BASE MAINTAINANCE

FLIGHT CONTROL SURFACES:

The directional control of a fixed-wing aircraft takes place around the lateral, longitudinal, and
vertical axes by means of flight control surfaces designed to create movement about these axes.
These control devices are hinged or movable surfaces through which the attitude of an aircraft is
controlled during takeoff, flight, and landing.
They are usually divided into two major groups:
1) primary or main flight control surfaces.
2) secondary or auxiliary control surfaces.

PRIMARY FLIGHT CONTROL SURFACES:

The primary flight control surfaces on a fixed-wing aircraft
include: ailerons, elevators, and the rudder.

AILERONS:
Ailerons are mounted on the trailing edge of each wing near the wingtips and move in
opposite directions. The purpose of the Ailerons is to roll the plane, which helps it turn. They are
much smaller than the wind flaps. When the Aileron on wing side goes up, the other wing's Aileron
goes down. The wing with the Aileron up tilts down, and the other Aileron which is down, makes
the wing go up. It's just the opposite of the Aileron's position basically.

PAGE No. 1
ELEVATOR:
The elevator is a moveable part of the horizontal stabilizer, hinged to the back of the fixed
part of the horizontal tail. The elevators move up and down together. When the pilot pulls the stick
backward, the elevators go up. Pushing the stick forward causes the elevators to go down. Raised
elevators push down on the tail and cause the nose to pitch up. This makes the wings fly at a
higher angle of attack, which generates more lift and more drag. Centering the stick returns the
elevators to neutral and stops the change of pitch. A decreased angle of attack will produce an
increase in speed (a dive).

RUDDER:
The rudder is the primary control surface that causes an aircraft to yaw or move about the
vertical axis. This provides directional control and thus points the nose of the aircraft in the
direction desired. Most aircraft have a single rudder hinged to the trailing edge of the vertical

PAGE No. 2
stabilizer. It is controlled by a pair of foot-operated rudder pedals in the cockpit. When the right
pedal is pushed forward, it deflects the rudder to the right which moves the nose of the aircraft to
the right. The left pedal is rigged to simultaneously move aft. When the left pedal is pushed
forward, the nose of the aircraft moves to the left.

SECONDARY FLIGHT CONTROLS:

The secondary flight controls are: flaps, spoilers, slats, slot.

FLAPS:
Flaps are hinged surfaces on the trailing edge of the wings of a fixed-wing aircraft. As flaps
are extended the stalling speed of the aircraft is reduced. Flaps are also used on the leading edge
of the wings of some high-speed jet aircraft, where they may be called slats.
Flaps reduce the stalling speed by increasing the camber of the wing and thereby increasing the
maximum lift coefficient. Some trailing edge flaps also increase the area of the wing and, for any
given aircraft weight, this reduces the stalling speed.

SPOILERS:
Spoilers are plates on the top of a wing which can be extended upward into the airflow to
reduce lift and speed. They are mostly used on landing. The difference between air brakes (speed
brakes) and spoilers is that air brakes are designed to increase drag while making little change to
lift, while spoilers greatly reduce lift while making only a moderate increase in drag.

PAGE No. 3
SLATS & SLOTS:
Slats are aerodynamic surfaces on the leading edge of the wings. When deployed, there
exists a hole between the wing and the slat, this allows the air to flow from below the wing to its
upper surfaces. This way the wing still provides enough lift when flying with a higher angle of
attack. So, it's possible to fly the aircraft at a lower speed without stalling or land in a shorter
distance. They are partially extended during takeoff and fully extended at landing.
A slot is a span-wise gap in each wing, allowing air to flow from below the wing to its upper
surface. This allows the wing to provide lift up to a higher angle of attack than would be possible
without the slot. In this manner they allow flight at higher angles of attack and thus reduce the stall
speed. But the slot produces more drag in normal flight. A way to overcome this, is making slots
retractable and then you have slats.

