TYPES OF RIVETED JOINTS:-

 Following are the two types of riveted joints depending upon the way in which the plates are connected -
(i) Lap Joint & (ii)Butt Joint
 A Lap joint is that in which one plate overlaps the other and the two plates are riveted together.
 A Butt joint is that in which the main plates are kept in alignment butting each other and a cover plate or strap is
placed on either one side or both sides of the main plates. The cover plate is then riveted together with the main
plate.
 Butt joints are classified as single cover butt joint and double cover butt joint.
 In a single cover butt joint, the edges of the main plates butt against each other and only one cover plate is placed
on one side of the main plate and then riveted together.
 In a double cover butt joint, the edges of the main plates butt against each other and two cover plates are placed
on both sides of the main plates and then riveted together.
 Riveted joints are also classified into two types depending upon the number of rows of the rivets are used for the
joint, they are :- (i)Single Riveted joint & (ii)Double Riveted joint
 A single riveted joint is that in which there is a single row of rivets in a lap joint or a butt joint.g
 A double riveted joint is that in which there two rows of rivets in a lap joint or a butt joint.
 A multiple riveted joint is that in which there are more than two rows in a lap joint or a butt joint. It may be a triple
or a quadruple riveted joint.
 A chain riveted joint is that in which every rivet of a row is opposite to the other rivet of the other row.
 A zig-zag riveted joint is that in which the spacing of the is zig zag in order.
 A diamond riveted joint is usually adopted in a butt joint only. It is a joint in which the number of rivets decreases as
we proceed from the innermost row to the outermost row of the rivet.
STRENGTH OF A RIVETED JOINT
 The strength of a riveted joint may be defined as the maximum force which the joint can transmit without
causing it to fail.
 Three important factors are to be determined to decide the strength of the riveted joint :-
1. Tearing Strength
2. Shearing Strength
3. Crushing Strength
 When a riveted joint is subjected to a tensile force and when such force increases, the riveted joint will fail at
the moment when one of the deciding factors (tearing strength or shearing strength or crushing strength)
reaches its maximum.
 The following formulas are used to determine the strength of the joint :-
Tearing Value = (P-d) * t *ft
Shearing Value = {(3.14d*d)/4}*fs*3.14*n.................Single shear
" 2n...............Double shear
Crushing Value = fc*d*t*n

where,
p = pitch of the rivet
d = diameter of the rivet hole
t = thickness of the plate
n = number of rivets
ft = permissible tensile strength for the plate material
fs = permissible shearing strength for the rivet material
 fc = permissible crushing strength for the rivet material

FAILURE OF A RIVETED JOINT

A riveted joint may fail in the following ways:-
 Tearing of the plate at the edge
 Tearing of the plate across a row of rivets
 Shearing of the rivets
 Crushing of the rivets

RIVET LAYOUT
 Rivet layout essentially consist of determining :-
1. The number of rivets required
2. The size and the style of the rivets used
3. The rivet material
4. Tempered condition of the rivet
5. Strength of the rivet
6. Size of the rivet hole
7. Distance of the rivet holes and rivet from the edges of the patch
8. The spacing of the rivets
 The type of head , size and strength required in rivet are determined by 3 factors, they are :-
1. Forces present at the point riveted
2. The kind and the thickness of the material to be riveted
3. Location of the riveted parts on the aircraft
 The type of head required for a particular job is determined by its installation location,
1. Where a smooth aerodynamic surface is required, Countersunk rivets should be used
2. Universal head rivets are used in other location

RIVET SPACING
 The edge distance or the distance from the centre of the first rivet to the edge of the sheet should be not less than
2 Rivet diameters (2D) and not more than four.
 The recommended edge distance is about 2.5D
 Rivet pitch is the distance between the centre of adjacent rivets in the same row ,the smallest allowable rivet pitch
is 3D.
 Transverse pitch is the perpendicular distance between rivet rows.
 Transverse pitch is usually equal to 75% of the rivet pitch.
 The smallest allowable transverse pitch is 2.5D.

