-EL/3-13

3.2.6 The heating element system is made up of a number of sections or pads and if
any one of the sections-bas been fractured due to a localised- butn.'.out or-mechanical
damage, a repair can be· made by welding a portion of element in the· appropriate
section. ··
NOTE: The number of repairs in a section or pad is normally limited to one since the weld causes
an increase in element resistance.
3.2~ 7 The repair methods to be adopted, and the nature of the work involved, depends
largely on the extent of damage and also on the type of overshoe construction, i.e.
glass cloth or rubber laminate. Repair schemes are therefore devised for each type
and are usually classified according to the level of the repairs required, i.e. minor
repairs which can be carried out in the normal overhaul workshops, or major repairs
to be carried out by the manufacturer. Full details of these schemes are given in the
Maintenance Manuals and Overhaul Manuals for the relevant type of engine and
refere_nce must always be made to these documents.
3.2.8 An air intake cowl assembly which has been damaged or has deteriorated to an
extent outside repair standards specified in the Maintenance Manuals and Overhaul
Manuals should be removed and replaced by a serviceable assembly.

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CIVIL AVIATION AUTHORITY CIVIL AIRCRAFT INSPECTION PROCEDURES

- -- -

EL/3-14
Issue l.

lst April, 1973.

AIRCRAFT
ENGINES
STORAGE PROCEDURES

INTRODUCTION Under normal operating conditions the interior parts of an

engine are protected against corrosion by the continuous application of lubricating oil,
and operating temperatures are sufficient to.dispel any moisture which may tend to form;
after shutdown the residual film of oil gives protection for a short period. When not in
regular service, however, parts which have been exposed to the products of combustion,
and internal parts in contact with acidic oil, are prone to corrosion. If engines are
expected to be out of use for an extended period they should be ground run periodically
or some form of anti-corrosive treatment applied internally and externally to prevent
deterioration.
NOTE: This Leaflet incorporates the relevant information previously published in Leaflet EL/10-1, Issue 1,
1st June 1949, cancelled 1st February 1968. · ·

1.1 The type of protection applied to an engine depends on how long it is expected to
be out of service, if it is installed in an aircraft, and if it can be turned.

1.2 This Leaflet gives guidance on the procedures which are generally adopted to prevent
corrosion in engines but, if different procedures are specified in the approved Mainten-
ance Manual for the particular engine, the manufacturer's recommendations should be
followed.

1.3 The maximum storage times quoted in the Leaflet are generally applicable to storage
under cover in temperate climates, and vary considerably for different storage conditions.
Times may also vary between different engines, and reference must be made to the appro-
priate Maintenance Manual for details.

2 INSTALLED ,PISTON ENGINES If it is possible to run a piston engine which is

installed in an aircraft and expected to be out of service for a period of up to one month,
sufficient protection will be provided by running the engine every seven days, but if the
period of inactivity is subsequently extended, continued periodic ground running would
result in excessive wear and the engine should be placed in long term storage. The run
should be carried out at low·engine speed (1000 to 1200 rev/min), exercising the engine
and propeller controls as necessary to ensure complete circulation of oil, until normal
working temperatures are obtained. If the engine cannot be run for any reason, the
manufacturer may recommend that it should be turned by hand or motored by means
of an external power supply,· but generally it will be necessary to inhibit the engine as
described below.
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 .
EL/3-14
2.1 Long Term Storage. When a piston engine is likely to be out of service for a period
in excess of one month it must be treated internally and externally with a corrosion
inhibitor. The treatments described below are normally considered satisfactory for
six months but this may be extended to twelve months in ideal storage conditions. At
the end of this period the engine should be prepared for service, given a thorough
ground run and re-protected or, alternatively, removed from the aircraft and stored as
described in paragraph 4.

2.1.1 Internal Protection

(i) American Method

(a) Drain the oil sump and tank and refill with storage oil as prescribed by
the manufacturer. ·
(b) Run the engine at low speed (1000 to 1200 rev/min) until normal
operating temperatures are obtained.
(c) Spray cylinder protective into the induction system until white smoke
issues from the exhaust, then switch off the engine but continue spraying
until rotation has ceased.
(d) ·nrain the oil sump and remove the filters.
(e) Remove the sparking plugs and spray a fixed quantity of cylinder
prot~ctive into each cylinder while the engine is turned by hand. A
further quantity should then be sprayed into the cylinders with the
engine. stationary.
(f) Fit dehydrator plugs in each cylinder and replace oil filters.
(g) Place a quantity of desiccant in the intake and exhaust and blank off .
all openings.

(ii) British Method

(a) Drain the oil sump and tank and refill with the storage oil recommended
by the manufacturer.
(b) Run the engine at low speed (1000 to 1200 rev/min) until normal
operating temperatures are obtained.
(c) Drain all oil from the system and remove filters.
(d) Remove sparking plugs .and spray the specified quantity of cylinder
protective into each cylinder while the piston is at the bottom of its
stroke, at the same time spraying the valve. springs and stems with the
valves closed, and the valve heads and ports with the valves open. Also
spray the valve rocker gear.
(e) Turn the engine at least six revolutions by hand, then spray half the
previously used quantity of cylinder protective into each cylinder with
the engine stationary.
(f) Replace oil filters and fit dehydrator plugs.
(g) Blank off all_ openings into the engine (intake, exhaust, breathers, etc.).
(h) Replenish oil tank to normal level with storage oil as specified.

(iii) Special Requirements

(a) Coolant systems should be drained and thoroughly flushed unless an .
inhibited coolant is used.

816
 EL/3-14
(b) Fuel system components such as fuel pumps, injectors, carburettors or
boost controL units also require inhibiting. This is done by_ draining
all fuel and oil as appropriate, and refilling with storage or mineral oil
as recommended by the manufacturer. Blanking caps and plugs should
then be fitted to retain the oil.
(c) Auxiliary gearboxes should also be inhibited. The normal lubricating
oil should be drained and the gearbox refilled with storage oil.
'l

(d) If the propeller is removed the propeller shaft should be sprayed internal-
ly and externally with cylinder protective and correct blanks fitted.
2. i .2 External Protection. Exterior surfaces of the engine should be thoroughly
cleaned with an approved solvent such as white spirit, by brushing or spraying, and
dried with compressed air. Any corrosion should be removed, the area re-treated
in accord~nce with the manufacturer's instructions and chipped or damaged paintwork
renewed. The following actions should then be taken:-
(i) All control rods should be liberally coated with a general purpose grease.
(ii) Magneto vents should be covered.
(iii) Sparking plug lead ends should be ·fitted with approved transport blanks,
exposed electrical connections maske<il and rubber components covered with
waxed paper or mouldable wrap.
(iv) Spray holes in fire extinguisher pipes should, if possible, be blanked off, using
polythene sleeving or waxed paper suitably secured.
(v) An approved preservative (normally lanolin .or external air drying varnish)
should be sprayed over the whole engine, in a thin even film.

