Instrument - Lab - CU (1) Shinderpal

University Institute of Engineering
Chandigarh University
Mohali, Punjab (INDIA)
Lab Manual
Aircraft Systems and Instruments Lab
For
B. E. Aerospace Engineering
Semester-IV
Subject Code
ASP-260
Index
Page
S.No. List of Experiments
No.
1. To study the basics cockpit instruments.
2. Aircraft Jacking procedure
3. Aircraft leveling procedure
4. Control system Rigging up procedure
5. Aircraft Symmetry check procedure
6. Pneumatic control system to control the Flap
7. Pneumatic control system to control the Ailerons
8. Pneumatic control system to control the Elevator
9. Pneumatic control system to control the Rudder
10. To study the basic aircraft fuel system operation
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COCKPIT INSTRUMENTS
Aim 1:
 To study the basic cockpit instruments & operate the aircraft propeller.
Theory
Aircraft instruments are the various displays and dials in an aircraft that the pilots use
to allow them to understand where the plane is and what it is doing.
When you are sitting in the airplane, you will probably notice six flight instruments in
front of you. The typical arrangement of these instruments is shown below:
1. Airspeed indicator
2. Attitude indicator
3. Altimeter
4. Turn coordinator
5. Heading indicator
6. Vertical speed indicator
Fig. 1.1 Basic flight instruments

Airspeed Indicator:
 ASI is an instrument that provides information on the horizontal speed of the
aircraft in reference to the surrounding air (not the ground). Since this factor (the
Aerospace (Semester-IV)
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airspeed) has very big influence on the lift created by the wings, this instrument and
its indication has great importance for the safety of flight.
 Tells the pilot how fast the plane is going.

 To shows the aircraft's speed relative to the surrounding air
 Speed is measured in knots.
 The airspeed can be calculated by measuring the differences of air pressure.
 Air pressure is measure using pitot-static system.
Attitude indicator:
 The attitude indicator displays a picture of the attitude of the aircraft.
 To show the aircraft's attitude relative to the horizon.
 Also called as artificial horizon.
 Shows whether wings are level or not and whether aircraft pitch up or down.
Altimeter:
 The altimeter displays the altitude of the airplane above mean sea level (MSL)
when properly adjusted to the current pressure setting. The value is expressed
in feet (ft); it can be meter (m) in some aircraft.
 Also called as Altitude Meter
 To indicate how high the aircraft is from sea level (altitude).
 Measured in feet.
 It works by measuring air pressure that enter through pitot-static system.
 Air pressure increases and decreases as the aircraft descends and climbs
 Gives the aircraft's height (usually in feet or meters) above some reference
level (usually sea-level) by measuring the local air pressure.
 It is adjustable for local barometric pressure (referenced to sea level) which
must be set correctly to obtain accurate altitude readings.
Turn coordinator:
 To display direction of turn and rate of turn. Use the gyroscope.
 For example, direction of roll while the aircraft is rolling.
 Measured in degrees per minute
How the turn coordinator works?
 A gyro is mounted at a 30 degree angle inside instrument case

 As the aircraft turns , applied forces cause the gyro to spin and rotate
 As this happens, the small plane on the instrument face indicates bank
Heading indicator:
 The heading indicator is used to inform the pilot of the aircraft's heading.
 To displays aircraft heading/direction with respect to earth’s magnetic north.
 Also called directional gyro or gyro compass (Use the gyroscope)
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 When the aircraft turns, the needle indicates which direction it is heading.
 Measured in degrees (0-north, 90-west, 180-south, and 270-east)
Vertical speed indicator:

