AMT 631- A/C MATERIALS CONSTRUCTION AND REPAIR

LAMINATED STRUCTURE
-Composite materials consist of a combination of materials that are mixed together to achieve specific structural
properties.
-The individual materials do not dissolve or merge completely in the composite, but they act together as one.
-The properties of the composite material are superior to the properties of the individual materials from which it is
constructed.

•Fairings
•Flight control surface
•Landing gear doors
•Interior components
•Floor beams and floor boards
•Propellers
•Turbine engine fan blades
•Leading edge and trailing edge panels
•Primary wind and fuselage structure on new generations large aircraft

WHAT IS A COMPOSITE MATERIAL?

-A heterogeneous material composed of two or more integrated constituents for enhanced structural performance

Why use composite materials

High strength to weight Why not replace metals then?
ratio •High cost of raw
• Material properties can materials and fabrication
be customized • Difficulty in reuse and
• High resistance to fatigue disposal
and corrosion • Difficulty in joining
• Improved friction and different components
wear properties
• Low thermal conductivity and low coefficient of thermal
expansion

FIBER ORIENTATION
-refers to the optimal structural arrangement of individual fibers in the development and manufacture of advance composite
materials (ACM) and fiber-reinforced composites (FRC).

TYPES OF FIBER ORIENTATION

•UNIDIRECTIONAL
•RANDOM
•BIDERECTIONAL
•MULTIDIRECTIONAL
AMT 635- A/C ASSEMBLY AND RIGGING

WINGS
TRUSS-TYPE WING CONSTRUCTION
-Fabric-covered airplane wrings utilize truss-type structures that have changed very little throughout the design
development of aircraft.
-As with other wing designs, spars are the main load-carrying members in a wing truss. In the past,
spars were mainly manufactured of wood, but the majority of modern aircraft incorporate spars fabricated from
extruded aluminum alloy.

The main members of truss wing:

TRUSS: a number of members are joined to form a rigid structure,
1. SPARS: the main lengthwise members in a wing truss, which runs from root to tip… spars are the main load
carrying members
Spars are made of wood in past…and usually made of Sitka spruce, may be either solid or laminated
Laminated spar can be strong as solid if
* manufactured from the same quality wood
*manufactured to aviation quality
* And now days spars made of aluminum alloy ….
2.COMPRESSION STRUT: heavy members usually made of steel or aluminum alloy tubing, which separates the spar
in a truss wing and is used only to carry compression load
3. DRAG WIRE: a diagonal load carrying member of a truss wing, it turns from the front spar inboard to the rear spar
outboard and carries tensile loads
4. ANTI DRAG WIRE: a diagonal load carrying member of a truss wing, it turns from the rear spar inboard to the front
spar outboard and opposes tensile loads tending to pull forward on the wing

Stressed –skin wing construction

The main members of stressed wing & vertical fin
1. RIBS are spaced at intervals throughout the wing structure and form the shape of the leading edge, camber and
the trailing edge…also give the rigidity for wing
. Each rib is also attached to the wing spar,
2. SPAR: The main lengthwise members in a wing are spars. which runs the length of the wing from root to the tip.
3. STIFFENERS: run between the spars to provide even greater strength

What is the difference between truss braced wing and cantilever wing?
TRUSS BRACED WING: It has an external support
CANTILEVER WING:Doesn't need any external struts or brace, which carry all of the flight loads within the internal
structure

AIRFOIL SECTIONS
-There are many terms we have to know before describing how lift occurs
-AIRFOIL: cross section of the wing or propeller produce aerodynamic force between upper and lower surface

TYPES OF AIR FOIL

SYMMETRICAL AIRFOIL: the curvature on the top of the airfoil is the same as that on the bottom
ASYMMETRICAL AIRFOIL: the curvature on the top more than the bottom

CAMBER: the characteristic curve of the airfoil upper and lower surface
CHORD LINE: imaginary straight line from leading to trailing edge of airfoil
ANGLE OF ATTACK: angle between chord line and relative wind
-The acute angle formed by the chord line of a wing and the relative wind is known as the angle of attack
AMT 636- A/C MAINTENANCE ORGANIZATION MANAGEMENT

DOCUMENTATION FOR MAINTENANCE

MANUFACTURER’S DOCUMENTATION
-These are the documents provided by the manufacturer to the operator for maintenance.
-The documents are also called “customized documents,” as some documents may be altered to include additional
or removed configuration and equipment.