TOOLS USED FOR RIVETING AND DIMPLING

 Hole Duplicators - When sections of skin are replaced with new sections, the holes in the replacement sheet or in
the patch must be drilled to match the existing holes in the structure. These holes can be located with a hole
duplicator. A separate duplicator must be used for each diameter of rivet.
 Rivet Cutter - The main purpose of the rivet cutter is to cut the shank of the rivet and to bring it to the desired
length
 Bucking bar - A bucking bar is a tool which is held against the shank end of the rivet while the shop head is being
formed. They are usually made up of an alloy and are made in different shapes and sizes to facilitate rivet bucking
in all places where rivets are used
  Countersink - It is a tool which cuts a cone shaped depression around the rivet hole to allow the rivet to flush with
the surface of the skin. They are made in various angles to correspond to the various angles of the countersunk
rivet heads. Some stop countersunks have a micrometer set attached to it.
 Pneumatic Riveting gun - The guns that are used for riveting purpose are usually slow hitting type. They are
available in different shapes and sizes. They operate at a pressure varying from 90 - 100 psi. They are used in
conjunction with interchangeable rivet sets.
 Dimpling Dies - The process for making an indentation or a dimple around a rivet hole so that the top of the head of
CS rivet will be flush with the surface of the metal is called dimpling. It is usually done with a male and female die
called punch and die set. There are two methods for dimpling and they are coin dimpling and radius dimpling.
 Squeeze riveter - The squeeze riveter permits the operation of riveting in sheet metal where the reach of the
squeeze riveter is deep enough. They are of three types and they are hand operated , pneumatically operated &
pneudraulic operated.
 Clico Fastner - These are the metal type fasteners used on sheet metal to hold it temporarily during the rivet work.
They are available in different sizes and colors.
 Microshaver - They are used to cut the head of a CS rivet in order to make the surface of the skin smooth. The
depth of the cut can be adjusted.
 Rivet gauge - It is used to check the condition of the upset rivet head to see that it conforms to the proper
requirements.
 Blind riveting gun - They are mainly used to close the rivet. This tools practically pulls the mandrel of the rivet and
thus forms the shop head on the other side

DRIVING OF RIVETS

 Two methods are commonly used in aircraft construction and maintenance, they are Compression riveting & Gun
Riveting.
 Compression or squeeze riveting is often used when a large number of rivets must be installed in a location where
both sides of the machine are accessible to a clamp type riveter.
 The majority of the rivets used in aircraft maintenance and repair are driven with rivet guns and bucking bars.
 During the squeeze riveting operation each rivet is upset in a single operation.
 During the squeeze riveting operation all the rivet heads are applied with uniform pressure and all the heads are
formed alike and all the rivet shank is sufficiently and uniformly expanded to completely fill the rivet hole.
 The gun riveting process involves the following steps :-
1. Install the correct rivet set.
2. Adjust the hitting force on the gun.
3. Install the rivet in the hole and position the rivet set against the rivet head.
4. Select the correct bucking bar and position it against the rivet shank.
5. Drive the rivet.
6. Evaluate the rivet.
Before driving any rivet, it must be ensured that all holes line up perfectly. All shavings and burrs should be
removed and the parts to be riveted are secured and fastened together.
REMOVAL OF RIVETS
 When removing a rivet for replacement, ensure that the rivet hole will retain its original size and shape and
replacement with a larger size rivet.
 If the rivet is not removed properly, the strength of the joint may be weakened and the replacement of rivets may
be more difficult.
 When removing a rivet, always work on the manufactured head, because it is more symmetrical about the shank
than the shop head and there will be a less chance for damage.
  Initially, file the flat area on the head of any round or brazier head rivet and use a centre punch to flat the surface
for drilling.
 If the process is done on thin metals, back up the rivet on the upset head when centre punching to avoid
depressing the metal.
 The dimple in 2117-T rivets eliminates the necessity of filing and centre punching the rivet head.
 Select a drill one size smaller than the rivet shank and drill out the rivet head.
 Drill the rivet to the depth of its head, while holding the drill at an angle of 90 degrees.
 Do not drill to deep because the rivet shank will turn with the drill and cause a tear.
 Drive out the shank of the rivet with a drift punch smaller than the diameter of the shank.