The vertical speed indicator (VSI), called also variometer or a vertical
velocity indicator, indicates whether the airplane is climbing, descending, or
in level flight. The rate of climb or descent is indicated in feet per minute. If
properly calibrated, the VSI indicates zero in level flight.
Fig1.2 Cockpit Layout of Cessna 172
Description
Basic flight instruments and navigation instruments are mounted and fixed on
the cockpit panel board. To view the better visualbility of the instruments light
system is fixed inside the indicator a 12 volt battery is provided to give the power
supply. At the front end propeller is fixed and it’s operated via two stroke engine
coupled with shaft and pulley. Speed sensor fixed in the shaft to measure the rpm of
the propeller. Ignition switch and auxillator are fixed on the cockpit panel.
Specification
 Engine : Two stroke engine
 Fuel used : Petrol
 Fuel tank capacity : 3 liters
 Ignition : Spark plug
 RPM 1500
 Propeller material : Aluminum casting
 No of blades 2
 Propeller length : 6 feet
Procedure
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 Switch on the mains now all the indicator will illuminate.
 Fill the (petrol+2t oil ) in the petrol tank and close the lid
 Switch on the ignition
 Rise the accelerator by pull the stick downwards slowly
 Now the propeller will starts rotate note down the rpm displayed on the rpm
indicator.
 Slowly reduce the speed, press the push button to switch of the engine.
 Once the experiment is over switch off the mains.
Precaution
 Don’t stand front and side of the propeller while its rotating
 Charge the battery before running the equipment
 Periodically check the acid level in the battery
 Check the petrol before running the equipment
 Some amount 2T oil should be mix with petrol.
Result: Understand the basics use of instruments and operate the propeller.
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AIRCRAFT JACKING PROCEDURE
Aim 2:
To study the jacking procedure for Cessna 172 aircraft.
THEORY:
For maintenance activities such as rigging, levelling, retraction test, wheel brake assembly
change and major component change the aircraft must be jacked up properly. The jacking up
can be done by using single point lifting by bottle jack or three point lifting by tripod jack.
The entire airplane may be lifted by using jacks. Jack placement is dependent on specific
model and cargo pod configuration. The recommended method of jacking the airplane
utilizes integral jack points located on the bottom of the fuselage area. An alternate method is
also provided which uses tall jacks in conjunction with fabricated jack pads under the wings
to raise the airplane.
Airplane jacking is used to aid in removal/installation of the landing gear and anytime the
airplane must be supported off the floor
PREFERENCE:
It is always recommended to refer the respective aircraft maintenance manual before

attempting to perform jacking up operation.
AIM:
To lift the aircraft by using jacks.
REQUIREMENT:
Man hours -3
Man power-3+1
Equipment-bottle jack, tripod jack.
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Fig.1.1 Tripod Jack
Fig.1.2 Quradrupod jack
PRECAUTIONS:
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 Refer aircraft manual before jacking up the aircraft to know the correct method
/procedure, sequence of operation and requirement of equipment.
 Ensure the lifting capacity of the jack and the jacks are fully serviceable.
 If necessary fit the jack pads on the aircraft structure.
 Avoid aircraft jacking up operation in open area.
 Find out the weather status from the ATC/MET department.
 Select the hard and level ground.
 If required keep trestles ready for use. Do not jack up the aircraft before ensuring that
the C.G and gross weight are within safety limits.
 Do not attempt to jack up the aircraft by the main gear shock strut.
 Ensure that the nose landing gear upper and lower torque links are connected prior to
jacking.
 Maintain the communication between the crews.
 Ensure all ground support units are clear of the aircraft.
 Place caution boards/sign boards on the ground near the nose, wing tip and tail of the
aircraft.
 Keep the safety lines around the aircraft.
PROCEDURE:
 The procedure of as per type of the aircraft and a per manufacturer instruction.
 Ensure the ground is hard and without slipping.
 Remove the chokes from the wheels
 Place the trestles wherever it is applicable.
 Place all the jacks at specified jacking points.
 Deploy one person at each jacking joints.
 Ensure that the jacks are properly placed.
 Raise the jacks slowly till the contact of the aircraft jacking point is at contact place
slightly way out of jack and align it.
 First raise the nose slightly then simultaneously all the jacks till the wheel or gear
from 1 inch from the ground.
 Engage the lock mechanism and lock the jack to prevent sudden collapse due to
hydraulic leakage of jack.
 If the aircraft is slightly to be jacked more than 24 hours or overnight, it is
recommended to adjust the trestles at all specified station to support the aircraft
weight.
 Place a display board (aircraft on jacks) in front of the aircraft.
 While lowering the aircraft from the jack ensure the parking brakes are in OFF
position.
 No loose items should be available in and around the aircraft while lowering the
aircraft and obstruction if any to be clear before lowering.
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Fig.1.3 Jacking of complete Aircraft
RESULT:
Thus the aircraft is jacked up safely without any damage to men, material and
equipment.
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AIRCRAFT LEVELING PROCEDURE
Aim 3:
To place the aircraft level with the ground by using strain gauge and spirit level method
(aircraft type light weight).
THEORY:
Levelling of an aircraft is the procedure of placing an aircraft in its rigging position by means
of lifting the aircraft by hydraulic jacks so as to enable the rigging check on newly assembled
aircraft or replacement/renewal of any major component of the aircraft in order to ensure the
correct fitting and alignment of aircraft.
The rigging position is the position of the aircraft at which longitudinal and lateral axis are
parallel to the ground (Straight level position).It can be done by three different methods on
the aircraft type as follows.
1. Straight gauge and spirit level (Light aircraft)
2. Plumb bob method (large wide body)
3. Engineers steeper method for supersonic aircraft.
NOTE:
As the procedure differs always. Therefore always refer the instruction specified by
manufacturer for the correct procedure of rigging and instructions required.
OCCASIONS:
1. on replacement/renewal of major components.
2. during rigging check.
3. during symmetry check.
4. As required by manufacturers and competent authority.
REQUIREMENT:
1. Man hours-3
2. Man power-3+1
3. Document- aircraft maintenance manual, aircraft forms, aircraft rigging charts.
4. Equipment-Tripod jack (hydraulic/screw), aircraft ladder, leveling board, spirit level.
PRECAUTIONS:
 Observe all the precautions while jacking up the aircraft.