The “customized documents” can be altered by the airline or operator to meet their demands.

AIRCRAFT MAINTENANCE MANUAL

-The Aircraft Maintenance Manual (AMM) is a formal document containing all the basic information on the
operation and maintenance.

It starts with an explanation of how system and subsystem works and describes the basic maintenance and
servicing actions for removal and installation, and various test performance such as functional test, operational
checks, adjustments, and service tasks.

COMPONENT AND VENDOR MANUAL

-Component Maintenance Manual, includes information of the engines, landing gears, flight crew seats, and
passenger seats that are purchased from other vendors.
-In selling of aircraft the Vendor’s CMM should be accompanied, in case parts need to be repaired or replaced.

For example, in the flight crew seat, if the vertical adjusting cable is broken the technician refers to the CMM for
the cable part number and removes and replaces it. The maintenance task is accomplished, restoring a component
and bringing it back to a serviceable state. CMM are commonly used in a shop situation, since airlines normally
remove and replace complete part assemblies to save time.

FAULT ISOLATION MANUAL

-This contains set of fault isolation trees to help in troubleshooting, isolate sections where fault occurred, and
identifying and to pinpoint problems.

The aircraft fault system shows the fault occurrence at the flight deck on the engine-indicating and
crew-alternating systems. This is a block diagram that provides reference to AMM tasks and sub-tasks.

COMPONENT LOCATION MANUAL

-This provides the location of all the major equipment items of the aircraft. This is a great tool for finding part
numbers of the component and its location.

The CLM works with four different sections:

ATA Coding System – Used to find items from ATA Chapter
Fin Number System – This works with the Illustrated Parts Catalog with items in alphanumeric system
Illustrated Parts Catalog
Items Location Figures

ILLUSTRATED PARTS CATALOG

-This is the list and location diagram of all parts used on the aircraft. This includes parts of all systems (usually not
customized).

Every aircraft is given with a serial numbers, and registry numbers which is used in the IPC for effectivity in
searching using the ATA Chapters.

STORAGE AND RECOVERY DOCUMENT

-This contains information needed to address maintenance and servicing od aircraft that are out of service and
stored for a long time.
STRUCTURAL REPAIR MANUAL
-This is an airframe-specific manual that provides the operator with information regarding the aircraft skin and other
specific tolerances and procedures.

The SRM gives the acceptable dimensions and limits of damage to the aircraft structure so the operator knows
when the damage should be fixed.

For example, when an aircraft incurs damage such as a dent, usually the dent is measured in by its depth and in
relation to its surrounding area. The operator then investigates the SRM for the area where the dent is located on
the aircraft to see if it will be a minor or a major repair. The SRM will also indicate the number of hours the aircraft
can fly with the dent.

MAINTENANCE PLANNING DATA DOCUMENT

-This document provides airline operator with a list of maintenance and servicing task performed.

The tasks are divided into various groupings for older aircraft models—daily, transit, letter checks, hourly limits,
and cycle limits—and are used for planning purposes by the airline.

SCHEMATIC DIAGRAM DATA

-This provides diagram of electrical, electronic, hydraulic systems, and logic diagrams.

The schematic diagram data provides a detailed information and identifies wiring harnesses, connectors and
interfacing equipment.

WIRING DIAGRAM MANUAL

-The WDM provides information on the wiring run for all systems and components.

This is an essential tool for troubleshooting. Due to complexity of modern aircraft and its electrical system, the
WDM shows the wire routing from the aircraft nose to tail and from other sections to different connectors,
on-board-sensor, and control devices.

MASTER MINIMUM EQUIPMENT LIST

-This is issued by the manufacturer and developed by the flight engineering group.
-This is used to identify equipment that may be degraded and inoperative at the dispatch time.

The MMEL contains information on all equipment available on the aircraft model to which it applies. It is the
airline’s responsibility to develop its own manual tailored to its specific equipment.

DISPATCH DEVIATION GUIDE

-Item that are inoperative at dispatch requires maintenance action prior to deferral and dispatch.
-The instructions are provided by DDG to guide certain maintenance needed before dispatch.

