AERO ENGINE ACCESSORIES

INTRODUCTION

A major power unit or equipment is installed

with certain components and accessories for its
normal function. These components and accessories
cannot be defined very rigidly. There are various
components and accessories under airframe, engine
and electrical system.
 AERO ENGINE ACCESSORIES
PURPOSE
-To make major equipment function
-To help in fulfilling its functional requirements

Accessories are only supplementary items, without

which the equipment can function but it may not full
fill all its requirements. e.g.
• Air Compressor
• Auxiliary Unit
• Vacuum Pump
• Feathering Pump
• Oil Cooler C.S.U (Constant Speed Unit)
 COMPONENTS

Components are complimentary items of

major equipment without which the equipment
will not function e.g.

- Carburetor

- Magneto

- E.D.P.

- Ignition Harness.
 AIRCRAFT FUEL SYSTEM
FUNCTION: To provide an un-interrupted supply of
fuel to the engine driven pump at all operating
conditions of the aero-engine.
AIRCRAFT FUEL SYSTEM
 AIRCRAFT FUEL SYSTEM
REQUIREMENTS
 Continuous fuel flow to each engine.

 Able to establish a pre-determined order for

emptying the tanks as per the aircraft design.

 Ensure positive feed to the EDP.

 Emergency fuel system to the engine .

 Able to supply uninterrupted fuel to the

engine at boost pressure .
SIMPLE TWIN ENGINE FUEL SYSTEM
SIMPLE TWIN-ENGINE FUEL SYSTEM
 FLOW PATH OF COMPRESSED AIR
PRESSURISED AIRCRAFT FUEL SYSTEM
TO RECUPERATOR TO REAR
IN FRONT TANK TANK

TO DROP
P.R.V. TANK

AIR-FILTER
FUEL TANK PRESSURISATION SYSTEM
 REASONS FOR PRESSURIZATION

 To transfer fuel from tank to tank

 To prevent low temperature effects of the fuel

 To prevent excessive fuel vapour formation

 To maintain the shape of fuel tanks.

 To prevent fire hazards.

 AIRCRAFT FUEL SYSTEM
SAFETY DEVICES AND ACCESSORIES
AIR FILTER

The air from the engine compressor is filtered

before it enters the system; this prevents dirt affecting

the operation of the pressure reducing valve or flow

control valves.
 AIRCRAFT FUEL SYSTEM
SAFETY DEVICES AND ACCESSORIES

PRESSURE REDUCING VALVE

To reduce the compressed air pressure, which is

used for pressurization of aircraft fuel tanks to a level,
where it is not likely to damage the aircraft tanks and
also fulfilling the pressurization requirements. Air
taken from the compressor of gas turbine engine, is
also used for pressurizing of fuel tanks.
 AIRCRAFT FUEL SYSTEM
SAFETY DEVICES AND ACCESSORIES

SUCTION AND PRESSURE RELIEF VALVE

This type of valve is fitted to both the front and

rear tanks to prevent possible damage to the tank by
limiting the maximum and the minimum atmospheric
pressure within it.
 AIRCRAFT FUEL SYSTEM
SAFETY DEVICES AND ACCESSORIES

VAPOUR RELEASE VALVE

During inverted flying, air may pass in to the

front tank, further, at high altitude fuel may boil.

The pocket of air or vapour that results may stop

fuel been transferred from other tanks especially when
the aircraft is climbing.

The vapour vent valve prevents this. As the

liquid level in the tank falls, a float opens a vent valve
and the gas is allowed to escape .
 AIRCRAFT FUEL SYSTEM
SAFETY DEVICES AND ACCESSORIES

PRESSURE SENSOR UNITS

Pressure sensor units are used in aircraft fuel

system to indicate for empty conditions of tank.
Whenever this pressure is dropped less than the pre-
set pressure of this sensor, it will send an electrical
signal, which will be converted to light to indicate that
particular tank is empty.
SELECTOR AND CROSS FEED COCKS

SELECTOR COCKS

Selector cocks are essential to permit tank

selection and to allow pipelines and components to
be removed without draining the tank.