2.2 General Precautions. It is most important that ·an installed stored engine should
not be turned, since-this would lead to removal of cylinder protective from the cylinder
walls and possibly result in the formation of corrosion at those positions. Physical
restraint is seldom practicable, particularly when· a propeller is fitted, but warning
notices should be fixed on the propeller and in the cockpit to prevent inadvertent rotation
of the engine.

3 INSTALLED TURBINE ENGINES Installed turbine engines which are to be out

of use for a period of up to seven days require no protection apart from fitting covers or
blanks to the intake, exhaust and any other apertures, to prevent the ingress of dust, rain,
snow, etc. A turbine engine should not normally be ground run solely for the purpose of
preservation, since the number of temperature cycles to which it is subjected is a factor in
limiting its life. For storage periods in excess of seven days additional precautions may
be necessary to prevent corrosion.

3.1 Short-term Storage. The following procedure will normally be satisfactory for a
storage period of up to one month.
3.1.1 Fuel System. The fuel lines and components mounted on the engine must be
protected from the corrosion which may result from water held in suspension in the
fuel. .The methods used to inhibit the fuel system depend on the condition of the
engine and whether it is installed in an aircraft or not, and are fully described in the
appropriate Maintenance Manual and in Leaflet EL/3-10. On completion of inhibit-
ing, the fuel cocks must be turned off.
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EL/3-14
3. I .2 Lubrication Systems. Some manufacturers recommend that all lubrication
systems (engine oil, gearbox -oil, starter ·oil,·· etc.) of an installed engine should be
drained, and any filters removed and cleaned, while others recommend that the systems
should be filled to the normal level with clean system oil or storage oil. The method
recommended for a ·particular engine should be ascertained from the appropriate
Maintenance Manual.
3.1.3 External Treatment. Exterior surfaces should be cleaned as necessary to detect
corrosion, then dried with compressed- air. Any corrosion should be removed,
affected areas re-treated, and any damaged paintwork made good in accordance with
the manufacturer's instructions. Desiccant or vapour phase inhibitor should be
inserted in the intake and exhaust, and all apertures should be fitted with approved
covers or blanks.
3.2 Long term Storage. For the protection of turbine engines which may be in storage
for up to six months, the short-term preservation should be applied and, in addition, the
following actions taken:-
(i) Grease all control rods and fittings.
(ii) Blank-off all vents and apertures on the engine, wrap greaseproof paper round all
rubber parts which may be affected by the preservative and spray a thin coat of
external protective over the whole engine forward of the exhaust unit.
3.2.1 At the end of each successive six months storage period an installed engine should
be re-preserved for a further period of storage. Alternatively, the engine may be
removed from the aircraft and preserved in a moisture vapour proof envelope.

4 UNINSTALLED ENGINES (PISTON AND TURBINE) Engines which have been

removed from aircraft for storage, or uninstalled engines which are being returned for
repair or overhaul, should be protected internally, and sealed in moisture vapour proof
(MVP) envelopes. This is the most satisfactory method of preventing corrosion, and is
essential when engines are to be transported overseas.
4.1 A piston engine should be drained of all oil, the cylinders inhibited as described in
paragraphs 2. I. I (ii), (d) to (h), drives and inside of crankcase· sprayed with cylinder
protective, and all openings sealed.
4.2 A turbine engine should be drained of all oil, fuel system inhibited, oil system treated
as recommended by the manufacturer, and blanks fitted to all openings.
4.3 Particular care should be taken to ensure that no fluids are leaking from the engine,
and that all sharp projections, such as locking wire ends, are suitably padded to prevent
damage to the envelope.
4.4 The MVP envelope should be inspected to ensure that it is undamaged, and placed in
position in the engine stand or around the engine, as appropriate. The engine should
then be placed in the stand, care being taken not to damage the envelope at the points
where the material is trapped between the engine attachment points and the stand
bearers.
4.5 Vapour phase inhibitor or desiccant should be installed in the quantities and at the
positions specified in the relevant Maintenance Manual, and a humidity indicator should
be located in an easily visible. position in the envelope. The envelope should then be
sealed (usually by adhesive) as soon as possible after exposure of the desiccant or vapour
phase inhibitor.
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 EL/3-14
4.6 __ The hu~i~itI_ il!<!i£~t()r _sl!<:>1.1!4 _12.e _in~J)ected aft~r_ 2.4 _hQUJ"S to _ensure_ ihaLihe
- ]irimidiiy-Is within limits (i.e. the jndicator has not turned pink). An unsafe reading
would necessitate replacement of the desiccant and an examination of the MVP envelope
for damage or deterioration.

4. 7 After a period of three ~ears storage in an envelope the engine should be inspected
for corrosion and re-preserved.

5 INSPECTION Engines in storage should be inspected periodically to ensure that

no deterioration has taken place.

5.1 Engines which ~re not preserved in a sealed envelope should be inspected at
approKimately two-weekly intervals. Any corrosion patches should be removed and
the protective treatment re-applied, but if external corrosion is extensive a thorough
inspection may be necessary.

5.2 Envelopes on sealed engines should be inspected at approximately monthly intervals

to ensure that humidity within the envelope is satisfactory. If the indicator has turned
pink the envelope should be unsealed, the desiccant renewed and the envelope resealed.

6 EQUIPMENT AND MATERIALS

6.1 Equipment. The spraying equipment should be of a type approved by the engine
manufacturer, and should be operated in accordance with the instructions issued by the
manufacturer of the equipment. For inhibiting cylinders a special nozzle is required,
and this should be checked immediately before use to ensure that the spray holes are
unblocked. Correct operation of the spray gun may be checked by spraying a dummy
cylinder and inspecting the resultant distribution of fluid.

6.2 Materials. Only the types of storage and inhibiting oil recommended by the manu-
facturer should be used for preserving an engine. American manufacturers generally
recommend oils and compounds to American specifications, and British manufacturers
generally recommend storage oil to DEF 2181, wax-thickened cylinder protective to
DTD 791, turbine fuel system inhibiting oil to D. Eng. R.D. 2490, and external air
drying varnish approved under a DTD 900 specification. Only approved alternatives
should be used, and any instructions supplied by the manufacturer in respect of thinning
or mixing of oils should be carefully followed.

6.3 Blanks. Approved blanks or seals should be used whenever possible. These are
normally supplied with a new or reconditioned engine, and should be retained for future
use. Pipe connections are usually sealed by means of a screw-type plug or cap s_uch as
AGS 3802 to 3807, and plain holes ·are sealed with plugs such as AGS 2108; these
items are usually coloured for visual identification. Large openings such as air intakes
are usually fitted with a specially designed blanking plate secured by the normal attach-
ment nuts, and the contact areas should be smeared with grease before fitting, to prevent
the entry_ of moisture. Adhesive tape may be used to secure waxed paper where no
other protection is provided, but should never be used as a means of blanking off by
itself, since it may promote corrosion and elog small holes or threads.

