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AUTHORITYIt is IMPORTANTto note that the information in this book is forstudy /training purposes only.When carrying out a procedure/work on aircraft/aircraft equipment youMUSTalways refer to the relevant aircraft maintenance manual or equipmentmanufacturer's handbook.You should also follow the requirements of your national regulatory authority(the CAAin the UK)and laid down company policy as regards localprocedures, recording, report writing, documentation etc.For health and safety in the workplace you should follow theregulations/guidelines as specified by the equipment manufacturer, yourcompany, national safety authorities and national governments.

NOTEIt is policy to review our study material in the light of changing technologyand syllabus requirements. This means that books are re-written and/ orupdated on a regular basis.

LBP140 Narbeth DriveAylesburyBucksHP20 lQA UKTel: (+ 44) 01296 433871Fax: (+ 44) 01296 330697Email: [email protected]: www.licencebypost.com
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JAR module 7 amendment - 18th January 2002 JAR mod 7 amend

Avionic General Test EquipmentThe ATC600 test set used for testing the ATCtransponder* produces abinary code that relates to altitude. The corresponding altitude for anybinary number is given in a table in the lid of the test box. The Pitot staticsystem is "pumped up" to give a reading on the test set (in fact the pressureis lowered in the static system). The subsequent code indication on the testset is cross referred to an altitude reading in the table and the flight deckaltimeter is checked to see that it produces the same reading - if it does notany possible tolerances are checked in the manual. If outside of anytolerances the fault has to be rectified.

./

*The aircraft transponder transmits altitude data (when approaching anair traffic control zone) to an Air Traffic Control (ATC)ground stationresponding to an interrogation signal from the ground station, this altitudedata is obtained from the flight deck altimeter (an encoding altimeter) (olderaircraft) or, on most aircraft, the ADC (AirData Computer). Mode Aresponse is aircraft identity and mode C is aircraft height.ILSjVOR test set - side lobe suppression is tested for by using a.......we think it is a Nav 401 or 402 test set - are looking into it.

Maintenance ProceduresThe minimum experience requirement for a type rated engineer underBCAR is 3 years and under the JAR is 5 years.
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CONTENTS

PagePersonal precautions 1Fire - general precautions 2Fuel spillage 3Workin fuel tanks 4Workingwith electricity 4Workingwith compressed gases 5Oxygen 6Workingwith oils, chemicals etc 7Workon aircraft 8Engine running 9Hand held fire extinguishers 10Classes of fire 11Extinguishants 12Water extinguisher 13Foam extinguisher 15Chemical dry powder extinguisher 15CO2 16BCF 17Aircraft hand held extinguishers 18Fire in a building 21Fire in an aircraft/ engine 22Workplace notices 24
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HOW TO TACKLE THIS BOOKThis book is equally applicable to the A line mechanic and the B1& B2 linetechnicians.The CAAwill expect you to be able to work on an aircraft/ aircraft equipment incomplete safety - safety for you - safety for others - safety for the passengers -safety for the aircraft.As technology is changing so aircraft and their systems are getting morecomplex, more difficult to understand and more difficult to realise the possibledangers and safety implications involved when working on them.Only by careful thought, strict observance of procedures, and the reading,understanding, and implementation of the maintenance and safety procedures,as laid down in the various manuals will a high level of safety be achieved.It is at attitude of mind, being alert, being aware, having the knowledge, beingcareful.Read this book carefully. Try and relate the information to your ownaircraft/ aircraft experience. Read your own aircraft AMM- there is a lot ofsafety related instructions in it and you should be aware of the details.The details in this book are general by their very nature. When dealing with aparticular system/ component/ procedure you should understand the particularsafety aspects that apply to that task.The CAAwould expect any aircraft safety matters relating to a particulartechnical question to be stated. Any personal safety precautions should beclarified if the question is dealing with a particularly hazardous procedure.
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GENERALSAFETYPRECAUTIONS

Personnel working on aircraft should be fully conversant with all the safetyprecautions that are necessary with each and every task they perform. Theseprecautions apply to themselves and to others around them.Supervisors / managers should ensure that all the appropriate precautions areunderstood and observed by all those that are in their charge. Organisationsshould have procedures to ensure safe working conditions and should monitorthe performance of the organisation in terms of the safety record.The safe working aircraft maintenance environment is a function of:

* Aircraft design.* The maintenance environment.* The individual- his/her training, ability, awareness.* The maintenance organisation - awareness - desire - costs - the law.If all of these are working in harmony towards safe operations then the risks tomaintenance personnel are considerably reduced.The intention of this book is to give general safety procedures. For morespecific procedures you are asked to refer to the AMM; local laws as regardssafety in the workplace, and other books in this series dealing with specificmaintenance procedures.

GENERALPERSONALPRECAUTIONS1. Never carry matches, lighters, or other sources of ignition onto aircraft.2. Never operate electronic equipment such as mobile phones near aircraft.

Only electronic/ electrical equipment which is approved for maintenancepurposes is to be used near or on an aircraft during maintenance.

3. Never carry loose articles onto an aircraft, ie those that are not connectedwith the maintenance task in-hand or required for personal reasons.

