubricants control friction and wear by introducing a friction-reducing film Oils and greases are normally applied via oil cans and grease guns, in order to
between moving surfaces in contact. They may be fluid, solid or plastic. bring the lubricant into the area requiring it. Usually the lubricant is
Lubricants are high complex mineral or synthetic substances. Example: engine hand-pumped, but large grease pumps can be fitted to pneumatic devices to
oil. The engine oil reduces fiction, increases fuel efficiency, reduces wear of facilitate greasing of multiple points.
moving parts, protects the inside of the engine against corrosion, cools the
Personal Safety
piston and other hot components, removes combustion impurities and blow−by
gases and helps to seal the piston during combustion, thus it improves energy Oil and grease in contact with the skin can result in dermatitis. Barrier cream
conversion. should be applied prior to handling these lubricants.
Lubricants are highly sophisticated products, not easily formulated. The accidental subcutaneous injection of oil or grease can also have serious
health implications. Oiling and greasing equipment should be handled with care
What is the difference between mineral and synthetic oil? and horseplay can result in disciplinary action.
Mineral oil is derived from crude oil. Crude oil consists out of carbon hydride. In
Oil or Grease?
the industry you differentiate between the mineral oil products fuel and
lubricant. The Maintenance Manual will indicate the correct lubricant, method and
frequency of application.
In the refinery process crude oil is split up in different substances by heat
(atmospheric distillation). These materials are cleaned through vacuum WARNING: LUBRICANTS SHOULD NOT BE INTERCHANGED OR MIXED.
distillation, freed from unwanted aromatic components by an extraction process THEY ARE CHOSEN FOR THE PARTICULAR APPLICATION.
and dewaxed with the help of solvents. IMPROPER USE CAN RESULT DAMAGES. OILS AND
This so produced crude oil types are then brightened by another cleaning. GREASES SHOULD BE KEPT IN CLEARLY-MARKED
CONTAINERS, PREFERABLY THAT IN WHICH THEY ARE
Synthetic oils are manufactured by chemical reactions, which have an
RECEIVED FROM THE MANUFACTURERS. OIL CANS AND
advantage concerning a constant composition and quality. The particular
GREASE GUNS SHOULD BE CLEARLY MARKED WITH
viscosity is based on the molecular weight of the material produced. The key
THEIR CONTENTS.
differences are that mineral based oils contain some impurities and are less
thermally stable than equivalent synthetic oils. WARNING: LUBRICANTS ARE VOLATILE AND FLAMMABLE AND HAVE
However, catalytic techniques are making mineral oils almost identical to TO BE STORED IN COMPLETELY CLOSABLE CONTAINERS
synthetic oils. AND MARKED LOCKERS AND ROOMS.

Interestingly, it has been found that impurities in mineral base stocks can
enhance certain performance aspects, for example anti−oxidant properties.
What is Grease?
Grease is a lubricant composed of oil and sometimes the oil is thickened with a
soap or other thickener to make a solid or semi−solid product.

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Air release valve

Lubricating connector
Pump operating lever
Outlet tube assembly

Grease container
Application
High pressure piston spout
Air release valve
Transfer valve
Plunger piston
Outlet tube assembly Pump assembly
Filling handle
Handle
Grease container
Pressure spring
High pressure piston Plunger piston
Pressure spring Non-return valve
Lubricating connector Light alloy head Oil container
Operating lever Operating lever

Filling handle Wanner HP Grease Gun
Oil Can
Lumatic Minor
HP Grease Gun
Figure 21 Lubrication Tools

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EASA Part-66
2.3 General Lubrication Instructions: Boeing

General Instructions for Lubrication Other Lubricants
This section of the AMM gives the normal aircraft lubrication procedures. S BMS 3−32, Type II Landing Gear Shock Strut Fluid, Anti−Wear
Specific data about where to lubricate is given in the subsequent subjects of S MIL−H−5606, Hydraulic Fluid, Petroleum base, Aircraft (NATO H−515)
this section.
S MIL−PRF−7870, Lubricating Oil, General Purpose, Low Temperature
There are other lubrication instructions in other ATA sections of the AMM about (NATO O−142).
equipment removal and replacement.
Lubrication Symbols
General−Purpose Aviation Grease
Lubrication blocks are used to show the part or unit to be lubricated.
Boeing selects the grease to use based on the specific application.
Examples of lubrication blocks used in the manual are shown opposite. If
Greases that meet the following specifications are considered general−purpose necessary, more data is given near the lubrication block to help you lubricate
aviation grease for the −100oF (−73oC) to 250oF (121oC) range: the airplane correctly. Each block shows this data:
S BMS 3−33 S The lubrication method
S MIL−PRF−23827 S The type of lubricant
S MIL−G−21164 (NATO G−353). S The access panel number is given above or below the lubrication block for
BMS 3−33 is the preferred general−purpose aviation grease recommended by points if it is not easy to find the area you must lubricate.
Boeing for applications exposed to temperatures of less than 250oF. It is More data on commonly-used grease is available in Boeing Service Letter
recommended because it shows better wear, corrosion protection and low 737−SL−20−027, Summary of Most Commonly Used Greases on Boeing
temperature torque properties. Airplanes.
Greases that have been used before and approved by Boeing for the specific
assembly are listed as flagnotes on the lubrication instructions for the specific Lubrication Application Procedures and Cautions
assembly. If there is an application where only one grease must be used, it will Do the following to prevent lubricant contamination:
be listed with the word ”ONLY” after it. S Put lubricant identification labels on all containers, guns and dispensers.
Special Performance Greases S Keep lubricants in containers that have tight covers.
Special performance greases include: S Make sure that the container material will not absorb contamination.
S Keep out dust and other contamination when the container is open.
S Royco 11MS
S MIL−PRF−81322 (NATO G−354) S Keep grease guns, brushes and oil cans clean.
S BMS 3−24.
In some applications, a special purpose grease is necessary. Where only one
grease is recommended for a specific application, it will be listed with the word
”ONLY” after it.

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EASA Part-66
Figure 22 Lubrication Symbol Examples

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EASA Part-66
Correct Lubrication
Do not
S let dirt, swarf and other unwanted material get in the lubricant during and
after lubrication. Remove dirt from the grease fittings before you attach the
grease gun.
S lubricate Teflon bearings and bushings; lubricants may cause damage to
the Teflon and decrease the bearing life.
S push the seal out with the grease.
Do
S ensure that the pressure that you set is less than 2500 psi (17237 KPa).
Too much pressure will cause the fitting to blow out, resulting in injuries to
personnel and/or damage to equipment.
S set the pressure at 100 to 200 psi (689 − 1379 KPa) unless otherwise
specified. This is usually sufficient to push out used grease.
S find all of the lubrication points that are identified in the specific maintenance
task.
S use the specified lubricant.
S use an Alemite Midget flush adapter (No. 314150) for flush−type grease
fittings.
S apply all lubricants slowly and smoothly.
S dispense grease into the grease fitting until the used grease is visually
removed and only new grease comes out.
S remove unwanted grease or lubricating fluid that is around the part or on
other parts to prevent contamination and damage to other surfaces.
S be careful when you lubricate sealed−ball or sealed−roller bearings that
have a grease fitting.
S Use a restrictor−type adapter to decrease the flow rate of the grease.

S Stop the operation if the shape of the seal starts to change, or if the grease
comes out of the bearing.
If a grease fitting comes out, carry out the following:
S Look for blockage in the fitting or part.
S If necessary, dismantle the part to remove the blockage.
S Install a new fitting (AMM TASK 20−10−24−421−001).

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EASA Part-66
Figure 23 B737 Main Landing Gear Lubrication Example

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EASA Part-66
2.4 Example: B737 Lubrication Fittings Removal/Installation

Lubrication Fittings − Installation Installation Of A Lubrication Fitting Which Has Blown Out
WARNING: ENSURE YOU SEE THE CORRECT TOOL TO INSTALL THE 1. Get the specified standard size or a modified size lube fitting for installation.
LUBRICATION FITTING. DRIVE THE LUBRICATION FITTING 2. Clean the lube fitting hole as follows:
IN STRAIGHT TO PREVENT DAMAGE OF THE MATING A. use cotton swabs to remove as much grease as possible from the lube
SURFACES. fitting hole.
1. Get the specified standard lube fitting for installation. B. use cleaner on a clean cotton swab to clean the hole to a depth of 1/2 in
2. Clean the lube fitting hole as follows: minimum.
A. use cotton swabs to remove as much grease as possible from the lube 3. Carry out the following steps to apply the primer:
fitting hole. A. Use a cotton swab to apply a thin coat of primer to the bore of the hole.
B. use cleaner on a clean cotton swab to clean the hole to a depth of 1/2 in B. Let the primer air-dry at room temperature for a minimum of 5 minutes
minimum. before you apply the retainer compound.
3. Use the correct driving tool to fit the lube fitting into the hole in the mating 4. Use a cotton swab to apply a thin coat of adhesive to the bore of the hole.
part. The depth of the adhesive should be 0.25 to 0.40 inch.
5. Put the lube fitting into liquid nitrogen for a minimum of 1 minute to ensure
the lube fitting cools equally.
6. Use the correct driving tool to fit the lube fitting into the hole in the mating
part.
NOTE: PUT THE LUBE FITTING INTO THE HOLE IN THE MATING PART
AS QUICKLY AS POSSIBLE SO THAT IT DOES NOT WARM UP
TOO MUCH.
7. Let the lube fitting cure for 12 hours at room temperature before using it.

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EASA Part-66
Figure 24 Lubrication Fitting Modification and Installation

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EASA Part-66
2.5 Beispiel: A320 MLG and Doors Lubrication

MLG and Doors Lubrication
No specific lubrication equipment required.
Equipment Preparation
1. Ensure that the lubrication equipment is in a serviceable condition before
you fill it.
2. Operate the lubrication equipment to make sure that the lines and adaptor
are full of new lubricant.
3. Clean the greasers with a clean MISCELLANEOUS (Material No. 19−003)
and CLEANING AGENTS (Material No. 11−026).
MLG Lubrication
NOTE: USE THE TABLES THAT FOLLOW TO DETERMINE THE
CORRECT GREASER.
Lubricate the MLG Uplock:
WARNING: DO NOT OPERATE POWER−OPERATED LUBRICATION
EQUIPMENT AT MORE THAN 103.5 BARS (1500 PSI). HIGH
LUBRICATION PRESSURE CAN CAUSE DAMAGE TO THE
AIRCRAFT.
S Lubricate the MLG uplock, Item No. 5 of the MLG Door and Uplocks Table,
with COMMON GREASE (Material No. 04−004) as follows:
Lubricate the greasers Items 1 thru 4 in the Main Landing Gear Door and
Uplock Table with COMMON GREASE (Material No. 04−004) until new grease
comes out.
If you use hand−operated lubrication equipment, lubricate each greaser with a
maximum of two full strokes.

Remove the unwanted grease:
S clean the greasers with a clean MISCELLANEOUS (Material No. 19−003)
and CLEANING AGENTS (Material No. 11−026).
S ensure that the greaser ball has seated correctly.

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EASA Part-66
Figure 25 Greaser Table

M7.05 MAINTENANCE DOCUMENTATION
EASA Part-66
3. Maintenance Documentation
3.1 General Principles
For modification and maintenance of aircrafts and for development,
modification, production and maintenance of aircraft parts and production
equipment the compulsory documentation has to be used.
The publisher / originator of a document is responsible for its content.
Publisher of documents can be:
S Aircraft and aircraft parts design organisations,
S Aviation companies (owner),
S Aeronautical authority,
S Production equipment design organisation,
S National and international organisations,
The engineering company is responsible for the procurement, approval,
collection, distribution and revision of documents for itself and also for
customers, if this is contracted.
The documentation has to be done in such a way that the user can check the
revision status of the document.
The user must ensure that he uses the valid document for the particular
work task.

EASA Part-66
Maintenance program
Directives/Recommenda- Requirements of
tions of aeronautical authori- aeronautical au-
ties thorities
Maintenance instructions
Maintenance of aircrafts
and aircraft specific
components
Figure 26 General Principles of Maintenance Documentation

EASA Part-66
3.2 Summary of relevant Technical Documentation

1. Maintenance Programmes: 3. Directives/Recommendations of Design Organisations:
S Maintenance Schedule (MS) S Service Information Letter (SIL)
S Component Operating & Storage Limits List (COSL) S Service Letter (SL)
S Service Bulletin (SB)
2. Maintenance Instructions:
S Engineering Bulletin (EB)
S Aircraft Maintenance Manual (AMM)
S Illustrated Parts Catalog (IPC) 4. Requirements of aeronautical authorities:
S Wiring Diagram Manual (WDM) S Component Specifications
S System Schematic Manual (SSM) S Life Limits
S Cross Reference Lists S Airworthiness Directives (LTA, AD, ...)
S Electrical Standard Practices Manual (ESPM) S Others ...
S Standard Wiring Practices Manual (SWPM)
S Component Maintenance Document Summary (CMDS)
S Component Maintenance Manual (CMM)
S Illustrated Parts List (IPL)
S Engine (Shop) Manual (EM)
S Structural Repair Manual (SRM)
S Flight Test Manual (FTM)
S Fault Isolation Manual (FIM)/Trouble Shooting Manual (TSM)
S Minimum Equipment List (MEL)
S Configuration Deviation List (CDL)
S MEL Maintenance Procedures (MMP)

EASA Part-66
MS - Maintenance Schedule COSL - Component Operating & Storage Limits List
AMM - Aircraft Maintenance Manual CMDS - Component Maintenance Document Summary
IPC - Illustrated Parts Catalog CMM - Component Maintenance Manual
WDM - Wiring Diagram Manual

IPL - Illustrated Parts List
SSM - System Schematic Manual

EM - Engine (Shop) Manual
SRM - Structural Repair Manual
SPM - Standard Practices Manual
Figure 27 The „most important“ Maintenance Manuals

EASA Part-66
3.3 Revision Status of Documents

1.3.1 Review of the actuality of technical documents
Revisions
All technical documents underlie revisions.
These take place in periodical intervals. (ca. all 3−6 months)
Only the actual version ist valid and must be used.
For the user this implies that he must inform himself compulsory about the
actuality of the present document.
This review can be done by a request at the decentralised process support or
in the intranet.
Review
It includes the following steps:
S 1. Review of the revision status of the document on actuality
S 2. Review of the availability of intermediate revisions (Temporary Revisions)
S 3. Review of the effectivity (owner reference, manufacturer reference)
S 4. Review of the validity of one document side (LEP)

EASA Part-66
Document revision status

R EFF: 007−099, 101−199
29−11−51 PAGE 401
Config-1 OCT 01/03
DLH
1. 3. 4.
Effectivity Page Effectivity
2. Temporary Revisions: Intranet or folder with yellow pages
Figure 28 Review of the Actuality of Documents

EASA Part-66
3.4 Arrangement of Maintenance Documentation

1.4.1 Manual Breakdown Arrangement
According to ATA Spec. 100 (new: ATA iSpec. 2200) all maintenance
instructions are arranged consistently.
The aircraft is classified into 5 groups, to which again a differing number of
ATA chapters are assigned.
Due to this it is assured that information about a certain aircraft system can be
found generally in the same ATA chapter, because all aircraft manufacturer
did embrace the ATA Spec..