 Check accuracy of spirit level.
PROCEDURE:
 Ensure that the aircraft is jacked up properly and place the trestles wherever it is
required.
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 Place the longitudinal leveling board at port side.
 Place the spirit level over the longitudinal board.
 Adjust the tail trestle till the bubble of the spirit level brought in center.
 Repeat the same operation.
 Place the spirit level after checking the accuracy.
 Adjust the main jacks till the double of the spirit level in brought to the centre.
 Recheck the lateral level as well as longitudinal level.
CAUTION:
Always finish the levelling procedure by checking the longitudinal level without any
adjustments.
RESULT:
The aircraft is level and ready for further checks.
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AIRCRAFT SYMMETRY CHECK PROCEDURE
Aim 4:
From time to time it is necessary and advisable to check the alignment of fully assembled
aircraft.
TOOLS REQUIRED:
Aircraft jacks ,pliers ,spirit level/plumb bob ,measuring tape ,drawing of the aircraft ,marker
pens, aircraft maintenance manual, aircraft servicing ladder.
SAFETY PRECAUTIONS:
All precautions as that of jacking and levelling of an aircraft. Do not step on control surface
or composite part while taking measurement.
GENERAL INFORMATION:
Symmetry checks will normally be made after any major structural repair or after the aircraft
has been subjected to severe condition such as heavy loading extremes turbines, violent
manoeuvres.
 Symmetry should also be done if any of the following conditions are observed.
 Wrinkled or buckled skin
 Area of loose or sheared rivets
 Area of badly fitting panels or inspection plates
If a pilot process the flight characteristics that cannot be corrected by remission of

control, it is that fuselage and wings are out of alignment.
PROCEDURE:
 Level the aircraft.

 Fix the reference point along the axis of the symmetry.
 Measure the distance from the reference points on the adjustable component role
down the value of drawing.
 If all measurements at which the tolerance give the maintanence manual, the aircraft
is in correct alignment.
 If any of the measurement or not with tolerance, the alignment must be adjusted as
specified in maintenance.
 Check the vertical symmetry of the aircraft in a like manner by the use of measuring
type of check the distance between a tip of the vertical stabilizer and the horizontal
stabilizer.
DOCUMENTATION:
 Enter the maintenance activity carried out aircraft servicing form.