4. Wear correct clothing, have short hair (or use a hair net). Do not wearfinger rings, ear rings, body rings etc, and use non-sparking footwear (nometal studs in the soles).

5. Use barrier cream on hands (and arms if necessary). Avoid all contact withfuels, oils and greases. Some are known to be carcinogenic - particularlymineral based oils.

6. Use special safety clothing where necessary - in fuel tanks etc.

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7. Keepa close check on tools and other equipment. Check that all tools andequipment are accounted for at the end of the day's work/ at the end of theshift.8. Keepall work areas clean - inside and outside the aircraft. Use a vacuum

cleaner for small debris such as swarf, rivet mandrels, bits of cable etc.9. Read and understand all safety notices- in the AMM;on notice boards, andpublications such as Airworthiness Notices. Maintenance manuals are full

of them. They can be boring.but they should be read.10. Neverwork on aircraft or aircraft equipment if unfit through drugs or drink

or general condition, eg extreme tiredness.11. Nevercarry out a task that you are unsure of, and/ or unqualified to do.12. Nevercarry out a task unless all the right equipment/manuals areavailable.13. If in doubt - don't. Check with the manuals - the chief engineer - the

manufacturer. The information is there somewhere.14. Never run (alwaysWalk)in maintenance areas. Never"play the fool".

FIRE- GENERALPRECAUTIONSRefuelling1. Carried out in a fuelling zone (minimum 20ft or 6m radius).2. Nosmoking, naked lights or unauthorised electrical equipment operation

allowed.3. NOSMOKINGsigns displayed 50ft (15m) from outermost tank vent.4. IfAPUshave to run they should be started before fuelling commences.5. GPUs should be located as far away as possible and not started or stoppedduring fuelling. Each unit should be cleared to run in fuelling zones.6. Correct fire extinguisher-s-should be available.7. Check under aircraft for adequate clearance between it and equipment as

the aircraft will settle during fuelling.8. Aircraft engines should not be running.
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9. All vehicles should have clear entrance and exit paths.10. Only "safety" portable electrical equipment to be used - torches etc.11. All combustion heaters are OFF.12. Only authorised personnel allowed in the fuelling zone.13. No fuelling within 100ft of ground radar equipment.14. No fuelling during electrical storms.15. Ifany part of the aircraft is over-hot (brakes, engines etc) do not carry out

fuelling operations.16. No flash photography within 20ft of filling or venting points. Do not usemobile phones or other personal electronic/ electrical equipment.18. Refer to AMMfor specific safety precautions.19. Carry out electrical bonding: Hose to aircraft.

Aircraft to ground (check nose wheel).Tanker or Pumping Unit to ground.Tanker or Pumping Unit to aircraft.

20. Check pressure relief valves (pressure refuelling).21. Avoid over filling and spillage.

Fuel SpillageClear-up all fuel on the aircraft and on the ground. Ifa major spillage occursevacuate all personnel, try and stop the fuel flow, and call the fire services. Donot start aircraft engines or vehicles until all fuel has been cleared.Do not allow fuel into drains, waterways etc. If this does occur inform the localwater authority and follow their advice.Fuel can be mopped up using fuel absorbent agents or emulsion compounds.These should be disposed of in accordance with the local authority regulations.All tools and equipment used to be flame proof and/ or spark proof.

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Work In Fuel TanksBeforework is carried out on fuel tanks they should be drained using the sameprecautions as when refuelling. They may be defuelled using the sameequipment as for refuelling.If fuel flowcalibration checks have to be carried out in the hangar, this mayrequire the aircraft on jacks (riggingposition). It is advisable to have the fireservice standing by, as the aircraft cannot be moved in the event of fire.Tanks will have to be purged ifwork is to be carried out inside, or if heat orelectrical equipment is to be used.Whenworking inside large tanks a "kerosine" suit should be worn, with remotebreathing equipment and communications maintained with a lookout man.

WORKINGWITHELECTRICITYRemember it is the current that kills and any dampness or moisture that ispresent while working on live equipment will allowthe current to flowfaster.If someone gets electrocuted:

* Switch offthe current/ separate the person from the supply. If thecurrent cannot be switched offquickly then using a non-conductor(ega broom handle) move the person from the live conductor.Call for help.Check the person is breathing. Ifhe/she is then check for signs ofinjury and treat. Keepwarm and comfortable. Get medicalassistance.If the person is not breathing ensure that the tongue is clear of theairway, loosen collar and tie and any tight clothing. Applymouthto mouth resuscitation with the patient on his/her back. Check for _pulse, if not then apply heart massage with the palm of the handon the centre of the chest.Call for medical assistance. Do not stop treatment until told to doso by a medically qualified person.Once normal breathing commences check for injuries and treat.

**

*

**

Whenworking on aircraft electrical systems always ensure: Allunnecessary equipment switched off. The fusejCB is "pulled" and tagged on any circuit that is to be workedon.

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Afterwork on a circuit always check thoroughly before applyingpower. In particular check that switches/selectors are set to theposition of the services they relate to - otherwise they may movewhenpower is put on.

Alwaysconsult the manual for any special safety precautions beforecommencing work.