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EL/3-14
7 REMOVAL FROM STORAGE For an engine which was not installed in an aircraft
during storage the ·installation procedure described in the appropriate Maintenance
Manual should be carried out, followed by a thorough ground run and check of associated
systems. For an engine which was installed in an aircraft during storage the following
actions should be taken:-
(i) Remove all masking, blanks and desiccant.
(ii) Clean the engine as necessary, e.g. remove excess external protective and surplus
grease from controls. ·
(iii) Ensure fire extinguisher spray pipe holes are clear.
(iv) Replace any components which were removed for individual storage, de-inhibiting
as necessary.
(v) Drain out all storage oil, clean oil filters and refill with normal operating oil.
(vi) Piston engines; remove sparking plug blanks and turn engine slowly to drain excess
oil from the cylinders, then fit plugs and connect leads. Turbine engines; prime the
fuel system in accordance with the manufacturer's requirements (Leaflet EL/3-10).
(vii) Prime the engine lubricating oil system.
(viii) Start the engine and carry out a check of the engine and associated systems.

8 RECORDS Appropriate entries must be made in the engine log book giving
particulars of inhibiting procedures or periodic ground running. Such entries must be
signed and dated by an appropriately licensed engineer or Approved Inspector.

820
CIVIL AVIATION AUTHORITY CIVIL AIRCRAFT INSPECTION PROCEDURES

EL/3-15
Issue 2.
January, 1981.
AIRCRAFT
ENGINES
PISTON ENGINES-OPERATION BEYOND
RECOMMENDED OVERHAUL PERIODS

INTRODUCTION ThisLeafletgivesguidanceontheprocedureswhicharenecessary
for a small piston engine to be accepted as being in a condition which will allow completion
of, or operation beyond, the recommended overhaul period under the terms of Airworthiness
Notice No. 35.

2 GENERAL A piston engine which has reached the end of its normal overhaul period
may be expected to have suffered some wear to cylinders, pistons, valves, bearings and other
moving parts, but an engine whtch has been carefully operated and.maintained may still be
in a condition suitable for a further period of service.
2.1 Many factors affect the wear wliich takes place in an engine, the most important
including the efficiency of the air intake filter, the techniques.used in engine handling,
particularly during starting, the quality of the fuel and oil used in the engine and the
conditions under which the aircraft is housed when not in use. Conditions of operation
are also relevant; the length of flights, the atmospheric conditions during flight and on
the ground, and the type of flying undertaken. Many of these factors are outside the
province pf the maintenance engineer, but meticulous compliance with the approved
Maintenance Schedule, and· any instructions provided in the form of service bulletins
or.constructor's recommendations will undoubtedly help to prolong the life of an engine.
2.2 Airworthiness Notice No. 35 lays down certain conditions which must be fulfilled in
order that.an engine may be considered for-
(a) operation for the manufacturer's recommended overhaul period,
(b) operation beyond lOyears where the manufacturer's recommended overhaul period
is conditional upon a minimum utilisation rate,
(c) operation for up to 120% of the recommended overhaul period, or
(d) in the case of engines installed in aircraft certificated in the Private Category ,vith a
Maximum. Total Weight Authorised not exceeding 2730 kg, continuation in operation
on an,'on-condition' basis.
2.2.1 The inspections and tests which may be necessary to assess the condition of an
engine-in compliance with Airworthiness Notice No. 35 are detailed in paragraphs 3
to 6. ·

3 EXAMINATION AND CHECKING OF ENGINE A number of items included in

the normal scheduled maintenance of an engine may be repeated to determine the condition
of an engine at the end of its normal overhaul period, and additional inspections may also
be specified.
3.1 External Condition. The engine should be examined externally for obvious faults
such as a cracked. crankcase, excessive play in the propeller 'shaft, overheating and
corrosion, which would make it unacceptable for further use.

821
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CIVIL AVIATION AUTHORITY CIVIL AIRCRAFT INSPECTION PROCEDURES

AL/3-26
Issue I.
3rd December, 1976.
AIRCRAFT
SYSTEMS AND EQUIPMENT
AUXILIARY POWER-UNITS

INTRODUCTION Au~liary power-units (APUs) are employed in many types of

transport aircraft, their purpose being to provide a source of electrical power and pres-
surized air (e.g. for air conditioning and main-engine starting) thereby rendering aircraft
less dependent on ground support equipment. Operation of an APU is based on a small
turbine engine which, not infrequently, is left running unattended for prolopged periods
between flights. In addition, the installation design of some systems may require in-flight
operation of an APU. The integrity and satisfactory operation of APUs must, therefore,
be ensured by regular monitoring, and by obs~ving maintenance practices which, in many
respects, are similar to those applied to the main power-units of an aircraft.
1.1 This Leaflet outlines typical constructional features of APUs and also provides
guidance on their operation, installation and maintenance. As relevant details can vary
between types of unit and aircraft, the information is of a general nature only. The
Leaflet should, therefore, be read in conjunction with the Maintenance Manuals and
other approved documents for the APU concerned, and for the type of aircraft in which
it is installed. Reference should also be made to the following Leaflets which contain
certain relevant information:-
AL/3-8 Fire-General Precautions
AL/3-9 Fire Detection Equipment
AL/3-10 Fire Extinguishing Equipment
AL/3-23 Pressurization Systems
AL/3-24 Air Conditioning
EL/3-10 Turbine Engines
EL/3-12 Turbine Engines-Starter and Ignition Systems

2 GENERAL DESCRIPTION An APU is a self-contained unit which, generally,

consists of a small gas turbine engine coupled to a gearbox which provides the means· for
driving a generator of a similar type and power rating to· the generator driven by each of
the main engines· of the aircraft. The gearbox also drives the APU accessories such as
the fuel pump, oil pump, tachometer generator and a centrifugal switch. The purpose of
the centrifugal switch is to control the· starting and ignition circuits, the governed speed
indication circuit and the overspeed protection circuit of the APU (see also paragraph 3.3).
2.1 Location. An APU is located in _an unpressurized compartment of the fuselage of
an aircraft, usually in the tail section. The compartment is separated from the remainder
of the fuselage by a firewall and the µnit is secured to the fuselage structure .by rubber;.
bonded anti-vibration mountings. Access to the compartment is normally via hinged
cowling panels positioned either one at each side of the compartment, or a single panel
at the bottom of the compartment.
309
AL/3-26
2.2 Air Supply. Air for the APU compressor is drawn in through either single or twin
intakes, connected, via ducting, to the APU intake section. Doors are provided in the
intake sections of most APU installations, and are normally opened and closed by
electric actuators; the actuator circuits are interconnected with the APU master control
switch to ensure the correct operating sequence during starting and shut-down. In one
type of aircraft the doors are operated by a pneumatic ram; the air supply being con-
trolled via an electromagnetic valve energized from the APU control system. Door
positions are indicated by indicator lights which, depending on the installation, are
connected to either micro-switches, or proximity switches at the door locations.
2.2.1 The APU compressor discharges air into a plenum chamber which is connected,
via ducting, to the air conditioning system and the main-engine air-starting system of
the aircraft. The bleed air thus supplied, is automatically regulated to provide the
corr~ct amount without overloading the APU. The bleed-air system of some types
of APU is also designed to by-pass air nc t required by the aircraft, into the engine
exhaust duct. In addition to supplying bleed air, the plenum chamber also serves
to distribute air to the engine combustion system, in which a mixture of air and fuel
is burned to drive the turbine.