 Enter the measurement valid on the drawing of the aircraft.
 Enter the adjustment carried out if any of aircraft servicing form.
RESULT:
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Aircraft symmetry check procedure is practiced with an understanding of safety
precautions.
CONTROL SYSTEMS RIGGING PROCEDURE
Aim 5:
To understand the underlying principle of operating procedure for aircraft control system
rigging as the method of checking the relative alignment and adjustment of an aircraft main
structural component.
GENERAL:
Aircraft structure must be rigged for alignment of all fixed component where major
component are aligned with each other.
Alignment of control surfaces and control that move the surface (i.e. adjustment of cable,
length, cable tension).Angular deflection of control surfaces must be measured.
GUIDING PRINCIPLE:
Control surface should move a certain in either direction from the neutral position. These
movement of the cockpit control. The flight with the movement of the cockpit control. The
flight control system must be adjusted to obtain the requirement.
TOOLS REQUIRED:
Tensiometer, cable rigging tension chart, protractor, rigging fixtures, contour templates,
rulers, hydraulic tools, sow spirit levels.
SAFETY PRECAUTIONS:
No damage should occur to control surface during control rigging.
PROCEDURE:
 Positioning of flight control surface system in neutral and temporarily locking it with
rig pins or blocks.
 Adjusting surface travel, system cable tension, linkages and adjustable stops to the
aircraft manufacturer specification.
 Keep the flight control system in neutral positioning the external control surfaces
lock(i.e.) the form of channel wooden blocks) in place by sliding these into opening
between the ends of the cable movable surface and to aircraft structures.
SURFACE TRAVEL MEASUREMENTS:
 The tool for measuring surface travel primarily include protractors, rigging fixtures,
containers, templates and rulers.
 Various types of protractors are used for determining the flight control surfaces one
protractors that can be measured ailerons, elevators or wing flaps travels in a
propeller protractors.
 This protractor is made up of frame disk, a ring and two spirit levels.
CONTROL RIGGING PROCEDURE:
 Lock the cockpit control bell crank and the control surface in the neutral position.
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 Adjust the cable position, maintaining the rudder elevator or ailerons in the neutral
position.
 Adjust the controls stops to limit the control surface travel to the dimensions given
for aircraft being rigged check the range of movement of the control and the control
surface in both direction from neutral.
 Pins, usually called rig pins are something used to simply the setting or pulling,
levels in their neutral position.
DOCUMENTATIONS:
Enter the maintenance operation done in the aircraft servicing team.
RESULT:
Thus the control rigging procedure is performed using safety precautions.
Pneumatic control system for different control surfaces
Aim 6:
To operate the Flap through pneumatic operation at various pressure
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Theory
Aircraft flight control systems consists of flight control surfaces, the respective
cockpit controls, connecting linkages, and the necessary operating mechanisms to
control an aircrafts direction in flight.
Flaps
Flaps are hinged surfaces on the trailing edge of the wing of a fixed –wing aircraft as
flaps are extended , the stalling speed of the aircraft is reduced, they also increase
drag which helps to slow the aircraft.
Description
 Pneumatic cylinder are fitted inside control surface (aileron, flaps , elevator
and rudder). 1/2 hp compressor is provided in the control panel to supply
the air
 FRL, 5/2 & 5/3 hand lever operated valve are fitted in the control panel to
vary the pressure and control the direction. To get the neutral position of
the control surface high extension spring is placed inside the cockpit and
connected to all the control surface.
Fig. Pneumatic control system for control surfaces
Specification
 Cylinder operating pressure = 7 bar (max 10 bar)

 5/2 valve = hand lever operated valve
 Compressor capacity = ½ hp
Procedure:
General
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 Switch on the compressor
 Set the required pressure in the FRL (6 bar)
Flap operation
 Push the hand lever operated valve down both flaps moves downward.
 Note down the time durations of the movement of flaps from neutral to
downward using stopwatch.
 Centering the stick returns the flap to neutral position.
 Again repeat the same procedure for different pressure at 5 bar, 4 bar, 3 bar.
Then note down the time duration at different pressure.
 Once the operation complete switch off the compressor and drain the
compressor valve
Precaution
 Do not operate the system more than 6 bar.