EASA Part-66
Figure 29 Manual Breakdown Arrangement

EASA Part-66
1.4.2 Chapter Breakdown Policy
Every ATA chapter is divided into:
S Sections,
S Subsections and
S Subjects.
The sections classify the chapter into functional Groups.
The subsections classify the sections into equal system modules.
The subjects classify the subsections into individual members.

EASA Part-66
29−00−00 Hydraulic Power - General
29−10−00 29−20−00
Main Hydraulic Power Auxiliary Hydraulic Power
29−11−00 29−12−00 29−13−00

Green Main Blue Main Yellow Main
Hydraulic Power Hydraulic Power Hydraulic Power
29−11−17 Pressure Switch 4001 JG
29−11−32 Relief Valve 5021 JM

29−11−33 Priority Valve 5121 JM
29−11−34 HSMU 1JG
Figure 30 Chapter Breakdown Policy

EASA Part-66
3.5 Page Block Allocation

Page Blocks system functions in operation or to reset it into the original condition after
Inside the ATA chapters the page numbering is done via so called page blocks. repair/exchange of the component.
The work tasks result from the requirements of the Master Minimum
The breakdown inside the AMM’s is done according to the following
Equipment List (MMEL) or the Configuration Deviation List (CDL).
pattern:
A list of all procedures is located in the Manual Front Matter of the AMM
S Pages 001 - 099: Description and Operation (D/O) (AIRBUS).
− These pages contain a system description and give a review about the S Pages 501 - 599: Adjustment/Test (A/T)
function, the operation, the control and the component location of the
− These pages describe the component or system testing and the
particular system.
necessary adjustment. They are divided into:
S Pages 101 - 199: Trouble Shooting (T/S), Fault Isolation (F/I)
S Operational Tests:
− These pages have become an independent handbook, namely the Function testing of a component with on board equipment.
Trouble Shooting Manual (TSM/Airbus) or the Fault Isolation Manual
S Functional Tests:
(FIM/Boeing).
Extensive functional testing of a component with additional aids,
S Pages 201 - 299: Maintenance Practices (M/P) measurement devices, ...
− These pages describe general working practices at the aircraft, like e.g.: S System Tests:
S the jacking up, Testing of the function of a system with all necessary adjustments
S the leveling, and specified tolerances.
S the external supply of the electric, pneumatic or hydraulic systems, S Pages 601 - 699: Inspection/Check (I/C)
S the opening and closing of engine cowlings, landing gear doors, ... − The inspection/check instruction is divided into inspections with and
without a removal of the component.
S the application of safety devices, and so on.
Further on it is differed between general visual, detailed and special
S Pages 301 - 399: Servicing (S) detailed inspection.
− The servicing pages contain information about the filling of oil, fuel, S Pages 701 - 799: Cleaning/Painting (C/P)
hydraulic fluid, ... , but also the exchange of filters, magnet plugs, bulbs,
− Working tasks for cleaning and/or paint repair of components.
...
S Pages 801 - 899: Approved Repairs (A/R)
S Pages 401 - 499: Removal/Installation (R/I),

Deactivation/Reactivation (D/R) (AIRBUS) − These pages contain repairs which are approved by aeronautical
authorities but are not a part of the Component Maintenance Manual
− The removal / installation instruction contain the necessary information
(CMM) or Structural Repair Manual (SRM).
for the de- and installation or the exchange of a component.
these are no Temporary Repairs described!
They are divided into a removal- and a installation procedure.
If following adjustments is necessary they are normally also described in
this pages.
If these adjustments are extensive, a cross-reference to the page block
501 is given.
The deactivation/reactivation instructions describe the necessary work
tasks to keep an aircraft despite missing covering parts or restricted

EASA Part-66
TOPICS PAGE BLOCK
Description & Operation (D/O) 001 - 099
Trouble Shooting (T/S)

101 - 199
Fault Isolation, Component Location (F/I)
Maintenance Practice (MP) 201 - 299
Servicing (S) 301 - 399
Deactivation/Reactivation (D/R)
Removal/Installation (R/I) 401 - 499
Adjustment/Test (A/T) 501 - 599

Inspection/Check (I/C) 601 - 699
Cleaning/Painting (C/P) 701 - 799
Approved Repairs (AR) 801 - 899
Figure 31 Page Block Assignment AMM

EASA Part-66
3.6 Effectivity
General Customer Serial-No. and Manufacturer Serial-No.
Maintenance documents are restricted in their effectivity in principle. Other restrictions according to the modification level (inside the fleet of the
It is made a difference between type reference and owner reference. aircraft owner) are described by the Effectivitycode. It relates to the Customer
Serial-No. (CSN) (AIRBUS) or to SB restrictions, component dash numbers or
Type Reference Customer Serial-No. (BOEING). Different modification levels inside one fleet
It is differed, if the particular document is made only for a special aircraft type, can change a work task massively (Fig. 14).
like the AMM, IPC, FIM. If the maintenance document is universally valid, like e.g. the SRM, the
effectivity restriction relates always to the Manufacturer-Serial-No. (MSN).
Owner Reference
The Cross-Reference-Table (AIRBUS) or the List of Effective Airplanes
In the case of a owner reference it is differed, if the maintenance document is (BOEING) provides the determination of the CSN & MSN, that is connected to
made for a special customer. the aircraft registration and can be found in the Introduction/Front Matter of
Ist dies der Fall, so wird die Unterlage dementsprechend gekennzeichnet. the particular maintenance document.
S AIRBUS: The Owner code is printed on the cover sheet and on every page If work tasks are changed massively, the registration is made by a marking
of the document. number, which is located on the right side directly under the ATA chapter.
S BOEING: The particular owner and aircrafts are printed in the list of
effective airplanes.

EASA Part-66
Customer-Serial-No. Manufacturing-Serial-No.
Aircraft Aircraft
Owner Registration
Owner Reference Effectivity
Figure 32 Effectivity Declaration AIRBUS

EASA Part-66
4. Aircraft Maintenance Manual (AMM)

General
The Aircraft Maintenance Manual contains system descriptions and working
tasks (tasks & subtasks) for the accomplishment of maintenance actions at an
aircraft.
Effectivity
The AMM is a type referenced and sometimes a owner referenced document.
Classification
The classification is done according to ATASpec.100/iSpec. 2200.
Advice:
S Working tasks according to a aircraft system are listed in the particular
system chapters.
S Working tasks with a general character (standard practices) are located in
the chaptersn 20 (airframe) and 70 (engine).
it has to be noticed that these working tasks have a obligatory character,
this means that they must be applied, even if there is no explicit reference
in the system chapters!!!
Manufacturer Reference
In the following pages a description of the information contained in the AMM is
made.
These refer mainly to the manufacturer AIRBUS, but they can be found
(perhaps with a slightly different name) at the manufacturer BOEING.
If there are major differences it will be noticed explicitly.

EASA Part-66
Figure 33 AMM Cover Sheet

EASA Part-66
4.1 How to use the Manual

Structure of the Manual
There are the following lists at the beginning of the AMM: Under the subject every work task that concerns the component (related to
S List of Chapters page blocks) is listed.
S Record of Revisions Here the denomination of the right pages for the looked for work task can be
found.
S List of Temporary Revisions
A possible effectivity restriction, the review of the effecitivity of the page in the
S Service Bulletin List
list of effective pages (LEP) and the review of a possible temporary revision
S Deactivation/Reactivation Index (AIRBUS) (T/R, yellow page), has to be regarded.
At the beginning of every chapter further lists can be found:
Example:
S Highlights (HL)
The hydraulic pump of the green hydraulic system at the engine 1 of the
S List of Effective Pages (LEP)
D-AIGO is defect and has to be exchanged.
S Table of Contents (TOC)
Every chapter is divided into: Procedure:
S Chapter S Review of the revision status of the A340 AMM with the help of the IBO
mask (actuality of documents).
S Section
S Determination of the applicable ATA chapter (29).
S Subject
S Determination of the correct section (29-11).
The particular Page Blocks are related to every section/subject arrangement.
S Determination of the subjects (29-11-51).
Locating of a Work Task S Use the removal/installation page block. Here the denomination of the page
To locate a work task in the AMM these methods are possible: can be found (Removal PB 401, Installation PB 409).
S 1) Starting at the table of content (TOC) Here it catches the eye that there are two possibilities to accomplish the
S 2) Searching of a referenced task number procedure (Configuration 1 und 2). So:
S Determination of the CSN of the D-AIGO in the CSN/MSN
1) Starting at the Table of Content cross-reference-table (CSN 104).
The table of content is the abstract of the particular chapter and permits a S Select the right configuration (Config.1).
relative easy access to the searched work task.
S After picking the correct work task, it is imperatively necessary, to check for
The 1. step is always the checking of the revision status of the document, like it further effectivity restrictions, page effectivites and temporary revisions
has been explained in the chapters before, that means the actuality of the (T/R’s/yellow pages).
document has to be ascertained.
The next step is the selection of the applicable ATA-Chapters. The needed
information can be searched in the list of chapters, if necessary.
After that the continuative section has to be searched in the correct chapter.
The 4. step is the search of the particular component (Subject).

EASA Part-66
ATA-Chapter 29
- Hydraulic Power -
ATA-Chapter-Section 29-11
- Green Main Hydraulic Power -
Figure 34 ATA-Chapter-Section
EASA Part-66
Customer-Serial-Nr. of D-AIGO
104
Subject 29−11−51
- PUMP-HYD ENGINE -
Figure 35 Subject/CSN
EASA Part-66
Configuration 1
Removal PB 401
Installation PB 409
Configuration +
Release Date of the Page
Effectivity with CSN

Owner Reference
Figure 36 Configuration + Work Task

EASA Part-66
5. Illustrated Parts Catalog (IPC)

General
The illustrated parts catalog (IPC) contains figures, which depict all parts,
classified according to ATA chapters that belong to an aircraft type via
explosion views.
Detailed parts lists are related to the figures, in which the component data is
arranged.
Effectivity
The IPC is a type- and mostly an owner referenced document.
Note:
S The figures inside the IPC cover all versions of an aircraft type.
S The parts lists are owner referenced.
So it is possible that in the figures parts are depicted, which are not in the
parts lists.
Structure
The structure is made according to ATA iSpec. 2200.
Manufacturer Reference
The following pages contain explanations about the information shown in the
IPC. These refer mainly to the manufacturer AIRBUS, but they can be found
(perhaps with a slightly different name) at the manufacturer BOEING.
If there are major differences it will be noticed explicitly.

EASA Part-66
Figure 37 IPC Title Page

EASA Part-66
5.1 How to use the IPC

Finding of the needed Component Information
These are 3 options for finding component related data in IPC:
S Alphanumeric/Numeric Index
− When the part number is known the information regarding the ATA
chapter, the figure and the part number can be found in the
alphanumeric or numeric index, in which is directly referred to the figure
and the item number.
S Table of Content
− When the part number is not known the necessary information (ATA
chapter, figure and item number) can be derived from the table of
content, which means that a system knowledge is imperatevely
necessary.
S Additional Cross Reference Table (AIRBUS)
− When the functional item number (FIN) is known the necessary
information regarding the ATA chapter, the figure and the part number
can be found in the additional cross reference table, in which directly is
related to the figure and item number.
Structure of Chapters in the IPC

In the IPC the structure of the AMM is carried over, both the chapter and the
section structure.
The subject numbering is assigned by the location in the aircraft. The exact
breakup can be found in the introduction of the particular IPC.

EASA Part-66
Alphanumeric Index Figure Parts List

Figure 38 IPC Search - Alphanumeric Index

EASA Part-66
Figure 39 IPC-Search - Table of Content (1)

EASA Part-66
Figure 40 IPC-Search - Table of Content (2)

EASA Part-66
6. Trouble Shooting Manual (TSM)

General
The TSM contains information about the systematically identification, isolation
and correction of faults.
The troubleshooting might be started because of:
S warnings of the centralized maintenance system,
S fault reports,
S or observation of malfunctions..
The content of the TSM was in former time part of the AMM, page block 101
ff., but has grown to so much, that it has become an individual handbook.
Effectivity
The TSM is a aircraft type and owner referenced document.
Structure
The structure is according to ATA iSpec. 2200.
Procedure
For fault isolation and correction references are given to tasks in other
handbooks (AMM, WDM, ...).
Type of Fault
In the TSM it is made a difference between to types of faults:
S Monitored Faults:
− ECAM warnings,
− EFIS flags,
− LOCAL warnings und

− CMS/CFDS fault messages.
S Non-Monitored Faults:
− Crew or Maintenance OBSERVATIONS.
This type of faults are used as an access to the TSM, that means depending
on whether which faults are detected the access to the search of the right
trouble shooting procedure is different.