2.3 Fuel Supply. Fuel is supplied to the APU from one of the tanks in the main fuel
system of the aircraft via a solenoid-operated valve, and is regulated by a fuel control
unit which controls the acceleration of the APU and maintains the speed by proportion-
ing fuel flow to load conditions.

2.4 Lubrication. Lubrication of all gears and bearings within an APU-is provided by
a self-contained system consisting of an oil tank, pump, filter, cooler, oil jets, and
associated supply lines. Monitoring of system operation is effected by indicator lights
and instruments associated with ·such functions as oil pressure, quantity and, in some
cases, oil temperature.
2.5 Starting and Ignition. Rotation of the engine for starting is accomplished by an
electric starter motor connected to a drive shaft in the accessories gearbox. The motor
is normally powered by the aircraft batteries and, in some instances, power may also be
obtained from an independent APU starter battery. The ign_ition system is of the
high-energy type (see Leaflet EL/3-12) and is controlled from the master control switch,
and via the centrifugal switch (see paragraph 3.3).

2.6 Cooling. Cooling and. ventilation of the APU compartment is normally provided
by a fan driven by the APU accessories gearbox. Air is also ducted from the fan for
cooling the a.c. generator and APU lubricating oil.

2.7 Anti-icing. In some types of APU the air intake area is protected against ice
formation by bleeding a supply of air from tire compressor and using it to heat vulnerable
surfaces.

2.8 Fire Detection and Extinguishing. The detection and extinguishing of a fire in an
APU compartment is normally accomplished by a continuous-wire detection system
and a single-shot fire extinguisher (see Leaflets AL/3-9 and AL/3-10). In some
aircraft having a centre rear-mounted main engine, the fire extinguisher installation for
_that engine is also designed to discharge into the APU <?Ompartment in lieu of an
independent extinguisher system. Detection circuits· are so arranged that, in addition
to actuating warning lights and/or warning horn systems, they automatically.shut down
the APU. The extinguishant is discharged by manually-operated switches on the
appropriate APU system control panel. In one particular installation, discharge also
takes place automatically whenever the detection. system is activated.;.: ·-- ·

310
 AL/3-26,
2.9 Controls and Indicators. . All switches, warning lights an.d indicating ·ini,truments
necessary for the starting, stopping and normal operation of an APU are located on
control panels in the flight compartment and in fuselage compartments. accessible from
outside the aircraft. An APU can normally only be started from the :flight-compartment
control panel, although in some installations, provision for starting is also made at a
fuselage compartment panel. Shut-down of an APU is accomplished from either of
the panels (see also paragraph 3.4).
2.9.1 Operation· of an APU is monitored by an exhaust gas temperature indicating
system, and, in the majority of installations, an hourmeter or an elapsed time indicator,
the latter instruments recording the number of hours an APU has been in continuous
operation. Depending on the installation, provisions for monitoring APU starting
current, engine rev/min, generator output voltage and frequency, generator bearing
temperature, and connection of an APU test set may also be included.

3 APU OPERATION The operating characteristics of an APU are such that the
possibility of injury to personnel and damage to aircraft and associated equipment exists.
It is, therefore, necessary in the interests of safety to observe certain precautions, and to
carry out checks prescribed for the particular APU installation.
3.1 Precautions. The following precautions are those which, in general, must be
observed. Additional precautions .appropriate to specific operating or maintenance
tasks are outlined in the relevant paragraphs of this Leaflet.
(a) As with any type of turbine engine operating under ground-running conditions,
danger zones are created around the air intake and exhaust unit of an APU. These
zones should, therefore, be kept clear of personnel, loose debris and equipment.
The area of danger zones varies with the type of engine and the location of the
APU, and reference should be made to the appropriate manuals for details of zone
clearances.
(b) During operation, an APU has a high noise level; maintenance personnel should,
therefore, wear appropriate types of ear-protection devices, when working in close
'proximity to a unit.
(c) In some installations, prolonged ground operation of an APU in high 'ambient
temperature conditions may cause an extreme build-up of temperature in the APU
compartment, and in ··any adjacent compartment. Reference should, therefore, be
made to the relevant aircraft Maintenance Manual for details of any operating
limitations or pr~cedures which may make it necessary for compartment cowlings
or access doors to be left open.
(d) Fire extinguishers should be positioned adjacent to the aircraft during all ground-
running operations of an APU.
(e) When an APU is used for pressurization tests, it must be ensured that smoke
masks are available for use by personnel within the aircraft_, in the event of fire.
(f) A communication link should be established between ground crew members outside ·
the aircraft and at the APU control panel in the flight compartment, to ensure safe
operation of the APU: In most types of aircraft, this is facilitated by the provision
of headset jackplug points connected to the intercommunication system of the
aircraft.
NOTE: An APU may be cleared to run unattended, subject to the provision of various automatic
shut-down facilities (see paragraph 3.4:1) or that the possibility of hazardous failure occurring is
extremely remote.
311
AL/3-26
(g) The height of an APU location from the ground varies between types of aircraft,
but normally it is such that a fall from a workstand, or platform, could result in a
person sustaining serious injuries. Stands or platforms must, therefore, permit
adequate freedom of movement by personnel,· and must be equipped with protective
rails.
(h) Before attempting any work on an APU 'in situ', the power supply to the unit
mast be isolated by opening the circuit breaker and placing the master control
switch in the OFF or STOP position. The circuit breaker and switch should each
be. placarded to the effect that work. on the APU is being performed.
(j) In some aircraft, bleed air from the APU is supplied to the leading-edge flap control
system. · Before starting the APU or before operating the bleed valve, a check
should, therefore, be made to ensure that the flap control system will not be in-
advertently operated.
(k) When working on an APU located in a compartment below the rudder of an
aircraft, personnel should keep clear of the rudder. A notice should be displayed
in the flight compartment warning personnel not to operate the rudder controls
while work is being undertaken on the APU.
(1) The electrical energy stored in the ignition system of an. APU is potentially lethal
and certain precautions are necessary before carrying out any work on system
components. The power suppiy to the system should be switched off, the circuit
breaker tripped, and at least 3 minutes allowed to elapse before touching the high-
energy ignition unit, high tension lead or igniter plug. After disconaecting an HT
lead the complete discharge .of the capacitors in the high-energy ignition unit
should be ensured by immediately grounding the ignition lead.
(m) Air intake doors must remain closed when APU opei·ation is not required and on
occasions prior to the use of de-icing fluids around the tail area of an aircraft.
(n) An. APU should be allowed to operate at 'no-load' governing speed for approxi-
mately two minutes prior to shut-down.
(o) After shut-down, sufficient time should be allowed for an APU to cool down
before carrying out any· work on the unit.
3.2 Pre-starting Checks. In addition to observing the precautions outlined in para-
graph 3.1, it is necessary to carry out certain checks on an APU and its installation,
before starting. The following checks are those which are generally applicable:-
(a) Ensure that there is sufficient fuel available in the relevant tanks of the aircraft to
supply the APU for the period of ground running required.
(b) Check the quantity of oil in the lubricating system against the dip stick and, where
appropriate, against the oil quantity indicator. Replenish the tank as necessary.
The tank should not be overfilled, otherwise oil may be forced into the engine
exhaust casing to cause exhaust smoke, carbon deposits and lowering of system
performance.
NOTE: Oil must be to approved specifications detailed in the relevant Maintenance Manuals.
Any substitution, use of non-approved lubricants, or mixing of brands may be harmful.
(c) Ensure that there are no fuel or oil leaks.
(d) Check all overboard drains to ensure that they are open.
(e) Remove all covers and blanks.
(f) Ensure that the appropriate source of d.c. power is available, and check that the
fuses and circuit breakers of all systems associated with APU operation are intact
and closed.
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(g) Note the battery voltage and ensure that it is not below the minimum specified for
starting (a typical value is 23 V).
(h) With d.c. power on, check that indicator lights are illuminated as appropriate to
the APU installation. A check should also be made on indicating devices associated
with automatic shut-down circuits, to ensure that they are clear of relevant warnings.
(j) Note and record the outside air temperature, and the hours run as indicated by
the hourmeter.
(k) Check the fire detection system for serviceability, and also check the fire extinguish-
ing system to ensure that the extinguisher is in a charged condition.

