The jacks should be positioned at each jacking point and checks made, to confirm that the jacks are

adjusted correctly (i.e. release valve closed, jack body vertical, weight evenly distributed about the
legs when the adapters are located centrally in the jacking pads, and the weight of the aircraft is just
being taken by the jacks).

Before jacking commences, the chocks must be removed and then the aircraft should be raised
slowly and as evenly as possible. Whilst jacking is in progress, the locking collars should be
continually wound down, keeping them close to the body of the jack. When the aircraft is raised to
the correct height, the locking collar should be fully tightened down.

When jacking is complete, then supports may be placed under the wings and fuselage as indicated in
the Maintenance manual.

Note: As previously stated, a pillar (bottle) jack and an adapter are often used for raising a single
undercarriage for changing a single wheel. Alternatively a trolley jack or stirrup jack may be used. The
remaining wheels should be checked to prevent aircraft movement, and it may be specified that a
tail support be located when raising a nose undercarriage. The jack should be raised only enough to
lift the unserviceable wheel clear of the ground.

Trestles

These are provided to support to aircraft structures (main planes, fuselages etc.) and may also be
used to support the complete aircraft. Various types are available including plain wooden trestles
that are purpose-built and not adjustable. Trestles should only be used at designated strong parts of
the structure. It will normally be shown in the Maintenance Manual where they should be
positioned. Lines are often painted on the aircraft to show where the trestle beam is positioned

The 'Universal' trestle is made up from lengths of angle iron, bolts and nuts, and has two jacking
heads. By using different lengths of angle iron, trestles of various sizes can be produced. The wooden
beam across the jacking heads may be replaced by a wooden former, which is cut to the curvature of
the component it supports.

Padding is normally attached to the former, to prevent damage to the aircraft finish. The two jacking
heads, which are hand-operated screw jacks, enable the beam to be adjusted to suit the angle of the
component.

Although the trestles have 'jacking heads', they should only be used for supporting a load, and not for
attempting to raise parts of the aircraft. Damage may be caused to the aircraft if attempts are made
to do any more than support the structure.

The 'Tail' trestle is not suitable for heavy loads and must only be used for supporting a load vertically.
Adjustment in height is made by a screw thread. In the same manner as a universal trestle, the beam
can be made in the same shape as the contour of the aircraft.

Lowering Aircraft from the Jacks

Before lowering the aircraft to the ground, all equipment, trestles, work stands etc. should be moved
clear of the aircraft, to prevent collision or contact with the aircraft structure. The wheels should be
rotated by hand, to ensure the brakes are off. The jacks should be lowered together, by opening their
respective release valves, and the locking collars (if used) unscrewed (but kept close to the jack
body), whilst the jacks are lowered. The jacks should be fully lowered after the aircraft is resting on
its wheels and the release valves then closed.

On no account should the top of the jacks be handled until the jack is clear of the aircraft. It is
common for the aircraft shock absorbers to stick and to suddenly collapse, resulting in damage to
equipment or serious injury to parts that might be between the aircraft and jack.

After the aircraft is lowered and the jacks removed, the jacking pads and adapters should be
removed and the chocks placed in position.

Any fuses or circuit breakers should be re-set in their correct position.

Slinging

Slings may be required for lifting various parts of an aircraft during maintenance, repair, dismantling
and assembly. Sometimes a complete aircraft may need to be lifted for transportation or to clear a
runway quickly.

The use of the correct equipment for lifting aircraft parts will minimise the risk of damage to the
aircraft and personnel. A list of special equipment is usually in the front of the Maintenance Manual.
This list will usually include special slings to be used on the aircraft and any other special equipment
or tools required.

Slings may be of the three-point type, as used for lifting-main planes, while other types, used for
lifting engines, fuselages or other large items may be provided with spreader bars or struts.