PAGE No. 4
ENGINE:
The engine sucks air in at the front with a fan. A compressor raises the pressure of the air.
The compressor is made with many blades attached to a shaft. The blades spin at high speed and
compress or squeeze the air. The compressed air is then sprayed with fuel and an electric spark
lights the mixture. The burning gases expand and blast out through the nozzle, at the back of the
engine. As the jets of gas shoot backward, the engine and the aircraft are thrust forward. As the
hot air is going to the nozzle, it passes through another group of blades called the turbine. The
turbine is attached to the same shaft as the compressor. Spinning the turbine causes the compressor
to spin.

WHAT IS THRUST?
Thrust is the forward force that pushes the engine and, therefore, the airplane forward. Sir Isaac
Newton discovered that for "every action there is an equal and opposite reaction." An engine uses
this principle. The engine takes in a large volume of air. The air is heated and compressed and
slowed down. The air is forced through many spinning blades. By mixing this air with jet fuel, the
temperature of the air can be as high as three thousand degrees. The power of the air is used to turn
the turbine. Finally, when the air leaves, it pushes backward out of the engine. This causes the
plane to move forward.

PAGE No. 5
PARTS OF A JET ENGINE:

Fan - The fan is the first component in a turbofan. The large spinning fan sucks in large quantities
of air. Most blades of the fan are made of titanium. It then speeds this air up and splits it into two
parts. One part continues through the "core" or center of the engine, where it is acted upon by the
other engine components. The second part "bypasses" the core of the engine. It goes through a
duct that surrounds the core to the back of the engine where it produces much of the force that
propels the airplane forward. This cooler air helps to quiet the engine as well as adding thrust to
the engine.

Compressor - The compressor is the first component in the engine core. The compressor is made
up of fans with many blades and attached to a shaft. The compressor squeezes the air that enters it
into progressively smaller areas, resulting in an increase in the air pressure. This results in an
increase in the energy potential of the air. The squashed air is forced into the combustion chamber.

Combustor - In the combustor the air is mixed with fuel and then ignited. There are as many as
20 nozzles to spray fuel into the airstream. The mixture of air and fuel catches fire. This provides
a high temperature, high-energy airflow. The fuel burns with the oxygen in the compressed air,
producing hot expanding gases. The inside of the combustor is often made of ceramic materials to
provide a heat-resistant chamber. The heat can reach 2700°.

Turbine - The high-energy airflow coming out of the combustor goes into the turbine, causing the
turbine blades to rotate. The turbines are linked by a shaft to turn the blades in the compressor and
to spin the intake fan at the front. This rotation takes some energy from the high-energy flow that
is used to drive the fan and the compressor. The gases produced in the combustion chamber move
through the turbine and spin its blades. The turbines of the jet spin around thousands of times.
They are fixed on shafts which have several sets of ball-bearing in between them.

Nozzle - The nozzle is the exhaust duct of the engine. This is the engine part which actually
produces the thrust for the plane. The energy depleted airflow that passed the turbine, in addition
to the colder air that bypassed the engine core, produces a force when exiting the nozzle that acts
to propel the engine, and therefore the airplane, forward. The combination of the hot air and cold
air are expelled and produce an exhaust, which causes a forward thrust. The nozzle may be
preceded by a mixer, which combines the high temperature air coming from the engine core with
the lower temperature air that was bypassed in the fan. The mixer helps to make the engine quieter.