3.3 Starting Procedure. The sequence of starting an APU is fundamentally the same
for all types of unit, and is initiated by either a toggle- or push-type master control
switch on the APU control panel in the flight compartment of the aircraft. When the
control switch is operated, the air inlet doors are opened, and the APU engine is
'motored up' to a speed at which the fuel and ignition system controls are activated.
After ignition, or 'light up', has taken place, the engine. with the assistance of the starter
motor, begins to accelerate to its governed speed. At a certain percentage of the
governed speed (typical values are from 35 to 50 %) the circuit to the starter motor is
automatically 'interrupted by the centrifugal switch, and the motor is disengaged from
the driving gear. The engine continues to accelerate under turbine power until at 95 %
of governed speed, the centrifugal switch interrupts the ignition circuit and combustion
becomes self-sustaining. Acceleration then continues until the no-load governed speed
is reached. Governing of speed and bleed-air load is carried out by a sensing system
which automatically meters the fuel supply to the engine in response to variations in
speed and exhaust temperature. The APU should be allowed to run at its no-load
governed speed for one minute before selecting bleed-air and electrical loads. If the
speed regulation system fails, an overspeed sensing circuit is activated (normally at
110 % of governed speed) by the centrifugal switch, and automatically shuts down the
APU.

3.3.1 Careful monitoring of APU behaviour throughout the complete starting and
operating procedure is vital for the purpose of detecting failure to 'light up', and in
· particular, the detection of high exhaust gas temperature when a load is applied in
the. governed speed condition.
(a) If 'light up' does not occur, or the APU does not reach governed speed within the
time specified for the relevant unit, the· master control switch should be selected
to the OFF or STOP position. Before attempting to re-start, sufficient time should
be allowed for excess fuel to drain overboard. The number of successive attempts
to start should not exceed that specified in the relevant aircraft Maintenance
Manual. In addition, the specified duty cycle of the battery should be strictly
observed to ensure that batteries and APU starter motors are not over:heated. If
an APU fails to start after the specified number of attempts, the fault should be
investigated and rectified.
NOTE: After setting the master control switch to its OFF or STOP position, it should not be
returned to the starting position until the APU engine has ceased running. Damage to the
starter motor and drive is possible if they are engaged with a rotating engine. ·
(b) When an APU is operated at governed speed, the exhaust gas temperature indi-
cations should be carefully monitored to ensure that specified limitations are not.
exceeded regardless of load applied. In the event of limitations being exceeded,
the electrical and/or bleed-air load should be shed as soon as possible and the
APU shut down. The fault should then be investigated and rectified as appropriate ..

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3.4 Shut-down. An APU is normally shut down by allowing it to operate at no-load
governed speed for approximately two minutes, and then selecting the OFF or STOP
position of the master control switch located at either of the two control panels.
3A 1 Depending on the type of APU and its installation requirements, shut-down of
an APU can also take place automatically as a result ··of any one of the following
conditions:-
(a) Overspeed.
(b) High exhaust gas temperature.
(c) Loss of exhaust gas temperature signal to the electronic control system.
(d) Low oil pressure.
(e) High oil temperature.
(f) APU fire detection system operation.
(g) Opening or closing of cooling air shut-off valve before 95 % of governed speed
has been attained.
(h) Overheating of the· APU bleed-air delivery duct just forward of the APU com-
partment.
·U) When specified airspeed or altitude limitations are exceeded.
(k) Operation of landing gear shock-strut micro-switches on take-off.
3.4.2 In some installations, the APU can also be shut down in an emergency by using
a FIRE switch on the control panels, or by pulling a FIRE handle on the flight
compartment panel. When using a FIRE switch, the fire extinguisher discharge circuit
is armed, and care must be taken to prevent inadvertent discharge of extinguishant.
3.4.3 After an automatic shut~down has occurred, the master control switch should be
selected to the OFF or STOP position." The .reason for the shut-down should then
be determined and appropriate remedial action taken.
"'-----
NOTE: In order to indicate which circuit or system has caused a shut-down, most APU installations
incorporate appropriate indicating devices, e.g. magnetic 'doll's eye' type indicators.