CONFIGURATION DEVIATION LIST

-This identifies any external part of an aircraft =‘s panels, gear doors, flap fairings, cargo doors, and all door
indication and warning system.

The CDL is like the DDG but involves configuration of the aircraft rather than the aircraft’s system and
equipment.

Normally, these items are discovered during the line checks or at pre- or postflight checks of the day. The CDL
items do not affect the airworthiness and safety of the aircraft, and scheduled flight operation can be resumed.

NONESSENTIAL EQUIPMENT AND FURNISHING ITEMS

-This contains common deferred items, such as paneling, cup holders, missing paint off panel or cabin area.

The NEF uses a deferral program customized from the MMEL as a basis for air carriers to develop their air
carrier-specific items.
TASK CARDS
-Some task from the AMM are extracted and produced on separate cards.
-These task cards can be used “as is” or they can be modified by the operator for reasons discussed in the section
Airline-Generated Documentation

SERVICE BULLETINS & LETTERS, MAINTENANCE TIPS

-Whenever there are modifications in maintenance, or servicing, it requires appropriate paperwork to be
implemented.

A service bulletin (SB) is usually a modification of a system that will provide improved safety or operation of a
system and includes a detailed description of the work and parts required. A service letter (SL) usually provides
information to improve maintenance actions without equipment modification. The maintenance tip is a suggestion
for maintenance personnel to assist in their work or improve conditions.

REGULATORY DOCUMENTS
-These are documentation issued by an aviation governing body.

FEDERAL AVIATION REGULATIONS

-In the US, the FARs are documents collected by the federal law known as the Code Of Federal Regulations (CFRs).

These FARs address all aspects of the aviation field, including private, commercial, and experimental aircraft;
airports; navigational aids; air traffic control; training of pilots, controllers, mechanics, etc.; and other related
activities.

ADVISORY CIRCULAR
-This is a document issued by an aviation governing body to aid operators on meeting the requirements.

These ACs are not binding as law but are merely suggestions as to how to comply with other requirements. An
AC often states that it is “a means, but not the only means” of complying with a regulation.

AIRWORTHINESS DIRECTIVES
-The airworthiness directives are substantial regulations issued by the governing body to correct an unsafe condition
that exists in a product and a condition that is likely to exist or develop in other, similar products.

Aircraft owners or operators are required to maintain the aircraft in compliance with all Ads.

Typically, an AD will include (a) a description of the unsafe condition; (b) the product to which the AD applies; (c)
the corrective action required; (d) date of compliance; (e) where to get additional information; and ( f ) information
on alternative methods of compliance if applicable.

NOTICE OF PROPOSED RULE MAKING

-This is a process that indicates the intent to change or amend and existing Federal Aviation Regulation.

This provides an advance notice and invites public comment on proposed rules, which includes holding public
hearings or specific activities, rendering a decision, and issuing a new rule, directive, or requirement in the form of
an FAR.

AIRLINE-GENERATED DOCUMENTATION
-This may vary in name and actual content from the operators.

OPERATIONS SPECIFICATIONS
-The Ops Specs is a parent document, which refers to numerous other documents to avoid duplication and details
the airline’s maintenance, inspection, and operations programs.

TECHNICAL POLICIES AND PROCEDURAL MANUAL

-The TPPM3 is the primary document for the airline’s operation and, with other documents supplied by the airframe
manufacturer, serves as the requirement for a maintenance manual.
 It is usually written by engineering, to ensure technical accuracy, from inputs supplied by management.

The TPPM is a detailed document and may be several volumes. Personnel in all units must be trained on the
TPPM, especially those parts that relate directly to that unit’s operation, so that the operation will go smoothly.

INSPECTION MANUAL
-The IM may be a separate document distributed primarily to QC personnel, or it can be a chapter in the TPPM (usual
approach).

Some IMs may indicate details on the calibration of tools and test equipment.

IM is related to all inspection activities:

mechanic inspection tasks
QC inspector’s tasks;
special inspections (hard landings, bird strikes, etc.);
(d) the airline’s required inspection item (RII) program; and
(e) the paperwork, forms, and reports required to carry out these functions.

RELIABILITY PROGRAM MANUAL

-This documents provides the necessary information on the reliability program of the airline.
-This must be approved by the governing body.