EASA Part-66
Figure 41 Front Page TSM

EASA Part-66
7. Fault Isolation Manual (FIM)

General − These are tested and/or changed during the fault isolation procedure.
The FIM contains procedures for the systematically identification, isolation and − Here no details about the electrical system are given, only references to
correction of faults. the aircraft wiring.
The fault isolation manual is the access document to the fault reporting S Job Set-Up Information
manual (FRM), which supports the crew with methods for fault identification − In this list, like in the AMM, references to additionally required work tasks
and reporting. are given (cross-references to AMM, WDM, ...).
Effectivity S Fault Confirmation
The FIM is a type and mostly a owner referenced document. − During fault confirmation there are two possibilities:
S Permanent Fault:
Structure The conducted test results that the system is not OK. The fault
The structure is according to ATA Spec.100. isolation procedure is performed. Intermittent Fault:
The conducted test results that the system is OK.
Procedure
S In this case the aircraft (following the allowance of the TSM) can be
For fault isolation and correction references to work tasks in other handbooks dispatched.
(AMM, WDM, ...) are given.
S However the particular system must be watched very well on the
This is done via a denomination of the ATA chapter/section/subsection and the further flights.
particular page block (only AMM).
S If the same fault appears altogether three times, without a
Structure of a Fault Isolation Procedure confirmation at ground, the fault isolation procedure is carried out and
the particular parts are changed.
General S Fault Isolation
Every fault isolation procedure is divided into individual paragraphs. − The fault isolation contains the isolation of the defect component/wiring
Arrangement and the correction of the fault.
S Fault Identification − For wiring checks measurement values, connector and pin numbers are
listed.
S Possible Causes
S Close-Up
S Job Set-Up Information
− It is necessary to bring the aircraft back to its original state, after the fault
S Fault Confirmation
isolation and correction process. This is done via here listed procedures.
S Fault Isolation
S Close−up
S Fault Identification
− Title of the work task
S Possible Causes
− This list contains every parts that may have caused the fault.

EASA Part-66
Figure 42 Title Page FIM

EASA Part-66
7.1 Structure Repair Manual (SRM)

Content:
The structure repair manual contains work tasks for judging structural damages The chapter 51 contains general content:
For structural damages which appear quite often it contains approved repairs. − Structural assembly, sections, Measurement plans, ...
It contains the following topics: − Primary- and Secondary structure
S Identification of structural damages (P/N, material, thickness, ...) − Tolerances for aerodynamic passages
S Allowable damages (dents, scratches, cracks, ...) − Damage classification generally
S Approved structure repairs − Defect reporting
S Description of general procedures − Description of working and repair procedures
S Material information − Corrosions detection, corrosion protection
− Sealing
Effectivity:
− Heat treatment (rivets ...)
It is aircraft type referenced and normally not owner referenced.
− Cold straining / surface strengthening (e.g. flap peening ...)
Structure: − Hardness test
The structure is according to ATA-Spec 100 and divided into the following − Materials - metallic/non-metallic
chapters:
− Fasteners, Fastener Installation
S 51 - Structure General
S 52 - Doors The chapter 52 to 57 have an identical structure (new types)
S 53 - Fuselage They are divided into three page blocks:
S 54 - Nacell/Pylon S Pages 1... 99 Structure Identification
S 55 - Stabilizers S Pages 101...199 Allowable Damage
S 56 - Windows S Pages 201... Repairs
S 57 - Wings

EASA Part-66
Figure 43 SRM - General Part

EASA Part-66
Manual Usage:
4. Determination of the damage - place, type, size, ...
- Damage types see chapter 51 -
5. Determination of the relevant ATA chapter
- Airbus - with index in the introduction -
6. Structure identification
- Identifying type and thickness of the damaged part -
7. Judging the damage
- With the part ”allowable damage” (Searching via table of content)
8. Definition of the repair procedure
When using the individual handbook parts the effectivity has always to be
considered.
If the SRM contains no adequate procedure, the manufacturer has to be
contacted.
Example:
Judging a dent at the Fwd Entry Door of the AIPA.
- The dent is located in the middle of the doorhandle and the window -
Figure 44 SRM - Manual Usage (1)

EASA Part-66

EASA Part-66
Structure Identification:

EASA Part-66

EASA Part-66
Judging the damage:


EASA Part-66

EASA Part-66
Introduction contains amongst others:
S Alpanumeric Index (Airbus)
- Component P/N ' ATA, FIG-No., Configuration, Item -
S Table of revisions
S Description about structure, content and application of the manual
S Airplane effectivity list

EASA Part-66
Figure 50 SRM - Vorspann

EASA Part-66
8. MEL, CDL, MMP General

EU OPS –> MEL/CDL/MMP
Operations Manual, Part A 8.1 Minimum Equipment List
General/Basic:
Contains principles in company policy, as well as type-independent General
instructions and procedures.
In a passenger aircraft generally all safety-relevant systems must always
Operations Manual, Part B operate correctly.
Aeroplane Operating Matters (AOM): Therefore the aircraft owners are obliged to correct every technical
Contains type-specific instructions and procedures, as well as the MEL objection at the next maintenance station.
(minimum equipment list) and the CDL (configuration deviation list). The If a correction of the objection is due to technical or organisational reasons not
operations manual, part B consists out of 12 different chapters, allocated into 5 at once possible, the MEL is used, to assure a safe continuing flight.
folders. The Minimum Equipment List MEL is a list developed by the engineering of the
Every folder contains additionally the chapter 0 (introduction) with the general aircraft manufacturer, which contains the aircraft components or -systems that
information about the content of the folder. may be defect for a certain time (e.g. 3 days) or a certain area of application
(The exception is the folder with the chapter 10 and 11 - flight safety manual). (e.g. only outside icing conditions).
The chapter 8: CDL and chapter 9: MEL, which are very important for us, The sample for the owner-referenced MEL is the by the aircraft manufacturer
are both combined in one folder. developed Master Minimum Equipment List MMEL.
The MMEL and also the MEL are official documents, which are checked and
Advice: approved by the aeronautical authorities (in Germany: LBA).
Also the chapter 1 contains important information for the maintenance. In the MEL the owner attests the accordance of its “own“ MEL with the MMEL.
In 1.20 system-limitations are described. However the owner can construct a more restrictive MEL than the
If in the AMM no limiting (min./max.) measurement values are listed, the manufacturer and e.g. increase minimum number of portable fire extinguishers
system limitations (e.g.: min. crew oxygen pressure for dispatch or eng. starter required.
operation time limits) can be read in chapter 1.20.
Content
Operations Manual, Part C The MEL is located as a hardcopy (paper) in its actual revision aboard every
Route and Aerodrome Instruction and Information: aircraft.
Contains maps for navigation and flight procedures. Additionally it is located in the office of the maintenance, whereas the
user/maintenance (local agreement) are responsible for the revision.
Operations Manual, Part D So before use: MEL – check the REVISION STATUS!
Training:
Contains all training instructions.

EASA Part-66
Figure 51 MMEL
EASA Part-66
9. Configuration Deviation List

General Information
The CDL is very similar to the MEL.
However it does not deal with the functioning of components or systems, but it
describes which components of the secondary structure/attachment parts may
be missing under certain conditions.
It can be read in the appendix of the OM-B Chapter 1 “Limitations“.
Every part that is listed in the CDL must be present!

Necessary repairs must be accomplished at the next airport (if this repair can
be carried out according to the instructions in the manuals).
This must be done this way, since further objections can cause a “grounding“
of the aircraft, that means the aircraft may not be used anymore. Also CDL
items can cause a maintenance procedure (MMP) and are listed in column 3.
Page Structure General
The pages in the CDL have a nearly identical structure as the pages of the
MEL.
But it results from the instruction:
“Repair as soon as possible“.
Additionally missing parts normally cause higher fuel consumption and/or
performance limitations, so that also under economical considerations a
contemporary repair is making sense.

EASA Part-66
Figure 52 Configuration Deviation List

M7.17 HANDHABUNG UND LAGERUNG
DES LUFTFAHRZEUGS EASA Part-66
10. Handling and Storgae of the Aircraft

10.1 Taxiing Movements
Taxiing Movements
At airports in the area of airport ground services or in the maintenance area
aircrafts are directed by maintenance personal.
This is the first step in which the maintenance personal has the responsibility
for the aircraft. Since there is often no radio contact from the ground to the
cockpit in this area, the international hand signals shown opposite are valid.
Also important in this step is the hazard zone of the engines. In this moment
the aircraft is normally taxiing by the thrust of the engines.
The taxiing by maintenance personal is not done very often anymore and is
only allowed in exceptional cases.
The wheels of the nose landing gear are moved hydraulically via the nose
landing gear steering. This is controllable by a handwheel in the cockpit up to a
maximal steering angle (depending on the aircraft type).
WARNING: ENSURE THAT, WHEN THE AIRCRAFT MOVES UNDER ITS
OWN POWER ON THE GROUND, NO-ONE ENTERS AN
AREA WHERE THE AIRCRAFT CAN CAUSE INJURY OR
EVEN DEATH.
WARNING: DURING TAXIING/TOWING OPERATIONS EACH PERSON IN
THE AIRCRAFT MUST BE IN A SEAT WITH THE SEAT-BELT
FASTENED.
WARNING: ENSURE THAT NO OBJECTS (FOD) CAN BE BLOWN AWAY
OR INGESTED BY THE ENGINES.

Figure 53 Taxiing
10.2 Towing Movements

Towing Movements
Towing movements (Pushing or Pulling) are carried out with a aircraft tractor,
which is connected via a tow-bar to the nose landing gear. The tractor must
have a certain weight and a certain breaking force to assure the safety in case
of a break fault of the towed aircraft.
Steering the aircraft during towing is effected by the tractor acting directly on
the nose wheels via the tow-bar. The wheels of the nose landing gear can be
turned to a maximum turning angle depending on the aircraft type during the
towing. The maximal turning angle must not be exceeded during towing.
The push or pull towing of a bogged-down aircraft is achieved using a tractor
and towing bridle, with a steering arm attached to the nose gear wheel axle. Is
the aircraft pushed back during the towing, the steering angle has to be kept
inside the limits.
WARNING: PRIOR TO ALL TOWING OPERATIONS, THE AIRCRAFT
HYDRAULIC SYSTEMS ARE TO BE PRESSURISED AND THE
BRAKE SYSTEMS TESTED.
WARNING: THE GEAR PINS HAVE TO BE IN PLACE.
WARNING: AT SOME AIRCRAFT UNWANTED STEERING ANGLES OF
THE NOSE LANDING GEAR CAN BE CAUSED BY THE
HYDRAULIC PRESSURE. THIS IS PREVENTED BY SETTING
THE TOWING PIN.
Tools and equipment provided for towing are to be examined for serviceability
prior to use. Before towing the aircraft, all doors and panels are to be closed.
The towing path and aircraft parking area are to be clear of obstacles. During
towing, the cockpit is to be occupied so that the brakes can be applied in an

emergency. The towing procedure must be continuously controlled.

Towing-Pin
Figure 54 Towing via Nose Landing Gear

Towing Movement
During maintenance work, the aircraft is normally moved and steered by a
tractor attached to the nosewheel axle via a towbar. When towing in a limited
space, it is essential that the aircraft does not turn on a locked wheel, since this
can result in deformation and excessive wear of the tyres.
You can also use the MLG attachments to tow the aircraft, if:
S the engines are shut down
S or the aircraft is bogged down.
Die Höchstgeschwindigkeit eines Schleppfahrzeugs ist
Flugzeugmusterabhängig.
Speed limits, when the door is closed and locked or removed:
S For a tractor with a tow bar, a maximum speed of 25 km/h (15.5 mph) is
permitted.
S For a tractor without a tow bar (i.e. using a lifting device), a maximum
speed of 32 km/h (19.8 mph) is permitted.
Speed imits, when the passenger/crew doors are fully open and locked and/or
cargo doors open in vertical position:
S The permitted maximum speed is 10 km/h (6.21 mph).
You can use the nose landing gear tow−bar fitting to tow or push the aircraft:
S with maximum weight,
S with the engines between zero and idle.
WARNING: DURING TOWING IT HAS TO BE TAKEN CARE THAT
SAFETY PERSONAL CAN KEEP UP WITH THE TOWING
SPEED.
WARNING: GENERALLY THE AIRCRAFT IS SAFETIED AGAINST
ROLLING AFTER THE TOWING WITH CHOCKS.

Figure 55 Towing
10.3 Lifting and Shoring

General
An aircraft should be lifted at a place that is protected from the wind, at best in
an aircraft hangar. If it is lifted outdoors, it must be turned into the wind
previously.
For recovering an aircraft in some procedures airbags are used for lifting the
aircraft.
Three jacking points at the aircraft are designed for attaching the lifting device.
One is located directly in front of the nose landing gear bay and each one
under the wings next to the main landing gear struts (to the outside).
The points for the lifting device have a thread receptacle for the attachment of
the removable lifting adapters.
Lifting
The aircraft is lifted by three hydraulically powered lifting devices, which are
positioned in the front fuselage area and under the wings.
Individual landing gear struts are lifted with a landing gear lifting device, which
is positioned at the corresponding point under every strut.
After lifting with a hydraulic lifting device and the installation of the safety jack
(tail steady) for stabilizing, no further work for supporting the aircraft is
necessary.
Shoring
During shoring considerably more lifting devices are used, which are located
over the whole fuselage length and under the wings. So the fuselage is
standing ‘‘stress free‘‘. This is very important for some structural work tasks,
like e.g. the exchange of panels or fasteners.
Partial two additional jacking points at every side of the middle fuselage are
available, which can alternatively be used in the maintenance instead of the
main jacking points.
All three methods for lifting an aircraft are provided in the AMM ATA Chapter
07.