 Regulate the pressure in FRL and close the upper valve.
Result: Aircraft pneumatic control system for flap controlling procedure is practiced with an
understanding of safety precautions. At higher pressure flaps down in minimum time
duration means as pressure is a decrease the time is increase.
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Aim 7:
To operate the Ailerons through pneumatic operation at various pressure
Theory
Aileron control system
Ailerons are mounted on the trailing edge of each in wing near the wing tips, and
move in opposite directions. When the pilot moves the stick left or turns the wheel
counter clockwise the left aileron goes up and right aileron goes down. A raised
aileron reduces lift on that in and a lowered one increases lift, so moving the stick
left causes the left wing to drop and right wing to rise. This causes the plane to bank
left. Centering the stick returns the aileron to neutral position.
Description
the air
Specification

 5/3 valve (Differential) = hand lever operated valve
Procedure:
General

Aileron operation
 Push the hand lever operated valve up now the left aileron moves up and
right aileron moves down.
 Push the hand lever operated valve down now the left aileron moves down
and right aileron moves up.
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 Centering the stick returns the aileron to neutral position.
 Repeat the above three steps at different pressures and note down the time
durations.
compressor valve
Precaution

Result: At higher pressure Ailerons down in minimum time duration means as

pressure is decreases the time is increases.
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Aim 8:
 To operate the Elevator through pneumatic operation at various pressure
Theory
Elevator control system
An elevator is mounted on the back edge of the horizontal stabilizer on each side of
the fin in the tail. They move up and down together. When the pilot pulls the stick
backward, the elevator goes up, pushing the stick forward causes the elevator to go
down. This makes the wings fly at a higher angle of attack which generates more lift
and more drag.
Description
the air
Specification

Procedure:
General

Elevator operation
 Push the hand lever operated valve up now both the elevator moves up
 Push the hand lever operated valve down up now both the elevator moves
down
 Centering the stick returns the elevator to neutral position.
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durations.
compressor valve
Precaution

Result: At higher pressure Elevator down in minimum time duration means as

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Aim 9:
 To operate the Rudder through pneumatic operation at various pressure
Theory
Rudder control system
The rudder is typically mounted on the back edge of the fin in empennage. When
the pilot pushes the left pedal, the rudder deflects left , When the pilot pushes the
right pedal, the rudder deflects right , deflecting the rudder right pushes the tail left
and causes the nose to yaw right Centering the rudder pedals returns to neutral
position and stops the yaw.
Description
 Pneumatic cylinder are fitted inside control surface (aileron, flaps, elevator
the air
Specification

Procedure:
General

Rudder operation
 Push the hand lever operated valve up now the rudder moves to left position
 Push the hand lever operated valve down up now the rudder moves to right
position
 Centering the stick returns the rudder to neutral position.
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durations.
compressor valve
Precaution