PAGE No. 6
STATIC DISCHARGE WICKS:
Static dischargers, commonly known as static wicks or static discharge wicks, are
installed on the trailing edges of aircraft, including (electrically
grounded) ailerons, elevators, rudder, wing, horizontal and vertical stabilizer tips. Fitted on almost
all civilian aircraft today, they are high electrical resistance (6-200 megaohm) devices with a
lower corona voltage than the surrounding aircraft structure. They control the corona
discharge into the atmosphere.[1] They are used on aircraft to allow the continuous satisfactory
operation of onboard navigation and radio communication systems during precipitation (p-static)
conditions. Precipitation static is an electrical charge on an airplane caused by flying through rain,
snow, ice, or dust particles. When the aircraft charge is great enough, it discharges into the
surrounding air. Without static dischargers, the charge discharges in large batches through pointed
aircraft extremities, such as antennas, wing tips, vertical and horizontal stabilizers, and other
protrusions. The discharge creates a broad-band radio frequency noise from DC to 1000 MHz,
which can affect aircraft communication. Static dischargers, contain sharper points than any other
part of the aircraft, cause the charge to discharge through them instead, and do so gradually.

FUELING:
Fuel is stored in 3 tanks

PAGE No. 7
Fuel is stored in the wings for primarily 3 reasons.
1. Fuel acts as a counter stress for the wings shortly after takeoff when the great stress of the
aircraft’s mass acts on them. This prevents a large change in the wing dihedral angle. This effect
is so great on the Boeing 747, that if only the center tank was filled (leaving the wing tanks empty)
and the plane would take off, the wings would simply snap. Due to this reason, fuel is first
consumed from the center tank and then the wing tanks. Conversely, during refueling, the wing
tanks are filled initially and then the Centre tanks.
2. Keeps the Centre of gravity more or less in the desired position. If the tanks are at the nose
or tail of the aircraft, there will be a large change of momentum as fuel is filled or consumed.
Longitudinal center of gravity is vital for an aircraft’s stability, and any large change in its position
is not conducive for flying.
3. The weight of the fuel provides rigidity to the wing, thereby reducing wing flutter. Flutter is
the vibration of the wings due to the airflow. Large flutter is so hazardous that it can even result in
total collapse of the wings. The following video explains how flutter acts on aircraft and other
structures.

WHY WE DO DUMP FUEL:

“Generally dumping happens at a high enough altitude for it to dissipate – it
doesn't reach the ground in liquid form or come raining down on people,” says Smith. “It sounds
terrible but one way or another that fuel is going into the atmosphere.”
Fuel is stored in the wings of a plane and is jettisoned from small nozzles also located in the wings.
The pilot typically goes through a three or four step process to engage the plumbing and start
dumping fuel.

FUEL TYPE:
Jet fuel is a clear to straw-colored fuel, based on either an unleaded kerosene (Jet A-1), or
a naphtha-kerosene blend (Jet B). Similar to diesel fuel, it can be used in either compression
ignition engines or turbine engines.

PAGE No. 8
LANDING GEAR:
Is the undercarriage of an aircraft or spacecraft and may be used for
either takeoff or landing. For aircraft it is generally both. For aircraft, the landing gear supports the
craft when it is not flying, allowing it to take off, land, and taxi without damage. Wheels are
typically used but skids, skis, floats or a combination of these and other elements can be deployed
depending both on the surface and on whether the craft only operates vertically (VTOL) or is able
to taxi along the surface. Faster aircraft usually have retractable undercarriages, which fold away
during flight to reduce air resistance or drag.

RADOME: (which is a portmanteau of radar and dome) is a structural, weatherproof enclosure

that protects a radar antenna. When found on fixed-wing aircraft with forward-looking radar, as
are commonly used for object or weather detection, the nose cones often additionally serve
as radomes.

PAGE No. 9
Navigation light:
Aircraft navigation lights are placed in a way similar to that of marine vessels, with a
red navigation light located on the left wingtip leading edge and a green light on the right wingtip
leading edge. A white navigation light is as far AFT as possible on the tail or each wing tip.