Jacking Point
Safety Jack
Jacking Point
Jacking Point
Figure 56 Lifting
Jacking
In order to change only e.g. a tire, a single axis can be lifted. this is known as
jacking.
The axis is therefore equipped with a special device.
Lifting on Landing Gear Struts
A jack point is provided on all three landing gear struts to accommodate the
landing gear hydraulic jack.
Any strut and its wheel assembly can be individually lifted clear of the ground
for maintenance procedures such as wheel or brake change.
If both tyres on one landing gear strut are deflated, there is insufficient
clearance to insert the landing gear jack under the base of the strut. If, in this
case, it is impractical to lift the aircraft using the main jacks, a landing gear
ramp can be positioned in front of the affected wheels and the aircraft towed
onto the ramp to give the required clearance for landing gear jack insertion.
S Chock the two other wheels when lifting one landing gear strut.
S Ensure aircraft parking brake is off.
S Position landing gear jack under jack point on base of strut.
S Operate jack until wheels are lifted just clear of ground.

Figure 57 Landing Gear Jacking Points

11. Storage of Aircrafts

11.1 Parking
This storge method keeps the ground readiness for a parking period for not S Remove the ground support and maintenance equipment, the special and
more then 2 days. standard tools and all other items.
WARNING: ATTEMTION. WHEN PARKING AN AIRCRAFT YOU MUST S Make sure that you close all access/doors.
CONSIDER THE WEATHER CONDITIONS.
S If the aircraft is parked in high wind conditions, check the aircraft stability
and moor the aircraft if necessary.
S If the aircraft is parked in cold weather conditions, do the cold weather
maintenance procedures.
Safety Precautions
S Park the aircraft on a flat surface, ensuring that the wheel of the nose
landing gear is on the aircraft axis and the aircraft points into the wind.
S Install safety devices on the landing gears.
S Make sure that the flaps, slats, spoilers and thrust reversers are retracted.
S Make sure that the THS is set to neutral.
S Put the wheel chocks, at the nose and the main landing gear, in front and
behind the wheels.
S Ground the aircraft.
Installation of Protection Devices on the Fuselage

S temperature sensors,
S pitot probes,
S angle−of−attack sensors,
S static probes.
S Installation of the protective devices at the APU exhaust duct,
S Installation of the protective devices for the engines (air in- and outlet)
Aircraft Maintenance Configuration
S Push the DITCHING push button switch to close the avionics ventilation
skin valves.
S Make sure that the windows of the cockpit are closed.
S Make an entry in the aircraft log book or attach a tag on the captain’s side-
stick to inform the crew that protection covers/devices are installed.

Figure 58 Examples of Protection Devices on Fuselage

Return to operation (not longer than 2 days)
S Push the DITCHING button (if existent) to open the valves for the avionic
room.
Removal of the protective coverings:
S At the APU,
S At the engine,
Remove the cover slips from:
S Temperature sensors,
S Pitot probes,
S Angle−of−attack sensors,
S Static probes.
The general condition of the aircraft is checked by a visual inspection of
airframe.
Look in the following areas for leakages:
S The wings,
S The fuselage,
S The landing gear,
S The engines,
S The APU,
S The horizontal and vertical stabilizers.
Remove ground cables from the aircraft.
Remove the wheel chocks from the main and nose landing gears.
Remove tag from the captain side-stick or write in the log book that the
protection covers/devices are no longer installed.
Remove the ground support and maintenance equipment, the special and
standard tools and all other items.

Figure 59 Parking Intervals (not more than 2 Days)

Parking
This storgae method keeps the ground readiness for a parking period for not Protection of the cabin:
more then 12 days. S It is recommended to do the protection of the cockpit and passenger seats
So the flight ready condition of the aircraft is kept. with STORAGE PRESERVATION, to prevent discolouration by the sun
Periodic Ground Checks must be carried out at 7−day and 15−day intervals. during a long parking period.
S If the aircraft is parked in high wind conditions, check the aircraft stability S Protection of the doors, open the following doors:
and moor the aircraft if necessary. − the passenger/crew doors,
S If the aircraft is parked in cold weather conditions, do the cold weather − the emergency exit doors,
maintenance procedures.. − the cargo compartment doors,
Aircraft configuration: − the landing gear doors,
S Ensure that the fuel tanks are 90% full (minimum). − all other the pressurized access doors.
Protection for engines and APU: S All door sealings are treated with a special material
S Operate the APU for at least 5 min without load. S After that all doors are closed.
S Run the engines and let them become stable at ground idle for 15-20 mins Put aircraft in parking configuration. Ensure that all the external structural drain
S Do a thrust reverser full cycle. holes are not clogged. Ensure that all the engine drains are not clogged.
Protection of the water and toilet system: Carry out full parking procedure. Seal the air conditioning /ventilation inlets and
Potable water system: outlets with STORAGE PRESERVATION Material and adhesive tape. Put
tarpaulins on the MLG wheels.
S Ensure the system is empty and dry. If necessary, drain, flush and dry the
system.
Toilet system
S Ensure that the system is empty. If necessary, drain, flush and use
disinfectant to clean the system.
Protection of the air data system:
S Flush the total pressure line of the air data module.
S Flush the static pressure line of the air data module
S Drain and flush the standby static and standby total pressure lines of the air
data module
Protection of the electrical system:
S Remove or disconnect the batteries.
Protection of the fuel system:
S Drain water from all the fuel tanks. You must wait for one hour after
refuelling is completed before you do the water drain procedure.

Figure 60 Protection Devices on Engine

Periodic Ground Check (at 7−day intervals): Periodic Ground Check (at 15−day intervals):
S Check the general condition of the aircraft. S Checking the condition of the fuselage on leakages.
S Ensure that the protection covers/plugs are correctly installed. S Bird nesting in all areas of the aircraft to which birds have access.
S Do a general visual inspection of the airframe from the ground. S Bird excrement. If present, remove it.
S Look in the following areas for leakages: S Outer skin for unusual contamination.
S Wings S Make sure that the extension of the landing gear shock absorbers is correct.
S Lower fuselage S Do a check of the tire pressure.
S The landing gear S Do a check of the hydraulic reservoir level.
S Engines S Drain water from all the fuel tanks.
S APU S Move the aircraft.
S The horizontal and vertical stabilizer. System test:
S Do the functional test of the nose wheel steering with the handwheel and
with the pedals
S Do the operational test of the normal and alternate braking system.
S Operate Air Conditioning system.
S Operate all the flight control surfaces on full travel and ensure that they
operate correctly.
S Do the operational test of the bleed air system.
S Do the operational test of the wing−ice protection system.
S Do the operational test of the engine air intake ice protection.
Checking the APU and the engines:
S Start the APU
S Start the engines with APU bleed and operate them at idle power.
S Do a thrust reverser full cycle.
Put the aircraft in parking configuration.

Let the engines and the APU become cool and install protection covers/plugs
on the fuselage, the engines and the APU area.
Record any discrepancy in the log book.
Install tarpaulins on the MLG wheels.

Figure 61 Parking Intervals (not more than 12 weeks)

11.2 Storage
Storage Procedure (not more than 1 month)
S Clean the aircraft externally and internally. Close access:
S Drain of the potable water system. Close all the window shades, emergency exit doors, cargo compartment doors
S Drain the toilet system. and gear doors.
S Open all doors and apply Special Material to all the seals of the doors. Put the aircraft in the storage area.
S Make sure that there is no blockage in any structural drain holes Do the full parking procedure.
S Flush the total pressure line and the static pressure line of the Air Data During the storage period, do the periodic checks:
Module. S at 7−day intervals
S Lubricate the mechanical control chains of the THS. S at 15−day intervals.
S Lubricate all rollers and pinions of slat tracks, all spoiler linkage bearings For return-to-service, do the return-to-service procedure.
that have grease nipples and hinge and attachment fittings of horizontal
stabilizer.
S Close the valve of the oxygen cylinder and bleed the oxygen system.
S Check tyre pressures.
Protection of the engines:
S Do the preservation of the engines.
Protection of the APU:
S Do the preservation of the APU.
Protection of the fuel system:
S Fill all the fuel tanks to 90% of their total capacity and all the fuel system
lines.
S Make the vents wet (so that the sealants will not become dry and will not
crack). Operate the water drains one hour after you refuel the tanks.
Protection of the electrical system:

S Remove battery.
Seal the following areas with the storage preservation material attached with
adhesive tape (record the location):
S Inlets and outlets of the air conditioning packs.
S Pre-cooler outlets.
S Anti−ice air outlet and the access panels which are on the engine air
intakes.

Figure 62 Aircraft Storage - Inspection Intervals

Storage (continued)
Storage (for a period as long as 2 years)
Clean S Apply SPECIAL MATERIALS (Material No.05−027) to:
Clean the aircraft. − the cases, electrical connectors, solenoids, brackets, screw- and
Hydraulics bolt-heads located in the APU compartment
S Deaereate the hydraulic systems − in all the holes, especially in the areas where condensation can occur.
− Put a warning notice in position to tell persons not to operate the landing gear
systems during the aircraft storage procedure S Apply COMMON GREASE to:
S Do a check of the hydraulic components for external leakage. − the sliding tube of the shock absorber, the actuator rods and the uplock
S Use SPECIAL MATERIALS for: mechanism.
− all the hydraulic unions in the landing gear bays, S Apply talcum to all the rubber parts but not the tyres.
− the bolt heads of the hydraulic reservoirs, S Ensure that there is no corrosion on the brakes and on each half wheel.
− the pipe clamps, Tyre storage (more then 2 months)
− the trailing edge of the wing. Protection (for a period of 0 to 2 months)
S Use SPECIAL MATERIALS for the solenoids of the hydraulic flap manifold. S Open the cockpit and cabin window shades.
S Inspect the flight controls. S Cover the cockpit and passenger seat with a STORAGE PRESERVATION.
S Check the oil level of the flap PCU and slat PCU gearbox. S Apply BONDING AND ADHESIVE COMPOUNDS on the cockpit and cabin
Drains windows.
Visually inspect the drains. Protection of the engines (for a period of 0 to 90 days)
Water removal S Carry out the preservation of the engines.
Remove the water from the pitot/static lines. Protection of the engines (for a period of 90 days to 1 year)
Rain Repellent System S Remove the IDG.
De−activate the rain repellent system. S Carry out the preservation of the engines.
Lubrication
S Lubricate the mechanical control chains of the THS, all the rollers and
pinions of the slat tracks, spoilers, linkage bearings, cargo compartment
doors, passenger/crew doors and emergency exit doors hinges and the
attach fitting of the horizontal stabilizer, rudder bearing and sliding window.
Protection
S Apply SPECIAL MATERIALS to all the seals of the doors.
S Carry out protection of all the light-alloy areas that are unpainted
S Apply SPECIAL MATERIALS or COMMON GREASE to the steel parts that
are unpainted and on the mechanical rods in unpressurized areas.

Protection of the Engines (for a period of > 1 year)
Ref. TASK 72−00−00−600−805. S life vests
Protection of the APU S escape slide
Carry out the preservation of the APU. S escape slide/raft
Protection of the fuel system S autonomous standby power supply unit
S Fill S wiper arm and wiper blade
− all the fuel tanks at 90%of their total capacity. S cartridges of the engine fire−extinguishing bottles
− all the fuel system lines. S cartridge of the APU fire−extinguishing bottle
S Make the vents wet (so that the sealants will not become dry and will not S APU fire−extinguishing bottles
crack). S cartridge of the cargo fire−extinguishing bottle
S Mix MICROBIOLOGICAL CONTAMIN. PROTECT. MATERIALS with the S cargo fire−extinguishing bottle
fuel as a preventive step.
S batteries
S Operate the water drains one hour after you refuel the tanks.
Put blanking caps on the disconnected electrical connectors.
S Check all the fuel tanks for leakage
Protection of the water/waste system
S Apply SPECIAL MATERIALS to the switches on the REFUEL/DEFUEL
S Make sure that the water/waste and potable water systems are empty; dry
panel.
them with air if necessary
Protection and lubrication of the landing gear
S Drain, clean and deodorize the toilets.
S Apply SPECIAL MATERIALS on the electrical components (microswitches,
Close the avionics ventilation extract−valve.
connectors, proximity detectors)
Close the overboard extract valve.
S Apply COMMON GREASE to the towing and debogging fittings
Remove the batteries.
S Put tarpaulins on the bottom sections of the landing gear (this includes the
tyres and brakes). Disconnect and remove the batteries.
Removal of components Protection
Remove the following: Seal with STORAGE PRESERVATION Material No.15−002 attached with
adhesive tape (record the location):
S digital flight data recorder
S the inlets and outlets of the air conditioning packs,

S cockpit voice recorder
S the battery venturi,
S oxygen cylinder/valve assys
S the precooler outlets,
S crew portable oxygen−equipment
S the anti−ice, air outlet and the anti−ice duct access panel on the engine air
S cabin emergency lights
intakes,
S emergency power−supply units
S the scoops.
S first aid kits
S emergency locator beacon
S portable and toilet fire−extinguishing bottles

Seal the two spray nozzles with plastic bags or films, fixed on the structure with Inspection Check List: 15 Days Check
adhesive tape. Move the aircraft by a 1/4 turn of the wheels, to prevent damage to the tyres
Seal all the openings that give access to: and brinelling of the bearings.
S he passenger compartment, Visual Inspection:
S the cockpit, S Examine all the areas of the aircraft where the birds can access.
S the cargo compartment, S Ensure that there are no bird’s nests. (cont’d)
S the APU, S Inspection Check List: 15 days check (cont’d)
S the engines, S Ensure that there is no leakage.
S the landing gear. S Ensure that the pressure/extension of the shock absorber is correct.
Seal these areas with STORAGE PRESERVATION Material No.15−002 S Examine the condition of the wheels of the landing gear.
attached with adhesive tape. S Do a tyre pressure check (the correct pressure is the pressure specified for
Close access the aircraft storage weight).
Close the passenger/crew doors.
Inspection Check List: 1 Month Check
Close all the access doors and panels that you opened during the storage
Check the condition of the aircraft during the storage period:
procedure.
S Open the passenger/crew doors.
Put the aircraft in the parking condition.
S Open cargo compartments.
Put the aircraft in storage condition.
S Open all the access doors.
Inspection Check List: Weekly Check S Apply SPECIAL MATERIALS Material No.05−043 on all the seals of the
Visual Inspection: doors.
S Examine all the areas of the aircraft where birds can access. Ensure that S Make sure that all the doors operate correctly.
there are no bird’s nests. S Bleed the standby air−data system.
S Make sure that the covers and the plugs are correctly installed. S Operate the air conditioning system to remove moisture through the
Make sure that there is no leakage under: low−pressure ground connection or through the high−pressure ground
S the wings, connection or with the APU.
S the lower fuselage, Do the following tests:

S the engines, S operational test of the avionics equipment ventilation system,
S the APU, S operational test of the bulk cargo ventilation system,
S the horizontal stabilizer, S operational test of the ice protection system of the wing
S the vertical stabilizer, S operational test of the ice protection system of the engine air intake
S the landing gears.