INSPECTION OF RIVETED JOINT

 After marking out, to ensure conformity with the repair scheme or the riveting methods used elsewhere on the
aircraft.
 After drilling, to conform the position of holes and ensure that the hole size and condition are suitable for the type
of rivets to be used.
 After countersinking or dimpling, to check the mating of the parts involved, the condition of the countersink or
dimple, and the flushness of the rivet heads.
 After the final assembly prior to riveting, to conform the fit of the components and the condition of any protection
treatment.
 After riveting, to ensure that rivets are satisfactorily formed, that there has been no significant distortion of the
parts and where specified, that joining compound has been correctly applied.
 The riveted joint should be inspected for loose rivets.
 The riveted joint should be inspected for intactness of the parts that are joined by rivets.

BENDING OF PIPES
 Tubes having less than 1/4th" in diameter are usually bent without the use of the tube bending tool.
 Tubes having larger than 1/4th" in diameter are usually bent with the use of the tube bending tool.
 The tubes are normally bent carefully to avoid excessive flattening, kinking, or wrinkling.
 A small amount of flattening in the bends is acceptable, but the small diameter of the flattened portion must not be
less than 75% of the original outside diameter.
 Before the star of the bending operation, block one end of the tube, fill the tube with dry sand and block the other
end.
 Both the blocking must be tight so that they will not be forced out when the bending is done.
 Position the tube over the forming block and bend the tube carefully.
 Instead of using dry sand, it is advisable to use a fusible alloy for filling and packing the tube.
 When the fusible alloy is to be used, the operation of filling and its removal is usually done using hot water.
 When the tube bending operations are over, all particles of the filter are to be removed properly so that none will
be carried into the system in which the tube is installed.

BEADING OF TUBES
 Tubes may be beaded with a hand beading tools, with machine beading rolls or with grip dies.
 The method to be used depends upon the diameter and wall thickness of the tube and the material from which it
was made.
 The hand beading tool is used with tubes having 1/4th" to 1" outside diameter.
 The bead is formed by using the beader frame with the proper rollers attached.
 The inside and outside of the tube is lubricated with light oil to reduce friction between the rollers during beading.
 The size marked on the rollers are for the outside diameter of the tubes.
  Separate rollers are required for the inside of each tube size.
 Beading machines are normally used for beading large diameter tubings over 1 15/16", unless special rollers are
supplied.
 Grip dies are used to bead small diameter tubings.

FLARING OF PIPES
 Two kinds of flares are generally used in aircraft plumbing systems. They are single flare & double flare.
 Flares are frequently subjected to extremely high pressures.
 The flare on the tubing must be properly shaped.
 A flare made too weak produces a weak joint which may leak or pull apart.
 A flare made too large interferes with the proper engagement of the screw thread on the fitting and will cause
leakage.
 A crooked flare is the result of the tubing not being cut squarely.
 The flare and the tubing must be free from cracks, dents, nicks, scratches or any other defects.
 The flaring tool used for aircraft tubing has male and female dies ground to produce a flare of 35 to 37 degrees.
 By the flaring process the outside diameter of the flare should extend approx. 1/16th of an inch beyond the end of
the sleeve, but should not be larger than the major outside diameter of the sleeve.
 Double flare is not necessary on the tubings.
 The double flare is smoother and more concentric than the single flare end.
 The double flare is more resistant to the shearing effect of torque.

INSPECTION OF AIRCRAFT PIPES

 Inspect the aircraft pipes for scratches or nicks.
 Scratches or nicks no deeper than 10% of the wall thickness in AL alloy tubing may be repaired, if they are not in the
heel of the bend.
 Inspect the aircraft pipes for any deformity in the flare.
 Any cracks or deformity in the flare is unacceptable and should be rejected.
 Inspect the aircraft pipes for dents.
 A dent of less than 20% of the tube diameter is not objectionable unless it is in the heel of the bend.
 Inspect the pipe for any external damage on the pipe itself and to its end fittings and for correct forming of the
flared ends.
 Inspect the pipes for the condition of its protective treatment.
 If the damage or deformation is suspected, the pipe should be pressure tested or the roundness of the bore is to be
checked.
 Aircraft pipes should be inspected for chafing. It usually occurs under the clamps and clips and particularly where
vibration is present.
 Inspect the aircraft pipes for corrosion.
 Pipes which have corroded areas which cannot be blended out within the specified time period should be replaced.