4 INSTALLATION The procedure to be adopted for the installation of an APU

varies between types of aircraft, and reference should always be made to the relevant
M_aintenance Manuals for precise details. Certain aspects are, however, of a common
nat1;1re and these are given in the following paragraphs.
4.1 Pre-installation Checks ,
(a) Circuit breakers relevant to the APU and its systems should be open, and the master
control switch selected to the OFF or STOP position before installation~ The
switch should be placarded to the effect that work on the APU installation is being
undertaken.
(b) Dirt and foreign matter which may have accumulated within the APU compartment
should be removed. Sound proofing, heat~shi_elds and any fireproofing seals should
be checked for security and possible oil soakage.
(c) Mountings, attachment fittings and structural attachment points should be checked
for damage and general security.
(d) Air intake and other ducting shoqld be checked for security, signs of damage, and
freedom from obstruction.
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(e) The APU cooling fan should be checked for freedom of movement and signs of
damage to blades.
(f) All blanking caps and plugs should pe removed from APU connections within the
APU compartment.
(g) Pipelines and drains should be checked to· ensure that they are undamaged. and free
from obstruction.
(h) Cable harness assemblies and components assoclated wjJh the APU electrical cir-
cuits, e.g. starting, ignition and generator, should be checked for security of attach-
ment and for signs of damage to insulation and connectors. ,,
(j) On satisfactory completion of all requisite checks .within the APU compartment,
the APU itself should be checked to ensure that it is undamaged and is complete.
Inhibiting fluid shoulq. be drained out.
4.2 Installation
(a) The installation ofan APU is carried out by means of a hoist and cable assembly
which, for many types of aircraft, is supplied as an item of ground equipment. If
an alternative type of hoist assembly is to be used, it must be ensured that the hoist
is capable of adequately supporting the weight of the APU.
(b) Hoists should be connected to the attachment points normally provided in the APU
compartment, and, with the APU and its mounting stand, or 'dolly', positioned
below the compartment, the hoist cables should be connected to the 'slinging' points
on the APU.
(c) After taking up slack in the hoist cables, the APU should· be released from its
attachment points on the stand, or 'dolly', and then hoisted into its compartment.
During hoisting it must be ensured that the APU clears all obstructions to prevent
damage to compartments and aircraft structure.
(d) The APU should then be carefully manoeuvred into aJjgnment with its mountings
and appropriate ducts, and the mounting bolts inserted and ·torque-tightened to
within their specified limits.
(e) The hoist assembly and cables should be disconnected and removed, and all requisite
mechanical and electrical connections should be made in accordance with the
procedures specified i~ the relevant Maintenance Manual.
(f) In installations employing electrically-actuated air inlet doors and an exhaust door,
the air inlet doors should be. driven to the closed position before connecting the
flexible shaft to the exhaust door, otherwise the actuator jack shafts will hit their
internal stops, resulting in damage to, or failure of, the flexible spaft. Care must
be taken to keep hands away from door areas when doors are in operation.
(i) Door-actuating gea~box shafts must be properly indexed with door torque shafts
to ensure that the correct opening and closing relationship is obtained.
(g) The APU fuel system should be bled (see also paragraph 5.2.6), and the oil tank
contents should be checked and replenished as necessary.
4.3 Inspection and Tests
4.3.1 On completion of the procedures in paragraphs 4.1 and 4.2, a post-installation
inspection should be carried out to ensure that:__,..
(a) Pipelines, ducts and cables have adequate clearance to prevent fouling or chafing.
(b) Pipelines are not kinked or twisted.

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(c)· All mountings, connections, fittings and clamps are secure, and also that they
have been made 'safe' in accordance with the appropriate installation require-
ments.
(d) The sensing element of the fire detection system is correctly routed and connected
to its associated warning. circuit.
(e) All tools, equipment, spilled fluids, loose hardware and debris have been removed
from the APU compartment.
4.3.2 On completion of the installation procedures, the APU should be started, and
appropriate functional tests and adjustments carried out.

5 INSPECTION AND MAINTENANCE The frequency at which inspection and

maintenance of an APU is to be carried out is given in the aircraft Maintenance Schedule,
and details concerning the procedures to be adopted, type of test equipment required, and
any precautions. to be observed, are. contained in the appropriate Maintenance Manuals.
It is essential, therefore, to refer to these documents at all times. The information given
in the following paragraphs, although based on some· typical installations, is intended to
serve only as a general guide. ·
NOTE: Details of all tests,· adjustments, and abortive starting cycles, should be recorded in the APU log
book or record card.

5.1 Inspection. The inspection of an APU may be considered under two main headings:
(a) external inspection and- (b) 'hot end' inspection.
5.1.l External Inspection• . This inspection comprises visual checks for security and
signs of damage to the APU and all its components, pipelines, electrical cables, etc.,
which are externally mounted.
5.1.2 'Hot end' Inspection. This inspection is one requiring checks on the combustion
system, turbine 'assembly and exhaust unit of the engine of an APU for signs of
excessive carbon deposits, .cracking, erosion, blade rubbing and heat distortion. The
checks, which are most indicative of a critical engine condition having occurred, may
normally be carried out 'in situ', by removing such items as the combustion chamber
and the turbine torus assembly, and also by means of borescopes inserted through
inspection ports. Permissible limits associated with the checks are ·given in the
relevant Maintenance Manual together ·with illustrations to show the probable
location and extent of cracks and other damage. ·

5.2 Maintenance
5.2.1 Proof Test. This test is carried out after the installation of an APU and, where
specified, after changing certain components.
(a) Before starting, all necessary precautions relevant to the ground running of an
APU must be observed, and the appropriate pre-starting checks carried· out (see
paragraphs 3.1 and 3.2).
(b) During the starting procedure (see also paragraph 3.3) the following should be
noted and recorded:-
(i) Reduction in battery voltage (a typical minimum value is 18 V).
(ii) Time taken for the engine to. 'light up'.
(iii) Maximum exhaust gas temperature .and. its duration, e.g. 760°C for 15
seconds.
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(iv) Engine speed at which the starter motor is disengaged from the engine. This
check is normally applicable only to those installations which incorporate
an indicator light in the starter motor circuit
(v) Engine speed at which the oil pressure warning light, where appropriate,
goes out.
(vi) No-load governing speed and exhaust gas temperature.
(c) With the A.PU running at its no-load governing speed, check that there are no
fuel, oil or air leaks.
(d) If the APU is a new one, it should be shut-down after five minutes running at
no-load governing speed and the oil and fuel filters changed.
(e) With the APU supplying bleed air to the air conditioning system, the latter should
be checked for proper functioning, and the APU checked for stable operation
under load. Exhaust gas temperature indications should be monitored to ensure
that the specified maximum is not exceeded.
(f) The bleed· air supply for main-engine starting should be .checked by selecting a
main engine and allowing the APU to 'blow' the engine for 30 seconds. The
stability of APU operation under these conditions should also be checked.

(g) The. APU generator output voltage and frequency should be checked to ensure
that they are within the specified limits; typical values are respectively 200 ± 4 V
and 400 ± 4 Hz. This check should be carried out with the APU also supplying
bleed air to the air conditioning system.
(h) On completion of the foregoing checks, the APU should be shut down, and the
'run down' time recorded from the moment of setting the master control switch
to OFF or STOP. Checks should be made that there are no abnormal noises
. coming from the APU and that drainage from fuel drains is. not excessive.

