Summary of Annotations

Page 3

#1 Highlight (Shabbir)

In case of abnormal occurrence, often the damage may be remote from the source of the occurrence

#2 Highlight (Shabbir)

In case of abnormal occurrence, if no damage is found in the first stage of inspection, then the second stage may not be necessary

#3 Highlight (Shabbir)

In case of abnormal occurrence, if damage is found in first stage of inspection, then the second stage inspection is necessary

#4 Highlight (Shabbir)

Second stage inspection is likely to be a more detailed examination

#5 Highlight (Shabbir)

In many cases of abnormal occurrence, the inspection would be made in two stages

Page 4

#1 Highlight (Shabbir)

Lightning is the discharge of electricity in the atmosphere, usually between highly charged cloud formations,
or between a charged cloud and the ground
#2 Highlight (Shabbir)

Lightning may result in very high voltages and currents passing through the structure

#3 Highlight (Shabbir)

All separate parts of the aircraft are electrically bonded together,

to provide a low-resistance path to conduct the lightning away from areas where damage may hazard the aircraft

#4 Highlight (Shabbir)

Lightning strikes are likely to have two main effects on the

aircraft:
1) Strike Damage

2) Static Discharge Damage

#5 Highlight (Shabbir)

Strike damage is the lightning effect where the discharge enters the aircraft

#6 Highlight (Shabbir)

Strike damage will normally be on the extremities of the aircraft,

the wing tips, nose cone and tail cone and on the leading edge of the wings and tail plane

#7 Highlight (Shabbir)

Strike damage will usually be in the form of small circular holes, usually in clusters, and accompanied by burning or discoloration

#8 Highlight (Shabbir)

Static discharge damage is at the wing tips, trailing edges and antenna

#9 Highlight (Shabbir)
Static damage will be in the form of local pitting and burning
#10 Highlight (Shabbir)

in case of Static Discharge Damage, Bonding strips and static wicks may also disintegrate, due to the high charges

#11 Highlight (Shabbir)

bonding straps and static discharge wicks should be inspected for lightning damage

Page 5

#1 Highlight (Shabbir)

The thickness of the metal surface is sufficient to protect the internal spaces from a lightning strike

#2 Highlight (Shabbir)

The metal skin also gives protection from the entrance of electromagnetic energy into the electrical wires of the aircraft

#3 Highlight (Shabbir)

The metal skin does not prevent all electromagnetic energy from going into the electrical wiring; however, it does keep the energy to a satisfactory level

#4 Highlight (Shabbir)

If lightning strikes the aircraft, then all of the aircraft must be fully examined, to find the areas of the lightning strike entrance and exit points

Page 6

#1 Highlight (Shabbir)

Lightning strike entrance and exit points (refer to Fig. on page# 7.19 - 4) are usually found in Zone 1, but also can occur in Zones 2 and 3

Page 7
#1 Highlight (Shabbir)

In metal structures, strike damage usually shows as pits, burn marks or small circular holes

#2 Highlight (Shabbir)

Burned or discoloured skin also shows lightning strike damage

#3 Highlight (Shabbir)

In composite (non-metallic) structures, solid laminate or honeycomb damage shows as discoloured paint

#4 Highlight (Shabbir)

Composite materials also show as burned, punctured, or de-laminated skin plies

#5 Highlight (Shabbir)

Signs of arcing and burning can also occur around the attachments to the supporting structure

#6 Highlight (Shabbir)

A lightning strike usually attaches to the aircraft in Zone 1 and goes out a different Zone 1 area

#7 Highlight (Shabbir)

Frequently, a lightning strike can enter the nose radome and go out of the aircraft at one of the horizontal stabiliser trailing edges

#8 Highlight (Shabbir)

External components most likely to be hit by lightning are:

* Nose Radome

* Nacelles

* Wing Tips
* Horizontal Stabiliser Tips

* Elevators

* Vertical Fin Tips

* Ends of the Leading Edge Flaps

* Trailing Edge Flap Track Fairings

* Landing Gear

* Water Waste Drain Masts

* Pitot Probes

Page 8

#1 Highlight (Shabbir)

The electrical system is designed to be resistant to lightning strikes but a strike of unusually high intensity can possibly damage such electrical system com

#2 Highlight (Shabbir)

Should inaccuracies in the standby compass be reported, after a lightning strike, then a check swing will be necessary

#3 Highlight (Shabbir)

The static discharge wicks are for bleeding off static charge only; they have no lightning protection function

#4 Highlight (Shabbir)

If the charge does not bleed off the aircraft on its own, it will usually result in noise on the VHF or HF radios
#5 Highlight (Shabbir)

The static discharge wicks help to bleed the static charge off in a way that prevents radio ‘noise’

#6 Highlight (Shabbir)

The static discharge wicks are frequently hit by lightning

#7 Highlight (Shabbir)

The dischargers (Static discharge wicks) have the capacity to carry only a few microAmps of current from the collected static energy

#8 Highlight (Shabbir)