INSPECTION OF AIRCRAFT HOSES

 Inspect the hose for general deterioration which may be recognized by discoloration, flaking, hardening,
circumferential cracking of the outer cover.
 The general deterioration do not render the hose unserviceable unless the cracks penetrate to the braid.
 Inspect the hose for chafing and cuts on the outer cover.
 Light chafing and cuts are acceptable if the braiding is not exposed.
 Inspect the hose for kinks which is usually caused by incorrect installation or by mishandling. Any kinked hose must
be considered to be permanently damaged and must be scrapped.
  Inspect the hose assembly for corrosion on the wire braid or on end fittings. If found corroded, replace the hose
assembly with a new one.
 Inspect the hose for signs of contamination, which may be identified by swelling, sponginess, hardening or
disintegration of the surface. Contaminated hoses should be rejected.
 Inspect the hose for sign of overheating which may be identified by scaling, crazing or discoloration of the surface.
 Inspect the hoses for blisters on the outer synthetic rubber cover.

TESTING OF AIRCRAFT HOSES

 BALL TEST
o With the hose assembly suspended from one end, a ball should pass freely through the assembly under its
own weight and without lubrication.
o The check should be repeated from the opposite end and if the ball fails to pass through the hose in either
direction the hose must be rejected.
o The diameter and material of the ball are specified by the manufacturer and vary with the design of the
hose, but a steel ball having a diameter of approx 90% of the bore of the end fittings is generally used.
 FLOW TEST :- The main purpose of the flow test is to ensure that the hose assembly is capable of passing a given
quantity of fluid in the time under the conditions specified.
 PRESSURE TEST
o Pressure tests are usually carried out with fluids that are similar to that which the fluid will be carried in
service.
o However there are some exceptions for pneumatic and oxygen hoses, and also for petrol hoses:-
 Paraffin is usually recommended for testing petrol hoses as it is safer.
 Pneumatic and oxygen hoses are usually tested with water and then thoroughly dried out with a
warm air blast.
o Oxygen pipes must not be contaminated with oil, and should not be connected to a compressor for test
purposes.
o Hoses should be pressure tested 1.5 times their max working pressure.
 BONDING TEST
o Where hose assemblies have metal wire braid reinforcing or embody any form of metal in their
construction, a bonding test should be carried out.
o A bonding tester is to be used, and the resistance recorded should be less that 0.050 ohm or 0.025 ohm per
foot length, whichever is greater.

INSTALLATION OF AIRCRAFT PIPES

 Before a pipe assembly is fitted into an aircraft, it should be ensured that it is of the specified type and that there is
evidence of prior inspection and testing.
 Prior to assembly, all the pipes should be blown out with clean and dry air and where applicable it should be
flushed with the clean and filtered fluid of the type to be used in the particular system in which the pipes are to be
installed.
 For pipes used in oxygen systems an additional approved de-greasing process should also be used, since oil or
grease in contact with oxygen under pressure could cause an explosion.
 When transporting or carrying pipe assemblies or moving them into position on the aircraft, care should be taken
paritcularly with long pipes of small diameter .
 Pipes should be loosely fitted into position in the supporting clamps and adjusted so that the connections meet
correctly.
 The connections should be complete and the clamps tightened and beads attached as specified.
  Never apply compound to the faces of the fitting or the flare or else it will destroy the metal to metal contact
between the fitting and flare.
 Ensure that the pipeline assembly is properly aligned before tightening the fittings.
 Do not pull the installation into place with torque on nut.
 Always tighten the fittings to correct torque valve when installing a tube assembly.
 Do not over tighten the union nut.
 Failure to tighten sufficiently will also result in serious conditions such as the pipeline may be blown out or may
lead to severe leakage.