(j) With the engine stationary, a check should be made that there are no oil or fuel
kaks. ·

5.2.2 Adjustments. Various adjustments ate required after an APU has been installed,
and whenever a control system component has been changed. The nature of the
adjustments, which are carried out with the aid of appropriate test sets, depends on
the type of APU and as already indicated in paragraph 5, the procedures detailed in
th~ relevant manuals must be followed. Some of the adjustments commonly required,
and typical methods ·or carrying them out are outlined in the following paragraphs.
(a) Exhaust Gas Temperature. The purpose of this adjustment is to ensure that the
APU engine is operated within its proper maximum gas temperature limits. The
adjustment is normally required after installing an APU and after installing such
components as a fuel control unit, thermocouple and harness assembly, load
control valve, and electronic temperature control unit. The APU is started, and,
after allowing it to run at no-load governed speed for one minute, the bleed-air
and electrical ·1oads are selected. A check is then made on the exhaust gas
temperature, and, if it is necessary to bring it within the specified operating range,
adjustments are made by turning a screw.:.controlled potentiometer on the tem-
perature control unit in the appropriate direction. The directions are normally
i.n the sense, clockwise to decrease and anti-clockwise to increase. · Potentiometer
sensitivity is typically 22°C for each quarter of a turn of the adjusting screw
control.
317
(b) Load Control. This adjustment should be carried out after installation of a load
control valve, the purpose of which is to maintain the electrical and bleed-air
loads on the APU within the specified limits. The APU is started in thenormal
manner, and, after allowing it to stabilize at its no-load governing speed, the
generator load is switched on and the exhaust gas te¥1perature allowed to stabilize.
The full bleed-air load is then selected, and from the moment of selection it should
be noted that the time taken for the exhaust gas temperature to rise to its stabilized
value on full load is within the specified limits (a typical time is from 18 to 22
seconds). If it is necessary to increase the valve operating rate, the APU should
be shut down and the metering valve of the load control valve adjusted accordingly,
The foregoing operations should be repeated until the correct valve operating rate
is achieved. Oq satisfactory completion of the adjustment procedure, the
adjusting device should be made 'safe' in the appropriate manner.
NOTE: Care must be taken not to over-adjust the valve. In the event that the operating rate
is greater than the specified time, the valve should be removed for rectification and re-calibration.

(c) Surge Control Valve. This valve operates in conjunction with the load control
valve to modulate the bleed-air load and thereby prevent pressure surges, and also
prevent stalling of the APU engine compressor. The valve should normally be
adjusted after installation of an APU whenever the valve is changed, and when-
ever there is a reduction of maximum bleed-air load performance or a tendency
for the APU to ·surge. The APU is run at its no-load governed speed, and a
check is then made on the difference between the total pressure and static pressure
which are sensed by a flow sensor unit in the ducting between the APU plenum
chamber and load control valve. Both pressures are supplied to the surge control
valve, and measurement is facilitated by connecting a differential pressure gauge
(or a test rig manometer) and specially calibrated restrictor assemblies to two test
points provided on the valve. Depending on the type of APU, differential pres-
sure limits can vary between 3 and 8 in. Hg. The pressure is adjusted within the
specified limits by turning an adjusting screw on the surge control valve in the
appropriate direction, i.e. anti-clockwise to increase the pressure differential and
clockwise to decrease it. On completion of adjustments, the APU should be shut
down, the measuring equipment disconnected, and the blanking caps or plugs
refitted to the test points. The APU should then be re-started and checked for
correct operation.

(d) Fuel Control Unit. Adjustment of a fuel control unit is necessary whenever the
unit has been changed, the purpose. of the adjustment being to bring the speed of
the APU within its prescribed limits. Adjustment is effected by a governor
adjusting screw while the engine is running at the no-load governed speed. The
direction of screw rotation is normally clockwise to increase speed and anti-
clockwise to decrease speed.

(e) Air Inlet Doors. These require adjustment each time a door, or part of its
actuating mechanism, is changed. Such .adjustment is necessary to ensure that
doors fair with the fuselage skin and that excessive gaps are reduced or eliminated
between doors and frames. On completion of adjustments, doors should be
cycled from their fully-closed to their fully-open positions, and· back to closed.
During cycling, a check should be made to ensure that the doors do not interfere
with other components or parts of the airframe structure. The time taken for
doors to fully open, and close, should also be checked.
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(f) Proximity Switches. In some APU installations, a proximity switch is provided
at each air-inlet door location. Each switch consists of two components which
are so designed that when in very close proximity they complete a circuit to a
'door open' indicator light. During checks on door operation, the clearance
between the components and switches should also be checked as their respective
doors near the fully-open position. If a clearance is not within the specified
limits, the position of the switch component mounted on the appropriate inlet
door, should be adjusted.

5.2.3 'Motoring'. 'Motoring' refers to the procedure of rotating the APU engine
compressor and turbine by means of the starter motor only; it can be either 'wet' or
'dry' depending on whether relevant maintenance checks are to be carried out with
or without a flow of fuel to the engine. In both cases, the times specified for starter
motor operation must not be exceeded. During 'wet motoring' a fire hazard is
created as a result of fuel passing through drains and into the engine exhaust unit.
All appropriate safety precautions must, therefore, be strictly observed.

5.2.4 Starter Motor. At the periods specified in the approved Maintenance Schedule,
the brushes of the starter motor should be checked for wear, by measuring the distance
from the tops of the brush holder caps to the tops of the brushes. Brush assembly
leads should also be checked for discoloration and security. If wear exceeds the limit
specified in the relevant Maintenance Manual, or if the leads are discoloured, the
starter motor should be removed for the fitting of new brushes and subsequent
'bedding-in' procedures. Before refitting the clamping strap around the brush and
commutator end of the starter body, any accumulation of brush residue should be
removed by means of clean, dry, low-pressure compressed air.

5.2.5 Lubrication System. The following paragraphs outline some of the checks
normally required during routine maintenance of.the lubrication system.

(a) Oil Changing. When it is necessary to change the oil, draining of the system
should be carried out while the oil is at, or near, its normal operating temperature.
The drained oil should be examined for the presence of metal particles. A similar
examination should also be made on the oil filter and the magnetic chip detector
of the oil tank drain plug. If any particles are found, the engine should be
inspected before replenishing with fresh oil, to determine the extent of any damage
and the remedial action to be taken.

(i) A new filter element and housing gasket should be fitted (see (b)) and, after
refitting the oil tank drain plug, the tank should be replenished with fresh oil
to the same specification as that of the oil drained from the system (see also
paragraph 3.2 (b)). The lubrication system should then be primed, and, after
'dry motoring' for 30 seconds, the APU should be started and run at 'no-load'
governed speed for 3..:..5 minutes in order that the oil pressure indications
may be monitored and the oil system may be checked for leaks.