Inspection Check List: 3 Months Check S operational test of the operation of the flap system,
Check the condition of the aircraft during the storage period: S operational test of the operation of the spoiler hydraulic system,
S Do a visual inspection of the aircraft for impact by foreign objects, fluid S operational test of the slat system,
leakages (hydraulic fluid, fuel), missing parts, blockage and corrosion. S operational test of the landing gear doors.
Protection: Close−Up
S Apply SPECIAL MATERIALS Material No.05−027 in all holes, specially in Put the aircraft back to its Initial Configuration.
the areas prone to condensation.
When bringing the aircraft back to operation a very extensive program is done
S Apply COMMON GREASE Material No.04−011 on: the other way around.
− the sliding tube of the shock absorber,
− the actuator rods,
− the locking mechanism.
Inspection of Fuel Tanks:

S Drain water from the fuel tanks.
S If necessary, fill all the fuel tanks at 90%of their total capacity and the fuel
system lines.
S Make the vents wet (so that the sealants will not become dry and will not
crack).
Inspection of the Hydraulic System:

S Check that at least the MINIMUM level of hydraulic fluid is in hydraulic
reservoirs
S Check for corrosion on hydraulic pipes and unions on the landing gear bays,
wings and the stabilizers. (cont’d)
Inspection of the Landing Gear:
S Remove the tool installed during the mooring procedure and the tarpaulins.
S Put the aircraft on jacks.
S Turn the wheels by hand to make sure that there are no defect on bearings.
S Put the aircraft on its wheels.
S Put the aircraft in the storage condition. Carry out the following:
S operational test of the operation of the engine LP−fuel shut−off valves,
S operational test of the operation of the ailerons and their hydraulic system,
S operational test of the operation of the elevators and their hydraulic system,
S operational test of the operation of the rudder and its hydraulic system,

12. Aircraft Refueling and Defueling

There is a high danger of explosion during the fuelling procedure due to the Pollution by Spillage of Fuel
leaving gases. This is the reason for the following safety precautions. Actions to be taken should there be a spillage of fuel will depend on the size
S ’No Smoking’ signs should be displayed at a minimum distance of 15m (50 and location, the type of fuel and prevailing weather conditions.
ft) from fuelling equipment and aircraft tank vents. S Spillage onto the aircraft structure must be cleared prior to the engines
S A fuelling zone at least 6m (20’) from fuelling equipment and aircraft tank being started.
vents should be established. S Minor spillage onto the ground must be cleared and the area allowed to dry
Within this zone: prior to any engines being started in the vicinity.
S No electrical system should be switched on or off, and only those circuits S If there is a major spillage, fuel-flow must stop, all personnel evacuated from
necessary for the operation should be on. the area and the Fire Services alerted.
S Strobe lighting must not be on. S Every attempt must be made to prevent contamination of drains and
S There must be no use of naked lights. culverts by damming the area with specialist equipment and using
absorbing/mopping agents designed for the job, which are subsequently
S There must be no use of the engines of equipment/vehicles unless they
disposed of in suitable containers in accordance with local regulations.
have been designed for that purpose.
S If necessary for the refuelling/defuelling operation, an APU (Auxiliary Power Gravity Fuelling
Unit) must be started prior to filler caps being removed or connections The easiest way to fuel an aircraft is to put the filler plug directly into the tank
made. and let the fuel flow due to the gravity, like when fuelling a car.
S GPUs (Ground Power Units) should be as far as practicable from aircraft This method is still used for small aircraft or to fill additives into the fuel.
fuelling points and vents.
S Fire extinguishers should be at hand. Fuel Bowsers
S The aircraft should be earthed and bonded to fuelling equipment. In this method the fuel is flowing through pumps in a fuel bowser via a fuel
hose and a filling connector into the lower side of the wing of the airplane.
S After the fuelling operation, bonding should not be removed until hoses have
been disconnected and filler caps refitted. Fuelling from the Ground Connector
S Ground equipment must be moved away from the aircraft to prevent This fueling method is very similar to the one described above only the fuelling
damage as the aircraft settles due to its increased weight. bowser is missing because the fuel is flowing out of the ground tanks.
S Fuel bowsers will normally position themselves facing away from the aircraft
being refuelled, for rapid emergency evacuation. Pressure Defuelling
S Aircraft engines must not be operated. In this method of defuelling the aircraft pumps are used to defuel the aircraft.
S People and vehicles within the fuelling zone must be kept to a minimum. Suction Defuelling
S Fuelling is suspended during electrical storms in the vicinity. Suction is created by the fuel bowser pumps, which sucks the fuel out of the
aircraft fuel tanks.

Figure 63 Aircraft Fueling

13. De- and Anti-Icing

General Typical de−icing fluids are:
The operation of aircraft in cold weather conditions raises specific problems. It S Heated water
happened that aircraft were aerodynamically changed by ice in such a way that S Newtonian fluids, non−newtonian fluids
they that they had fatal crashes.
S Mixtures of water and the fluids above.
The denoted performance curves base on values of an aircraft with a clean and
smooth aerodynamic surface. Ice, snow and frost (or a combination of all three) Anti-Icing
have a disturbing effect on the airflow and so are changing the lift and the drag Anti−icing is a precautionary procedure which provides protection against the
of the aircraft. Also they increase the gross weight. formation of frost or ice and snow accumulation on the treated surfaces of the
The aircraft fuselage, especially the surfaces which create lift and stability, aircraft for a limited period of time.
have to be aerodynamically clean. If not. a safe operation of the aircraft is not Anti−icing fluids are normally applied cold directly onto clean aircraft surfaces.
possible.
The holdover time is the estimated time during which anti−icing fluids will
If the fuel temperature is below the freezing point, precipitation on the wings (in prevent the formation of frost or ice and snow accumulation on the protected
the area of the wing tanks) can create an ice formation (clear ice), even if the surfaces of the aircraft. The holdover time starts at the beginning of the
ambient temperature is 15 degree C. If the aircraft is scheduled for flight anti−icing treatment.
operation, areas which are critical for the flight operation (wings, vertical- and
horizontal stabilizer and the ailerons) have to be clean from ice, frost, snow and De-Icing and Anti-Icing
slush. De−/Anti−icing is a combination of de−icing and anti−icing procedures and is
Due to winterly weather conditions aircraft downtimes and delays can occur, performed in one or two steps. One step De−/Anti−icing is carried out with an
which could be reduced by preventative servicing actions. Therefore the anti−icing fluid, normally heated. The aircraft is de−iced and the fluid that
operator has to define servicing procedures for cold weather conditions. remains on the aircraft gives limited anti−ice protection. Two step
This servicing must meet their specific requirements based on: De−/Anti−Icing, as inferred, comprises two completely separate steps:
S their cold weather experience, 9. De−ice the aircraft.
S available equipment and materials 10.Follow this immediately with an anti−icing procedure.
S and the climatic conditions existing at airport.
This topic contains information defining, developing and implementing cold
weather preventative maintenance procedures that will minimize aircraft

downtime and improve the safe operating level of aircraft in adverse climatic
conditions.
The aircraft is in cold-weather configuration when it is parked in cold weather
((Outside Air Temperature (OAT) lower than 0 deg. C / 32 deg. F) and there is
no supply of power to the aircraft (no air-conditioning).
De-Icing
De−icing is a procedure to remove frost, ice, snow and slush from the aircraft
surfaces. De−icing fluids are normally applied heated.

Figure 64 De- and Anti-Icing (1)

De-/Anti-icing Recommendations
A pre−flight inspection of the aircraft must cover all parts of the aircraft. This
visual inspection must be done from a position which gives a clear view of all
surfaces. Because accumulations of clear ice are sometimes not easily visible,
it is recommended that critical surfaces (wings, vertical and horizontal
stabilizers and rudder) are inspected by hand.
Weather conditions determine when the aircraft de−/anti−icing must be carried
out. During checks on the ground, electrical or mechanical ice detectors must
not replace physical checks.
If the aircraft arrives at the gate with the flaps/slats in a position other than fully
retracted, they must be inspected and, if necessary, de−iced before retraction.
Dilution of De-/Anti-Icing Fluids

De-/anti-icing fluids can be diluted with water. This may be done if, due to
weather conditions, there is no requirement for a long conservation time, or the
higher freezing points are sufficient for the present climatic conditions.
The Anti−Icing Code

It is important that the flight crew get clear and precise information from
persons who have carried out any de−/anti−icing procedures. In order to
improve the quality of communication between the de−/anti−icing team and the
flight crew, it is recommended that an anti−icing code be used. This will enable
the flight crew to assess the Holdover Time. This code must contain the
following information:
S Type of fluid
S Percentage of fluid to water
S Time de−/anti−icing application began (preferably local time).
Time of Protection
The time of protection will be shorter in very bad weather conditions. High wind
speeds and jet blast can cause damage to the protective film. If these
conditions occur, the time of protection will be much shorter. The time of
protection can also be much shorter if the wing temperature is lower than the
OAT. Because conditions are not always the same, a pre−take−off inspection is
necessary when you use the times given in the tables. These procedures
prevent the formation of ice in some zones (wings, vertical and horizontal
stabilizers, rudder) and makes it easier to remove the snow from the aircraft.

Figure 65 De- and Anti-Icing (2)

14. Ground Servicing Equipment

Introduction
Most large aircraft require some form of auxiliary power to start the engines,
provide electricity while the aircraft is on the ground, or provide cabin heating or
cooling. For this reason, various types of ground power units (GPUs) are
available for supplying power when the engines are not running.
Some GPUs are mobile units that are driven to the aircraft while others are
pulled behind a tug. Some newer airports have power and air outlets built into
the tarmac.
Electrical Ground Power Units
The batteries used in most smaller aircraft are designed in such a way that
they can not supply enough energy to for the engine starting. For this reason,
most airports are equipped with battery carts and cables, which are used for
such aircrafts. For large aircraft, a large self-propelled generator unit is used.
It is extremely important when installing a battery on a battery cart that its
polarity matches the polarity of the aircraft. Reversed polarity can damage the
alternator as well as the battery.
Most turbojet transport category aircraft carry an auxiliary power unit (APU). An
APU is a small turbine engine that supplies compressed air for engine starting
and cabin air conditioning, as well as electrical power for various aircraft
systems. If the APU is not working, a ground unit is used for these purposes.

Obstruction “Power-On“
Warning Lights Indicators
Control
Panel
AC Supply Socket
Electrical Servicing/Starting
Trolley
Figure 66 Ground Power

Hydraulic Power Units
Many aircraft have hydraulically retracted landing gear that must be periodically
tested for operation. To do this, the aircraft is lifted off the hangar floor with
jacks and a hydraulic power unit is connected to the aircraft’s hydraulic system
so the landing gear can be cycled through its retraction and extension cycles to
verify that it operates properly.
These hydraulic power supplies connect into the aircraft hydraulic system with
quick disconnect fittings. When the fitting is screwed onto the hydraulic power
supply, it automatically opens so it can supply hydraulic pressure to the aircraft.
Before connecting a hydraulic power supply, ensure that all of the lines are
clean so no dirt or contamination gets into the aircraft’s system. Normally,
these power supplies do not furnish fluid for the aircraft; rather, they use the
fluid in the aircraft. Some of the fluid, however, remains in the pump and lines
of the unit.
Because of the incompatibility of different types of hydraulic fluid, such as MIL
H 5606 and SkydrolTM, a different hydraulic power unit must be used with
each type of fluid. If the wrong type of hydraulic fluid is introduced into an
aircraft’s hydraulic system the entire aircraft hydraulic system would have to be
purged and refilled with fresh, uncontaminated fluid. Should any of the aircraft’s
systems be operated with the wrong type of fluid in the system, all components
would have to be cleaned, flushed, or possibly disassembled for seal
replacement. This would be extremely expensive and may even require the
services of a certified repair station.

Figure 67 Hydraulic Power Unit

Nitogen Servicing Trolley
The nitrogen trolley is designed for re-filling the tyres and the damper of the
landing gear with nitrogen.
The nitrogen servicing trolley consists mainly out of a carriage with a tongue, a
falling- and fixing breake, two nitrogen bottle receptacles and the corresponding
nitrogen filling armatures and filling units.
The nitrogen servicing trolley is moved as a trailer with a suitable vehicle or by
hand to the desired place. At the location the nitrogen servicing trolley is fixed
by using the falling and the fixing break. The nitrogen servicing trolley is
designed and manufactured according to the accepted guidelines and the
European machinery directive.

Figure 68 Nitrogen Servicing Trolley

Manual Tyre Filler
S Selection of the right hose connection (e.g. shock strut, tyre, etc.).
S Connect the hose with the consumer.
S Open the bottle valves.
S Regulate the right working pressure with the pressure reducer.
S Fill the consumer.
S ATTENTION: When the work is completed always shut the valve of the
bottle first!
S Disconnect the hose to the consumer (Indicated pressure of the pressure
reducer falls).
S Turn back the pressure reducer and the adjusting screw.
S When disconnecting the high pressure hose the hose must be unloaded.
Therefore the bottle valves have to be closed and the pressure relief valve
has to be opened until the connection is without load.
S Afterwards shut down the pressure relief valve.
WARNING: To prevent accidents and injuries generally fix the end of the hose
at the attachment depicted above. (Without an adapter at the hose end the
hose would blast around and cause damages and injuries when the bottle valve
is opened accidentally).
Handling
S After removing the dust cover at the tyre valve put the valve head over the
valve, so that a close connection is created (the actual tyre pressure can be
read at the manometer scale).
S For filling the lever has to pulled the whole way
S For relief, if necessary, the lever has to be pulled only the half way.
S For checking the actual pressure the lever has to be in idle position (starting
position).
S Disconnect the valve head very fast from the tyre valve, to prevent a
pressure loss.
S After accomplishment of the tyre inspection wind up the hose and put the
equipment back into the designated box.