Result: At higher pressure Elevator down in minimum time duration means as

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FUEL SYSTEM
Aim 10:
To study the pressure test and perform the basic aircraft fuel system operation.
Theory
The fuel system is one of the most important systems in an aircraft and its purpose to
stores, manages and supplies the fuel to the aircraft engine. The purpose of the
aircraft fuel system is to deliver a uniform flow of clean fuel under constant pressure
to the engine at various phases of flight such as changes in altitude, rapid
maneuvering, sudden acceleration or deceleration. To accomplish this task, the fuel
system must be properly maintained. In general, aircraft fuel systems are divided into
two categories-the aircraft fuel system and the engine fuel system. The aircraft fuel
system consists of fuel tanks, float-operated transfer valves, selector and shutoff
valves, and fuel tank boost pumps.
Types of fuel system
Generally, the fuel systems are classified into two broad categories on the basis of
method to supply the fuel to engine . In small and light aircraft generally gravity feed
fuel system is used while in large turbine engine aircraft pressure feed fuel system is
used.
Gravity Feed System
This system makes use of the force of gravity to deliver the fuel in the power plants
from storage tanks. It is most commonly used in high wing light aircrafts in which the
engine is located below the main wing as a result below the fuel tank (as the fuel
tanks are generally located on main wings). This is the simplest and cheapest mode of
fuel feed system as no additional complex components are used and uses only the
gravity force. The main disadvantage of this system is it is affected by vapor lock
which stops the fuel to flow through the pipelines.
Vapor lock is caused by high altitude and high temperature operations; the solution to
vaporization is to provide a positive pressure with the help of fuel pump.
Pressure Feed System
Most of the aircrafts are designed such that engine is mounting above the fuel tank
for e.g. mid wing or low wing configured aircraft, or the engine is far away from the
fuel tank, in this case the gravity fuel feed system cannot be used and therefore a need
of positive pressure is developed to supply the fuel in adequate amount to the
engines. It generally makes use of two electric pumps for the feeding of fuel into the
engines. As stated above, the fuel system and its components vary from aircraft to
aircraft the use of two electric pumps is the most basic method used. The complexity
of fuel system increases with increase in aircraft size; a large transport aircraft or a
maneuverable combat aircraft.
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Fig.1 Gravity feed system
FUEL SYSTEM COMPONENTS / ACCESSORIES

Common fuel tank parts include pumps, strainers, fuel quantity indicators, valves to
control fuel level or routing, and vents and drains. These parts provide capabilities for
fueling, defueling, and fuel system management.
Pumps
The aircraft fuel system uses transfer pumps and boost pumps to deliver a continuous
supply of fuel to the injection systemm or carburretor under all operating conditions.
Pressure gauge will shows the proper indication of the pump . by pass valve is
provided to make sure that fuel keeps flowing when the pump is not operating.
Boost pumps or auxillary pumps are installed to assist the engine pump and they also
purge the fuel lines from vapor.
Fuel pump
Fuel pumps are used to supply fuel through the system. Their main another or from
engine back to tanks. Basically 3 types of fuel pumps are used:
Vane type pump
It is a constant displacement type pump. Uses a rotor which turns
the vanes in the cylinder and these vanes act to push fuel through the system.
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Fig 2 vane pump
Centrifugal boost pump

They are used to supply fuel from one tank to other or from tank to engine.
Centrifugal pumps are electrically driven and can operate at different speeds as per
requirement. Low speed is used to supply fuel while starting and high speeds are used
to supply fuel from one tank to another.
Fig 3 centrifugal boost pump
Ejector pump
Ejector pumps are normally used to scavenge (eliminate) fuel from remote areas. It
works on the venturi principle
Fig 4 Ejector pump
Fuel Tanks
Fuel tanks are used to store the fuel, they are made of such materials that it does not
react with fuels. Different types of aircraft use various fuel tanks and depend on the
location of tank and size of aircraft. The three basic types of fuel tanks in use are-
Rigid Removable, Integral & Bladder Type. Fuel Tanks are integrally built into the
structure of the aircraft either wing or fuselage.
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Strainers
Strainers are installed in the tank outlets and frequently in the tank filler necks. These
strainers are of fairly coarse mesh and prevent only the larger particles from entering
the fuel system.
Fig 5 strainers
Fuel Quantity Indicators