MINIMUM EQUIPMENT LIST

-The MEL system is designed as an alleviating document, and its sole purpose is to discourage the operation of any
aircraft with inoperative equipment.

be less restrictive than the MMEL. Aircraft are designed with highly reliable equipment and systems with
redundancies, but a failure can occur at any time, and the object of an MEL is to reconcile an acceptance level of
safety while operating profitably and with inoperative equipment.

ENGINEERING ORDERS
-Any maintenance work not covered in the standard maintenance plan developed by engineering from the MRB
report or Ops Specs data must be made official by the issuance of an EO.

This is official paperwork, issued by engineering and approved by QA, and is usually implemented through the
production planning and control (PP&C) organization.

AMM- Airplane Maintenance Manual SBs- Service Bulletins

CLM- Component Location Manual SLs- Sevice Letters
CMM- Component Maintenance Manual FAR- Federal Aviation Regulation
VM- Vendors Manual ACs- Advisory Circulars
FIM- Fault Isolation Manual ADs- Airworthiness Directives
IPC- Illustrated Parts Catalog NPRM- Notice of Proposed Rule Making
SRD- Storage and Recovery Document Ops Specs- Operations Specifications
SRM- Structural Repair Manual TPPM- Technical Policies and Procedures Manual
MPD- Maintenace Planning data Document IM- Inspection Manual
SDM- Schematic Diagram Manua RPM- Reliability Program Manual
WDM- Wiring Devition Manual MEL- Minimum Equipment List
MMEL- Master Minimunm Equipment List EOs- Engineering Orders
DDG- Dispatch Deviation Guide
CDL- Configuration Deviation List
TC- Task Cards
AMT 637- LANDING GEAR SYSTEM

LANDING GEAR TYPES:

WHEEL
 Aircraft landing gear supports the entire weight of an aircraft during landing and ground operations.
 They are attached to primary structural members of the aircraft. The type of gear depends on the aircraft design and its
intended use.
 Most landing gear have wheels to facilitate operation to and from hard surfaces, such as airport runways.

SKID
 Other gear feature skids for this purpose, such as those found on helicopters, balloon gondolas, and in the tail area of some
tail dragger aircraft.

SKIS
 Aircraft that operate to and from frozen lakes and snowy areas may be equipped with landing gear that have skis.

FLOAT
 Aircraft that operate to and from the surface of water have pontoon-type landing gear.

AMPHIBIOUS AIRCRAFT are designed with gear that allow landings to be made on water or dry land. The gear features
pontoons for water landing with extendable wheels for landings on hard surfaces.

A similar system is used to allow the use of skis and wheels on aircraft that operate on both slippery, frozen surfaces and dry
runways. Typically, the skis are retractable to allow use of the wheels when needed.

LANDING GEAR ARRANGEMENT

Three basic arrangements of landing gear are used:
TAIL WHEEL-TYPE LANDING GEAR
 Tail wheel-type landing gear is also known as conventional gear because many early aircraft use this type of arrangement.
 The main gear are located forward of the center of gravity, causing the tail to require support from a third wheel assembly.
 The proliferation of hard surface runways has rendered the tail skid obsolete in favor of the tail wheel. Directional control is
maintained through differential braking until the speed of the aircraft enables control with the rudder. A steerable tail
wheel, connected by cables to the rudder or rudder pedals, is also a common design. Springs are incorporated for
dampening.

TANDEM LANDING GEAR

 Few aircraft are designed with tandem landing gear. As the name implies, this type of landing gear has the main gear and
tail gear aligned on the longitudinal axis of the aircraft.
 Sailplanes commonly use tandem gear, although many only have one actual gear forward on the fuselage with a skid under
the tail.

TRICYCLE-TYPE LANDING GEAR

 The most commonly used landing gear arrangement is the tricycle-type landing gear. It is comprised of main gear and nose
gear.

Tricycle-type landing gear is used on large and small aircraft with the following benefits:
1. Allows more forceful application of the brakes without nosing over when braking, which enables higher landing speeds.
2. Provides better visibility from the flight deck, especially during landing and ground maneuvering.
3. Prevents ground-looping of the aircraft. Since the aircraft center of gravity is forward of the main gear, forces acting on
the center of gravity tend to keep the aircraft moving forward rather than looping, such as with a tail wheel-type landing gear.