CLAMPING OF PIPELINES
 Support clamps are used to secure the various lines to the airframe or powerplant assemblies.
 Different types of support clamps are used to secure the aircraft pipes such as plain clamps, rubber cushioned
clamps and Teflon cushioned clamps.
 Plain clamps are used to secure lines in areas that are not subject to vibration.
 Rubber cushioned clamps are used to secure lines subject to vibration to prevent chafing.
 Teflon cushioned clamps are used in areas where the deteriorating effect of Skydrol 500 hydraulic fluid or where
fuel is expected.
 Bonded clamps are used to secure metal hydraulic, fuel and oil lines in place.
 Un-bonded clamps are used to secure electrical lines.
 Remove the paint or anodized paint from the portion of the tube at the bonding clamp location.
 Ensure that the clamp used are of correct type and correct size.
 Use of smaller size clamp than the outside diameter of the pipeline may restrict the flow of fluid in the pipeline line.
 All plumbing lines must be secured at specified intervals
CLEANING OF BEARINGS
 It is mandatory to wipe all the grease adhering to the outer surfaces of the bearing in order to clean it thoroughly
for further examination.
 Use of dry compressed air is permitted to dislodge the sticking grease on the cage and rolling elements of the
bearings.
 During the de-greasing process, the bearing should not be allowed to rotate.
 The bearings should then be soaked in white spirit to remove any remains of grease in it.
 It is permissible to oscillate or turn the races slowly to ensure that all foreign matter from inside the bearing.
 After cleaning, the bearing should be dried with clean, warm and dry compressed air, taking care to permit only
very slow rotation, and lightly lubricated with oil to prevent corrosion.

REMOVAL OF BEARINGS

 Bearings are usually removed from the shaft by three methods :- removal with handpress, with bearing extractor &
with hammer and soft metal protector.
 Apply the force for removal, to the inner ring when removing the bearing from the shaft, and the outer ring when
removing it from the housing.
 Apply even force around the side of the bearing at a right angle.
 While using a hand press, be sure that the arbor centre and the bearing centre are aligned, and the inner ring is
supported by a bearing support plate.
 If the plate supports the outer ring only, a driving force passes through the outer ring to the inner ring through the
balls, causing brinell dents on the outer ring, which will lead to premature failure.
 Mount the bearing extractor in such a way that the extractor arms extends upto the bearing and the central shaft
of the extractor rests against the shaft.
  When removing the bearing with a bearing extractor, use a piece of soft metal to protect the shaft from being
scratched.
 Bearings can be removed with a soft hammer.
 In all cases, apply less amount of force while tapping in order to remove the bearing.

MAINTENANCE OF BEARINGS

 In order to prolong the life of a bearing it should be periodically lubricated.

 It is essential to take utmost care of the bearings that no damage is done to bearings during mounting and de-
mounting.
 Any work involving bearings should be performed under clean working conditions.
 Once the bearing is removed it should be properly cleaned.
 Bearings should never be spun with air while cleaning.
 After cleaning the bearings, they should be oiled and stored by wrapping it in oil proof paper.

INSPECTION OF BEARINGS

 Inspect the bearings for wear and tear.

 Inspect the bearings for signs of corrosion.
 Inspect the bearings for pitting of balls or rollers.
 Inspect the bearings for scores, scratches and cracks.
 Inspect the bearings for excessive radial or axial movement if the inner race relative to the outer race.
 Inspect the bearings for fretting marks on its inner race and outer race.
 Fretting marks on the outer race indicates that there is movement of the bearing inside the housing.
 Fretting marks on the inner race indicates that the bearing has a loose fit on the shaft.
 Inspect the bearings for signs of overheating.
 Inspect the bearing for loose rivets or damage.
 Actuate the moving parts of the bearing and check for the smoothness of operation.
 Check the shielded bearing to ensure that there is no rubbing contact between the stationary and rotation
components.

LUBRICATION OF BEARINGS

 Adequate lubrication is essential for all types of bearings.

 The purpose of the lubricant is to lubricate the areas of rubbing contact i.e. between the rolling element and the
cage to protect the bearing from corrosion and to dissipate heat.
 Bearings that are meant for low speed and for oscillating functions are to be lubricated with suitable grease.
 Bearings that are meant for high speed are to be lubricated with the suitable oil.
 External bearings on aircraft are often of pre-packed or shielded or sealed type.
 Éxternal bearings are usually packed with anti-freeze grease because of the low temperatures that are
encountered.
 They are not normally pre-packed with grease.
 Wheel bearings are normally tapered roller bearings and should be re-packed with the correct grease when re-
fitting the wheel.
 Bearings fitted in engines and gear boxes are generally lubricated with oil spray, splash, mist, drip feed or controlled
level oil base.
 Lubrication is done to minimize friction at points of contact with the bearing, to dissipate the heat that is
generated, to remove or prevent the entry of foreign matter within the bearing and the protect the bearing from
corrosion.
LUBRICATION METHODS