It is necessary for every aircraft’s fuel system to have fuel quantity indicators
equipped in it, so that the amount of fuel present in the fuel tanks can be known for
the purpose of safe flight.
Sight glass gauge
It is the simplest type of fuel quantity indicator. It is generally a glass tube placed on
same level as the fuel tank. It works on the principle that a liquid seeks its own level.
Fuel Selectors
The fuel selector valve allows selection of fuel from various tanks. A common type
of selector valve contains four positions: LEFT, RIGHT, BOTH, and OFF. Selecting
the LEFT or RIGHT position allows fuel to feed only from that tank, while selecting
the BOTH position feeds fuel from both tanks. The LEFT or RIGHT position may be
used to balance the amount of fuel remaining in each wing tank.
Fuel Strainers, Sumps, and Drains
After leaving the fuel tank and before it enters the carburetor, the fuel passes through
a strainer which removes any moisture and other sediments in the system. Since these
contaminants are heavier than aviation fuel, they settle in a sump at the bottom of the
strainer assembly. A sump is a low point in a fuel system and/or fuel tank. The fuel
system may contain sump, fuel strainer, and fuel tank drains, which may be
collocated. The fuel strainer should be drained before each flight. Fuel samples
should be drained and checked visually for water and contaminants. Water in the
sump is hazardous because in cold weather the water can freeze and block fuel lines.
In warm weather, it can flow into the carburetor and stop the engine. If water is
present in the sump, more water in the fuel tanks is probable and they should be
drained until there is no evidence of water. Never take off until all water and
contaminants have been removed from the engine fuel system.
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Fuel Injection System
In a fuel injection system, the fuel is injected directly into the cylinders, or just ahead
of the intake valve. The air intake for the fuel injection system is similar to that used
in a carburetor system, with an alternate air source located within the engine cowling.
This source is used if the external air source is obstructed. The alternate air source is
usually operated automatically, with a backup manual system that can be used if the
automatic feature malfunctions. A fuel injection system usually incorporates six basic
components: an engine-driven fuel pump, a fuel/air control unit, fuel manifold (fuel
distributor), discharge nozzles, an auxiliary fuel pump, and fuel pressure/flow
indicators. The auxiliary fuel pump provides fuel under pressure to the fuel/air
control unit for engine starting and/or emergency use. After starting, the engine-
driven fuel pump provides fuel under pressure from the fuel tank to the fuel/air
control unit.
Fig 6 fuel injector system
This control unit, which essentially replaces the carburetor, meters fuel based on the
mixture control setting, and sends it to the fuel manifold valve at a rate controlled by
the throttle. After reaching the fuel manifold valve, the fuel is distributed to the
individual fuel discharge nozzles. The discharge nozzles, which are located in each
cylinder head, inject the fuel/air mixture directly into each cylinder intake port.
A fuel injection system is considered to be less susceptible to icing than the
carburetor system, but impact icing on the air intake is a possibility in either system.
Impact icing occurs when ice forms on the exterior of the aircraft, and blocks
openings such as the air intake for the injection system.
Advantages of fuel injection:
 Reduction in evaporative icing

 Better fuel flow
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 Faster throttle response
 Precise control of mixture
 Better fuel distribution
 Easier cold weather starts
Disadvantages:
 Difficulty in starting a hot engine
 Vapor locks during ground operations on hot days
Specification:
 Main tank capacity = 3.5 litres
 Sump tank capacity = 15 litres
 Pump electric supply = 12v 5 amps
Fig. Fuel flow system

Procedure
General
 Fill 15 litres petrol in the sump tank and close the lid
 Close the drain valve
 Switch on the main pump now the petrol will start flowing to the main tank
 Once both the tank is filled nearly 75 % open the selector valve (V1 & V2)
 Check the pressure in the pressure gauge
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ASP‐260
)
 Switch the booster pump now the flow to strainer
 To check the fuel flow in injector close the by pass valve
 Now press the injection switch fuel will starts spray collect the fuel in the
measuring jar.
 Once it complete open the by pass valve
 Switch off both the pump open the drain valve.
FUEL SYSTEM COMPONENTS AND INSPECTION PROCEDURES