Before removing a main plane, the opposite main plane must be supported with trestles. To attach a
sling, some aircraft have special slinging points with threaded holes in the airframe, which are used
to accommodate the eye or fork-end bolts of the sling. These holes are normally sealed, with
removable plugs, when not in use. As an alternative to screw-in devices, some slings are used in
conjunction with strong straps that pass under the component to be lifted.

Lifting Tackle

The following is a list of safety precautions that must be used when using lifting tackle:

Do not exceed the safe working load of the lifting devices

Do not leave a suspended load unattended at any time
Do not walk or work under a suspended load
Do not tow the hoist at greater than walking pace
Do not tow the hoist, other than by hand, when a load is suspended from the lifting hook
Do not allow the load to swing, especially when it is being hand-towed
Do not using a hoist or crane on soft ground
Do not use a crane or hoist if the lifting tackle shows signs of damage.

Wire rope, chain or fibre rope may be used for lifting purposes. Before use, the tackle should be
inspected to ensure that it is serviceable, is of the correct type and, when used, that the Safe
Working Load (SWL) is not exceeded. The SWL should be stated on an identification plate, attached
to the lifting sling, and should never be removed from the sling.

Wire Rope is used with cranes, hoists, gantries and various slings. Before use, the wire rope, splices
and attachments should be inspected for damage such as wear, corrosion and broken wires.

In use, care should be taken that the rope does not kink under load. Before multiple leg wire rope
slings are used, they should be laid out on the floor to ensure shackles are correctly attached and the
fittings are not twisted. Knotting of ropes, to shorten them, is prohibited.

Wire rope slings may be treated against corrosion by immersion in oil and the surplus oil wiped off,
but this treatment must not be applied to slings used for oxygen cylinders. They must always be free
from oil or grease.

Chains are used with cranes and various types of sling. Before use, all chains must be inspected for
damage such as cracks, distortion, excessive wear and 'socketing'.

Socketing is the name given to the grooves, produced in the ends of links, when the links wear
against each other. Any reduction in diameter will render the chain unserviceable.

Fibre rope slings may be used for lifting lighter components, and are made from natural fibres such
as sisal, hemp or nylon fibres. They must be inspected for frayed strands, pulled splices, excessive
wear and deterioration.

When not in use, fibre rope slings should be hung on pegs, in a sheltered position, and free from
dampness. Immediately before use, the rope should be opened up, by slightly untwisting the strands,
to ensure they are not damaged or mildewed internally.

A damaged or mildewed fibre rope sling should not be used, and it must be destroyed, by cutting
into small, unusable sections, before final disposal.

In addition to before-use checks on the rope, all loaded components such as pulley blocks, shackles,
pins, spreader bars and hooks are to be inspected for excessive wear, cracks and flaws. Moving parts
must be lubricated periodically.

Hoisting

At times an aircraft must be hoisted, rather than jacked. When this is done, follow the
manufacturer's recommendations in detail. Use a hoist of sufficient capacity and, where necessary,
place spreader bars between the cables to prevent side loads on the attachment points.

Mooring (Picketing)

An aircrafts lightweight construction coupled with its airfoil-shaped wings and tail surfaces or rotors
makes it highly susceptible to damage from wind.

The best protective measure you can take to help ensure an aircraft's safety is to put it in a hanger.
However, at times a hanger may not be available. If this is the case, an aircraft should be securely
tied down and its controls firmly locked in place. For example, most aircraft are equipped with
internal control locks that hold the control surfaces in a streamlined position. However, since these
locks secure the cockpit control, there is still a possibility that if severe forces were exerted on an
aircrafts control surfaces, damage to the control actuating system could result. To prevent this,
control surface battens are often used to hold a control surface in a streamline position.

These battens are clamped against a fixed surface and should be lined with one-inch foam rubber.
Furthermore, battens should be painted red and have a long red streamer attached so they are easy
to see. This helps prevent a pilot from inadvertently leaving them on the controls prior to a flight.