CROSS FEED COCK

It makes a cross feed line by allowing either

engine to be fed from opposite side tanks during an
 INVERTED FLIGHT VALVE
 Fitted on fighter aircrafts

 Ensures positive supply of fuel during inverted flight.

 Its valves are actuated by freely moving weight.

 During normal flying, this valve will remain in open

position.

 During inverted flying, the valve is mechanically operated

by the weights to the close position. But because of the

construction of the tank in which inverted flight valve is

fitted, the open mouth of the valve casing will still be

immersed in fuel..
INVERTED FLIGHT RECUPERATOR
PURPOSE: It ensures a positive feed under inverted
flight conditions.

CONSTRUCTION: It consists of fuel tight metal casing

that houses a rubber bag. Fuel is fed into one end of
the container from the low-pressure delivery pipeline
to the engine; the other end of the container is fed
with air from the fuel tank pressurization system. The
rubber bag forms a flexible seal between fuel and air.
INVERTED FLIGHT RECUPERATOR
 INVERTED FLIGHT RECUPERATOR
OPERATION: During normal flight the casing is
charged with low-pressure fuel at 15 PSI, which forces
the lower pressure air out of the container past an air
pressure relief valve set to 11 PSI.

When the delivery of low pressure fuel from the

tank fails as in inverted flight, the 10 PSI air pressure,
acting on the outside of the rubber bag discharges the
fuel stored in the recuperator, back into the engine
supply line and so prolongs the normal flow.

The volume of fuel so stored is usually sufficient

to maintain power for at least 20 seconds. When the
aircraft returns to a normal attitude the recuperator
automatically recharges..
FUEL FLOW PROPORTIONER
Fuel flow proportioner automatically meters the fuel
flow for consumption from the tanks at a ratio
proportionate to their sizes so that the center of gravity
of an aircraft in flight and the load carried is distributed
evenly around its designated point of balance.

Fuel balance should be maintained for the following

reasons:
• To prevent excessive lateral unbalance of the aircraft
with fuel in the internal and external tanks.
• To maintain the aircraft center of gravity within
longitudinal limits after the wing tanks are empty.
• To prevent one feed tank from becoming empty
before the other.
FUEL FLOW TRANSMITTER

The fuel flow meter is generally the last item of

aircraft fuel system installed in the main fuel pipeline
between the tank and the engine and registers the
amount of fuel consumed i.e., "litres gone".

It consists of a transmitting unit, which measures

the actual quantity of fuel passed through the unit and
sends electrical impulses to the indicator, which makes
a comparative recording.
PRESSURE RELIEF VALVE

 Fitted in the wing tank circuit to serve both

the wing and the drop tanks.

 The valve allows, the tanks to vent to

atmosphere when the internal pressure is slightly
above that required to transfer the fuel, yet reduces
this loading during pressure refueling.

 This reduced loading lowers the

backpressure acting against the refueling pump
e.g., While the normal blow-off pressure may be 8
PSI, the valve blows to 2 PSI during refueling.
 TYPE OF FUEL TANKS
(AS PER CONSTRUCTION)

There are three types of fuel tanks as per

construction:

- Flexible fuel tank.

- Rigid fuel tank.
- Integral fuel tank.
TYPES OF FUEL TANKS
ADVANTAGES: FLEXIBLE FUEL TANK OVER RIGID FUEL TANK

- More fuel capacity.

- Less likely to leak or damage by flexing.

- Can withstand distortion, vibration and excess

loads, better than rigid type.

- When not completely full of fuel, it is almost

crash proof.