Make sure that cables are in good condition and routed andsupported as per the manual. Make sure that correct fuses/CBs are fitted.

Working with electrically operated tools/ equipment.* Try to avoidworking with electrical equipment on aircraft. Where-ever possible use air operated equipment.When using torches etc they should be of the safety type.

Electrical cables should not be allowed to run over sharp edges,through oil, fuel, or water on the ground.Allequipment should be earthed via a suitable plug or be of thedouble insulated type.Neverworkwith electrically operated equipment with wet hands orfeet in wet or damp patches.Ensure that cables are secure, undamaged and the correct fuse isfitted in the plug.Neveruse electrical equipment in hazardous areas such as fueltanks unless the equipment is specially designed for the job and isapproved.Ifthe equipment smells, performs poorly, or arcs too much returnto the tool store for investigation and repair.Check that equipment has current serviceable label fitted.

******

**

WORKINGWITHCOMPRESSEDGASESCompressed gases are explosive in nature in that, should a gas pressurisedcontainer fail, it will disintegrate violently. (Should a liquid filled pressurisedcontainer fail it may not disintegrate at all, but allowa small amount of fluid toescape - probably at high speed - with little or no injury to anyone. Though ifyou are in the path of this jet of fluid serious injury can occur). Allcompressedgas bottles (fitted to the aircraft or used as storage bottles or transportationbottles) are lifed and should be within the test date. Return to the supplier,suitably labelled and documented, any that are not.

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ChargingDuring charging, the gas pressure should be charged (or released) slowly.Allconnections should be tight, and bottles, charging equipment, and gaugesshould be labelled and within test date.

If charging a system with more than one gauge and the gauges should bereading the same and are not - stop charging. Check the reasons why - rectifyand continue charging.Nevercharge to pressures greater than the maximum specified.Alwayskeep blanks on connections when not in use.If the gas is contaminated (withwater, oil etc) then return bottle to supplier-suitable labelled and documented. If the contamination has got into the aircraftsystem/ component then purge system/ change component. ......,INevermix gases - unless specified, eg charge a shock absorber with air whennitrogen is specified.Neverdirect a jet of high-pressure gas at the skin - it can cause serious injury.

OxygenWhen charging/ carrying out work on oxygenequipment the followingprecautions should be taken:1. Provide correct fire fighting equipment.2. Display "NoSmoking" signs.3. Ifartificial lighting required use explosion proof lamps and hand torches.

They should meet local safety specifications - in the UK,British _",Standards 229 and 889.4. Allelectrical equipment/ electronic equipment in the vicinity should beOFFunless essential for the task in hand.5. Ensure all equipment including the aircraft is earthed.6. Ensure adequate ventilation to prevent the build up of oxygen in theatmosphere.7. Allequipment such as adapters, gauges, connections, benches, tools etcshould be clean and dry. If threads are to be lubricated then the correctspecified lubricant/tape should be used, eg Teflon sealing tape to MILSPECT-27730. WARNING.The use of greases and oils on high-pressureoxygenconnections can cause explosions.8. Avoidsmoking/getting near naked flames after working in an oxygen richatmosphere (oxygenbay) as clothing will be oxygen rich and will combustreadily.

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9. After removing blanks inspect connections carefully for cleanliness.10. Allvalves should be opened and closed slowly.11. Leak test using only the approved solution. Wipedry after use.12. If soldering is involvedthen only specifiedmaterials are used-particularly fluxes. Clean all soldered parts thoroughly.

ToxicGasesSome gases are toxic (ieharmful ifswallowedor inhaled, and in some cases ifallowed to come in contact with the skin). These bottles will be suitablylabelled. If a toxic gas is breathed in the person should immediately get into thefresh air and seek medical advice.

WORKINGWITHOILS,CHEMICALS& COMPOUNDSAwide range of non-metallic materials is used for the maintenance, repair andoverhaul ofaircraft. They include: compounds, greases, oils, detergents, fillers,jointing compounds, cleaning agents, pre-treatments, anti corrosive agents,paints, paint strippers, fuels, fuel additives, hydraulic fluids, anti-ice fluids,lacquers, adhesive tapes, bonding adhesives, disinfectants, storagepreservatives, alkalise, acids, powders, toilet contents, etc.The AMMfor each aircraft type willhave a comprehensive list of these"consumables". This is published in chapter 20-31-00. It is important that youconsult this chapter before using any compounds from oils to paints, togreases and speed tapes.The AMMwill list all the compounds that can be used on the aircraft, withtheir specifications. Itwill state the safety precautions to be observer' whenusing them - read them - understand them - obey them.Some liquids are relatively harmless - eg some of the earlier hydraulic fluids.Some can cause serious problems - battery electrolyte, paint strippers andtoilet contents for example.Even the "harmless ones" can cause dermatitis and other skin complaints so itis a good idea to avoid contact with all solutions, oils, fuels and greases.Always,of course, use barrier creams.For the more harmful materials alwayswear protective clothing to the body andeyes. Alwaysuse barrier creams, and if the fumes are toxic then use in wellventilated areas or in workshops that have special extractor equipmentavailable. When servicing toilet systems make sure all injections are up to date- tetanus, hepatitis B etc (checkwith your medical centre). Do not work on thesystems with an open wound.