AUXILARY POWER UNIT:

The auxiliary power unit is usually run on the ground during passenger boarding
and deplaning. The APU turns an electric generator that powers the electrical system on
the aircraft when the main engines are off. It also provides pneumatic pressure for air conditioning
and, more importantly, starting the main engines. Auxiliary power unit: This is a smaller
turbine engine that generates high-pressure exhaust and is powered from the same fuel tanks as the
regular engines. Exhaust gases from the APU are used to spin the turbine blades. The APU, being
smaller, is usually started with a battery. Most jet engines use this method the primary purpose of
an aircraft APU is to provide power to start the main engines. ... Smaller jet engines are usually
started by an electric motor, while larger engines are usually started by an air turbine motor. Before
the engines are to be tur ned, the APU is started, generally by a battery or hydraulic accumulator.
APU located in the tail for almost all commercial aircraft.
BLACK BOX: is made up of two separate pieces of equipment: the flight data recorder (FDR)
and a cockpit voice recorder (CVR). They are compulsory on any commercial black' boxes are
actually painted with a heat-resistant bright orange color in order to make them easier to find in
the wreckage resulting from the crash. Flight or corporate jet and are usually kept in the tail of
an aircraft, where they are more likely to survive a crash. The outermost shell is a case made
of hardened steel or titanium designed to survive intense impact and pressure damage. The second
layer is an insulation box while the third is a thermal block to protect against severe fire and heat.

PAGE No. 10
FLIGHT INSTRUMENTS:
Flight instruments are the instruments in the cockpit of an aircraft that provide the
pilot with information about the flight situation of that aircraft, such as altitude, airspeed and
direction.

ALTIMETER:
Indicates the aircrafts height (in feet or meters) above a reference level (usually mean sea
level) by measuring the local air pressure. To provide accurate readings the instrument is adjustable
for local barometric pressure. In large aircraft a second standby altimeter is often available.
Attitude indicator or “artificial horizon”: Displays the aircrafts attitude relative to the horizon.
From this the pilot can tell whether the wings are level and if the aircraft nose is pointing above or
below the horizon
Magnetic compass: Indicates the aircraft’s heading relative to magnetic north. However,
due to the inclination of the earth’s magnetic field, the instrument can be unreliable when turning,
climbing, descending, or accelerating.
Horizontal Situation Indicator:
The horizontal situation indicator (HSI) displays a plan view of the aircraft’s
position showing its heading. Information used by the HSI is derived from the compass and radio
navigation equipment (VOR) which provides accurate bearings using ground stations. In light
aircraft the VOR receiver is often combined with the VHF communication radio equipment but in
larger aircraft a separate VOR receiver is fitted. Airspeed indicator: Displays the speed of the
aircraft (in knots) relative to the surrounding air. The instrument compares the ram-air pressure in
the aircraft’s Pitot tube with the static pressure. The indicated airspeed must be corrected for air
density (which varies with altitude, temperature and humidity) and for wind conditions in order to
obtain the speed over the ground.
Vertical Speed Indicator: Indicates rate of climb or descent (in feet per minute or meters per
second) by sensing changes in air pressure. The Pitot tube is an instruments used to measure flow
velocity of fluids, it’s used to determine the airspeed of an aircraft.

AUTOPILOT:
The automatic pilot is a system of automatic controls which holds the aircraft on any
selected magnetic heading and returns the aircraft to that heading when it is displaced from it. The
automatic pilot also keeps the aircraft stabilized around its horizontal and lateral axes.
All autopilot systems contain the same basic components:
1. Gyro: to sense what the aircraft is doing.
2. Servo: to move the control surfaces.
3. An amplifier: to increase the strength of gyro signals enough to operate the servos.
4. A controller: to allow manual control of the aircraft through the autopilot system.

AIR CONDITION SYSTEM:

Any aircraft must be equipped with an air conditioning and pressurization
system to fly at high altitudes, which provides a convenient environment for its passengers. The

PAGE No. 11
human body is unable to withstand the effects of a low-pressure atmosphere, that’s why the AC
and pressurization system is a vital component of modern flight. The system is basically comprised
of air conditioning packs, a pack flow control valve, a by-pass valve, pack controllers, and a mixing
unit. An ECAM (Electronic Centralized Aircraft Monitor) constantly measures these parameters
of the conditioning system: pack flow, compressor outlet temperature,
y-pass valve position, and pack outlet temperature.