- Lighter
 PROTECTIVE COVERING OF TANK
- A protective covering may be fixed to the outside
of a rigid/flexible fuel tank.
- The covering is not special to type and similar
covering materials are used to protect different types of
tank.
- The protective covering usually consists of
several layers of fabric or fabric and rubber, which are
cemented to the material of the tank with adhesives,
when a tank is fitted with a protective covering in
general.
- It becomes stiff enough to support its own weight
and retain its shape. However, when the various metal
fittings are added, the tank will sag and it needs
support.
 SELF-SEALING COVERING

- These coverings have been developed to reduce

the magnitude of a fuel leak, if for any reason the fuel
tank is pierced or ruptured.
- The self-sealing cover is of glass fabric or nylon
fabric on the outside of the tank with cellular rubber.
- This type of rubber is a material that is
immediately affected by contact with fuel.
- If tank leaks, the cellular rubber swells on contact
with fuel and forces its way into the puncture to block
the hole and reduces or stops the leak.

- Minor leak may remain uncovered for some time

until the self-sealing cover begins to swell and bulge on
the outside.
CRASH-PROOF COVERING

- To give some measure of protection against

crash impact damage, fuel tanks may be covered by
layers of woven glass fabric.

- When fuel tanks are covered in this way they are

called crash proof tanks.
 BOOSTER PUMP
- An electrically driven centrifugal pump
mounted in the bottom of the fuel tanks in large aircraft.
- Booster pumps are used to provide a positive
flow of fuel under pressure to the engine for starting
and to serve as an emergency backup in the event the
engine-driven pump should fail.
- They are also used to transfer fuel from one
tank to another and to pump fuel overboard when it is
being dumped.
- Booster pumps maintain pressure on the fuel
in the line to the engine-driven pump to prevent a
vapour lock forming in these lines.
- Centrifugal booster pumps have a small
agitator propeller on top of the pump impeller. This
agitator causes the vapours in the fuel to be released
before the fuel leaves the tank.
 BOOSTER PUMP

- To ensure positive feed to the E.D.P.

- To avoid air and vapour locks, specially at higher
altitude.
- To act as reserve pump incase of E.D.P. Failure.

- To transfer fuel from tank to tank.

- To prime the fuel system when the E.D.P. Is
stationary.
FILTERS
 PURPOSE OF FILTERS
A filter is an accessory fitted in a fluid system:
- To ensure clean supply of the working fluid
through filtration action.

- To prevent entry/ flow of insoluble substances

(e.g. Dirt/ dust/ water/ foreign objects) with the
working fluid into/ through the fluid system.
EFFECT OF UN-FILTERED SUPPLY OF WORKING FLUID

. Wear/ tear of fine-finished internal parts and working

surfaces
. System starvation (i.e. partial/ complete stoppage of
fluid flow) due to restricted/ blocked fluid passages

. Initially, adversely affected operation of the system

causes a loss of system-performance .

. Subsequently, system failure is caused due to fluid-

starvation / mechanical failure.
 FILTER LOCATION

- At the outlet of the storage tank

- Generally before / after a pump as per the system

design

- At the entry of fine cored passages

 PARTS OF A CONVENTIONAL FILTER

- Inlet Port
- Filter Bowl / Body
- Filtering Element
. Filtration Medium
. Reinforcement Support
- O- Ring(s) / Seals
- Clogging Indicator Cum Bypass Valve
- Outlet Port
- Filter Drain Plug / Bleed Valve
 GENERAL FEATURES

DIRECTION
OF FLOW
DEPENDS ON
DESIGN

FILTER
FLOW RATE & FILTRATION
PRESSURE RATING CAPACITY DEPENDS
DEPEND ON SURFACE ON FILTERING
AREA EXPOSED MEDIUM & ITS
TO FLOW THICKNESS
 TYPES OF FILTERS

Filters are classified as per

- System in which they are used

- Pressure/ flow rating
- Filtering capacity
- Filtering medium
- Direction of flow
- Make