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Always read the safety notices on the containers and follow the usageinstructions carefully.Wipe off any chemical I solution contact with the skin and irrigate with copiousamounts of water (put under a running tap). The same applies if solution getsinto the eyes (a special eyewash should be available). Obtain medical treatmentas soon as possible. Ifovercome by fumes get into the fresh air and seekmedical help.Ifany solution is swallowed then no not try to make the patient sick but obtainmedical treatment as soon as possible. Tell the medic exactly what the patienthas swallowed.

WORKONAIRCRAFTIENGINES1. Always use approved safety electrical equipment.2. As far as possible try and use non-flammable cleaning fluids, agents,

compounds etc.3. Keep all work areas, aircraft and hangers clean and free of equipment not

inuse.4. All inflammable liquids should be stored in correct containers correctly

labelled, in flameproof stores outside hangars.5. Special care should be taken to prevent static build-up when brush doping

aircraft.6. Never allow aircrafc lagging to become contarninated with oil or other

fluids.7. Rectify all leaks immediately - Hot air (anti-icing, heater systems, engine

tapings for cabin pressurisation etc) - engine oil - fuel - hydraulic. Makesure that oil, fuel and hydraulic pipes are routed away from heat sourcesin accordance with the AMM.

8. Keep all aircraft drains and vents clear and all aircraft structure, systemsand equipment clean.

9. Ensure the serviceability of aircraft electrical bonding.10. Check that there are no gaps through aircraft firewalls (between the engine

and the rest of the airframe).1l. Ensure that no oil or grease is used on O2 connections. If a lubricant has

to be used, use an approved type
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12.Take special precautions with pyrotechnics (squib/cartridge units etc).Neverhandle them unnecessarily. Observe all instructions supplied by themanufacturer. Return to the supplier when unserviceable or lifeexpired.13. Aircraft furnishings are of the approved type. Ashtrays are serviceable andcorrect hand held fireextinguishers are fitted.14.Avoidoverloading ofelectrical circuits. Ensure correct fuses/CBs arefitted. Check cable insulation and equipment for contamination and signs

ofover-heating. Check for adequate ventilation.15. Check arcing from generators, motors, switches, relays and batteries (whenconnecting/ disconnecting).16. Magnesium and titanium swarf should be containerised and removed formthe area of the aircraft and/or hangar. Chemical dry powder extinguishers

should be available.17. Failed engine bearings are a source of heat. Check oil systems for levelandcontamination - indicating possible bearing failure.

ENGINERUNNING1. Alwaysrefer to the AMM.2. Have the correct (qualified)starting crew - using ear protection if required.3. Have fire-fighting equipment standing by (C02 ).4. Run engines in the correct area - aircraft into wind.5. If engine becomes overprimed (piston engines) or fuel is spilt then starting

procedure should be cancelled and excess fuel dealt with.6. If fire occurs during running then followthe procedure laid down in theAMM/aerodrome standard procedures. IfCO2, BCFor Mechanical Foam is

drawn into a jet engine then it can be cleared by carrying out an enginerun. IfMethyl Bromide or Chemical Foam is drawn into the engine it mustbe stripped down for cleaning and inspection. Methyl Bromide, particularlyin its liquid form (at temperatures below 4C), is corrosive. Foams leave adeposit-and the chemical foamdeposit will need cleaning after stripdown.

7. After a wet start on a jet engine carry out a dry run before trying to startthe engine again.
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HANDHELDFIREEXTINGUISHERS

These come in many different forms and in some cases the colour identificationmay not be standardised. However,you should be able to:a. Identify an extinguisher.b. Operate an extinguisher.c. Select the correct extinguisher for a particular fire.d. Carry out an inspection on an extinguisher to ascertain itsserviceability.

IdentificationExtinguishers are identified by their colour and labelling. Colours may varyfromcountry to country, and may not even be uniform throughout any singlecountry.For the UK,British Standards 7863 (dated 1997) states that all extinguishersare to be coloured REDwith a coloured zone on the extinguisher to indicate thecontents, eg

CONTENTS ZONECOLOURWaterFoamPowderCO2 (Carbon dioxide)Vaporizing liquid(halon, BCFetc)

RedCreamBlueBlackGreen

BS 7863 is compliant with EU regulations (ENstandards).This colour scheme only applies to extinguishers manufactured after April1998 so other extinguishers will be found, for some time to come, with differentcolour markings. Many are painted "allover" with the above colours, others arechrome coloured etc.

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Where are they fitted?TYPE AIRCRAFf AIRCRAFf AIRCRAFf WORKPLACEHANDHELD HANDHELD FIXEDPASSENGER FLIGHT DECK SYSTEMSAREAWater COMMON COMMON

Foam COMMONPowder SOME AVAILABLE COMMONCO2 COMMON

HALON COMMON COMMON COMMON COMMON(BCF)

Methyl Bromide, which is toxic, was fitted to older aircraft and used in fixedsystems as well as being available in hand-held form in unpressurised aircraft.The bottles were maroon in colour.Carbon tetrachloride (CTC)was available on some petrol operated groundequipment. It is also toxic.