FLIGHT MANAGEMENT SYSTEM:

A typical FMS consists of:

–Flight Management Computer

–Control Display Unit
–Visual Display (EFIS)

The Flight Management Computer is supplied with information

from:

– Navigation systems
– Inertial reference system
– Air data computer – Engine and system status
– Aircraft specific performance database
– Route, procedure and terrain database
– EGPWS
– TCAS
– Datalink
– Pilot inputs

It analyzes these inputs and continually reevaluates changing parameters to provide the autopilot,
flight director, and auto-throttles with commands which optimize all aspects of a flight.

PAGE No. 12
 RADIO OVERHAUL
RADAR:
In radio section there are 5 types of RADAR classified as:
 Primary & Secondary RADAR
 Band of Frequency
 Operating mode

Primary RADAR:
Figure shows primary
radar principle of operation. As
shown, Primary Surveillance
Radar (PSR) transmits
electromagnetic signal energy
towards the target i.e. aircraft. The
aircraft acts as passive element and
reflects the EM energy back towards
the primary radar antenna.

Secondary RADAR:
Figure shows secondary radar principle
of operation. As shown, Secondary
Surveillance Radar (SSR) transmits EM
signal energy towards the target i.e.
aircraft. The aircraft acts as active
element and answers with the signal back to the secondary radar. Aircraft houses transponder on
board. The transponder responds to interrogation by transmitting coded reply signal back. The
response contains information such as altitude, identification code etc. The secondary radar
transmits pulses and receives digital data coming from the aircraft transponder. These transponders
are used to establish flight identity in military applications.
The five types of RADAR are
 Weather RADAR
 Air Traffic Control System (ATC)
 Distance Measuring Equipment (DME)
 Traffic Alert and Collision Avoidance System (TCAS)
 Low Range Radio Altimeter (LRRA)

PAGE No. 13
 LRRA is frequency modulated continuous wave
RADAR whereas others are pulse Doppler radar.

Weather RADAR:
 Range 240NauticalMiles
The information comes in color coding as:
 Magenta
 Red
 Yellow
 Green
For commercial weather radar, the primary specification for weather radar systems using an
airborne pulse-Doppler radar. Airborne weather radar is being utilized from the nose or wing of
an aircraft. Not only will the aircraft be moving up, down, left, and right, but it will be rolling as
well. The antenna is linked and calibrated to the vertical gyro located on the aircraft. The pilot is
able to set a pitch or angle to the antenna that will enable the stabilizer to keep the antenna pointed
in the right direction. The pilot is able to adjust the radar so that it will point towards the weather
system of interest. If the airplane is at a low altitude, the pilot would want to set the radar above
the horizon line so that ground clutter is minimized on the display. If the airplane is at a very high
altitude, the pilot will set the radar at a low or negative angle, to point the radar towards the clouds
wherever they may be relative to the aircraft. If the airplane changes attitude, the stabilizer will
adjust itself accordingly so that the pilot doesn't have to fly with one hand and adjust the radar with
the other.

AIR TRAFFIC CONTROL SYSTEM (ATC):

 It used for Identification of aircraft, altitude, bearing (angle) etc.
 It has A, B & C modes where A & B (identification modes) and C (altitude mode).
 It lies in L-Band.
 Transmitting Frequency (1030MHz)
 Receiving Frequency (1090MHz)
 It has a Transponder, Antenna & Controller with dual systems.

PAGE No. 14
Air traffic control (ATC) is a service provided
by ground-based air traffic controllers who
direct aircraft on the ground and through
controlled airspace and can provide advisory
services to aircraft in non-controlled airspace.
The primary purpose of ATC worldwide is to
prevent collisions, organize and expedite the
flow of air traffic. To prevent collisions, ATC
enforces traffic separation rules, which ensure
each aircraft maintains a minimum amount of
empty space around it at all times. Many
aircraft also have collision avoidance systems, which provide additional safety by warning pilots
when other aircraft get too close.