Note: Filters are identified by part number and / or

serial number.
 COMMON TYPES OF FILTERS

- Lockheed Micronic Filters

- Voke’s Fuel & Oil Filters

- Tecalemit Oil Filters

- Purolator Filters

- Wire Gauge Filters

 TYPES OF FILTERS
FILTER SYSTEM DIRECTION FILTERING WORKING FLOW
OF FLOW MEDIUM PRESSURE RATE

LOCKHEED FUEL OUT TO IN 55-60 PAPER DISCS

MICRONIC
FILTER
MOUNTED ON BOLT
OR SHAFT
- -
OIL IN TO OUT FELT REINFORCED 125 PSI
WIRE GAUGE -
VOKE’S
FILTER FELT REINFORCED 100 PSI (TYPE-A) 300
FUEL OUT TO IN WIRE GAUGE GAL/HR
250 PSI (TYPE-B)

TECALEMIT OIL OUT TO IN FELT REINFORCED

FILTERS WIRE GAUGE - -
PUROLATOR FUEL/ OUT TO IN ROLLED WIRE
FILTERS OTHER
FLUIDS
WOUND ON FRAME - -
WIRE GAUGE FUEL/ OUT TO IN/ WIRE MESH
FILTERS OIL/
AIR
IN TO OUT - -
REQUIREMENT OF OIL TANK

• It should be such that the entire content of the

tank will be available for use in level flight.

• The shape of the tank is dependent on the

aircraft structure.

• The total volume of the tank is dependent on the

aircraft structure.

• The total volume of the tank should not be less

than that of the net requirement and it should also
include an air space (Ulage).
The purpose of this air space is :-

• To accommodate the oil content of the engine

sump.

• To provide space for Gasoline during oil dilution.

• To give space for oil displaced from propeller

• For expansion and frothing.

 NEGATIVE `G' DEVICE

In fighter aircrafts and those capable of

performing aerobatics, a device known as negative
`g' device, is included to ensure that when aircraft,
in flight takes sudden change of direction or is
flying inverted, the oil continues to be fed into the
engine.
 TYPES OF OIL COOLERS

Oil coolers can be divided into two types:-

- Fuel-cooled oil cooler.

- Air-cooled oil cooler.

Air-cooled oil cooler is further divided into two types

as per the constructions:-

- Primary-surface air-cooled oil cooler.

- Secondary-surface air-cooled oil cooler
ADVANTAGES OF FUEL COOLED OIL COOLER

- The complete absence of components, which

produce drag.

- Higher engine thermal efficiency. The heat

absorbed by the oil is not wasted by dissipation into
the atmosphere.

- The oil system does not spread into the aircraft

structure but is integral with the engine.

- With the warming effect on the fuel there is less

tendency at altitude for ice crystals to form in
altitude
 DE-AERATOR
PURPOSE De-aerator separates the air from the oil by
centrifuging action.

OPERATION Oil emulsified with air enters the de-

aerator, where the oil emulsion is centrifuged at high
rpm to separate the air. The separated air, which still
has suspended oil vapour, is directed back to the gear
box through a butterfly valve. The oil collected on the
periphery of the de-aerator housing is returned to the oil
tank.
The butterfly valve does not open until the de-
aerator rotor speed reaches a pre-determined rpm, thus
preventing the flow of oil from the de-aerator to the
accessory box at lower rpm, as the centrifugal force
below this rpm is not sufficient to centrifuge the oil
particles fully to the collecting passage.
DE-AERATOR:BLOCK DIAGRAM

Engine
Accessory De-aerator Oil Tank
Gear Box

BUTTERFL
Y
Air With VALVE
Suspended
Oil Vapour

At lower RPM Butterfly Valve remains closed not to allow oil to enter EAGB
 CENTRIFUGAL BREATHER
PURPOSE The centrifugal breather separates the oil
from air by centrifuging action.

DESCRIPTION Mounted on the accessory gearbox,

it rotates at 13,000 rpm at 100 % rated speed of the
engine and breathes the air with suspended lubricating
oil particles contained in the accessory gearbox
separating the oil from the air by centrifugal action.