 OIL BATH LUBRICATION:- this method is used for lubricating bearings that are used for low to moderate speed of
rotation. The static oil level should never be higher than the centre of the lowest positioned rolling element in the
bearing lubricated. This method results in excessive operating temperature due to the churning effect.
 WICK FEED LUBRICATION:- the wick employs either capillary action or gravity to transfer the oil from the reservoir
to bearing. Napthathetic and synthetic oils are preferred for wick oilers.
 DRIP FEED LUBRICATION :- this method is used on bearings that are operated at moderate speeds. The oil is
introduced through a filter. The oil is controllable and is determined by the operating temperature of the particular
application.
 OIL SPLASH LUBRICATION:- this method is used primarily in gear cases where the bearing and gear lubricant is
common. The lubrication of bearings is a gear box, other than the one of the slow speed, is usually not critical as
the oil splash from the gear teeth is sufficient to lubricate the bearings.
 CIRCULATING OIL LUBRICATION:- this method utilizes a circulating pump to assure a positive supply of lubricant to
the bearing. This method is used on bearings which operate on slow to moderate speeds and high temperature
power transmission applications.
 OIL MIST LUBRICATION:- this method is used on bearings that operate at high speeds and continuous operation
applications. This method permits close control of the amount of lubricant reaching the bearing. The oil may be
atomize or metered by compressed air or picked up from a reservoir using a venturi effect. The air that is supplied is
filtered and is supplied under sufficient pressure to ensure adequate lubrication of the bearings
 OIL MIST LUBRICATION:- this method is used where the bearing is operated at high speeds and take heavy loads
and works at high temperature. It is necessary to lubricate the bearing individually under pressure to provide
adequately large scavenging drains to prevent the accumulation of oil after passage through the bearing.

SELECTION OF LUBRICANTS
 The most important property of the lubricant is its viscosity.
 High viscosity lubricants are most suitable for bearing applications that experience wide temperature variations.
 The pour point is the lowest temperature at which a fluid will flow of can be poured.
 The higher the viscosity number the greater the resistance to flow.
 It is important in applications exposed to low temperatures that the lubricating fluid selected has a pour point
lower than the lubricating fluid selected has a pour point lower than the minimum ambient temperature.
 Oxidation stability depends upon the fluid type, refining method and whether or not oxidation inhibitors are
present

DEFECTS IN BEARINGS

 Flaking or spalling of the raceway

 Noisy running
 Contamination in bearings which is identified by scoring, pitting, scratch, rust and moisture
 Brinelling
 False brinelling
 Corrosion
 Abrasive wear
 Discolouration
 Crack
 Seizure
 Chipping
 Dent
  Loss of lubricant

FAILURE IN BEARINGS

 FATIGUE FAILURE :- it is the identified by flaking or spalling of the normally smooth raceway and by their noisy
running. It is the result of a bearing living out its normal life span, which depends on the load and the speed
imposed on the bearing. Premature failure may result from the bearing being either radially or axially loaded
beyond its normal capacity. The use is non-bearing quality steel will result in fatigue of the bearing and results in its
failure.
 THRUST FAILURE:- it occurs due to improper mounting or excessive thrust given on a bearing not primarily intended
for heavy thrust load.
 LUBRICATION FAILURE:- stiffness of grease or change in its color is the indication of lubrication failure. The first
indication of lubrication failure is a rapid rise of temperature from the norma operating limits. Causes of this failure
is due to the use of dirty lubricants, too much or inadequate lubrication and inadequate viscosity of lubricant.
 BRINELLING:- it is identified by mounting indentation and radial indentation. It appears as tiny indentations on the
shoulder of the race.
 FALSE BRINELLING:- it is identified by axial indentation, circumferential indentation and roller indentation.
 Brinelling due to axial indentation appears as elliptical impressions.

INSPECTION OF GEAR

 Inspect the gear for wear and tear.

 Inspect the gear for chipping.
 Inspect the gear for corrosion.
 Inspect the gear for any miniature crack.

CHECKING OF GEAR FOR BACKLASH

 Two gears in mesh are usually checked for backlash.

 Mount the DTI in a suitable place so that the stem of the DTI rests against the side of one gear.
 Set the DTI to zero.
 After mounting the DTI and positioning it properly against the gear, slowly turn the gears until the gear tooth of one
gear touches its mating tooth of the other gear.

INSPECTION OF BELTS

 Inspect the belt for wear and tear.