DISTANCE MEASURING EQUIPMENT (DME):

 It has two modes x & y having a difference
of 0.25MHz in both modes. But normally x
mode is used.
 It lies in L-Band.
 Transmitting Frequency (1025-1055MHz)
 Receiving Frequency (962-1213MHz)
Distance measuring equipment (DME) is a transponder-
based radio navigation technology that measures slant range distance by timing the propagation
delay of VHF or UHF radio signals. Aircraft use DME to determine their distance from a land-
based transponder by sending and receiving pulse pairs – two pulses of fixed duration and
separation. The ground stations are typically collocated with VORs or ILS systems. A low-power
DME can be collocated with an ILS glide slope antenna installation where it provides an accurate
distance to touchdown function, similar to that otherwise provided by ILS marker beacons.

TRAFFIC ALERT & COLLISION AVOIDANCE SYSTEM (TCAS):

It has TCAS processor (heart), Mode-S transponder, Aircraft to Ground and Aircraft to Aircraft
Controller, antenna (0val shape). Speed Range (0-6000). The aircraft in which the pilot is called
own and the neighboring aircraft is called as intruder. The pilot identifies the aircraft through
geometrical shapes like diamond, squares etc. and identifies about the distance between the
aircrafts. The aircraft which gets command first is called Master and the other is called as Slave.
So master will go upward on getting instructions from TCAS and the slave will go downward.

PAGE No. 15
It is designed to reduce the incidence of mid-air
collisions between aircraft. It monitors the airspace around
an aircraft for other aircraft equipped with a corresponding
active transponder, independent of air traffic control, and
warns pilots of the presence of other transponder-equipped
aircraft which may present a threat of mid-air collision
(MAC). ACAS / TCAS is based on Secondary Surveillance
Radar (SSR) transponder signals but operates independently
of ground-based equipment to provide advice to the pilot on
potential conflicting aircraft.

LOW RANGE RADIO ALTIMETER (LRRA):

Radar Altimeter used on the plane, measure altitude by

determining how long it takes. Radio waves reflect from the
ground and return to the plane. The Radio Altimeter determines
the altitude by measuring the time between the transmission of
radio signals from aircraft and the reception of the reflected
signal. Modern systems use other means, such as measurement of
phase changes between the transmitted and reflected signals.

PAGE No. 16
 ELECTRICAL OVERHAUL

MODULES SECTION:
In Module Section the Instructor brief about the following Units and
Modules of the Aircrafts:

 APU (Auxiliary Power Unit):

An auxiliary power unit (APU) is a device on a vehicle that
provides energy for functions other than propulsion. They are commonly found on
large aircraft and naval ships as well as
some large land vehicles. Aircraft APUs
generally produce 115 V alternating
current (AC) at 400 Hz (rather than
50/60 Hz in mains supply), to run the
electrical systems of the aircraft; others
can produce 28 V direct
[1]
current (DC). APUs can provide power
through single- or three-phase systems.

 DFDR (Digital Flight Data Recorder):

A flight recorder is an electronic
recording device placed in an aircraft for the purpose of facilitating the investigation
of aviation accidents and incidents. Flight
recorders are also known by the
misnomer black box—they are actually bright
orange to aid in their recovery after accidents.
All data is collected and stored digitally within
a reflective- fluorescent yellow or orange
crash-proof container.

The flight data recorder (FDR) is a device that

preserves the recent history of the flight through the
recording of dozens of parameters collected several
times per second.