Fuel System Component Inspection Periodically, the entire fuel system must be
inspected for wear, damage, and leaks. Fuel system parts must be inspected for
security of mounting, leaks, and loose connections. Maintenance should be limited to
such items as the tightening of connections to eliminate leaks and the replacement of
defective units. Additionally all units must be securely mounted and all connections
tight and properly safetied.
Pump
The pump should be checked periodically for proper operation and correct pressure
output. The pump assemblies must be checked for leaks, the condition of the fuel, and
the condition of the electrical connections. The drain lines must be free of traps,
bends, and restrictions.
Strainer
The main-line strainer must be drained to eliminate any water and/or sediment. The
screen must be removed and cleaned at the intervals. The sediment removed from the
housing should be examined thoroughly. Particles of rubber are often early warnings
of deterioration of hose or self-sealing tanks. The strainer must be checked for leaks
and damaged gaskets.
Fuel Lines and Fittings
The lines must be inspected to see that they are properly supported and that the nuts
and clamps are securely tightened. A spanner should be used to tighten hose clamps
to the proper torque, the clamp should be tightened finger tight plus the number of
turns specified for the hose and clamp. If the clamps do not give a seal at the
specified torque, the clamp, the hose, or both should be replaced.
Selector Valves
Selector valves should be rotated and checked for free operation, excessive backlash,
and accurate pointer indicators. If the backlash is excessive, the entire operating
mechanism should be checked for worn joints, loose pins, and broken drive lugs.
Defective parts in the operating mechanism must be replaced.
Filter Clogging
If the Main Pump is in Operation if any Fuel Pressure drop absorbed due to Filter
Clogging/malfunctioning of Main pump we have to Switch to Auxiliary Pump, then
fuel will flow through Aux. Pump. The Pressure drop will be identified by the
Change in the Pressure Gauge & also light in the display panel will indicate if the
28
ASP‐260
)
pressure drops than the limit. The Auxiliary Pump will be used in emergency purpose
manually in this mode due to malfunctioning of main pump or main filter clog.
Precaution:
 Don’t empty the tank
 Fill petrol of 15 liters in the sump tank
 While operating the test rig close the drain valve
29

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University Institute of Engineering

Fig. 1.1 Basic flight instruments

 Tells the pilot how fast the plane is going.

How the turn coordinator works?

 A gyro is mounted at a 30 degree angle inside instrument case

Vertical speed indicator:

Fig1.2 Cockpit Layout of Cessna 172

To study the jacking procedure for Cessna 172 aircraft.

It is always recommended to refer the respective aircraft maintenance manual before

To lift the aircraft by using jacks.

Equipment-bottle jack, tripod jack.

Fig.1.1 Tripod Jack

Fig.1.2 Quradrupod jack

Fig.1.3 Jacking of complete Aircraft

AIRCRAFT LEVELING PROCEDURE

1. Straight gauge and spirit level (Light aircraft)

2. Plumb bob method (large wide body)

3. Engineers steeper method for supersonic aircraft.

1. on replacement/renewal of major components.

2. during rigging check.

3. during symmetry check.

4. As required by manufacturers and competent authority.

3. Document- aircraft maintenance manual, aircraft forms, aircraft rigging charts.

4. Equipment-Tripod jack (hydraulic/screw), aircraft ladder, leveling board, spirit level.

 Observe all the precautions while jacking up the aircraft.

The aircraft is level and ready for further checks.

AIRCRAFT SYMMETRY CHECK PROCEDURE

If a pilot process the flight characteristics that cannot be corrected by remission of

 Level the aircraft.

 Enter the maintenance activity carried out aircraft servicing form.

CONTROL SYSTEMS RIGGING PROCEDURE

No damage should occur to control surface during control rigging.

SURFACE TRAVEL MEASUREMENTS:

CONTROL RIGGING PROCEDURE:

Enter the maintenance operation done in the aircraft servicing team.

Thus the control rigging procedure is performed using safety precautions.

Pneumatic control system for different control surfaces

Fig. Pneumatic control system for control surfaces

 Cylinder operating pressure = 7 bar (max 10 bar)

 Do not operate the system more than 6 bar.

Aileron control system

 Cylinder operating pressure = 7 bar (max 10 bar)

 Switch on the compressor

 Do not operate the system more than 6 bar.

Result: At higher pressure Ailerons down in minimum time duration means as

Elevator control system

 Cylinder operating pressure = 7 bar (max 10 bar)

 Switch on the compressor

 Do not operate the system more than 6 bar.

Result: At higher pressure Elevator down in minimum time duration means as

Rudder control system

 Cylinder operating pressure = 7 bar (max 10 bar)

 Switch on the compressor

 Do not operate the system more than 6 bar.

Result: At higher pressure Elevator down in minimum time duration means as

Fig.1 Gravity feed system

FUEL SYSTEM COMPONENTS / ACCESSORIES