 Inspect the belt for any aging cracks.
 Inspect the belt for swelling which may have occured due to coming in contact with oil or any solutions.
 Inspect the belt for any chafing.
 Inspect the belt for any cut marks.
 Inspect the belt for signs of overheating which may be identified by the scaling, crazing or discoloration of the
surface.
 Inspect the belt for sponginess, hardening of its surface for disintegration of the surface.
 Inspect the belt for blister on its outer surface.

INSPECTION OF PULLEYS

 Inspect the pulleys for roughness, sharp edges and presence of foreign material embedded in the grooves.
  Inspect the pulleys bearings to ensure proper lubrication.
 Inspect the pulleys bearings for smooth rotation and freedom from flat spots, dirt and paint spray.
 In the cable system, maintain the pulley alignment to prevent the cable from riding on flanges and chafing against
guards or adjacent structure.
 Check the pulley brackets and guards for damage, alignment and security of attachments.
 Inspect the pulleys for markings on its groove by the cable due to excessive cable tension, for pulleys being too
large for the size of the cable due to frozen bearing.

INSPECTION OF CHAINS

 Inspect the chain for freedom from twist.

 Inspect the chain for proper routing.
 Inspect the chain for pre-tensioning and it should not be loose.
 Inspect the chain guard for its intactness.
 Inspect the chain for articulation.
 Inspect the chain for corrosion and broken linkage.
 Inspect the chain for wear.
 Inspect the chain for excessive elongation.
 Inspect the chain for damage, cleanliness and adequacy of lubrication.

INSPECTION OF SPROCKET

 Inspect the sprocket for corrosion.

 Inspect the sprocket for its teeth profile.
 Inspect the sprocket for free rotation.
 Inspect the sprocket for wear and tear.
 Inspect the sprocket for its proper mounting.
 Inspect the sprocket for any radial and axial play.
 Inspect the sprocket for crack, bend and damage.

INSPECTION OF PUSH PULL RODS

 Inspect the push pull rod for corrosion, crack, dent etc.
 Inspect the push pull rod for any bend. This should be checked on a surface table.
 Inspect the push pull rod for the condition of its end fitting threads.
 Inspect the condition of the bearings fitted on the end fittings for free movement.

INSPECTION OF SCREW JACK

 Inspect the screw jack for damage, corrosion, dent etc.

 Inspect the screw jack for the condition of eye end and front end provided for the purpose of attachment.
 Inspect the screw jack for condition of teeth profile and sprocket.
 Inspect the screw jack for any bowl bend of the rod.
 Inspect the screw jack for the smooth movement of the screwing in and screwing out mechanism.
LEVER DEVICES

o The following types of hand levers are used in an aircraft

o Ratchet type hand lever - Brake system etc.
o Plain Lever - Wheel brake lever
o Thumb type lever - Hand brake
o The transmitting end of the control cable is fitted with a hand lever which engages with a nipple on one end of the
cable.
o The levers are classified by the amount of pull that can be applied on the lever.
o The levers are not usually used for applying pushing force.
o The ratchet type lever and the plain lever is used to transmit the pull force for a minimum of 3.5 inches.
o The thumb type lever is used to transmit the pull force for a maximum of 1 1/8th inch.

INSPECTION OF LEVER DEVICES

o Inspect the lever devices for its proper fitment.

o Inspect the lever devices for its free and full travel.
o Ensure that the lever devices is engaged properly with the linkage provided for operation.
o Ensure that the lever devices are not bent, cracked and are free from damage.

END FITTINGS

 The following end fittings are used in the cable system :-

o Single shank ball end
o Double shank ball end
o Threaded rod end
o Eye end
o Fork end

SWAGING OF END FITTINGS

 Swaging is an operation in which a metallic end fitting is secured to the end of a cable by plastic deformation of the
hollow shank of the end fitting.
 The end of the cable is applied with a anti-corrosive element (grease) and is inserted into a hollow shank of the
fitting and the shank is than squeezed in a swaging machine so that it grips the cable.
 Manufacturers of the cable assembly normally swage with rotary machines.
 Swaging is also carried out on a portable swaging machine which squeezes the shank of the end fitting between
dies.
 After the process is over, the terminal shank diameter is checked to find out whether the swaging done is proper or
not. The Go/No Go gauge is used to check the cable terminal after swaging.