Figure 69 Manual Filler

Water Disinfecting Cart
The water disinfecting cart (WDC) consists out of a standardised carriage with
a mounted disinfection device and two hose recoilers plus one double reservoir
for the disinfectant. The double reservoir is designed for containing two
chemical-resistant 25L canister.
The hoses on the hose recoilers are used for connecting the device to the local
water supply and for supplying the aircraft with the disinfection mixture.
Via one additional inlet the dosing system can suck the disinfection concentrate
and so creates an disinfection mixture. The device is designed for disinfectant
with 50% hydrogen−peroxyd (e.g. Herlisil, www.herli.de) or alternatively for
disinfectant with 13% free chlorine konzipiert.
The amount of supplied disinfectant is proportional to the supplied water
amount.
The conveyed quantity of fluid is ca. 2500l/h at a pressure of 6bar. A
systemcutter prevents the pollution of the local water system with disinfectant
mixture.
The device contains a eye rinse bottle to provide first-aid immediately when
accidents with the used chemicals are happening.

Figure 70 Water Disinfecting Cart

Pneumatic Servicing Equipment
Trolleys used for the replenishment of an aircraft’s air, nitrogen and gaseous
oxygen systems are all very similar and to avoid any possible confusion are
clearly marked, not only on the actual cylinders, but also on the charging
compartment.

Oxygen Trolley
Figure 71 Air Servicing Equipment

14.1 Effects of Environmental Conditions on

the Aircraft
Depending on the environmental condition it may occur that the aircraft must
be treated especially.
Like we have seen in the aircraft storage section it is necessary to fill the
aircraft with appropriate fuel amount when the weather condition is very
stormy. The nose of the aircraft has to be turned into the wind direction and the
chocks have to be equipped with ribbons.
During heavy storms it is also necessary to use the shelter of buildings.
When frost may occur it has to be taken special care of the water system, this
has also been described in the aircraft storage section.

Figure 72 Environmental Conditions

M7.18 DISASSEMBLY & REASSEMBLY
TECHNIQUES EASA Part-66
15. Disassembly and Assembly Techniques

The standardised techniques are listed in the AMM chapter 20.
Generally only materials that are marked clearly and are approved for their
airworthiness are allowed to be used.
In the aviation very high safety standards are valid, because one wrongly
assembled part can always cause a fatal crash of the aircraft.
That implies that after every work a foreign objects and tool inspection is
generally carried out.

Figure 73 Overview Assembly

Anchors and Bolts Lock Nuts
When fastening anchors and bolts always consider the particular torque. Lock Nuts can if applicable be reused.
If an anchor is screwed together with a nut, the nut has always to be held up. They are inspected with a certain procedure.
Generally anchors have to be reused after a visual inspection. S Condition of parts (damages)
If the anchor is very expensive (e.g. engine mounting anchors) it can be S Cleaning from grease and oil
reasonable to repair them with a suitable repair method. S Thread inspection
Bolt Holes S Checking of the torque and comparison with the table in the AMM chapter
20.
Bolt holes have to be treated with the same care. It is particularly important,
that the holes in the stressed areas are free of grooves and burrs. If applicable, When the criteria listed above are not fulfilled the lock nut has to be scrapped.
bolts have to be loosened with penetrating oil, before removing them. But it is
also necessary, to make sure that the oil does not damage the sealing
material.
When loosening bolts which are safetied with a hammer method, the burrs
have to be removed, in order to remove the nut. These bolts must not be
reused.
Bolt Safetying
There are a lot of different bolt safetying methods available. These are made
for keeping the parts which are fastened with the bolts in their position. They
are safetied by:
S locking wire,
S retainers,
S chemical safetying methods,
S holding sheets,
S Lock nuts,
S etc.
Nuts
Generally nuts can be reused after a visual inspection.

Figure 74 Bolt Safetying

Hoses and Pipes Connections
When fastening hoses or pipes the particular torque has always to be regarded
and the connection has to be held up.
Opened connections have to be closed instantly with a cap.

Figure 75 Hoses and Pipes

O-Rings
O-Rings are only used one time, they are instantly after deinstallation
destroyed. When removing the leftovers of the o-ring it has to be taken care
not to damage the base material.
Softer materials than the base material have to be used e.g. pertinax spatula.
Now the sealing areas is cleaned and checked for damages.
When using the new o-ring it has to be taken into account that they can have a
expiring date. The o-ring is treated with a lubricant developed for the
installation and moved over an assembly sleeve.
Depending on the application other assembly aids might be needed.
Gaskets
Gaskets are only used once besides a few exceptions. Else the information
listed above concerning the o-rings is also here valid.

Figure 76 O-Rings
15.1 Working Procedures

On the following figures a simple working procedure is depicted, which can
once be related to.

Figure 77 Working Procedures (1)




THIS PAGE INTENTIONALLY LEFT BLANK


M7.19 ABNORMAL EVENT
EASA Part-66
16. Abnormal Events

In the flight operation it can occur that, caused e.g. by environmental effects
like wind, wetness, fog, thunderstorms or also technical reasons, the
operational limits of the aircraft, for which it has been designed, are exceeded.
This means that it is flown or rolled with e.g.:
S too high g−forces,
S overspeed,
S low speed,
or overweight..
In the type certificate data sheet (TCDS), which results from the design
specification CS25 & FAR25, these operational limits are specified.
To start a particular maintenance action it is necessary that a as detailed as
possible failure description is at hand.
Also a consultation with the cockpit crew might be necessary, to request more
information about the flight condition e.g.:
S weather,
S air speed and flight attitude
S aircraft weight and fuel distribution
S was the landing in line or out of line,
S hanging wing, aircraft nose too high or too low
S were impact or impinge noises hearable and
S what showed the flight displays.
Also phrases from the AIDS, CMS, ACMS, FMC are very helpful.
When working at the problem the chapter 05 time limits/maintenance checks
ihas always to be consulted.

the content is e.g.
S Inspection after hard/overweight landing,
S Inspection after lightning strike,
S Inspection after tail runway impact
S Inspection after NLG steering angle exceeded.
Objections which count to abnormal events, can be underlying the notification
requirement § 5 of the air traffic order.

EASA Part-66
Figure 81 AMM Chapter 05 Overview

EASA Part-66
16.1 Lightning Strikes

Aircrafts are protected by all necessary and approved protective devices The front area (aircraft nose) and the trailing edge tips are the most common
against lightning strikes. places for a lightning strike. The most likely struck external components of the
The external fuselage structure, which consists mainly out of metal, has an aircraft are listed below:
important protective function. The fuselage structure is designed like a S Radome
protective shield, which protects the in-cabin room against lightning strikes. S Engine nacelles
Also it secures the electronic and the wiring against electromagnetic
S Wing tips
disturbances.
S Vertical stabilizer tips
the following points have to be observed and obeyed after an lightning strike:
S Elevator
11.A general visual inspection has to be carried out, to find the lightning
entrance and exit location. S Horizontal stabilizer tips
12.After finding damages, the damaged area has to be inspected accurately, S Tips of the slats
to determine the measure of damage. S Fairing of the flap track
Lightning strikes cause normally to different types of damages: S Landing Gear
S Direct damage, burning, melt out or deformation of the surface at two or S Water waste masts
more attachment points. S Pitot tubes
S Indirect damage, strong electric transients on signal lines, which can cause S External lightning
damages to the electrical systems and components.
Lightnings normally move from the point of the lightning entrance at the
If a lightning strike is reason for an system failure, a general testing of the fuselage and the area of the engine nacelle, which is behind the engine inlet,
entire defect system has to be carried out. (Ref. AMM) backwards.
A lightning strike normally leaves a circular melting mark with a diameter of ca. There were events at which aircraft components were highly magnetized by the
3mm (1/8 inch). The melting marks can either be restricted to a small location lightning. Due to the lightning a very strong electric current can flow through the
or randomly distributed over a large area. Very strong lightning strikes can metal structure of the aircraft. This current produces a magnetic field, which
cause holes over 6mm (1/4 inch) diameter. Other marks of lightning strikes can magnetizes parts of the aircraft.
be a burned or discoloured place at the external skin or at rivets. (Ref. SRM)
Possible internal damage to the airplane due to lightning strike could be to
The following areas are contained in inspection list after a lightning strike: electrical power systems and external light wire. While the electrical system is
S External skin designed to be resistant to lightning strikes, a high intensity lightning strike
S Static dischargers could damage these components:
S Valves of the fuel system S Fuel valves
S Generators (IDG) and the wiring S Generators
S Hydraulic fittings in the aft area S Power Feeders
S Radio systems S Electric power system
S Navigation devices
S Bonding Jumpers

EASA Part-66
Figure 82 Lightning Strike

EASA Part-66
16.2 High Intensity Radiated Fields (HIRF)

Introduction
Modern aircraft use digital control systems to perform critical functions. Such
control units installed on aircraft are vulnerable to external phenomena such as
high intensity electromagnetic fields. Electromagnetic interference from
external sources can cause an upset of the digital system’s control unit and
major damage to the aircraft.
HIRF Protection
Aircraft have been required to comply with HIRF requirements since early
1992. They have therefore been certificated to various HIRF standards, which
range from no requirement through to the current policies and standards.
The basic concern for better identification and protection from HIRF has arisen
for the following reasons:
A. Operation of modern aeroplanes is increasingly dependent upon
electrical/electronic systems, which can be susceptible to
electromagnetic interference.
B. The increasing use of non−metallic materials like carbon or glass fibre in
the construction of the aeroplane reduces their basic shielding capability
against the effects of radiation from external emitters.
C. Emitters are increasing in number and in power. They include
ground−based systems (military systems, communication, television,
radio, radars and satellite uplink transmitters), as well as emitters on
ships or other aircraft.
Modifications to aircraft should be assessed by the manufacturer for the effects
that could be caused by exposure to HIRF, irrespective of the original
certification basis.
New aircraft designs must be tested, before being certified, against
electromagnetic penetration. If a problem is identified, the aircraft must be
redesigned to effectively reduce the intensity level of the penetrating fields.

EASA Part-66
Figure 83 Radiation Source

EASA Part-66
16.3 Hard Landing

General High Drag/Side-Load Landing
The inspection is divided into two phases: A high drag/side-load landing occurs if the airplane makes a landing with one or
The Phase I inspection is applicable when a Hard Landing or a High Drag/Side more of the following conditions:
Load Landing occurs. S The airplane skidded or overran the prepared surface
If the inspection during Phase I does not indicate that damage has occurred, S The airplane made a landing short of the prepared surface
no further inspections are necessary. S The airplane made a landing and two or more tyres were blown
If, however, the Phase I inspection indicates that damage has occurred, the S The airplane skidded on the runway sufficiently to make you think damage
Phase II inspection is necessary. occurred.
Hard Landing When the conditional inspection tells you to examine a component, check for
the following faults and replace or repair components (if necessary):
The hard landing procedure is for hard landings at or below the maximum
design landing weight limits. S Breakage
The pilot is responsible for making the decision whether a structural inspection S Cracks
is necessary. S Loose paint (paint flakes)
If the landing is also overweight, the Overweight Landing Inspection, not the S Twisted parts (distortion)
Hard Landing Inspection, must be done. S Bent components
S Loose fasteners
S Fasteners that have pulled out or are missing
S Delaminations
S Misalignment
S Interference
S Other signs of damage.

EASA Part-66
Figure 84 Hard Landing

EASA Part-66
16.4 Severe or unusual Turbulence

The structural inspection in this task is applicable after a severe turbulence or Inspection after exceeding the Limits
buffet condition. Severe or unusual turbulence, stall or speeds in excess of the design limits
It also applies to stalls (after the initial buffet or stick shaker condition) or conditional inspection.
airplane speeds above the design speed.
General
When the conditional inspection tells you to ”examine” a component, look for
these conditions (replace or repair components, if it is necessary). The data that follows applies to a severe or unusual turbulence condition.
S Breakage NOTE: Severe turbulence is identified as turbulence which causes large,
S Cracks abrupt changes in altitude and/or attitude. The airplane could be
out of control for short periods. It usually causes large variations
S Loose paint (paint flakes)
in airspeed. passengers and crew are moved violently against
S Twisted parts (distortion) their seat belts and loose objects are moved around the airplane.
S Bent components
S Wrinkles or buckles in the structure
S Fastener holes that became larger or longer
S Loose fasteners
S Fasteners that have pulled out or are missing
S Delaminations (a component with one or more Layers pulled apart)
S Parts that are not aligned correctly
S Fibre breakouts
S Misalignment
S Interference (clearance that is not sufficient between the parts)
S Discoloration (heat damage)
S Nicks or gouges
S Other signs of damage.

EASA Part-66
Figure 85 Example for passive Safety during severe Turbulence

EASA Part-66
16.5 Overweight Landing

Large aircraft often have a higher maximum starting mass than the maximum
landing mass, during an emergency fuel is dumped from the tanks via special
outlets.
If this is not possible the aircraft has to land with a higher weight than the
manufacturer has intended. At this structural damages can occur.
An inspection according to AMM chapter 05 has to be carried out.

EASA Part-66
Figure 86 Overweight Landing

EASA Part-66
16.6 Bird Strike

Especially during start and landing contact with birds can occur.
The structure is often damaged due to the high speed of the airplane.
An inspection according to AMM chapter 05 has to be carried out.