PAGE No. 17
  AFCS (Automatic Flight Control System):
AFCS is also known as Autopilot. An Autopilot is a system used to
control the trajectory of an aircraft without constant 'hands-on' control by a human operator being
required. Autopilots do not replace human operators, but instead they assist them in controlling
the aircraft. This allows them to focus on
broader aspects of operations such as
monitoring the trajectory, weather and systems.
The autopilot system on airplanes is sometimes
colloquially referred to as "George".

 GPWS (Ground Proximity Warning System):

A Ground Proximity Warning System (GPWS) is a system

designed to alert pilots if their aircraft is in immediate danger
of flying into the ground or an obstacle. More advanced
systems, introduced in 1996, are known as enhanced ground
proximity warning systems (EGPWS), although sometimes
called terrain awareness warning systems

 GCU (Generator Control Unit):

The Generator Control Unit (GCU) is part of the aircraft
electrical power generating system and supervises its
associated AC generating channel. In addition to controlling
the generator, generator line contactor and protecting
against faults in its generating channel, the GCU contains
Built-In-Test Equipment (BITE) for fault detection and
diagnosis as well as communications circuits which allow
fault diagnostics and status data to be passed to the aircraft
computers. Depending on customers' requirements, the
GCU can be designed to include ground power control and
protection to reduce the number of standalone boxes. This
type of GCU is called a Generator and Ground Power
Control Unit (GGPCU). The GCU/GGPCU control and protection features can be
implemented in software or firmware depending on the complexity of the control unit.

PAGE No. 18
  STATIC INVERTER: [DC AC]

Static Inverters are

supplied at power levels ranging from 20VA single phase
to 37.5kVA three phase. Lightweight, small size and high
reliability are achieved with the use of high frequency
switching circuitry.

 TRU (Transformer Rectifier Unit): [AC DC]

A Transformer Rectifier Unit (TRU) combines the

functions of a Transformer and a Rectifier into one unit. In aircraft applications, the TRU
converts the 120V AC power generated by the engine or
APU generators or provided by a Ground Power Unit to 28V
DC power for use by various electrical components.

 BPCU (Bus Power Control Unit):

The BPCU is a dedicated computer that controls the

electrical connections between the various
distribution busses found on the aircraft. The BPCU
uses contactors (solenoids) called bus tie breakers
(BTB) for connection of various circuits. These BTBs
open/close the connections between the busses as
needed for system operation as called for by the pilots
and the BPCU. There are three common types of
distribution bus systems found on transport category
aircraft: split bus, parallel bus, and split parallel.

PAGE No. 19
 VISIT TO BATTERY SHOP
In Battery shop there are mainly two types of batteries used in the aircrafts.
1) Alkaline Nickel-Cadmium (Ni-Cd) Battery.
2) Lead Acid Battery.

Alkaline Nickel-Cadmium (Ni-Cd) Battery:

The nickel–cadmium battery (Ni-Cd battery or NiCad battery) is a type of rechargeable
battery using nickel oxide hydroxide and metallic cadmium as electrodes.

They are used in aviation, rail and mass transit, backup power for telecoms, engine starting for
backup turbines etc. Using vented cell Ni-Cd batteries results in reduction in size, weight and
maintenance requirements over other types of batteries. Vented cell Ni-Cd batteries have long lives
(up to 20 years or more, depending on type) and operate at extreme temperatures (from −40 to 70
°C).

Lead Acid Battery:

A lead acid battery cell contains an anode made
from lead oxide and a cathode of elemental lead immersed in
an electrolyte solution of sulfuric acid. Lead acid batteries
are often used as the main battery(s) in an aircraft. Lead acid
batteries Pb2SO4 as their electrolytic solution.

PAGE No. 20
WHY WE USED BATTERY IN THE AIRCRAFT?
We used Battery in the aircrafts to
1. Provide Emergency backup Source to aircrafts.
2. Start APU before starting Engine at ground.

BATTERY MAINTAINENCE CHECK:

Aircrafts Batteries are gone through different
maintenance checks such as:
 SHELF LIFE:
Shelf life is a storage life of a battery. When batteries are kept in stores and
remain there for several months so when they are brought for usage their life is decreased
so battery should be charged for nominal usage.