Classes of Fire and Extinguishants UsedFires are classified according to the materials that are burning. Theclassifications are not too important for aircraft engineers - the important thingis that an engineer should know what extinguisher to use on what fire.

CLASS COMBUSTINGMATERIALS BEST EXTINGUISHANT/S

E

Wood, paper, fabric.Liquids (petroleum, alcohol).or liquefiable solids.Gases or liquified gases.Involving combustible metals.(Magnesium, sodium, titanium)Involving live electrical contacts.

Water jet or spray.Foam, CO2, halons, waterspray*.Foam or powder.Dry sand, chemical powder.

ABCD

Gaseous extinguishants.Powder
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* The application ofwater spray to burning liquids is a specialist job andshould not be undertaken by untrained personnel.

Extinguishan tsWater. For solid fires such as wood, paper, textiles and similar fires. DONOTUSEon fires that may have live electrical equipment in them. The current willuse the water jet to go to earth - via the operator. If high enough it will kill. Donot use on burning liquids as the burning liquid will float on the water andspread.Usually has a wetting agent and anti-freeze added" The anti-freeze may beethylene glycoland in some extinguishers a corrosion inhibitor may be added.Relies on the cooling effect to put out the fire.Foam. For liquid fires. May be used for solid fires ifwater is not available. May -....Jbe mechanically or chemically generated. Ifmechanically generated foam isdrawn into ajet engine then it can be cleared by an engine run (BUTCHECKTHEAMM).Ifchemical foam gets inside the engine it will have to be removedfor strip-down. (Mechanical foam is formed by mixing air, water and foamingliquid.)Relies on it's property of covering the burning liquid so cutting off the oxygensupply.Powder. Can be used on all fires but is particularly suitable for hot metal fires(brake fires) - though some powders are designated as not to be used on metalfires, so check applicability.Acts similar to Foam in that it "blankets" the fire, cutting off the oxygen supply.Is safer to use on hot metal as it has little or no cooling effect, thus thepossibility of sudden "explosion" caused by differential metal contraction is --./reduced.Itdischarges as a fine white powder (potassium bicarbonate) and is non-toxic.It will get into everything - crevices in metal- through grills into equipmentsuch as contactors and TRUs - into insulation, fabric etc and into electronicequipment. Some dry powders are corrosive, so besides the problem of firerecovery through firedamage there willbe recovery procedures associated withpowder contamination.CO2 For all fires except hot metal fires. It is stored as a liquid but dischargesas a very cold gas. Contact with hot metal is therefore likely to cause violentrupture with consequent danger to personnel.

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It is non toxic but is dangerous if discharged in a confined space. The CO2willdisplace the O2 in a confined area and hypoxia willresult in personnel in thevicinity (shortage of oxygenin the blood stream).During operation the metal parts of the extinguisher can get very cold due tothe latent heat of evaporation, so it is advisable to hold the plastic coveredhand-holds provided, to prevent the skin freezingto the extinguisher.Also the extinguisher can take on a static charge during operation - so becareful when putting it down (after operation) near metal parts such as theairframe, or heating radiators in workshops as a spark might result.Halon/BCF. For all fires. Itdischarges as a semi-toxicgas. It is non-corrosive,although corrosive acids are formed if the gas comes into contact with water.It is a highly effectiveextinguishant, but has a serious affect on the earth'sozone layer.It is a halogenated hydrocarbon commonly called halon, BCF(Bromochlorodifluoromethane) and BTM(Bromotrifluoromethane). BCFis usedin aircraft engine fixed and portable systems, whilst BTMis used in fixedsystems in cargo holds.

{;' "Workplace"Extinguishers"Workplace"extinguishers are given the name to separate them from the hand-held and fixed extinguishers fitted to aircraft. Although their shape, colour,contents, and operating principals may be the same or similar they are used inthe workplace environment.They may be free standing or attached to brackets fitted to walls or equipment.They may be too large to carry and fitted to a trolley.The operation of a particular extinguisher type may vary, but they should allmeet the appropriate national standards. The followingdescriptions are typicalof each type:WaterAtypical extinguisher is shown. Itcomprises a cylinder and a valve body whichhouses a check valve assembly and nozzleand cartridge holder.When the cartridge holder is twisted the CO2 cartridge is punctured allowingthe pressurised gas to pass into the cylinder.
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Depression of the check valve lever moves the valve from it's seat allowing theextinguishant to be forced up the discharge tube by the gas pressure into thedischarge nozzle and thence to the fire. When the lever is released the valve isreturned to it's seat under the action of the spring and the flowofextinguishant is stopped.Somewater extinguishers have an operating head which contains a trigger andplunger mechanism and screws into the container boss. The screwed assemblyis sealed by a rubber "0" ring.When the trigger is squeezed the plunger mechanism breaks the seal in thehead and releases the extinguishant. The discharge can be halted by releasingthe trigger.Somewater bottle containers are scrapped after use with the operating headsre-tested and re-used. Other bottles are always pressure tested after use by themanufacturer and reissued.Are supplied free-standing or for wall mounting or to meet portableextinguisher standards for aircraft fitment.