EASA Part-66
Figure 87 Bird Strike

M7.20 INSTANDHALTUNGSVERFAHREN
EASA Part-66
17. Maintenance Procedures

17.1 Maintenance Planning
Responsibility of the Operator
MSG3
To be allowed to operate commercial aircrafts, the particular aeronautical
authority of the operator demands, that the operator assures the airworthiness
of its aircrafts. Part of this is also a planning framework for the maintenance.
Even if the operator is not approved according to Part-145, that means he does
not maintain his aircraft by himself, he is responsible for the program. MRBR
PART 21
Overview
Catchwords for the planning are:
Considering the personnel:
S Qualification of the personnel, MDP
S Number of the personnel,
S Hangar- and parking space,
Considering the documentation:
S Maintenance instructions (AMM, SRM, etc.) MS EU-OPS
And: (CAMO)
S materials and operating materials,
S operation equipment,
S preparation of the aircraft,
S maybe Flight Test.
Within the Part-145 shop the event has to be planned in such a way, that
working papers that are suited for the procedure and provided with adequate
qualification specifications for accomplishment, quality inspection and approval

are at hand.
This is also valid for unscheduled complemented maintenance actions. The
working papers must base on the maintenance program of the operator;
Differences are only allowed with a procedure defined by the operator. The
edition of the working papers must only be conducted by qualified personnel.
HAM US/O-5 HiT APR 12, 2012 08|M7.20 A Page 168

EASA Part-66
Planning of Maintenance
Personnel Documentation
Material and operational

Preparation Materials
Hangar- and Parking Operating Equipment

Space
Flight Test
Figure 88 Planning
EASA Part-66
17.2 Event Planning

During planning individual maintenance actions can be united into packages to
maintenance events, which are graduated into line- and base-maintenance.
Additionally the intervals are described with letter codes, like A, B, C, IL etc.
The intervals must be dimensioned; e. g. in flight cycles, flight hours or
calendar times.
The type and intensity of the workings should be described in work codes,
which certainly -like all other codes- are specified in the introduction of the
maintenance program.
The working papers must only be edited or changed by authorised persons.
They must be trackable considering the based specifications, like e. g.
maintenance manual or the authorised maintenance program (MS, MPD,
MRBR).
The qualifications which are necessary for the work task must be shown on the
working paper.
The processed working plans or job cards are used for the documentation of
the realised workings and are the basis for the following approval for operation.
17.3 Requirements from the Regulations

Since the responsibility for maintenance planning is in the hand of the operator,
the Part-145 only has references in a few subitems to this topic. Detailed
requirements can be found in the EU-OPS.

EASA Part-66
M
Figure 89 From the MRB to the Job Card

EASA Part-66
17.4 Maintenance − Checks

General
Many of the scheduled maintenance tasks listed in the MPD document are to
identify the frequency of accomplishment in terms of a letter check, eg 1A, 2A,
1C, etc. These letter checks and the other checks are defined as follows.
Transit Check
The Transit Check (TC) is intended to assure continuous serviceability of a
transiting aircraft. This check is planned for use at an en-route stop and is
basically a ”walk−around” inspection which requires a check of both the aircraft
interior and exterior for obvious damage, leaks, correctly operating equipment,
security of attachments and required servicing.
A−Check
There are two different A−Check intervals specified for Boeing 757
maintenance. These are identified in the interval column of the Systems,
Structural and Zonal programs. The Systems (including lubrication) and Zonal
A−Check interval is 500 flight hours. The Systems/Zonal A−Check is
designated ”1A”. The Structural A−Check interval is 300 flight cycles and is
designated ”S 1A”.
C−Check
The Systems (including lubrication) and Zonal C−Check interval is 6,000 flight
hours or 18 months, whichever comes first. The Systems/Zonal C−Check is
designated ”1C”. No multiple C−Check intervals should be escalated until at
least one aircraft inspection has been accomplished at 12,000 flight hours for
2C items, 18,000 flight hours for 3C items and 24,000 flight hours for 4C items.

EASA Part-66
MAINTENANCE CHECKS INTERVALS

1 TRANSIT CHECK (TR) PRIOR TO FLIGHT
1 A−CHECK (SYSTEMS/ZONAL) 500 FLIGHT HOURS
1 A−CHECK (STRUCTURES) 300 FLIGHT CYCLES
1 C−CHECK (SYSTEMS/ZONAL) 6,000 FLIGHT HOURS OR 18 MONTHS *
1 C−CHECK (STRUCTURES) 3,000 FLIGHT CYCLES OR 18 MONTHS *
1 4C−CHECK (STRUCTURES) 12,000 FLIGHT CYCLES OR 72 MONTHS *
*whichever comes first
Figure 90 Maintenance Checks

EASA Part-66
17.5 Coverage of the Certification

An organisation is only allowed to accomplish work task in its certified
coverage. This coverage is shown on the certification document.
Here the aircraft type and the engines, APU’s and the components are listed.
Possible special procedures are also listed.

EASA Part-66
Figure 91 Certification of the LHT as a Part -145 Organisation

EASA Part-66
17.6 Modification Procedures

Modifications of aircrafts and aircraft components have to be developed in an
approved design organisation and accomplished in an approved maintenance
organisation.
The base for a modification can for example be:
S Service Bulletin of a design organisation
S Airworthiness directives of the authority (LTA, AD-Note)
S Economical reasons
S The request of an aircraft operator.
The design organisation describes which actions should be conducted and
develops an type inspection program, which has to be approved by the
authorities. If the modification has to be approved, the development closes with
an type inspection.
This procedure should assure, that after the modification is accomplished the
aircraft or aircraft component is:
S in accordance with the design specification regarding the modification,
S airworthy,
S has no feature or attribute, which affects a safe operation.
Not until this the approval for executing the modification by the Part-145
maintenance organisation.

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EASA Part-66
17.7 Stores Procedures

Requirements from Part-145
The Part-145 requires, that the personnel is qualified for the right handling of
the material.
Materials like e. g. components, standard parts or also lubricants and Raw
materials:
Have generally to be marked at all time, according to the identity and the
application.
S The identification is normally marked on the parts themselves by the
manufacturer. If the type and the size does not allow such a identification, a
adequate medium like e.g. a sticker, a tag or a package has to be used for
that.
Have to be stored and transported in such a way that they are protected
against damages and changes.
S The storing has to be done in a way, that materials are not affected
negatively in their characteristics, e. g. humidity, light, radiation, static
electric loads, temperature and so on.
S Manufacturer directives have to be observed and possible expiring dates
have to be considered.
S During storage and handling (e.g. transportation) relevant working and
environmental guidelines have to be observed.
Have to be defended from unauthorised access.
S The ”unauthorised access” is primarily regarded for materials, which are
definitely not reusable. It has been occurred that unusable parts have been
”dolled up” and appeared at the surplus market.
Are stored in the categories ”useable” und ”unuseable”.
S The division between useable and unuseable material has to be assured

organisational. This has particularly to be minded in shops. In these
locations a regulation has to be declared definitely.

EASA Part-66
OIL
Goods Receiving Quarantine Store Bonded Store Aircraft

Figure 92 Handling of Materials

EASA Part-66
17.8 Certification and Release Procedures

With the release certificate the release authorised person approves in the
name of the approved maintenance organisation that he has made sure that all
instructed maintenance actions an objection removals are conducted and
certified respectively deferred entirely and in accordance with the relevant
determinations.
This is independent from the fact, that the release approved person has
conducted the maintenance action, that has to be released and certified, by
himself or not. For the certification of the release to operation is therefore only
one approved person necessary.
For aircraft the CRS has to be done in the log book; Components are released
with the FORM ONE.
Who is allowed to certify a CRS and when it is allowed to be certified emerges
from the organisational regulations.
It has to be denoted in process instructions, how the release is done in detail.
prior to the certification of an release the releasing as the responsible person
has to clarify the following questions:
S Has the ordered maintenance action been conducted entirely?
S Has the aircraft owner been informed about not conducted orders/actions?
S Is for all changed / newly installed parts a release certificate present?
S Have necessary following workingsteps been conducted (e. g. Run-Up, test
flight) respectively has the owner been informed?
S Have all objections been fixed? If not, has a approved procedure been used
and have possible interactions been checked according to other already
existing objection removal deferments? has the owner been informed, prior
to the certification of the CRS?
S Are there any effects on the operation (ETOPS, CAT II/III)?

S Has the maintenance program of the aircraft owner been complied to?
S Does the identity of the component match with the papers?
S Are there any details about the status of use denoted in the CRS?
S Are all maintenance records complete and revisable?

EASA Part-66
Figure 93 EASA Form 1

EASA Part-66
17.9 Interface to the Aircraft Operator

The fact that the operator is responsible for the airworthiness of his aircrafts
alone results in a stringent necessity of a tight relationship between the
operator and the maintenance organisation.
Especially if the operator has no own Part-145 approval, all aspects that are
relevant for the operational safety have to be endured. The EASA stipulates
here explicitly a written contract design.
Mainly the EU-OPS1 remarks to this topic, because the responsibility is there.
The Part 145 organisation is in this context the contractor, which has to fulfil
the asked and ensured services.
Like it has been denoted at the beginning, a tight relationship between the
operator and the maintenance organisation is required. this contains all
sections from the work planning to the release to flight.
Even if the operator is not a Part 145-Betrieb organisation, he is responsible for
the airworthiness and so for the maintenance of his components. Therefore he
has to demonstate the aeronautical authority, how he is going to comply with
this responsibility. This means he must show a contract with a part 145
organisation, which treats very detailed all aspects beginning at the
maintenance schedule, over the allocation of maintenance, up to the
operational release.

EASA Part-66
Figure 94 Maintenance Contract

EASA Part-66
17.10 Maintenance Inspection/Quality Control/Quality Assurance

Quality inspections to protect the product quality have to be planned and
conducted for all maintenance work tasks at aircraft and aircraft components.
Every conductor of a work is also committed to check his work. This is
approved by a ”check-off” (stamp, signature, electronically) of this work step.
Furthermore it has to be determined in the maintenance documents and
working papers, which steps have to be checked in a secondary inspection and
require a possible qualification.
So it has to be determined, which workings require a additional inspection (e.g.
authority directives) and procedures have to be developed, how the review of
the determination is done.
To achieve an optimisation and an increase in safety and economy, both the
maintenance organisation and the operator should install an improvement
program. This bases on experience consideration of the MRBD, ADs, MPD,
reliability tracing etc.
The QM System
The quality management system shoul achieve three things:
At one hand the product quality has to be assured..
At the other hand the described systematics and the described procedures
have to be checked for their meaningfullness and their application. As third the
system is used to inform the accountable manager about the status of his
organisation and to give him a basis for the optimisation.
By audits it can be tested if the quality managment system is working. The
system has to be organised in such a way that a certifying staff has the
opportunity to attest that all work steps have been conducted according to the
Part-145 directives, prior the airplane is released to operation.

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EASA Part-66
17.11 Additional Maintenance Procedures

Additional maintenance procedures can be emerging from:
S Authority directives (AD, LTA, etc..)
S Recommendations of the Design-/manufacturer organisation
This can be: Modifications, inspections, testing and repairs.
For this a procedure has to be developed, how
S the documents are obtained and distributed;
S the to be conducted actions are published in the organisation;
S the documentation and the release is done.
One possibility is for example an engineering order procedure.
Authority directives (LTA, AD-Note, etc.)
If there are serious faults at an aircraft or an aircraft component of one aircraft
type, the aircraft operator, the manufacturer and the maintenance organisation
are directed to inform the responsible aeronautical authority about the fault.
The aeronautical authority decreed after that if necessary authority directives
for the particular aircraft type and respectively similar models and direct hereby
compulsory:
S Operational restrictions
S Checks/Inspections
S Modifications
”Authority directives” of the individual aeronautical authorities

German aeronautical authority (LBA - Luftfahrt Bundesamt)
S LTA ' Lufttüchtigkeitsanweisung (engl. Airworthiness Directive)
American aeronautical authority (FAA - Federal Aviation Authorities)

S AD-Note ' Airworthiness Directive.
Service Letter/Service Bulletin

The aircraft and aircraft component manufacturers work constantly on the
improvement of their components and procedures. The aircraft operator and
maintenance organisations are informed about this through service letters and
service bulletins.

EASA Part-66
Figure 95 Service Bulletin

EASA Part-66
17.12 Control of Life-Limited Components

This section gives general information on the concepts and practices of aircraft 15.Condition Monitoring. This process is one in which information on items
maintenance control by the use of Condition Monitored Maintenance. gained from operational experience is collected, analysed and interpreted
Confidence in continued airworthiness has long been based on the traditional on a continuing basis as a means of implementing corrective procedures.
method of maintaining safety margins by the prescription of fixed component It is applied to items whose failure does not have a direct adverse effect on
lives and by aircraft ’strip-down’ policies. operating safety and no adverse age reliability relationship has been identified.
However, there has been a need for change to this basic philosophy of aircraft
maintenance, influenced by
S the economic state of the industry
S changes in aircraft design philosophy, and
S progress in engineering technology.
Primary Maintenance
There are three types of primary maintenance processes practised today.
13.Hard Time. This is a preventative process in which known deterioration of
an item is limited to an acceptable level by the maintenance actions which
are carried out at periods related to time in service (e.g. calendar time,
number of cycles, number of landings).
These actions normally include
S servicing
S overhaul
S partial overhaul and
S replacement.
This process is applied to an item when
S the failure of the item has a direct adverse effect on airworthiness and
where evidence indicates that it is subject to wear or deterioration

S there is a hidden function which cannot be checked with the item in-situ
S wear or deterioration exists to such an extent that a time limit is
economically desirable
S component condition or ’life’ progression sampling is practised, and
S limitations are prescribed in a Manufacturer’s Warranty.
14.On-Condition . This is also a preventative process but one in which the
item is inspected or tested, at specified periods, to determine whether it can
continue in service. On-Condition philosophy is to remove an item before it
fails, not ’fit until failure’ or ’fit and forget it’.