The approximate 200,000 Amps from a lightning strike will cause damage to the discharge wick or make it totally unserviceable

Page 9

#1 Highlight (Shabbir)

De-lamination can be detected by instrumental NDI methods or by a tap test

#2 Highlight (Shabbir)

when examining delamination, For a tap test, use a solid metal disc and tap the area adjacent to the damaged area lightly

#3 Highlight (Shabbir)

If there is radome damage (due to lightening), examine the WXR antenna and wave-guide for damage

Page 10

#1 Highlight (Shabbir)

Make sure the fuel quantity system is accurate. This can

be achieved by a BITE test

Page 11

#1 Highlight (Shabbir)

Increased use of digital equipment has increased the problem of HIRF (high intensity radiated fields)

#2 Highlight (Shabbir)

HIRF may be

generated by airborne transmitters such as high-powered radar

or radio to commercial aircraft

#3 Highlight (Shabbir)

HIRF can be generated from an internal (within the aircraft and its systems) or external source (i.e. HIRF may be transmitted by military aircraft in close
proximity)

#4 Highlight (Shabbir)

Environmental factors such as corrosion, mechanical vibrations, thermal cycling, damage and subsequent repair and modifications can potentially
degrade electromagnetic protection

#5 Highlight (Shabbir)

the HIRF protection in the aircraft can be unintentionally compromised during normal maintenance, repair and modification

Page 12

#1 Highlight (Shabbir)
There are three primary areas to be considered for aircraft operating in HIRF environments:
1) Aircraft Structure (Airframe Skin and Frame)

2) Electrical Wiring Installation Protection (Solid or Braided Shielding Connectors)

3) Equipment Protection (LRU case, Electronics Input

Output Protection)

#2 Highlight (Shabbir)

Visual inspection is the first and generally most important step in HIRF maintenance

#3 Highlight (Shabbir)

for testing HIRF, The milliohmmeter is often used to measure the path resistance of earthing straps or other bonding

#4 Highlight (Shabbir)

The milliohmmeter technique for testing HIRF is limited to the indication of only single path resistance values

#5 Highlight (Shabbir)

The Low-frequency Loop Impedance testing method complements dc bonding testing and it can be used together with visual inspection

#6 Highlight (Shabbir)

Loop impedance testing can be used to check that adequate bonding exists between braiding/conduits and the aircraft structure, especially where there are
earth paths, when the dc resistance system will not indicate which earth has failed

#7 Highlight (Shabbir)

‘Raceway’ conduits are separate conduits containing individual cables to the various aircraft systems

#8 Highlight (Shabbir)

‘RF gaskets’ have conducting properties

#9 Highlight (Shabbir)

Table (on page # 7.19 - 11) gives some indication as to the maintenance tasks that may be applied to certain types of electromagnetic protection features

Page 14

#1 Highlight (Shabbir)

Bonding, shielding and separation of critical components usually achieve this (protection against HRIF)

Page 15

#1 Highlight (Shabbir)

All damage (due to heavy landing) found should be entered in the aircraft’s Technical Log

#2 Highlight (Shabbir)

An aircraft landing gear is designed to withstand landing at a

particular aircraft weight and rate of descent.

#3 Highlight (Shabbir)

Overstressing may occur if the aircraft is not parallel to the runway when it lands or if the nose- or tail-wheel strikes the runway before the main wheels

#4 Highlight (Shabbir)

In all instances of suspect heavy landings, the flight crew should be questioned for details of the aircraft’s weight, fuel distribution, landing conditions
and whether any unusual noises were heard during the incident

#5 Highlight (Shabbir)

Primary damage (due to heavy landing) that may be expected following a heavy landing would normally be concentrated around the landing gear, its suppo
structure in the wings or fuselage, the wing and tailplane attachments and the engine mountings
#6 Highlight (Shabbir)

Secondary damage (due to heavy landing) may be found on the fuselage upper and lower skins and on the wing skin and structure

Page 16

#1 Highlight (Shabbir)

in case of heavy landing, Signs of some damage and distortion could be a reason to do full rigging and symmetry checks of the airframe

Page 17

#1 Highlight (Shabbir)

For aircraft that utilise accelerometers, flight data recorders or fatigue meters, the records obtained can give an overall picture of the loads felt by the aircraf

#2 Highlight (Shabbir)

Turbulence can be too fleeting to record on some forms of load istrumentation

#3 Highlight (Shabbir)

As a general guide only, loadings greater than – 0.5g and + 2.5g on transport aircraft could indicate some damage to the airframe and engines

#4 Highlight (Shabbir)

Severe turbulence may cause excessive vertical or lateral forces similar to those felt during a heavy landing

#5 Highlight (Shabbir)

in case of turbulence affected flight, It is also possible for damage to occur in those areas of the wings, fuselage, tail unit and flying controls where the
greatest bending moment takes place.

#6 Highlight (Shabbir)
Pulled rivets, skin wrinkles or other similar structural faults may provide signs of damage (due to turbulence)