TYPICAL WATER EXTINGUISHER
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Fo~This consists of a polythene lined steel container with an operating headattached. The head consists of a hose attachment, operating lever, carryinghandle, and, if it is gas pre-pressurised, a pressure gauge.Pressure is available froma CO2 cartridge or fromgas pre-pressurising thecontainer itself. When the lever is operated, the CO2 cartridge is pierced/therelease valve is opened, and the foam liquid is pushed up the foammakingbranch pipe, to the applicator hose.Supplied forworkplace use and may be free-standing or trolleymounted.

APPUCATORt----t--- SY PH ON TU BE,...--1---U QU ID LE VE LINDICATOR

PO L Y TH EN E U NE D-- STEEL CONTA INER

FREE STANDING FOAM EXTINGUISHER

Chemical Dry PowderThe larger extinguishers are "stored pressure" type (with a pressure gauge) withthe smaller extinguishers being operated by a CO2 cartridge. The bottle of thesmall ones may be made from high density polythene.The chemical dry powder is stored in the bottle and when the CO2 cartridge ispunctured and/ or the discharge valve operated the powder is forced up theoutlet tube to the nozzle.Supplied for workplace, fixed and portable aircraft systems use.

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------------------------.---------------

OPERATING LEVER STRIKER" ~ SAFETY P INCARRYING

HANDLE -.... ... - D ISCHARGE NOZZLECO2 CARTRIDGEC AR TR ID GE HOLDE RH IGH DENS ITYPO L Y TH EN E BOT TL E

'-1-- F IR ING P IN1++--1--GAS TUBE1---1--OUT LE T T UB E

BRACKET FITTED CHEMICAL DRY POWDER EXTINGUISHER

Atypical extinguisher comprises a steel cylinder and operating headincorporating a pistol-type firingmechanism, check valve assembly anddischarge horn.When the trigger is pressed a lockwire and seal are broken and the spindle ofthe check valve assembly is forced downward, thereby pushing the valve fromthe seat. This allows the extinguishant to flowup tl.e siphon tube, through thecentre of a safety disc, to discharge from the discharge horn.Releasing of the trigger allows the valve to reset and shut off the flow. Thepurpose of the safety disc is to permit the release of extinguish ant in the eventof excessive internal pressures. When a safety disc bursts, the trigger of thefiringmechanism springs downwards and exposes the instruction 'REPLACEDISC'engraved on the side of the trigger.Maybe free-standing, wall or trolley mounted for workplace use.
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S T l W N E R

T lIIGGIJI K4HOU ASSEMDLY

D I SCHAIG I 1 \1 11

O IS CIW IG E H O RN

BRACKET MOUNTED CO :3EXT INGU I SHER

BCFIVaporising Liquid

The extinguisher is of the stored pressure type and contains BCF. Pulling theoperating lever causes the release valve mechanism to open and allow BCF tobe forced up the syphon tube to the nozzle.As BCF/halon is such an -excellent extinguishant the extinguisher is suppliedin forms for all situations - free-standing - wall mounting - trolley mounted -fixed and portable systems on aircraft.
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OPERATING ,..-LEVER

RELEASE VAlVEMECHANISM

I+--f- SYPHON TUBE

AlALLOY-CONTAINER

BRACKET MOUNTED BCF EXTINGUISHER

Aircraft Hand-held Fire ExtinguishersHand-held or portable extinguishers are fitted to small aircraft to meet therequirements of JAR 23 - aircraft of 12500lb or less; JAR 25 - large aircraft ofMTOW[maximum take-off weight) greater than 5700kg; JAR27 - smallrotorcraft [up to 6000lb); JAR29 - large rotorcraft l > 6000lb], and localregulations such as UKAirworthiness Notices (AWNs).In the UK, aircraft portable fire extinguishers are covered by British S+andards7867 (dated 1997) - compliant with EN standards" The standard covers:

* Extinguisher classification. -....,/* Portability.* Discharge duration.* Mounting bracket.* Markings.* Test fire ratings.

Extinguisher classification denotes the contents of the bottle.Portability states that the extinguisher is capable of being used one handed.Discharge duration is specified with different angles of the extinguisher.

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Mounting bracket. Should hold the extinguisher securely so that theextinguisher cannot be operated whilst in the bracket. It is not possible tomount the extinguisher up-side-down in the bracket, and possible to removethe extinguisher with one hand. Brackets should be marked as suitable formilitary or civiluse.Markings. Should be colour coded as stated above, and marked with the fulland empty weights in kg. (Typeof extinguishant should be stated together withoperating instructions). Many extinguishers are currently marked with the fullweight only.Test fire rating indicates the ability of the extinguisher to put out a fire made toa specific standard - British Standards in the UK.The principle of operation, and the type of fire the extinguisher can be used onis similar to the extinguishers discussed above.

Markings.Allbottles should be colour coded and have printed on the side, details suchas:

a.b.c.d.e.f.g.h.

General

Manufacture's name.Operating instructions.Charged weight - and empty weight for aircraft portableextinguishers.Date stamp to indicate life.ContentsSpecification of contents.Typeof iue] to be used on.Any special precautions.