The oil thus separated returns to the gearbox,

while the air is vented out to the atmosphere through a
Barostatic Valve which comes into operation only at
altitudes beyond 12 km. Below this altitude, it only
provides a direct venting passage.
 CENTRIFUGAL BREATHER
Beyond 12 km altitude, the bellow contracts and
closes the direct air venting passage as in this condition.
The Spring Loaded Disc Valve comes into operation to
vent the air out, when the differential pressure between
the centrifugal chamber and the ambient pressure reaches
a value of 0.12 bar.
Operation of Barostatic Valve prevents excessive oil
loss due to evaporation and ensures effective scavenging
of oil from EAGB at high altitude.
Spring Loaded Disc Valve maintains the pressure
inside EAGB.
CENTRIFUGAL BREATHER
 CENTRIFUGAL BREATHER
BLOCK DIAGRAM

Air-free Oil

To
Engine atmosphere
Accessory Centrifugal
through
Gear Breather Aircraft
Box Vent

Barostatic Valve
 PURPOSE AND TYPES OF FUEL PUMPS

Pumps supply pressurized working fluids to meet

the engine demands under various operating
conditions. They also can be employed to transfer fluid
from tank to tank or for priming. Pumps thus employed
fall under two categories, viz., Engine driven and hand
or electrically operated pumps.

Engine driven pumps may be: -

• Gear type
• Vane type
• Diaphragm type
• Plunger / Piston type (Rotory / Axial)
GEAR TYPE PUMPS
These are similar in operation to engine oil
pumps, but are not regarded as being completely
satisfactory when handling high octane fuel,
particularly at high altitudes required by most
modern aircrafts.
Positive delivery pumps of this and rotary vane
type are usually provided with a diaphragm operated
relief valve, which maintains a constant delivery
pressure irrespective of pump suction conditions.
Fuel serving this pump acts also as a lubricant,
because pump run dry.
 DIAPHRAGM TYPE PUMP

The pump is a self

contained unit attached to the
engines by a spigotted
circular flange.

The drive is transmitted by

a rotary motion. This pump
as a unit has two sets of
diaphragm pumps each
independently operated,
having a common fuel inlet,
each having separate filter.
 OIL PUMPS
PURPOSE
The lubricating oil drawn from oil tank is
pressurised by the pressure pump and fed into the
lubrication system through a pressure filter and non-
return valve.
Scavenge pumps scavenge the lubricating oil
from the lubricating system and send back to the oil
tank through the oil cooler.
TYPES There are mainly two types of oil pumps:

(a) gear type

(b) vane type
 LET US KNOW ABOUT I.C. ENGINES

.AIR-BREATHING I.C. ENGINES

 RECIPROCATING ENGINES

2-Stroke Engine 4-Stroke Engine Radial Engine

ROTARY ENGINES

Wankel Engine
ROTARY ENGINES

Gnome Engine
GAS TURBINE ENGINES
 I.C. ENGINE
 NON-ASPIRATED

ROCKET ENGINES
 ENGINE STARTERS


NECESSARY & SUFFICIENT CONDITIONS FOR
STARTING ENGINES

(RECIPROCATING / ROTARY / GAS TURBINE)

 Combustible air-fuel mixture

 Means of ignition

 Source of initial torque

 METHODS OF CRANKING ENGINES

 HAND SWINGING (THROUGH PROPELLER)

 HAND CRANKING (i.e. MANUALLY THROUGH A HANDLE)

 USING STARTER (i.e. THROUGH A MECHANISED DEVICE)

IMPULSE STARTER
 IMPULSE STARTER

• An impulse starter is used while starting low

/ medium powered magneto fitted multi-
cylinder piston engine.

• There is a spring-loaded clutch device

between the engine drive and the magneto
spindle that helps in increasing the rate of
rotation of the magnet momentarily and
increases the voltage produced.
IMPULSE STARTER

                                 
 IMPULSE STARTER
• Initially the body of the starter is rotated while
the rotating magnet remains stationary. This results
in winding of the spring in the coupling. At the
appropriate time the fly weights are released and
the spring unwinds.