INSPECTION OF SWAGED FITTINGS

 Check that the correct combination of cable end fittings has been used.
 Check the diameter of the swaged end fitting. If the end fitting are over swaged, the cable and the end fittings must
be rejected.
 Check by means of inspection hole or point mark, that the cable is correctly engaged in the end fittings.
 Ensure that the shank is smooth, parallel and in-line with the head of the fitting and that the swaged shank length is
correct.
  Inspect the fittings for cracks with a magnifying class (10x) or carry out a crack detection test using magnetic or dye
penetrant.

INSPECTION OF AIRCRAFT CONTROL CABLES

 Inspect the control cable for broken wire strands.

 Inspect the control cable for any kinking of wire in the cable.
 Inspect the control cable for any loose strand.
 Inspect the control cable for wear at fairleads, pulleys, anti-abrasion strips etc.
 Inspect the control cable for incorrect routing, fraying, twisting etc.
 Inspect the control cable for binding and full travel as per requirements.
 Inspect the control cable for the security of attachment of the end fitting.
 Inspect the control cable for any slackness in the cable run.
 Inspect the control cable for any slippage.

TELEFEX CABLES

 The Teleflex system of remote control is installed in aircraft to operate from the pilot's cockpit, components such as
engine control, propeller control, trim control and fuel valves.
 The Teleflex system can also be used for other systems such as indication of undercarriage movement and the
position of flaps.
 This system is not always Teleflex throughout. In many instances cables, chains or linkages are used for the part of
the control run in connection with Teleflex components for the final or initial path
 The main principle of the Teleflex system is a flexible transmitting cable operating on a rigid conduit.
 The cable may be wound with a continuous left hand or right hand helix wire.
 In most instances, the helix wire engages with the teeth of a suitable gear wheels at the transmission and receiving
ends of the control run.
 The advantage of Teleflex over Bowden is that :- It provides more accurate and positive control and the controlled
component can be temporarily locked in any desired position.

BOWDEN CABLES

 These cables are used for such purposes as cabin heater controls, trim tab controls, indicator movements and
operation of differential valves on Dunlop airbrakes.
 The Bowden control is intended normally for PULL operation only and may be fitted with a return spring.
 The return spring may be either in tension or in compression.
 If the return spring is in tension, the spring pulls the cable back through the conduit when the pressure is released
from the operating lever.
 If the return spring is in compression, the spring pulls the cable back through the conduit and the cable is returned
to its original position. In this case the return spring is fitted between the end if the conduit and the end of the
cable.
 For positive movement in either direction, a twin control is used.
 At the transmitting end of the control, the fitting takes the form of a hand lever. At the receiving end, the cable is
connected usually by an end fitting to the component to be operated.
 The control consists of a wire cable housed in a flexible conduit.
 On some installations, rigid tubing is used to house the cable over long straight runs, while flexible conduit is used
for bends or sections, where there is a relative motion.
  The cable normally used in Bowden controls are made of non - corrodible stainless steel wires.
 The surrounding conduit consists of a closely coiled wire covered with cotton braiding, and finished with a black
waterproof coating.

INSPECTION
 A typical Bowden cable control might be a brake lever on the control column operating a remote
brake control valve.
 Maintenance of Bowden cable systems is usually restricted to cleaning and lubrication of the inner
cable at regular intervals and adjustment of the outer conduit (e.g. if the brakes needed adjustment).
The lubrication would keep moisture out of the cable to prevent it freezing at low temperatures.
 The Teleflex cable system is more complex than the Bowden cable system in that the operating
cable, within the conduit, is actually a number of spirally wound cables which surround a core tension
cable, giving it support. This allows the cable to transmit a push force as easily as a pull force, doing
away with the need for any form of return spring.
 A typical use of a Teleflex system might be a throttle lever to engine fuel control system connection.
 The Teleflex cable system is a snug fit within the conduit and, because there might be the chance of it
becoming seized, due to foreign objects, dirt or freezing, it is vital that the inner cables are regularly
removed, cleaned and lubricated with low temperature grease. It is also important that the conduits
are thoroughly cleaned using a form of ‘pull-through’, prior to the inner cable being installed.
 At longer intervals, it might become necessary to inspect the outer conduit for signs of damage or
kinking; which can cause the control to become tight or ‘notchy’.

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