 The nose gear of a few aircraft with tricycle-type landing gear is not controllable. It simply casters as steering is
accomplished with differential braking during taxi.
 However, nearly all aircraft have steerable nose gear. On light aircraft, the nose gear is directed through mechanical linkage
to the rudder pedals.
 Heavy aircraft typically utilize hydraulic power to steer the nose gear.
 Control is achieved through an independent tiller in the flight deck.
 The main gear on a tricycle-type landing gear arrangement is attached to reinforced wing structure or fuselage structure.
 The number and location of wheels on the main gear vary.
 Many main gear have two or more wheels.
 Multiple wheels spread the weight of the aircraft over a larger area.
 They also provide a safety margin should one tire fail.
 Heavy aircraft may use four or more wheel assemblies on each main gear.
 When more than two wheels are attached to a landing gear strut, the attaching mechanism is known as a BOGIE.
 The tricycle-type landing gear arrangement consists of many parts and assemblies. These include air/oil shock struts, gear
alignment units, support units, retraction and safety devices, steering systems, wheel and brake assemblies, etc.

FIXED AND RETRACTABLE LANDING GEAR

Further classification of aircraft landing gear can be made into two categories:
 FIXED and RETRACTABLE. Many small, single engine light aircraft have fixed landing gear, as do a few light twins. This
means the gear is attached to the air frame and remains exposed to the slipstream as the aircraft is flown.
 A great deal of the parasite drag caused by light aircraft landing gear can be reduced by building gear as aerodynamically as
possible and by adding fairings or wheel pants to streamline the airflow past the protruding assemblies. A small, smooth
profile to the oncoming wind greatly reduces landing gear parasite drag.

RETRACTABLE LANDING GEAR stow in fuselage or wing compartments while in flight.

 Once in these wheel wells, gear are out of the slipstream and do not cause parasite drag.
 Most retractable gear have a close fitting panel attached to them that fairs with the aircraft skin when the gear is fully
retracted.
 Other aircraft have separate doors that open, allowing the gear to enter or leave, and then close again.
PE 3

BASIC TECHNIQUES IN BADMINTON

FOR BEGINNERS PLAYER

-Do not rush through to learn all the different types of badminton shots. Learn and practice each type of shot until you’re really
good at it. Then move on to learn new types of shots.
-As a beginner, you should learn the basics BEFORE learning how to hit badminton shots.
In fact, you should get your basics right from the start or else you will develop bad habits that will restrict you from becoming a
pro player.

BASIC GRIPPING TECHNIQUE

-Learn how to hold your racket using the forehand and backhand grip. If you are not holding the racquet properly, you won’t be
able to execute strong shots especially to your opponent’s baseline.

BASIC FOOTWORK
-Good footwork allows good movement around the court. Learn the basics of covering the court to return your opponents’
shots!

BASIC STROKE
-Strokes are simply your swing action to hit the shuttle. If you don’t perform your strokes correctly, you won’t be able to execute
quality badminton shots.

BASIC SERVICE
-A badminton rally starts with the serve. Learn the correct techniques to deliver good serves. Good serves definitely give you an
edge over your opponent right from the start of the rally.
-Take note during service is always think to serve diagonally. Right side for right side and left side for lift side.

BASIC STANCE
-A good stance sets you up to defend and attack effectively during a game! Learn the offensive stance, defensive stance, and the
net stance. You’ll find yourself at the top of your game when you use them correctly.

BASIC BADMINTON SHOTS

-When you are familiar with the badminton basics, you can start learning some basic badminton shots.
-These shots are sufficient for you to win rallies in a beginner’s game.

DEFENSIVE HIGH CLEAR/LOB

-Lobbing is mainly used as a defensive shot. When you’re out of position, hit the high clear/lob to ‘buy’ yourself time to recover.
-Learn the techniques to execute a badminton clear/lob.

DROP SHOT
-Make sure you have a variation of shots in your games. Drop shots are perfect to variate the pace of the rally.

SMASHING/SMASH
-Rallies are often put away with the smash. It is the most powerful shot in badminton — learn the correct smashing technique…
and executing a smash with power will be easy.