Bottles are supplied with a transportation pin and warning label (pin to beremoved after fitting).Safety pins will have to be removed/safety catches raised prior to operating thefiring handle and aircraft bottles will have "fired"warning devices to show thatthey have been operated. The safety catch. type can be operated.single handilyusing the thumb to raise the catch and the fingers to squeeze the trigger.Some bottles will have pressure gauges fitted (red - green sectors), others mayhave a "press to tell" soft spot.

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EXAMPLE - TRISTAR CABIN EXTINGUISHER
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Checks and Inspections - Portable AircraftExtinguishersAlwaysconsult the AMM/maintenance schedule for specific instructions but ingeneral the followingapplies:

* Check that the correct extinguisher is fitted for that location on theaircraft.* Check the bracket for damage, corrosion, security, and correctoperation.* Check for adequate clearance between the fitted extinguisher andsurrounding equipment - doors - folding seats etc.* Check extinguisher for:a. Security within bracket.b. Damage, corrosion, and legibilityof markings.c. Signs of leakage.d. Charge. It may have a small pressure gauge fitted. It mayhave to be weighed. Itmight have a "press-to-tell" soft spotin the base of the bottle.e. Correct position ofdischarge indicators.f. Transportation pin removed.g. Life.Is it within "lifedate"? Check current life date on bottle

- if appropriate.h. Security ofblanking cap. To facilitate ease of "ejection"during bottle operation the cap may be smeared with a littlesilicon grease.

INSTRUCTIONSONHANDLINGAFIREFirst of all you should be conversant with local regulations regarding fireandalso be aware ofwhat actions to take and what extinguisher / s to use.

In a Building1. If the fire is small and the appropriate extinguisher is nearby then put thefire out - at the same time call for help and call the local emergencyservices. Ordinarily the telephone number (in the UK)is 999 but airfieldsmay have their own local number - so make sure you know it. (Itwillnormally be displayed at the telephone point anyway). Make sure you giveyour name, exact location of the fire and the services you require - FIRESERVICES, possibly MEDICAL SERVICES, and possibly POLICE.2. If the fire cannot be put out immediately evacuate the building - no lifts areto be used. If doors/hangar doors can be closed without risk then closethem.3. Call the emergency services.

4. Account for all personnel in the building and do not let anyone re-enter.
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5. First aid treat any injured personnel - and get medical help.6. Inform the emergency services of any special hazards in the building suchas salt baths, pressurised oxygen cylinders etc.7. Re-enter the building onlywhen informed that it is safe to do so by the chiefof the emergency services.8. Fire recovery of the building willbe some-one else's responsibility, and foraircraft recovery refer to the notes to follow.

In an Aircraft/Engine1. If circumstances permit shut all systems down - engines - hydraulics -electrics - fuel.2. Use the appropriate extinguisher to tackle the blaze and call the emergencyservices.3. Organise first aid to anyone injured - call for medical assistance.4. Get assistance to remove all other equipment/aircraft from the area.5. Givetechnical assistance to the fire services indicating possible sources of .._/special danger on the aircraft.6. When fire is out carry out aircraft recovery.

AircraftRecoveryAreport will need to be written on the fire incident detailing exactly how itstarted (cross-check with fire services and any specialist brought in for thepurpose). One of the aims of this report would be to recommend action toprevent a further occurrence.Asurvey will need to be made of the damage and a report written out.Depending on the extent of the damage the CAAand the manufacturers mayneed to be called in.If the fire caused extensive damage then the aircraft may have to be scrapped.If the firewas local and caused damage covered by the AMM/SRMthen theaircraft can be put back into service after appropriate rectification. Therectification, in general, will include smoke damage recovery and fire damagerecovery.

Smoke DamageIf the fire is in the cabin then smoke damage will be extensive and affect allsurfaces and systems it comes into contact with. Solid surfaces such as metaland composites can be washed down and dried - this applies to structures,floors,windows, galleys, partitions etc.
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Fabric surfaces such carpets, curtains and upholstery must be removed,cleaned and checked for fire proofing before re-fitting. If the smell still persistsin the fabric then it should be replaced.Lagging (acoustic and thermal) should be replaced.Air conditioning systems must be checked for smell. If the components andducting cannot be successfully cleaned then they will have to be replaced. Thesystem must be tested in all possible configurations to check for smell.It is best to change oxygen masks, or have them cleaned to remove the smell.Piped oxygen systems should be purged to remove any smell.

Local Fire Damage

Any structure, system or component that has been affected by fire or heatmust be changed as per the SRM/AMM.The temperatures for some heat treatments for aluminium alloys start as lowas 100C. This means that if the survey shows that any aluminium alloystructure has been subject to that sort of temperature, or above, then it mustbe replaced - refer to the SRM.Control cables, electrical cables, pipelines, hoses, ducting, push/pull rods, .pulleys, electrical system components, hydraulic system components, oxygensystems, radio, radar systems, emergency equipment, - in fact, any componentor system or part of a system that has suffered overheat conditions must bechanged.Hydraulic systems need special attention as high temperatures may a.Iectsome fluids to make them acidic. This means that besides changing any localpipes/components that have suffered overheat the system will need specialattention in terms of flushing, checking acidity levels, and possibly changingother components, not directly affected by the fire, as laid down in the manual.All systems and equipments changed should be tested as per the AMM.