• The rapid movement of the magnet results in a

better spark. As soon as the engine starts running,
the fly-weights are held in release position by
centrifugal force and the magnet fires in the normal
advance position.

• However, during engine start up the retard spark

is produced when the magneto rotation is held back
by the impulse starter of inertia coupling.
INERTIA STARTER
 INERTIA STARTER

• It consists of a large fly-

wheel which is set in motion
by hand or mechanical
means. When the fly-wheel
is turning rapidly it is
suddenly connected to the
engine and its
momentum rotates the
crankshaft.
 ELECTRIC STARTER

• It consists of an electric motor, a

reduction- gear and an automatic engaging /
dis-engaging mechanism, which operates
through an overload release.

• The engine is cranked directly by the

starter and controlled from the cockpit. The
electric starter provides instantaneous and
continuous ‘cranking.’
AUXILIARY POWER UNIT (APU)
 AUXILIARY POWER UNIT (APU)

•The primary purpose of an aircraft APU is to provide

power to start the main engines.

•Once the APU is running, depending on the design, it

provides electric, pneumatic or hydraulic power to
start the aircraft's main engines.

•The functions of engine starting and providing

electrical and hydraulic power are divided up among
two units, the jet fuel starter and the emergency power
unit.

•APUs are also used to run accessories while the

engines are shut down.
 TURBO-STARTER
- A turbo-starter is a self-contained unit with
short starting cycle, devised to provide
instantaneous and reliable starting without
ground support.

- A high-pressure stream of air/gases is

forced through a high-speed turbine, the
drive from turbine is transmitted to the
engine through a reduction-gear mechanism
and an over-run clutch assembly.
TURBO-AIR STARTER
CARTRIDGE TURBO-STARTER
 CARTRIDGE TURBO-STARTER
•This is an impulse turbine impacted by burning gases
from a cartridge, usually created by igniting a solid
propellant similar to gun powder. It is geared to rotate
the engine and also connected to an automatic
disconnect system, or overrunning clutch.

•The cartridge is set alight electrically and used to turn

the starter's turbine. The cartridge may look like a gun
shell/small rocket. Cartridge firing is followed by
pinching sound deep black smoke and it gives an
illusion of engine fire.
 LIQUID FUEL TURBO-STARTER

Micro Turbo Noelle 180

LIQUID FUEL TURBO-STARTER
LIQUID FUEL TURBO-STARTER
 AIRCRAFT FIRE PREVENTION
The various common causes contributing to
aircraft engine fire are

 Spillage of fuel/oil
 Electrical spark
 Human error
 Accidental fire
 An Aviation Professional is involved
 with various kinds of Aviation
equipments, Ground Support
Equipments, Tools & Testers, Technical
Publications & Documents, FOL
Products, Precision Instruments, Spares
& Consumables, Chemicals, Operations
and Processes.

He is supposed to be aware, vigilant and

committed to identify factors causing
damage to aircraft and aero-engines and
rule out all possibilities at the earliest.

He should always be ready to play his

part in ensuring Aerospace /
Maintenance Safety.
 RESOURCES
LIFE
EQUIPMENT FOR
PRODUCTION

OPERATIONAL
ADMINISTRATIVE COST OF REPAIR
CAPACITY
BURDEN DUE TO OR
&
INVESTIGATION REPLACEMENT
PREPAREDNESS

MORALE OF
PERSONNEL
DELAY IN MISSION NATIONAL IMAGE
&
CITIZENS
 Loss of resource/lives &
Operational capacity /
readiness.

 Involves great cost of

repair & investigation.

 Leads to diversion of
other resources (e.g. Man
power & equipment) from
production or other
operations.
 Results in
delay/failure of the
mission.

 Affects morale of
citizens & personnel.