If a tail wheel aircraft is tied down facing into the wind, its elevator should be locked in the full up
position so the wind forces the tail down. On the other hand, if a tailwheel - type aircraft is tied down
facing away from the wind, the elevator should be locked in the full down position.

If a severe wind is expected, spoiler boards can be secured to the top surface of a wing to destroy lift.
These spoilers are often made of 2 x 2 boards on which a one-inch strip of foam rubber is attached,
holes are drilled through the boards so they can be .secured with nylon rope. The nylon rope is tied
around the wing to hold the spoiler parallel with the wing span approximately one-quarter of the
wings width back from the leading edge.
Figure 17.14: Control battens are used to securely lock an aircrafts control surfaces in place. They
should have red streamers attached to help prevent their inadvertently being left on the aircraft
when it is prepared for flight.

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Typical Small Aircraft Mooring Procedure

When mooring small aircraft in the open, the aircraft, if possible, should be parked head into the
wind. The control surfaces should be secured with the internal control lock and the brakes applied.

Care must, however, be exercised in extremely cold weather and parking brakes must not be set if
there is a danger that accumulated moisture may freeze the brakes. Another danger, in cold weather,
exists when the brakes are overheated, because, if they are set in this condition, serious distortion
and cracking of the brake (and wheel) components can occur as they cool down.

Ropes, cables, or chains should be attached to the wing mooring (tie-down) points, and their
opposite ends secured to ground anchors. A tie down rope (no chains or cables) should be fastened
to the exposed portion of the engine mount and the opposite end of the rope also secured to a
ground anchor.

The middle of a rope should be attached to the tail tie-down ring and each end of the rope pulled, at
a 45s angle, and secured to a ground tie-down point either side of the tail.

A control lock should be applied to the pilot's control column. If a control lock is not available, then
the control may be tied back with a front seat belt.
These aircraft are usually equipped with a spring-loaded steering system that affords protection
against normal wind gusts. However, if extremely high winds are anticipated, additional external
locks may be installed.

Typical Large Aircraft Mooring Procedure

These may only require picketing in very strong wind conditions. The maximum wind-speed will
normally be stated in the Maintenance Manual (including gusting winds). The aircraft should be
headed into wind and the parking brakes applied.

Cables or chains should be attached from the aircraft picketing points to prepared anchorages. In
some instances the picketing cables are special components and include a tension meter that is used
to apply a pre-load to the cable.

If an aircraft is to be parked for a longer period, then additional precautions must be taken. Landing
gear down-locks must be installed (if so equipped) and all openings such as static vents and engine
intakes should be covered or blanked off to prevent the ingress of dirt, birds, insects and all forms of
precipitation.

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Aircraft Storage

If an aircraft is de-activated for an extended time it will need to be protected against corrosion,
deterioration and environmental conditions during its period of storage.

The following notes are based on the storage procedures applicable to BAe 146 aircraft that have
been de-activated for periods in excess of 30 days and up to a maximum of 2 years. It is not intended
for the information given here to be complete, but merely to give the student examples of some of
the activities performed. Specific details of an aircraft's storage procedures can be found in Chapter
10 of the relevant Maintenance Manual.

A list of equipment and materials is normally given. This will, typically, include:

Hydraulic fluid and lubricating oils and greases

Specialised water-displacing fluids and corrosion-preventative compounds
Aircraft covers and blanks
Plastic sheeting and adhesive tape.

Prior to the storage period certain tasks are completed. These may include replacing the tyres with
'dummy' tyres (those not suitable for flight), or the raising of the pressures of the normal ones. The
various tanks are either filled (water), drained (toilet), or part-filled (fuel). If the aircraft has
propellers, they must be feathered, to prevent them rotating in the wind, (they may also be
restrained by straps).

Generally there would be an initial procedure, this being repeated at specified intervals, as shown in
Tables 17.1 (a) and 17.1 (b). If no repeat interval is given, then the item is only done initially.

Once the aircraft has been prepared, there are routine, weekly checks to keep it in good condition.