 REGULAR CHECK:
In this check batteries are regularly charge and discharge and the same
procedure like the periodic check.

 PERIODIC CHECK:
On average 3 months battery gone through periodic check. In periodic
check we discharge the batteries with respect to 1C (capacity). Also check the nuts and
insulation and charge again the battery at the rate of 0.1C. the total charging time of aircraft
battery is approximately 14hours.

 OVERHAUL CHECK:
It is a 1year battery check of aircraft. If insulation is less than
2MWatt then regular and periodic check is proceed to overhaul check.

 SENSOR CHECK:
There are different types of temperature sensors used to avoid high
temperature in the battery up to 730C. sensors such as thermistor and thermocouple are
used in these batteries. In sensor check we check these sensors are working properly or not.

PAGE No. 21
 VISIT TO STANDARD ELECTRONICS LAB
In Standard Electronics LAB Instrument are present for testing purposes such as:
 Master Load Indicator
 High voltage Probe
 Clamp meter
 Shunt Resistance
 Frequency Calibration
 Thermocouple
 Analog Insulation tester
 Digital Insulation tester
 Resistance Box
 Analog Multimeter
 Thermometer
 Wheatstone bridge + Insulation tester
 Digital multimeter calibrator
 Resolver

These instruments are calibrated by different organizations nationally as well as internationally

such as:
 Pakistan National Accreditation Council (PNAC)
 National Physical Standard Laboratory, Islamabad (NPSL)
 Pakistan Council of Scientific & Industrial Research (PCSIR)
 National Institute of Standard & Technology, U.S.A (NIST)
There calibration LAB is ISO-71025 certified.

PAGE No. 22
 INSTRUMENT OVERHUAL
In Instrument department there is ATEC SERIES 6 in which we test different modules and cards
of BOEING 777 according to the parameters provide by OEM and test according to it and different
cards have different systems to test and in ATEC SERIES 6 there is AC, DC, SIGNAL
GENERATOR, SIGNAL ANALYZER, FUNCTION GENERATOR is provided.

PRIMARY FLIGHT COMPUTER:

Flight control systems are subdivided into what are
referred to as primary and secondary flight controls. Primary flight controls are required to
safely control an aircraft during flight and consist of ailerons, elevators (or, in some installations,
stabilator) and rudder.

QUAD SPEAKER DRIVE MODULE:

This module controls all the cockpit voice function
when airhostess dial password then speaker alerts pilot now it’s up to pilot whether to release the
door or deny it.

ELECTRONIC ENGINE CONTROL:

A full authority digital engine (or
electronics) control (FADEC) is a system consisting of a digital computer, called an "electronic
engine controller" (EEC) or "engine control unit" (ECU), and its related accessories that control all
aspects of aircraft engine performance.

WARNING ELECTRONIC UNIT:

An electronic flight instrument system (EFIS) is a flight
deck instrument display system that displays flight data electronically rather than
electromechanically. An EFIS normally consists of a primary flight display (PFD), multi-function
display (MFD), and an engine indicating and crew alerting system (EICAS) display.

FLAP/ SLAT ELECTRONICS UNIT:

Slat & flap electronic control units (SFECU) are also
referred to as high lift or secondary flight controls. These units limit take-off and landing speeds
by increasing wing high lift.

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ENVIROMENTAL CONTROL SYSTEM:
The environmental control system (ECS) of
an aircraft provides air supply, thermal control and cabin pressurization for the crew and
passengers. Avionics cooling, smoke detection, and fire suppression are also commonly
considered part of an aircraft's environmental control system.

FADEC TEST INTERFACE UNIT (FTIU) : The FADEC test interface unit (FTIU)
controls and monitors the testing of an engine. The system represents an aircraft model and
incorporates the entire simulation of all the necessary interfaces of an aircraft to the engine.

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