 Tarnishes the National

image/reputation of
IAF world-wide.
 MAN MACHINE MATERIAL

IDEA REALITY

METHODS MEASUREMENT MISSION-ORIENTATION

These above-mentioned factors in themselves are causes

of defects, failures, accidents, incidents & damages.
FAULTY ASSOCIATED
FACTORS:

 Workmanship at
- Operating Unit
- Repair Agency
FAULTY ASSOCIATED
FACTORS:

 Servicing Instructions
FAULTY ASSOCIATED
FACTORS:

 Material
FAULTY ASSOCIATED
FACTORS:

 Design
FAULTY ASSOCIATED
FACTORS:

 Storage
EXTRANEOUS/ENVIRONMENTAL FACTORS:

 Birds
 Rodents
 Animals
EXTRANEOUS/ENVIRONMENTAL FACTORS:

 FOD
EXTRANEOUS/ENVIRONMENTAL FACTORS:

 Accidents
- heavy crash landing,
- gale/storm/turbulent
weather
- transportation/
loading/un-loading
- fire
FOR HUMAN ERROR / FAULTY WORKMANSHIP:

 Work- Plan & Organize

 Cleanliness & Orderliness- Maintain

 Tools – Ensure Correct Usage
 Contamination- Avoid

 Measurements/Torque- Ensure Accuracy

 Replacement items & spares– Ensure Proper Use
 Precautions/Warnings- Observe Meticulously

 Training (on job & continuity)- Conduct Regularly

 Dependence on Memory- Avoid
 Sound Health- Maintain

 Human Needs- Ensure Satisfaction

FOR INADEQUATE SERVICING INSTRUCTIONS:

 Ensure 3 ‘A’s in
respect of S.I. / M.P.S.

- Availability

- Applicability

- Awareness
FOR IMPERFECT WORKMANSHIP AT REPAIR AGENCY:

 Avoidance of

- Short cuts in
processes

- Mishandling of
consignment
FOR WEAKNESS IN DESIGN:

 Ensuring timely

- Testing of design factors

- Embodiment of structural
modifications
- Feed back to the Manufacturers
FOR FAULTY MATERIAL:
 Bringing out to the
notice of the Manufacturer
any material fault noticed
during use / servicing.

 Seeking manufacturers’
advice & replacement
of item within warranty
period.
FOR FAULTY STORAGE:

 Ensuring proper

- Storage servicing.

- Storage life monitoring

& follow-up servicing.
FOR FOD:
 Ensuring
- Use of F.O.D. Bins
DAILY
/Lines TOOLS ISSUE
F.O.D
REGISTER
BIN
- Accounting of Tools OPENED ON: 01 APR11
CLOSED ON:
/Replacement Items
/Spares

- Use of Tool-finder.
FOR FOD:

 Cleaning of Servicing /
Operating Area

 Strict Supervision
FOR BIRD HIT:
 Airfield Management
through

- Bird Chasers / Bird

Shooters / B.H.C.T.

- Gas Cannons

- Electronic Bird
Repellers

- Reflectors / Bird
Strobe Lites
FOR BIRD HIT:
 Airfield Management in the
form of

- Inspections &
Standby-vehicle with
F.L.I.R.
(Forward Looking Infra Red)
Thermal Radar.

- Operational Changes
for Air-traffic

- Mesh Cover for the

Drainage

- Grass/Tree Cutting
FOR ACCIDENTAL DAMAGE:

 Ensuring proper

- Picketing of aircraft

- Fencing of operational
area
FOR ACCIDENTAL DAMAGE:

 Ensuring proper

- Loading/un-loading
procedure during
transportation/shipping

- Use of loading
/un-loading equipment
 ENGINE DAMAGE
• Faulty workmanship/human error.
• Inadequate servicing instruction
• Foreign object damage.
• Accidental damage.
• Imperfect workmanship at repair agency.
• Damage due to bird hit.
• Corrosion, Deterioration or excessive wear due
to faulty storage.
• Faulty material.
• Weakness in Design