EASA Part-66
Figure 96 Limited Life Time

P66 M7.17 MECH A E
TABLE OF CONTENTS
M7 AIRCRAFT HANDLING . . . . . . . . . . . . . . . . . . 1 2.4 Example: B737 Lubrication Fittings
Removal/Installation . . . . . . . . . . . . . . . . . . . . . 48
1. Safety Precautions - Aircraft . . . . . . . . 2 2.5 Beispiel: A320 MLG and Doors Lubrication 50
1.1 Prohibition- and Order Signs . . . . . . . . . . . . . 4 3. Maintenance Documentation . . . . . . . . 52

1.2 Manual Lifting and Carrying . . . . . . . . . . . . . . 6 3.1 General Principles . . . . . . . . . . . . . . . . . . . . . . . 52
1.3 Employment Protection . . . . . . . . . . . . . . . . . . 8 3.2 Summary of relevant Technical Documentation . . . .
1.4 Electrical Equipment . . . . . . . . . . . . . . . . . . . . . 10 54
1.5 Compressed Gases . . . . . . . . . . . . . . . . . . . . . . 12 3.3 Revision Status of Documents . . . . . . . . . . . 56
1.6 Oils and Chemicals . . . . . . . . . . . . . . . . . . . . . . 18 3.4 Arrangement of Maintenance Documentation . . . . . .
58
1.7 Handling of Fire Extinguisher Cartridges . . 20
3.5 Page Block Allocation . . . . . . . . . . . . . . . . . . . 62
1.8 Fire Precautions . . . . . . . . . . . . . . . . . . . . . . . . . 22
3.6 Effectivity . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 64
1.9 Fire Classes and Extinguishing Agents . . . 24
1.10 Fire Fighting Devices . . . . . . . . . . . . . . . . . . . . 26 4. Aircraft Maintenance Manual (AMM) . 66
1.11 Alarm Order . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 28 4.1 How to use the Manual . . . . . . . . . . . . . . . . . . . 68
1.12 Protection and Marking of Aircraft Devices 30
1.13 Working on high Platforms . . . . . . . . . . . . . . . 32 5. Illustrated Parts Catalog (IPC) . . . . . . . 72
1.14 Behaviour on the Apron . . . . . . . . . . . . . . . . . . 34 5.1 How to use the IPC . . . . . . . . . . . . . . . . . . . . . . 74
1.15 Foreign Object Debris/Damage . . . . . . . . . . . 36
6. Trouble Shooting Manual (TSM) . . . . . 78
2. Tools . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 38
7. Fault Isolation Manual (FIM) . . . . . . . . . 80
2.1 Torque Wrenches . . . . . . . . . . . . . . . . . . . . . . . . 38
2.2 Lubrication . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 42 7.1 Structure Repair Manual (SRM) . . . . . . . . . . . 82
2.3 General Lubrication Instructions: Boeing . 44 8. MEL, CDL, MMP General . . . . . . . . . . . . 92
Page i
P66 M7.17 MECH A E
TABLE OF CONTENTS
8.1 Minimum Equipment List . . . . . . . . . . . . . . . . . 92 16.1 Lightning Strikes . . . . . . . . . . . . . . . . . . . . . . . . 156
16.2 High Intensity Radiated Fields (HIRF) . . . . . 158
9. Configuration Deviation List . . . . . . . . 94
16.3 Hard Landing . . . . . . . . . . . . . . . . . . . . . . . . . . . . 160
10. Handling and Storgae of the Aircraft . 96 16.4 Severe or unusual Turbulence . . . . . . . . . . . . 162
16.5 Overweight Landing . . . . . . . . . . . . . . . . . . . . . 164
10.1 Taxiing Movements . . . . . . . . . . . . . . . . . . . . . . 96
16.6 Bird Strike . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 166
10.2 Towing Movements . . . . . . . . . . . . . . . . . . . . . . 98
10.3 Lifting and Shoring . . . . . . . . . . . . . . . . . . . . . . 102 17. Maintenance Procedures . . . . . . . . . . . 168
11. Storage of Aircrafts . . . . . . . . . . . . . . . . 106 17.1 Maintenance Planning . . . . . . . . . . . . . . . . . . . 168

17.2 Event Planning . . . . . . . . . . . . . . . . . . . . . . . . . . 170
11.1 Parking . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 106
17.3 Requirements from the Regulations . . . . . . 170
11.2 Storage . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 114
17.4 Maintenance − Checks . . . . . . . . . . . . . . . . . . . 172
12. Aircraft Refueling and Defueling . . . . . 120 17.5 Coverage of the Certification . . . . . . . . . . . . . 174
17.6 Modification Procedures . . . . . . . . . . . . . . . . . 176
13. De- and Anti-Icing . . . . . . . . . . . . . . . . . . 122 17.7 Stores Procedures . . . . . . . . . . . . . . . . . . . . . . . 178
17.8 Certification and Release Procedures . . . . . 180
14. Ground Servicing Equipment . . . . . . . 126
17.9 Interface to the Aircraft Operator . . . . . . . . . 182
14.1 Effects of Environmental Conditions on the Aircraft 17.10 Maintenance Inspection/Quality Control/Quality
138 Assurance . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 184
17.11 Additional Maintenance Procedures . . . . . . 186
15. Disassembly and Assembly Techniques . . .
140 17.12 Control of Life-Limited Components . . . . . . 188
15.1 Working Procedures . . . . . . . . . . . . . . . . . . . . . 148
16. Abnormal Events . . . . . . . . . . . . . . . . . . 154
Page ii
P66 M7.17 MECH A E
TABLE OF FIGURES
Figure 1 Safety Precautions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3 Figure 36 Configuration + Work Task . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 71
Figure 2 Prohibition and Order Signs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5 Figure 37 IPC Title Page . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 73
Figure 3 Individual and Team Lifting and Carrying . . . . . . . . . . . . . . . . . . 7 Figure 38 IPC Search - Alphanumeric Index . . . . . . . . . . . . . . . . . . . . . . . 75
Figure 4 Working Clothes/Working Environment . . . . . . . . . . . . . . . . . . . 9 Figure 39 IPC-Search - Table of Content (1) . . . . . . . . . . . . . . . . . . . . . . . 76
Figure 5 Working with Electricity . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11 Figure 40 IPC-Search - Table of Content (2) . . . . . . . . . . . . . . . . . . . . . . . 77
Figure 6 Compressed Gases . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13 Figure 41 Front Page TSM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 79
Figure 7 Oxygen . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15 Figure 42 Title Page FIM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 81
Figure 8 Fire Protection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17 Figure 43 SRM - General Part . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 83
Figure 9 Handling Chemicals . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 19 Figure 44 SRM - Manual Usage (1) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 84
Figure 10 Fire Extinguisher Cartrige . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 21 Figure 45 SRM - Manual Usage (2) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 85
Figure 11 Fighting Fires . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 23 Figure 46 SRM - Manual Usage (3) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 86
Figure 12 Fire Classes and Extinguishing Agents . . . . . . . . . . . . . . . . . . 25 Figure 47 SRM - Manual Usage (4) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 87
Figure 13 Fire Fighting Devices . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 27 Figure 48 SRM - Manual Usage (5) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 88
Figure 14 Alarm Plan . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 29 Figure 49 SRM - Manual Usage (6) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 89
Figure 15 Protect Aircraft Devices . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 31 Figure 50 SRM - Vorspann . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 91
Figure 16 Ladders und Stairs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 33 Figure 51 MMEL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 93
Figure 17 Behavior on the Apron . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 35 Figure 52 Configuration Deviation List . . . . . . . . . . . . . . . . . . . . . . . . . . . . 95
Figure 18 FOD Examples . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 37 Figure 53 Taxiing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 97
Figure 19 Torque Wrenches . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 39 Figure 54 Towing via Nose Landing Gear . . . . . . . . . . . . . . . . . . . . . . . . . 99
Figure 20 Conversion of Torque Values . . . . . . . . . . . . . . . . . . . . . . . . . . . 41 Figure 55 Towing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 101
Figure 21 Lubrication Tools . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 43 Figure 56 Lifting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 103
Figure 22 Lubrication Symbol Examples . . . . . . . . . . . . . . . . . . . . . . . . . . 45 Figure 57 Landing Gear Jacking Points . . . . . . . . . . . . . . . . . . . . . . . . . . . 105
Figure 23 B737 Main Landing Gear Lubrication Example . . . . . . . . . . . . 47 Figure 58 Examples of Protection Devices on Fuselage . . . . . . . . . . . . . 107
Figure 24 Lubrication Fitting Modification and Installation . . . . . . . . . . . 49 Figure 59 Parking Intervals (not more than 2 Days) . . . . . . . . . . . . . . . . 109
Figure 25 Greaser Table . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 51 Figure 60 Protection Devices on Engine . . . . . . . . . . . . . . . . . . . . . . . . . . 111
Figure 26 General Principles of Maintenance Documentation . . . . . . . . 53 Figure 61 Parking Intervals (not more than 12 weeks) . . . . . . . . . . . . . . 113
Figure 27 The „most important“ Maintenance Manuals . . . . . . . . . . . . . . 55 Figure 62 Aircraft Storage - Inspection Intervals . . . . . . . . . . . . . . . . . . . 115
Figure 28 Review of the Actuality of Documents . . . . . . . . . . . . . . . . . . . 57 Figure 63 Aircraft Fueling . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 121
Figure 29 Manual Breakdown Arrangement . . . . . . . . . . . . . . . . . . . . . . . 59 Figure 64 De- and Anti-Icing (1) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 123
Figure 30 Chapter Breakdown Policy . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 61 Figure 65 De- and Anti-Icing (2) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 125
Figure 31 Page Block Assignment AMM . . . . . . . . . . . . . . . . . . . . . . . . . . 63 Figure 66 Ground Power . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 127
Figure 32 Effectivity Declaration AIRBUS . . . . . . . . . . . . . . . . . . . . . . . . . 65 Figure 67 Hydraulic Power Unit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 129
Figure 33 AMM Cover Sheet . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 67 Figure 68 Nitrogen Servicing Trolley . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 131
Figure 34 ATA-Chapter-Section . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 69 Figure 69 Manual Filler . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 133
Figure 35 Subject/CSN . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 70 Figure 70 Water Disinfecting Cart . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 135
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P66 M7.17 MECH A E
TABLE OF FIGURES
Figure 71 Air Servicing Equipment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 137
Figure 72 Environmental Conditions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 139
Figure 73 Overview Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 141
Figure 74 Bolt Safetying . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 143
Figure 75 Hoses and Pipes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 145
Figure 76 O-Rings . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 147
Figure 77 Working Procedures (1) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 149
Figure 81 AMM Chapter 05 Overview . . . . . . . . . . . . . . . . . . . . . . . . . . . . 155
Figure 82 Lightning Strike . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 157
Figure 83 Radiation Source . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 159
Figure 84 Hard Landing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 161
Figure 85 Example for passive Safety during severe Turbulence . . . . . 163
Figure 86 Overweight Landing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 165
Figure 87 Bird Strike . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 167
Figure 88 Planning . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 169
Figure 89 From the MRB to the Job Card . . . . . . . . . . . . . . . . . . . . . . . . . 171
Figure 90 Maintenance Checks . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 173
Figure 91 Certification of the LHT as a Part -145 Organisation . . . . . . . 175
Figure 92 Handling of Materials . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 179
Figure 93 EASA Form 1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 181
Figure 94 Maintenance Contract . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 183
Figure 95 Service Bulletin . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 187
Figure 96 Limited Life Time . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 189
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TABLE OF FIGURES
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M7 AIRCRAFT HANDLING

P66 M7.17 MECH A E

For training purposes and internal use only.

Lufthansa Technical Training

Tel: +49 (0)40 5070 2520

HAM US/O-5 HiT APR 12, 2012 ATA_DOC Page 1

1. Safety Precautions - Aircraft

HAM US/O-5 HiT APR 12, 2012 01|M7.01 Page 2

Figure 1 Safety Precautions

1.1 Prohibition- and Order Signs

HAM US/O-5 HiT APR 12, 2012 01|M7.01 Page 4

Prohibition Sign Order Sign

Warning Sign Emergency Sign

Figure 2 Prohibition and Order Signs

1.2 Manual Lifting and Carrying

HAM US/O-5 HiT APR 12, 2012 01|M7.01 Page 6

Everyone under- Each person should Team leader positions

Figure 3 Individual and Team Lifting and Carrying

1.3 Employment Protection

S Prevent injury to the eyes by wearing safety spectacles or goggles.

HAM US/O-5 HiT APR 12, 2012 01|M7.01 Page 8

Breathing Protection Eye / Face Protection Foot Protection

Ear Protection Hand Protection Skin Protection

Body Protection Falling Protection Head Protection

Figure 4 Working Clothes/Working Environment

1.4 Electrical Equipment

Electrical Fire Safety

HAM US/O-5 HiT APR 12, 2012 01|M7.01 Page 10

Path of Current 0.012 Amp

May feel some 0.001 Amp

REACTION OF THE BODY UP TO 100 VOLTS

Figure 5 Working with Electricity

1.5 Compressed Gases

Storage and Distribution

S Preventing hoses rupturing by maintaining them in good condition.

HAM US/O-5 HiT APR 12, 2012 01|M7.01 Page 12

Figure 6 Compressed Gases

HAM US/O-5 HiT APR 12, 2012 01|M7.01 Page 14

Oxygen in the Aircraft

The „N“ is valid for the

HAM US/O-5 HiT APR 12, 2012 01|M7.01 Page 16

Figure 8 Fire Protection

1.6 Oils and Chemicals

HAM US/O-5 HiT APR 12, 2012 01|M7.01 Page 18

Figure 9 Handling Chemicals

1.7 Handling of Fire Extinguisher Cartridges

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Figure 10 Fire Extinguisher Cartrige

1.8 Fire Precautions

HAM US/O-5 HiT APR 12, 2012 01|M7.01 Page 22

Close door to confine fire

If safe to do so, fight fire

If fire cannot be controlled, evacuate

Notify fire brigade

Figure 11 Fighting Fires

1.9 Fire Classes and Extinguishing Agents

bicarbonate and potassium chloride base agents. The second multi−purpose

HAM US/O-5 HiT APR 12, 2012 01|M7.01 Page 24

Figure 12 Fire Classes and Extinguishing Agents