(ii) If the tank is replenished with another type of approved oil, then, after
running the engine for approximately 5 minutes, the tank should again be
drained and the oil checked for metal particles or other contaminants. If the
oil is uncontaminated, the tank should be replenished and the engine started
and run for approximately 15 minutes; during this period the oil pressure and
temperature should be carefully monitored. If either the oil pressure or
temperature fluctuates, the entire draining and replenishing procedure should
be repeated until fluctuations cease.
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(b) Filters. Filter elements should be inspected and renewed whenever the oil is
changed and also at the periods specified in the relevant aircraft Maintenance
Schedule. Filter housings should be cleaned with the specified solvent and dried
with clean, dry compressed air, but housing seals should be discarded and replaced
by new seals, which should be coated with a specified lubricant. Before fitting a
new filter element, it should be dipped in oil to the same specification as that used
in the system. After installation, the oil level should be checked and the tank
replenished as necessary. The APU should then be run in order to check for oil
leaks. After the APU has been shut down, a further check on the oil level should
be carried out.

(c) Oil Pumps. Oil pumps are normally designed for mounting on a pad of the
APU accessory gearbox, but in some types of APU the pump may be.submerged
in the oil tank. In the latter case, pump removal and replacement cannot be
accomplished as a single unit operation.

(i) Whenever a pad-mounted pump is installed, a new seal should be fitted

between the pump and ·gearbox drive. After installation, the oil system
should be primed, and, after 'dry motoring' for 30 seconds, the APU should
be started and run at 'no-load' governed speed for 3-5 minutes in order that
the oil pressure indications may be monitored, and the system may be checked
for oil leaks. After the APU has been· shut down, the oil level should be
checked and the tank replenished as necessary.

(d) Chip Detector ~Jugs. Plugs _should be removed and examined for traces of
metallic particles. If particles are found, the cause should be investigated and
remedial action taken in accordance with the procedures set out in the relevant
Maintenance Manual.

(i) Plugs should be washed in clean kerosene and dried .witli clean, dry com-
pressed air, before refitting. Where appropriate, a new seal, lightly coated
with lubricant, should be fitted to a detector plug before it is installed.

(ii) The magnetic strength of a .plug should also be checked against the weight
of ferrous material it will lift; a typical weight is half an ounce.

5.2.6 Fuel System. Some of the checks normally required during routine maintenance
of the fuel system of an APU are· outlined in the following paragraphs.

(a) Bleeding. Bleeding of the system should be carried out on the following occasions:
(i) after installation of an APU, (ii) whenever it is suspected· that air leaks in the
system are causing difficulties in, starting, and (iii) after removal and replacement
of such fuel system components as filters, pumps, fuel control units and fuel supply
lines. Bleeding is carried out by connecting an overboard drain line, or special
bleed tool, to the appropriate discharge port, and 'motoring' the APU until
'solid' streams of· fuel are observed. flowing from the drain line. The APU
ignition system must be isolated during bleeding, and the times specified for
starter motor operation must not be exceeded. Whenever the fuel tank supplying
the APU has been drained, or the low pressure system between the tank and APU
has been opened, the relevant section of the aircraft fuel system should be bled
in the manner appropriate to that system.

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(b) Fuel Atomizer. Whenever a fuel atomizer assembly is suspected of causing
erratic combustion, and also prior to the installation of an _assembly, its functioning
should be checked. Briefly, this check is carried out by setting up the assembly
in a test rig, and then observing the conical spray pattern of the fuel as it is
pumped through the atomizer at varying pressures. The fuel is allowed to spray
into a spray basin, while the angular limits of the pattern are referenced against
a protractor. The pattern should always be steady and even. If any abnormalities
appear in· the spray pattern, such as sudden changes in spray angle, fluttering,
bubbling, discontinuity or solid jets of fuel, the atomizer assembly should be
rejected and sent for rectification.
5.2. 7 Ignition System. High-energy ignition units should be inspected to ensure that
they are undamaged and show no signs of corrosion. This also· applies to igniter
plugs but, in particular, these must be inspected to ensure that the ceramic insulation
is not chipped or cracked, and that burning, or erosion of the central electrode and
outer shell is within the limit~ specified in the ·Maintenance Manual. Whenever a
high-energy ignition unit or an igniter plug has been changed, the functioning of the
complete ignition system should be checked by energizing the power supply circuit
to the system. When the necessary switches are selected, operation of the system
will be heard as regular clicking noises from the igniter plug as electrical discharges
occur.
NOTE: Before energizing the power supply circuit, it must be ensured that the APU engine fuel
system is isolated, and that there is no possibility of fuel or fuel vapour being ignited. If, after the
functioning check, it is necessary to change an ignition system component, sufficient time must be
allowed for all electrical energy to decay before handling any comp0nent (see also paragraph 3.1(1)).

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CIVIL AVIATION AUTHORITY CIVIL AIRCRAFT INSPECTION PROCEDURES

AL/7-1
Issue 3

September, 1988

AIRCRAFT
STRUCTURES
INSPECTION OF METAL AIRCRAFT AFTER ABNORMAL OCCURRENCES

1 INTRODUCTION
1.1 Aircraft are designed to withstand flight and landing loads within specified limits; these
limits are calculated to allow for all normai manoeuvres and exercises which may be
undertaken by that aircraft, and include safety factors to allow for unforeseen
circumstances. If design limits are exceeded due to abnormal occurrences, the integrity of
the structure may be jeopardised and safety impaired. Any report or evidence on the
aircraft which suggests that the design limits have been exceeded or equipment damaged
should, therefore, be followed by a careful inspection appropriate to the nature of the
occurrence and in accordance with the Approved Maintenance Manual.
1.2 The types of cfccurrence which may lead to structural damage are considered in the
following paragraphs, tJut these should be considered as a general guide and not as a
complete list; additional inspections may be required on some aircraft, and these will be
described in the appropriate manuals. Inspections pecu1iar to helicopters are described in
paragraph 7 of this Leaflet, and some guidance on the inspection of wooden aircraft
structures is given in Leaflet AL/7-9.
L3 General. The appropriate aircraft Maintenance Manual and other relevant literature,
such as Service Bulletins, should be consulted to ascertain the particular inspections which
are necessary, and the areas where damage has been known to occur in similar
circumstances on aircraft of the same type. The aircraft should then be viewed for obvious
damage such as distortion or twisting of the main structure, before carrying out the
detailed inspections applicable to-the particular· incident.
· 1.4 The repairs necessary, if damage is found during inspection, are outside the scope of this
Leaflet~ and reference should be made to Leaflet AL/7..;14, and to the manufacturer's
Overhaul and Repair Manuals.
1.5 The subject headings are as follows:-
Paragraph Subject Page
I Introduction I
2 Heavy or Overweight Landings 2
3 Burst Tyre Incidents 4
4 Flight Through Severe Turbulence 5
5 Lightning Strikes 5
6 Damage from Jet Blast 6
7 Helicopters 6
8 Other Occurrences 7

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