Engine FireIf the fire is small, at the hot end of the engine and can be put out almostimmediately then little or no damage may occur. The engine will be shut downtogether with all the appropriate systems - fuel, hydraulic etc.The engine is allowed to cool and an inspection is carried out to check fordamage - engine - components - airframe, and rectification carried out asnecessary.
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After rectifying the fault that started the fire (or the procedure, as it might havebeen caused by excessive priming etc) the engine is hot run to clear anyextinguishant that might have got into the intake. The engine will requirereplacement for stripping if Chemical Foam or Methyl Bromide has beeningested.If the fire is deemed more serious then a survey will have to be carried out witha written report. The engine will have to be changed to be stripped down in aworkshop. The Iire damage to the airframe will have to be rectified as statedabove.REMEMBER - with all accidents/incidents associated with aircraft a reportmust be made to the Air Accidents Investigation Branch (MIB) (part of theDepartment of Environment and Transport).This is done in writing but there is also a 24 hour hot line which anyone canuse. The MIB will investigate the accident/incident and make a report to theSecretary of State. -..../The CAAwill make any necessary recommendations and publish these asnecessary. Details of the incident/ accident will also be published in theOccurrence Digest.

WORKPLACENOTICES

These are coloured notices designed to inform and/ or warn people of possibledangers that might exist in the workplace/people area. It is mandatory todisplay them and they:

*

Are standardised across Europe.Use standard colours.Rely on symbols that allow understanding irrespective oflanguage.Keep words down to a minimum - in the national language(where they have to be used).May be painted in"dayglow" colours.Are standard sizes.

****

*They should be displayed in any area where there is a need to inform, warn orotherwise make known some information that would help in the present or anypossible situation that might occur.

.. 24-
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Display areas include:* Workshops* Hangars* Stores* Ramp areas* Associated work areas* Rest rooms* Offices* Cargo areas* Passenger areas* Vehicleareas

In fact any area where people are likely to be and there is a need toinform/ warn.

Main Colour of NoticeRed Prohibition signs and fire notices. Prohibited item in black the restin red.Green Safety, first aid and escape routes.Yellow Warning signs.

,~'" Hazard signs. Mandatorylue

Mobile phonesprohibitedNot drinkingwaterSmoktng andnaked flamesprohibited

PROHIBITION SIGNS - EXAMPLES (RED)GREEN

. IE M E R G E N C Y ! . '~ ~ E X I T ,..,.. ... , '. '" ., , _.~ r~ .;. ., -

+ IFirst aid I,bo x r.. . -SAFETY & FIRST AID NOTICES - EXAMPLES (GREEN)
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j 1 1 1 1 I I ~ ~ ij I F'; I r e; h o s e r e e lI

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BLACK YELLOW\

WARNING SIGNS - EXAMPLES (YELLOW)

8Eye protectionmust be worn Hearing protectionmust tie wern

P,otech~egarmentsmust be worn

HAZARD SIGNS - EXAMPLES (BLUE)

,,,,,,,,,,,,,, "

RED

BLUE

WHITE
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LBP

JAR module 7 amendments - May 2002

Avionic General Test EquipmentThe ATC600 test set used for testing the ATCtransponder* produces a binarycode that relates to altitude. The corresponding altitude for any binary number isgiven in a table in the lid of the test box. The Pitot static system is "pumped up" togive a reading on the test set (in fact the pressure is lowered in the static system).The subsequent code indication on the test set is cross referred to an altitudereading in the table and the flight deck altimeter is checked to see that itproduces the same reading - if it does not any possible tolerances are checked inthe manual. Ifoutside of any tolerances the fault has to be rectified.*The aircraft transponder transmits altitude data (when approaching an airtraffic control zone) to an Air Traffic Control (ATC)ground station responding toan interrogation signal from the ground station, this altitude data is obtainedfrom the flight deck altimeter (an encoding altimeter) (older aircraft) or, on mostaircraft, the ADC (AirData Computer). Mode A response is aircraft identity andmode C is aircraft height.

' 1 ' . .: . ' , . ' 1.. '.'.~, . z . . + " ."; . . .

ILS/VOR test set - side lobe suppression is tested for by using a .......we think it is a Nav 401 or 402 test set - are looking into it.

***Maintenance ProceduresThe minimum experience requirement for a type rated engineer under BCARis 3years and under the JAR is 5 years.

***RivetingWhen removing rivets book 7 states that a drill the same size as the rivet shankis used. CAAIPsstates that the drill is to be slightly smaller than the rivet shank.The CAAwould expect the CAAIPanswer which is acceptable as an engineeringprocedure. As far as chiselling the head off is concerned (as stated in CAAIPs)-this is another matter. Normal practice is to tap the shank out with a hammerand parallel pin punch the same diameter as the rivet. Chiselling the head off islikely to cause damage to the skin.(Note. CAAIPsare published by the CAA)

****

1 safety

Documents

aircraft engine

aircraft hand

aircraft identity

aircraft height

workon aircraft

aircraft transponder

ilsjvor test set

test box